Bus Equipment People

MCI (Motor Coach Industries)

Motor Coach Industries (MCI), a subsidiary of NFI Group Inc. (NFI) and North America’s motorcoach leader backed by reliable in-field technical expertise, 24/7 roadside assistance and parts support, recently announced that Thomas Vik has joined MCI as private market regional vice president for New and Pre-Owned Coach Sales in the Midwest region.

Reporting directly to Tom Wagner, vice president of Private Sector, Sales, Thomas is based in Hudson, Wisconsin and will be responsible for MCI coach sales in the Midwest region, including Illinois, Indiana, Ohio, Michigan, Kentucky, Tennessee and West Virginia.

Thomas brings more than 25 years of experience in new business development, sales strategies, customer relationships, key market expansion, channel partner development and client needs assessment in the motorcoach industry.

Prior to joining MCI, Thomas occupied regional sales manager positions at Daimler Coaches North America and Prevost Car (U.S.) Inc./Volvo Group North America, where Thomas established trusted operator relationships in the Midwest.

“Thomas brings a wealth of sales experience to MCI, and we are excited to welcome him to our team. Thomas’ proven accomplishments in the transportation industry demonstrate his strong commitment to establishing long-lasting and productive relationships with customers, ” Wagner. Thomas is an accomplished leader whose extensive skillset and talents will help MCI deliver the attention and service our new and pre-owned customers have come to expect as we continue to provide reliabilitydriven vehicles and market-leading support to serve our customers. ”

Thomas earned a Bachelor of Business Administration in Marketing from Iowa State University. From 2013-2020, Thomas served on the board of directors of the Midwest Bus and Motorcoach Association, and in 2016, he served as an advisory board member of the Minnesota Charter Bus Operator’s Association.

ABC Companies

ABC Companies, a leading provider of motorcoach, transit and specialty passenger transport equipment in the U.S. and Canada, continues to demonstrate its leadership in the use of technology to advance the industry and give customers a competitive advantage. Utilizing leading technology-based solutions, ABC Companies has accelerated innovative solutions for the commercial passenger transportation industry. ABC’s Technical Solutions Team is comprised of engineers, technicians and support personnel who focus on sourcing and providing new and often unique technologies that improve customer operations and their experience in unexpected and groundbreaking ways.

A key resource for ABC customers, the dedicated tech team is also deployed when existing solutions are not functioning or performing to a customers’ needs. The rapid growth of this resource for ABC Companies and its customers has resulted in the promotion of BrianNelson to vice president of Technical Solutions.

In his new role, Nelson will be responsible for technical solutions and strategy that will continue to innovate by leveraging new and emerging technologies that can benefit customers. “My department’s job is simple, we are here to serve the needs of our customers and bring back solutions, not excuses. We focus on getting resolutions to our customers, and as a distributor, we are not constrained by manufacturer limitations. We take great pride in bringing the voice of the customer to all of our manufacturers. The breadth of our projects and depth of the team, means we can bring solutions to our customers faster and more cost effectively, in a way that is almost impossible to achieve when the customer must personally address a challenge or specific need to manufacturers and service providers.

A veteran of innovating solutions, Nelson has focused on fulfilling customer needs through team collaboration and a hands-on approach in his previous roles as a staff engineer and sales engineer. Most recently as the engineering director/manager, Nelson led a team of engineers and technicians providing full life cycle project handling to coordinate, validate and deploy best possible solutions based on the problems and details specified by users, clients, as well as market demands. Since 2011, Nelson has been a key contributor to the company’s technical strategy working seamlessly in interdepartmental teams he has provided pivotal engineering insights for several major technology projects including: • The introduction of ABC’s first 100 percent battery-electric zero-emissions vehicles starting with the first diesel to electric motorcoach project in the United States. Soon after this, arrived a variety of EVs. Larger motorcoaches such as the Van Hool TDX25E double-decker are capable of moving up to 75 riders, both the RDX25E ThomasVik and serv CX ice 45E thro models ughout t are c he U. ur S. rentl and y used Canad in a. Powered by the proven Proterra energydense battery system, these high-capacity vehicles offer ranges in excess of 260 miles between charges. the EV motorcoaches, transit buses, shuttles and vans are all compatible with public charging infrastructure and feature a number of unique technology features such as solarpowered auxiliary systems and regenerative braking systems to optimize battery performance and energy storage. ABC’s ongoing Zero-Emissions Tour showcases and demonstrates the power and benefits of EVs in service today while educating stakeholders and lawmakers about the critical role high-capacity passenger vehicles play in reducing greenhouse emissions in the transportation sector. Traveling the country utilizing public charging stations, tour stops from Florida, Texas, Virginia, New Jersey, New York to Michigan, California, Seattle and more, are bringing the future of sustainable, zero-emissions, high-capacity passenger travel to great cities nationwide. Tour stops include engaging with elected officials and local media to highlight the need to invest in and expand the existing infrastructure system and support the unique needs of medium- and heavy-duty vehicles, including high-capacity vehicles like ABC’s Van Hool coaches. Learn more about zero emissions tour highlights

BrianNelson

on ABC’s Facebook and other social media pages.

“ABC has a commitment to providing our customers with a competitive advantage through innovative technology, ” said Roman Cornell, president and chief commercial officer, ABC Companies. “Brian’s experience, teamwork, execution on product vision and his passion for serving our customers is helping us change the future of our industry.

Daimler

On October 25, Daimler Truck North America (DTNA) announced that Angela Lentz has been appointed to chief people officer (CPO) for DTNA and its affiliated companies in the United States, Canada, Mexico and Australia. She also joins DTNA’s Operating Committee (OPCom), along with the Daimler Truck AG Human Resources OpCom. In her role as CPO, Lentz will be responsible for all aspects of Human Resources, including performance management, learning and development, labor relations, corporate security and corporate real estate.

Lentz began her career as a buyer in the purchasing department at DTNA in 1997. Progressing through roles of increasing responsibility, she became director of project controlling in 2015, followed by director of procurement for mechatronics and Mexico truck and bus. In 2021, she took on the role of general manager of aftermarket and strategic value chain and technology.

“I am pleased to have Angela Lentz serve in her role of chief people officer. Her broad-based experience ranging from finance to production to aftermarket, extensive leadership experience and rive to get things across the finish line are unquestioned as is her dedication to assembling a team that celebrates diversity, ” said John O’Leary, president and CEO of Daimler North America. “Angela will represent the over 26,000 talented DTNA employees who are proud to design, build, sell and service the commercial vehicles that keep the world moving.

Lentz succeeds Eileen Frack, who will retire after 18 years at DTNA, and being located full-time in Portland, Oregon. Both moves will be affected on January 1, 2023.

Lentz earned a bachelor’s degree in business management and communications from Concordia College.

Proterra

Proterra Inc, a leading innovator in commercial vehicle electrification technology, on October 4 announced the appointment of SaraDadyar as chief people officer effective October 17, 2022.

Dadyar brings more than 20 years of people operations and human resources experience to Proterra and joins the company after most recently serving as Executive HR Leader within General Electric’s Gas Power business. Previously Dadyar held various HR leadership roles across GE’s financial services and power businesses. As chief people officer Dadyar will oversee all workplace and people operations at Proterra, including recruiting, benefits and rewards, organizational and people development, and diversity, equity and inclusion.

Dadyar holds a bachelor of arts from the University of Connecticut and a master of sciences in Human Resources Management form Manhattanville College.

“We’re excited to welcome some with Sara’s skillset and experience to Proterra at this important moment in our company’s history. As commercial vehicle electrification accelerates around the globe, we are scaling our business to meet the opportunities ahead. Sara will play a central role in advancing our mission and culture as we enter this exciting new phase for our company, ” said Gareth Joyce, Proterra CEO.

“I am delighted to join Proterra at such an exciting time for both the electric vehicle industry and the company’s growth journey. I’m excited about the vision Gareth and the leadership team have already set around building a culture of innovation and delivering for our customers. I look forward to supporting the organization in driving a thoughtful people strategy that helps us achieve our important mission and work,

AngelaLentz SaraDadyar

said Dadyar.

Greyhound’s Historical Fleet for Sale

by Larry Plachno

For some people, their first encounter with the Greyhound Historical Fleet came in 1979 at the first Bus Bash in Beaver Meadows, Pennsylvania at Baran Transit Lines. Greyhound graciously brought the newly-restored Mack to the event and put it on display. This photo was taken during the bus parade of that event by Robert Redden. NBT ARCHIVES.

Towards the end of 2022 FlixBus decided to put most of the Greyhound historical bus fleet up for sale. Approximately a year earlier, on October 21, 2021, FlixBus had announced its acquisition of Greyhound Lines from First Group, its then current owner. First Group has extensive operations in Europe and also other holdings in the United States including First Student, the school bus operation. FlixBus has been growing in Europe in long distance bus operations. The company provides online sales and support for many lines while working with bus companies to actually operate routes and schedules.

Michaud Bus Appraisals, LLC was selected to handle the sales. Spike Michaud had been active in the well-known Michaud Bus Lines in Salem, Massachusetts. In more recent years he, assisted by his son Jim who also runs the BusesOnline.com Web site, has been active as a leader in appraising buses and working with many companies on fleet sales and valuation. Most of the historical fleet is being offered with prices set on individual coaches.

The Greyhound Historical Bus Fleet had an interesting origin back in the 1970s under the direction of Fred Dunikoski, one of the most respected and liked Greyhound leaders. Fred originally started to work for Greyhound at the age of 16 because he was too young to enlist in the military for World War II. He was employed as a clerk and typist in the dispatch office of Central Greyhound Lines in New York which was then located in a shop in Long Island City.

In 1942, Fred turned 17 and was able to enlist in the Marine Corps. He had an impressive military record starting with being assigned to the battleship Texas and participating in the Normandy invasion of Europe. Later he served in the Pacific and was involved in the battles of Iwo Jima and Okinawa. After returning to civilian life, Fred returned to the Greyhound office and shop in Long Island City. He became the administrative assistant to the supervisor of drivers for both Central Greyhound Lines of New York and New England Greyhound Lines. One of Fred’s friends introduced him to his kid sister, Rita. All of them had attended the same schools on Long Island. Fred married Rita, starting a marriage that would last until his passing 64 years later.

Fred’s abilities were noted by Greyhound management and he soon began moving up the ladder. In 1949 he was promoted to dispatcher and in the early 1950s he was dispatching for Pennsylvania Greyhound Lines and working at the Pennsylvania Greyhound Lines station on 34th Street in Manhattan. What may have started his interest in historical buses came in 1954 when the first Scenicruisers arrived at Greyhound. Fred was the dispatcher on duty for the first Scenicruiser dispatched by Greyhound, a run from New York City to Miami. The bus was Pennsylvania Greyhound Lines P-5446 which carried serial number PD4501-001, the first production Scenicruiser.

In the following years Fred continued to move up the Greyhound ladder and into corporate management. In September of 1956, Fred became superintendent and terminal manager at Albany, New York. October of 1969 found Fred at Greyhound headquarters in Chicago

Credit for originally creating the Greyhound Historical Fleet goes to Fred Dunikoski, one of the most loved and respected leaders at Greyhound. Faced with selling the first production Scenicruiser, Fred decided to keep it, and it became the first bus in the Historical Fleet. Fred and his wife Rita are appropriately shown here in the front seat of a Scenicruiser in 2010 at a Scenicruiser gathering in Texas. NBT.

This Greyhound publicity photo was taken on May 1, 1982, the opening day of the Knoxville World’s Fair. By this time the Yellow Coach 743 and ACFBrill had joined the Historical Fleet. Greyhound sometimes provided drivers in period uniforms: Sam McConnell with the Mack, Jim Bowen with the 743 and Emory Hysell with the Brill. NBT ARCHIVES.

with the title of system-wide director of transportation for Greyhound Lines. Ameeting shortly after his arrival in Chicago set the stage for developments that would lead to the historical fleet.

Fred was called into the office of Chairman of the Board G. Trautman and President of the corporation Ray Shaffer. As someone who had come up through the ranks, Fred was asked what he thought was needed to improve the bus line. Fred suggested that the fleet was too old and the company should be buying 400 new buses each year instead of only 200. At that time the company was selling about 200 used buses annually. Fred was challenged that if he could increase used bus sales to 400 per year, the company would then buy 400 new coaches. Fred accepted that challenge, put in a toll-free phone line, got an advertising budget and amazed everyone by selling 416 buses.

In May of 1970, Fred was upgraded to system wide vice president for transportation and in August of 1971 moved to Greyhound Corporation’s new headquarters building in Phoenix. In April of 1976 Greyhound began looking to sell used coaches outside the United States. In particular, they were trying to avoid letting the unique Scenicruisers end up in other domestic fleets. There was little success with this so Fred ended up selling used Scenicruisers along with other coaches from the Greyhound fleet. It is somehow coincidental that the first two Scenicruisers sold by Greyhound were purchased by Spike Michaud and ended up as buses 181 and 182 in the fleet of Michaud Bus Lines.

It all started when Fred found PD4501-001 on the list of Scenicruisers to be sold. He undoubtedly remembered his involvement in sending it out the first time when he was a dispatcher in New York City. Fred told his staff that he was reluctant to turn loose of 001. While other Scenicruisers were in better shape, the decision was made to hang on to 001. It was sent to Miami for restoration work that started what became the Greyhound Historical Fleet.

Based on available information, it appears that the second historical bus was the 1931 Mack. It was restored and was shown by Greyhound at the first Bus Bash in 1979 in Beaver Meadows, Pennsylvania. Both the Mack and the Scenicruiser were displayed at the

ABA Baltimore Marketplace in December of 1980. The historic fleet continued to grow by adding coaches newer than the Scenicruiser from the Greyhound fleet. These were typically selected for appearance and condition rather than by serial number. Older coaches were acquired from other sources, restored and painted in Greyhound colors. While there were larger collections of historic buses, the Greyhound Historical Fleet not only showed a high state of restoration but the coaches were also in operating condition.

Fred Dunikoski was promoted to the top in 1983 as the president and chief executive officer of Greyhound Lines. This ended in December of 1986 when Greyhound Corp. decided to concentrate on other activities including meat packing and soap by announcing it was selling Greyhound Lines to an investor group headed by Fred Currey of Dallas. The Historical Fleet was included in the sale. The bankruptcy of Greyhound Lines in 1990 prompted the sale of some of the historical units, particularly duplicates, but the bulk of the historical fleet remained intact. It appears that the sale of Greyhound Lines ended efforts to expand the historic fleet. It is interesting that while a Scenicruiser was included, the MC-6 and MC-12 were not. While original plans most likely included both the PD4104 and PD4106 models, neither survives in the current historical fleet.

In the following years, Greyhound Lines went through additional ownership changes with Laidlaw, First Group and now FlixBus. The Historical Fleet survived and some of the coaches were put on display at various events and shows. What was probably the biggest project of all was Greyhound’s 100th anniversary celebration. Commemorating the start of Greyhound in 1914 when Carl Eric Wickman began running a Hupmobile between Hibbing and Alice in Minnesota, the company organized a nationwide tour. Running from east to west across the United States from May through December, Greyhound had both a North and South tour stopping at major cities. In addition

This brings us up to current times. First Group had been under pressure from stockholders to divest itself of Greyhound Lines. The result was that on October 21, 2021 FlixMobility announced that it had acquired Greyhound Lines. Founded in 2013 in Germany, the company manages an extensive long distance bus network in Europe as well as some rail operations under the FlixBus and FlixTrain brands. Prior to the acquisition, Michaud Bus Appraisals was hired to appraise the entire Greyhound fleet including the Historical Fleet. This was not the first time that Michaud Bus Appraisals had appraised these buses.

In late 2022, FlixBus made the decision to sell seven of the eight vehicles in the Greyhound Historical Fleet. They elected to retain the 1914 Hupmobile since Greyhound traces its heritage back to Hibbing, Minnesota that year. Carl Eric Wickman took a new Hupmobile that had not been sold and used it to start a bus route from Alice to Hibbing, Minnesota. An interesting side note is that what was then Alice is Hibbing today because the town was moved to allow access to iron ore using open pit mining. Today ’s Greyhound Museum is located on that original route.

It was not unexpected that Michaud Bus Appraisals LLC was selected to handle the sale of the historical fleet. Founder Spike Michaud is a well-known bus expert. His son, Jim, represents the fourth generation of family members in the bus business. Jim’s greatgrandfather, Mike Michaud, founded a bus company in 1914, the same year that Greyhound was founded.

Information offered indicates that every one of these buses have been restored to museum-like quality both inside and out. All are

Taken on May 4, 1985, this photo looks into the Greyhound Shop at Dallas, Texas. By this time the PD4151 Silverside had joined the Historical Fleet. Over the years parts of the Historical Fleet were usually housed at different locations. TOM LANGFORD.

as close to original as possible including running gear and drivetrain. All of the buses run and drive. They participated in the Greyhound 100th Anniversary tours in 2014 that crossed the United States. They were a huge hit everywhere they stopped and drew large crowds.

Jim Michaud commented: “We are extremely familiar with these particular antiques and have a long history of not only appraising antique buses, but restoring several ourselves over the years. It made sense for us to represent these buses for sale. ” Jim went on to say: “Although we are sad to see these buses go up for sale, it is an honor to represent them and to make sure they go to the proper buyers who will preserve them for generations to come. “ Asking prices have been placed on the individual coaches and additional details can be found in listings on BusesOnline.com. Following are some details on the individual coaches presented in chronological order.

1931 Mack BK Parlor Coach

Many people are not aware that the Mack Brothers built buses before they built trucks. Their Model BK to a large extent represented a new and higher level of development in conventional buses. Replacing the Mack AL chassis, the new BK was introduced in 1929. It boasted better brakes and a new and larger engine. Powered by Mack’s largest engine, an inline six-cylinder 525 cubic inch gasoline engine, it was reportedly capable of speeds of up to 70 miles per hour. The BK provided seating for up to 33 passengers in seats with window curtains and had a fancy rear end that was designed to imitate the styling of a railroad observation car.

The Mack BK remained in production for five years while 544 buses were built. All of them were purchased by Greyhound. This model might have remained in production longer, but the Depression years cut into ridership and bus sales. However, the Mack BK became a major part of the Greyhound fleet in the 1930s. On some occasions when this bus was put on display, Greyhound provided a driver in a period uniform to show off the coach and answer questions. The asking price for the Mack BK is $225,000.

1937 Yellow Coach Model 743

John D. Hertz began building vehicles in 1910 under the Yellow Cab name and established Yellow Coach in 1923 to build buses. General Motors took over Yellow Coach in the late 1920s and moved operations to Pontiac, Michigan. By 1930, Greyhound was buying and operating Yellow Coaches.

The Yellow Coach Models 719 and 743 represent a major change in the bus industry to rear engines, underfloor luggage compartments and integral construction. Around 1929, Dwight E. Austin developed integral construction for the Pickwick Nite Coach because it was impossible to do what he wanted with a chassis. While Pickwick failed to continue production into the Depression years, Austin was

The 1931 Mack BK is the oldest bus in the Greyhound Historical Fleet. It represents one of the best examples of conventional (front engine) highway buses of that era. Indications are that it was the second bus selected for the Greyhound Historical Fleet. NBT ARCHIVES.

Greyhound’s bankruptcy in 1990 prompted the sale of the extra buses in the Historical Fleet. The 743 with two-and-one seating that had been used to provide the power train for the restored Yellow Coach went to Alex Lock in California. He sold this coach later and it has been restored. ALEX LOCK.

The cockpit area of the Mack was state-of-the-art in 1931 but certainly lacks what drivers expect today. However, these Macks often drove for long distances over unimproved roads before the interstate highways

were built. MICHAUD BUS APPRAISALS.

hired by General Motors and put to work developing a new rear engine integral coach with underfloor luggage that was introduced as the Model 719 Super Coach in 1934. This was later upgraded to the Model 743 that offered Detroit Diesel’s new 6-71 inline diesel engine.

Fred Dunikoski wanted a Yellow Coach Model 743 in the historical fleet and related what he went through. He started by finding a 743 that had been converted to two-and-one seating. He continued looking and found a former Northland Greyhound 743 at Black Hills Stages in Nebraska. After that, a third 743 was acquired to be used for parts to restore the 743 acquired from Black Hills Stages. The Yellow Coach 743 became the flagship of the Greyhound fleet until the new Silversides design came along. With bus production curtailed during the war years, the 743 was essentially a major part of the Greyhound fleet through World War II until the arrival of the new Silversides after the war. The asking price on the Model 743 is $75,000.

The 743 Yellow Coach was an improved version of the earlier 719 model and offered an optional diesel engine. It brought coach design up to a new level with underfloor luggage compartments and integral construction. These buses were the backbone of the Greyhound fleet during World War II and were eventually replaced with the post-war Silverside buses.

MICHAUD BUS APPRAISALS. One of the more interesting features of the Mack BK was the rear end. It was designed to look much like a railroad observation car. That rack on the roof was for luggage since the Mack had no underfloor luggage com-

partments. MICHAUD BUS APPRAISALS.

The cockpit area of the Yellow Coach 743 contained the usual clutch and floor mounted stick shift. It was unusual by modern standards with minimal gauges and push-pull switches along the front dash. Note the crank on the side for opening the driver’s window. MICHAUD BUS APPRAISALS.

The Yellow Coach 743 offered a comfortable interior for passengers and even provided some overhead parcel rack space. While it had no restroom, passengers were pleased that their luggage was now carried in underfloor compartments rather than on the roof. MICHAUD BUS APPRAISALS.

The cockpit area of the Silverside continued with the push-pull switches on the dash of the previous models. However, its defining feature was the column-mounted shift lever and the air-assist clutch that provided a unique sound in operation. MICHAUD BUS APPRAISALS. The Silverside coaches provided comfortable seating for passengers along with larger overhead parcel racks that were occasionally known to provide beds for sleeping children. These coaches were important in the fleet until the arrival of the Scenicruisers. MICHAUD BUS APPRAISALS.

1947 GM PD4151 Silversides

Yellow Coach introduced its Silversides design in the late 1930s as the replacement for the Model 743. Production during the war was limited because the assembly line in Pontiac was used to make amphibious Ducks for the military. Production resumed after the war under the General Motors name but was again hampered by a major strike from November of 1945 through the end of March, 1946.

In common with most other bus operators, Greyhound struggled through the war years with increased ridership, an aging fleet and little or no new coaches. In 1947, Greyhound placed an order with GM for 2,000 Silversides coaches to rejuvenate its fleet. It was reportedly the largest bus order ever placed. While most of the order involved the PD3751 model, there were some of the newer PD4151 model. This was a special model for Greyhound with four additional seats.

While additional orders for following “41” models were placed with General Motors, the Silversides effectively served as the flagship model of the Greyhound fleet for many years. Noteworthy features included the reliable inline 6-71 diesel engine and an air clutch with a column-mounted shift handle. This model developed a reputation for durability and being a very solid coach, sometimes compared to a Sherman Tank. This member of the Historical Fleet has already been spoken for by the Pacific Bus Museum. As of December, 2022 they are gathering together donations to pay for it.

1948 ACF Brill Model IC-41

Greyhound began moving to Yellow Coach buses around 1930 but did buy from other manufacturers for special applications. For example, lines with lighter patronage did not require the larger coaches. Hence, some smaller coaches including the Gar Wood, Aerocoach, FitzJohn and even the small Flxible Clipper were brought into the Greyhound fleet. In order to modernize its fleet quickly after the war, Greyhound turned to the ACF Brill Model IC-41.

American Car and Foundry expanded into the bus business with the acquisition of Fageol Motors of Kent, Ohio and J. G. Brill Company of Philadelphia. Fageol had been founded by the Fageol Brothers in 1916 in Oakland, California and had built coaches including the popular Safety Coach introduced in 1921. Brill was the largest builder of streetcars and was moving into the bus business. After the war the company built a series of Brill transit buses both gas and electric trolleys. The IC41 model was the company ’s most popular post-war intercity coach.

While Yellow Coach developed the Silverside design in the late 1930s, production was limited during World War II. It was not until after the war that Greyhound was able to place an order for 2,000 Silverside coaches to update its aging fleet. The model PD4151 was similar to the PD3751 but had four additional seats.

PACIFIC BUS MUSEJM.

The cockpit area of the Brill looked substantially different than the Yellow Coaches. While faster, the Brills had less underfloor storage space because of their underfloor engine. MICHAUD BUS APPRAISALS. The seat to the right of the driver on the Brills accommodated two passengers. In the center of the dash is the knob for the air-operated control for opening and closing the door. MICHAUD BUS APPRAISALS.

In spite of its unique features it was purchased and operated by many bus companies including Greyhound and Trailways.

Although being the standard 35 feet long and 96 inches wide, the Model IC-41 had some features that were different than other coaches. The passenger door was located behind the front axle and was operated by air from a knob on the dash. As a result, there was a passenger seat in front of the door and to the right of the driver at the front of the coach. What was probably the biggest difference is that the IC41 was powered by an underfloor Hall-Scott Model 190 gasoline engine. This overhead cam engine had a huge displacement of 779 cubic inches and offered a great deal of power. On the negative side, the underfloor engine limited luggage space. On the positive side, it could push those buses to 80 miles per hour or more. Unfortunately, fuel consumption was rarely better than three miles per gallon. Some say that the IC-41 originated the phrase “ . . . it will pass everything but a gas station. ” The asking price on the Brill is $85,000.

1954 GM PD4501 Scenicruiser

The Scenicruiser is obviously the star of the historic fleet. In addition to being the coach that started the Greyhound Historic Fleet, it represents the first production unit of the model generally considered to be the most iconic American coach. Having been unable to replace its aging fleet during the war, Greyhound placed a record order for Silverside coaches and then set about in 1947 looking for a new model for the future. This led to the doubledeck GX-1 or Highway Traveler that was impressive but considered too radical.

In 1949 General Motors built a prototype GX-2 that was a deckand-a-half design with a length of 40 feet. At that time prior to interstate highways the states controlled vehicle dimensions. Hence, the GX-2 was brought to state capitols to foster legislation approving the 40-foot length. The new technology from the GX2 went into developing the 35-foot GM PD4104 that was introduced in 1953 and the new Scenicruiser that was built for Greyhound starting in 1954.

Jim Michaud comments: “Obviously, the PD4501 has extreme significance as it has serial number PD4501-001. It is the very first one off the production line and has remained in Greyhound’s fleet its entire life. There is no other bus that is more iconic and represents the bus industry better than the Greyhound Scenicruiser. There are a few out there today that have undergone significant restorations that are on par with “001, ” and each of those restorations were well over one million dollars. But they still do not have the significance or history of being the first production model. ”

A total of 1,000 production Scenicruiser coaches were built from 1954 to 1956. They all went to Greyhound and became the new flagship model of the fleet. Since 2,000 PD4104 coaches were also added at this time, the Greyhound fleet was highly modernized and given a new appearance. An attempt to replace the Scenicruiser with the 102-inch wide MCI MC-6 model was not successful because of the width. Hence, the MCI MC-7 model was the effective replacement for the Scenicruisers in the Greyhound fleet.

As late as the gasoline crunch of 1973, half of the Scenicruiser fleet was still operating for Greyhound. Some of them racked up more than three million miles before being sold to other bus companies. By 1978, all of them had left Greyhound except for the preserved 001 and two units in San Francisco that were out of service. The asking price on the Scenicruiser is $980,000.

1968 MCI MC-7

Some people have asked about the gap between the Scenicruiser and the MCI MC-7. It has been suggested that initial plans called for adding a PD4104 or PD4106 to the Historic Fleet, but they were not retained. While the MCI MC-6 was an exclusive model for Grey-

The ACF-Brill IC-41 coaches were different from the Yellow Coaches in several ways. The air-operated passenger door was located behind the front axle and made room for a passenger seat to the right of the driver. An underfloor Hall-Scott engine provided a high operating speed but was notorious for requiring fuel. MICHAUD BUS APPRAISALS.

To a large extent, the Scenicruiser represents the queen of the Historical Fleet. It required many years of development and brought the coach industry up to the 40-foot length. Originally built with dual 4-71 diesel engines, the Scenicruisers were later updated to a single 8V-71 engine. MICHAUD

BUS APPRAISALS.

The cockpit area of the Scenicruiser was similar to the PD4104 in using toggle switches and a meaningful side panel. Like the rest of the fleet, the Scenicruiser in the Historial Fleet had been converted to the 8V-71 engine.

MICHAUD BUS APPRAISALS.

Shown here is the GM builder’s plate on the historical Scenicruiser that shows it as PD4501-001, the first production Scenicruiser. This makes it the first off the line of the model that has become an iconic part of the bus

industry. MICHAUD BUS APPRAISALS. For many of us, the MC-7 moves up into a more modern era. It effectively was an extended and raised MC-5 with a higher pssenger level and a length of 40 feet. The MC-7 was the model that effectively replaced the Scenicruiser in the Greyhound fleet. MICHAUD BUS APPRAISALS.

The cockpit area of the MC-7 brings us into a more modern area. This was the last model in the Greyhound fleet with a clutch and mechanical trans-

mission. MICHAUD BUS APPRAISALS.

The interior of the MC-7 brings us back to the era of blue festival seating and the baby powder smell from the restroom chemicals from the rear

The cockpit area of the MC-9 was somewhat modernized from earlier 40foot coaches but retained the toggle switches and side panel. What is noteworthy is that this is the first model in the Historical Fleet without a clutch

and stick shift. MICHAUD BUS APPRAISALS.

hound, it had only a limited production run and hence was never a big factor in the fleet so it was not included in the Historic Fleet. It was the MC-7 that effectively replaced the Scenicruisers.

Greyhound began switching to buying MCI coaches with the 35foot MC-5 that was introduced in 1963. The MC-7 model built upon this basic design but had a length of 40 feet, three axles and a raised passenger level to increase luggage capacity. Like the PD4106 and MC-5, it was powered with the Detroit Diesel 8V-71 engine. The first MC-7 deliveredtoGreyhoundhadskirtingoverthebogieaxleandwaslettered “Scenicruiser. ”Subsequentcoacheswerelettered“Super7Scenicruiser” to carry on the Scenicruiser name but differentiate the new MCI.

The MC-7 started production in 1968 and remained in production until 1973. When it entered the Greyhound fleet, the MC-7 effectively took over as the Flagship model although some of the Scenicruisers were still around for another decade. It also marked the end of purchasing 35-foot coaches for the fleet. Greyhound became the largest operator of the MC-7 model and during the last year of production, Greyhound began ordering MC-7 coaches with automatic transmissions. With the introduction of the MC-8 model in 1974 the MC-7 was replaced as the flagship of the Greyhound fleet. The MC-7 in the Historical Fleet has already been sold and will be going into a fleet that is active doing movie work. 1984 TMC/MCI MC-9

Newest of the coaches in the Greyhound Historical Fleet is an MC-9. The MCI MC-9 model was introduced in late 1978. It replaced the MC-8 in the MCI product line and effectively became the flagship of the Greyhound fleet when purchased by Greyhound. It is noteworthy that when MCI discontinued their 35-foot MC-5C model in 1980, the MC-9 became the only MCI model in production until the introduction of the new “A” model in 1984.

Effectively an updated MC-8, the MC-9 was very popular with many coach operators. In spite of the fact that MCI offered newer models, the MC-9 remained in regular production until 1990 – a span of nearly a dozen years. July of 1989 saw MCI offer a Special Edition of the MC-9 that featured a special interior and an attractive price. When regular production ended in 1990, a total of 9,513 units had been built.This set a new American coach production record, bypassing the 5,065 GM PD4104 coaches that had been built over a span of eight years.

Also noteworthy about this particular coach is that it was built in Roswell, New Mexico. The gasoline shortage of 1972 and 1973 increased sales at MCI and prompted the opening of an additional manufacturing plant at Transportation Manufacturing Corporation in Roswell, New Mexico. Although initially intended to produce coaches for Greyhound, Roswell built coaches for other companies. This MC-9 was built there in 1984. The asking price on the MC-9 is $55,000.

Historical Fleet Notes

Why did the Greyhound Historical Fleet end with the MC-9? The most obvious answer is that Greyhound Corp. announced that it was divesting itself of Greyhound Lines in late 1986. The new owners probably had little chance to make decisions on this before financial problems appeared and they were forced into bankruptcy. After Greyhound Lines was back on its feet again, it became very conservative and starting buying the MC-12 model, effectively an updated MC-9. It was somewhat of an anachronism since it continued with the 40-foot length and 96-inch width while the industry was moving to 45 feet and 102 inches.The Historical Fleet never did develop beyond the MC-9.

Additional information and photos of the coaches can be found on BusesOnline.com. Michaud Bus Appraisals has indicated that they are accepting offers from those that are interested in acquiring one of these coaches from the Greyhound Historic Fleet. For more information on these buses contact Jim Michaud at (603) 679-2800 or Jim@BusAppraiser.com. q

The MC-9 became the most popular of the MCI 40-foot models and remained in production for an unusually long time. They served as the flagship model in the Greyhound fleet for many years. It is noteworthy that the MC-9 in the Historical Fleet was built at Roswell. MICHAUD BUS

APPRAISALS. Newer upholstery and larger windows give the MC-9 interior a brighter appearance than the older coaches. Passengers can still take advantage of overhead parcel racks and a rear restroom. The transition and increased amenities from the past are obvious. MICHAUD BUS APPRAISALS.

The Pacific Bus Museum,www.pacbus.org is an all volunteer,non-profit,501(c)3 organization that is dedicated to preserving the history of bus transportation. The museum, located in Fremont, California, was recently notified of a once in-a-lifetime opportunity to acquire a restored and operable bus that was part of Greyhound Lines’Historic Bus fleet.

The new owners of Greyhound have made a decision to liquidate the company’s Historic Bus Fleet in the coming months. These are museum quality buses that were restored back to their original condition by Greyhound starting in the 1980s.The Pacific Bus Museum has submitted a bid for Greyhound’s General Motors,model PD 4151 “Silverside”#1947 and the museum has been notified that our bid was accepted.This bus would be a significant addition to the museum’s bus fleet and this particular “Silverside” , which has ties to the San Francisco Bay Area,was one of the last 20 “Silversides” still operated by Greyhound at the end of 1971.This bus should need little to no restorative work unlike a number of the museum’s previously acquired buses.

Your help is needed for donations towards this bus purchase that can become part of the legacy of the PBM. The museum has established a program that allows people to have naming rights to the all the seats on the bus. If you donate at a certain level,you can choose a seat,and a metal plaque with your name will be affixed to the seat forever. You can even make it a memorial to a family member or friend.Here’s how it works,there are 5 levels of giving and the highest donation received for each level is allowed first pick of the 41 passenger seats and also the driver’s seat.The sooner you donate the better your chances to get a seat you desire. We welcome non-seat donations in any amount.

Levels:

“Driver’s seat” – A minimum donation of $10,000.00,for a plaque on the dashboard.

“Hey driver” – A minimum donation of $5,000.00,for seats in first rows.

“Are we there Yet”A minimum donation of $1,000.00,for seats back a few rows.

“It’s cold in here”A minimum donation of $750.00,for seats a few rows from the back.

“Always room in the back of the bus”A minimum donation of $500.00,for the remaining rear seats.

Your donations for the “Silverside”can be your chance to preserve something tangible for the present and for future visitors to have some history of those who made it all possible. Below are the forms for your donation and preferred seat choice(s). Thank You, The Board of Directors of the Pacific Bus Museum

YES! I want to help the Pacific Bus Museum acquire Greyhound’s “Silverside” #1947. I am enclosing a donation for this acquisition. Donor’s Name: ________________________________________ Address: ______________________________________________ City: ______________________

State/Zip: __________________ Email: _____________________

Phone: ____________________ p $10,000 p $5,000 p $1,000 p $750 p $500 p Other

For a Seat Level donation ($500 or more) check this box p Total amount enclosed: $__________ (Please make checks/money orders payable to Pacific Bus Museum)

To donate online go to: www.pacbus.org then click on the Donate Now link. In the “Enter Bus # here” box enter Silverside 1947. For information regarding seat availability ($500 or more) email the museum at info@pacbus.org. Please mail your check/money order together with this form to:

Pacific Bus Museum, 1947 Silverside, P.O. Box 601105, Sacramento, CA 95860-1105 Donations should be received by January 31, 2023

The Pacific Bus Museum is a California non-profit organization under section 501 (c) (3) of the tax code.

California Bus Association 48th Annual Convention

Article and photos courtesy of Pat Plodzeen

California Bus Association’s 48th Annual Convention was held at the Omni Rancho Las Palmas Resort & Spa in Rancho Mirage, California. The event attracted bus operators from California as well as neighboring states and included industry suppliers, meetings and awards presentations. Prevost was this year’s corporate convention sponsor and displayed a 2022 H3-45 equipped with a Volvo D13 engine and Cloud One seats.

West Coast operators attended valuable business sessions, networked with colleagues and enjoyed the Omni Rancho Las Palmas Resort & Spa amenities during the California Bus Association (CBA) Annual Convention and Trade Show October 23-26 in Rancho Mirage, California. The 48th annual event addressed driver recruitment challenges, California Air Resources Board rules and the feasibility of battery-electric fleets, along with other topics aimed at increasing members’ operational success in 2023 and beyond.

Manufacturers and suppliers to the motorcoach industry showcased their latest innovations and sponsored many of the sessions, dining experiences and award ceremonies. The convention, which had a “Westward Expansion” theme, once again attracted operators from Nevada, Colorado, Washington, Arizona and Utah as well as California.

“We want operators from out-of-state to share in our expertise and have the chance to get involved, ” said Vickie Cole, CBApresident and co-owner of American Stage Tours, Concord, California. “There is great potential for CBA to help operators in all neighboring states, especially those without an association of their own, ” added Mike Waters, service delivery director with Coach USA/Megabus and chair of the CBA Convention Planning Committee. capacity to do more with Vicki Bowman as our executive director and a resource channel to legislators in those states on matters of interest to the industry. ”

Waters’ lifelong career in the motorcoach industry began in 1967, when he was hired as a teen to help maintain his uncle’s San Francisco bus fleet. Later, he established his own charter company, the former Pacific Coast Bus Service, in the same city, and now Waters applies his experience to the greater good of the industry. “CBA’s organizational power and expanded membership will provide a rich environment for suppliers, ” he said. “We aim to benefit OEMs with a robust membership and vibrant West Coast marketplace,

Prevost, the manufacturer of the H3-45 and X3-45 touring coaches, partnered with CBA as this year’s corporate convention sponsor.

“We applaud the important work CBAis doing to represent and advocate for motorcoach operators, strengthening their presence westward and keeping members up to date on legislation affecting the industry, ” said Tom Crowl, Prevost national parts director, who spoke at the Prevost-sponsored October 25 luncheon. “We look forward to working together with CBA in the coming year and being part of this outstanding organization. ”

Show floor exhibits, sponsored events and more

Prevost displayed a 2022 H3-45 equipped with Volvo D13 engine and its exclusive Cloud One Seats. Executive sponsor partners MCI exhibited CBAmember Ebmeyer Charters’ clean-diesel MCI J4500 and ABC Companies showcased its CX 45 model. CBArecognized all contributing and supporting partners and event sponsors with on-site recognition and promotion across all social media platforms.

ABA President and CEO Peter Pantuso and UMAPresident Scott Michael presented national industry updates.

CBA’s general session brought together MCI’s Brent Maitland and ABC’s Bryan O’Connell for a panel discussion on electrification infrastructure. Both MCI and ABC offer battery-electric coaches with models already in operation providing commuter shuttle service in the Bay Area.

“The purpose of CBA’s convention is to help members find solutions, ” said Cole, who is working with Waters and other CBA members to get an exception to California Air Resources Board’s proposed rules on battery-electric vehicle regulation. “We are working on getting our message to CARB and having a voice on behalf of our industry about the feasibility of electric vehicles fulfilling charging and luggage requirements on long-distance tour and charter trips. ”

Other educational sessions covered driver recruitment and retention, insurance issues, California regulatory compliance and bus safety laws.

Keynote speaker Eric McElvenny, a Marine Corps veteran, became an Ironman Paralympian after losing one of his legs in Iraq. McElvenny used his story as an example of how to triumph in difficult circumstances. The Pittsburgh resident’s inspiring presentation, “From the Military to the Finish Line and the Habits We Can Use to Embrace Life’s Challenges, ” touched on how grit and resilience can help you reverse a feeling of defeat.

Awards

Recognizing excellence among its members, CBAhonored Carreras Tours as Operator of the Year and Marcelo Pacheco of Santa Barbara Airbus with the MCI-sponsored Maintenance Technician of the Year Award. Lancer-sponsored Driver of the Year Awards were presented to Cinnamon Langs of VIA Trailways in the large operator category and Josephine P. Lal of Starks Enterprises Transportation in the small operator category.

Next year’s CBAannual convention will be held at Silver Legacy Resort in Reno, Nevada, November 4-7, 2023.

Members and prospective members are also invited to join the association for its annual maintenance seminar which will include a vendor showcase, February 28 through March 1, 2023, in Hayward, California. “We’re always looking at what’s around the corner and finding ways to benefit from membership in CBA, ” Cole said.

Lancer Insurance sponsored the annual California Bus Association Driver of the Year award. Here, Dan Tomlinson and Steven O’Shea of Lancer Insurance present the Driver of the Year Award for Large Operators to Cinnamon Langs of VIA Adventure Trailways.

MCI sponsored the annual California Bus Association Maintenance Technician of the Year Award. Tom Wagner, MCI vice president, presents the Maintenance Technician of the Year Award to Marcelo Pacheco of Santa Barbara Airbus. On the right, holding the plaque of past award winners, is Samantha Onnen, CEO of Santa Barbara Airbus.

In 1921 they became the first to build a “complete” bus. Fageol designed a chassis that had a wide track and low center of gravity making it resistant to rolling and easier to enter and exit. It had special springs and axles that improved ride and handling as well as powerful hydraulic braking. The innovative “low floor” concept is a precursor to modern transit buses. Although early examples had multiple side doors, Fageols rapidly evolved into the center aisle configuration that we use today.

Fageol mounted their own specially designed bus bodies on it, and were early adopters of optional air brakes and steel bodies. Renamed the “Safety Coach” they were a leap forward in the safety and comfort of passenger transportation. There are only four examples of these groundbreaking buses known to exist, and the Museum of Bus Transportation/AACAMuseum in Hershey, Pennsylvania has two of them in its historic fleet.

Fageol built a number of body styles. The “Parlor” type was used on intercity runs, and featured an interior luxurious for the times. The Museum’s 1927 model, acquired and donated by the late Dick Maguire, came from Empire Lines in Spokane Washington. Werner Rosenquist, who owned Empire, had purchased the coach from the Auto Interurban Company when they were sold to Greyhound.

Fageol offered, at the time, both Waukesha and Hall Scott engines. This bus is powered by a Hall Scott six-cylinder that developed approximately 90 horsepower at 2200 rpm. Parlor coaches stored luggage in rear compartments or on overhead roof racks.

Fageol also built a “Streetcar” body, which was the precursor to modern transit buses, with a different configuration of seat, entrance door, etc. It was meant to replace streetcars on routes where it was not practical to lay tracks. The Museum’s 1924 Fageol is an example of this model and was donated by Peninsula Charter lines of East Palo Alto, California. It is reported to have originally operated for Pacific Electric Railway of Los Angeles. Initially powered by a Hall Scott four-cylinder engine, that was replaced, somewhere in its long service life, by a Hercules.

In addition to the Oakland, California plant, some Fageols were built under license in Kent, Ohio. Production records are scant and incomplete, but Fageol built a wide variety of specialty coaches, including sightseers and double-decks. Approximately 2,500 Fageol buses were completed in the decade between 1922 and 1932 by the Oakland and Kent plants.

In late 1925, American Car and Foundry (then a railcar manufacturer) bought Fageol’s Ohio facility, and began building buses that evolved into the ACF Brill. Brill was a major trolley car builder and developed into a prominent coach and bus builder from the 1930s through the early 1950s. Their major plant was in Philadelphia.

In 1927 the Fageol brothers left the company to form Twin Coach and began manufacturing in Kent, Ohio. Twin (cleverly named after a drive train using two engines to compensate for the lack of power in contemporary engines) built transit and trolley buses as well as small delivery vehicles until it was bought by the Flxible company in 1955.

Following the departure of the brothers, leadership of the Fageol fell to its president, L. H. Bill. After it fell into receivership during the Great Depression in 1938, T. A. Peterman purchased Fageol’s Oakland factory and inventory. In 1939 he built the first Peterbilt truck. Now part of PACCAR, Peterbilt remains, to this day, a highly respected builder of heavy-duty trucks.

While these buses seem quaint by modern standards, they were a giant step in transportation safety, reliability and comfort. Superior braking, suspension, durability and stability all had dramatic affects on the state of the art in bus building.

The two Fageol’s in the Museum’s historic fleet represent that leap forward in front engine bus design. It took more than a decade for technology to advance enough to allow the building of coaches with the rear diesel engines, underfloor baggage storage and air conditioning that we take for granted today. q

The 1927 Fageol in the museum’s collection operated for Auto Interurban Company until they were purchased by Greyhound. It was then acquired by Empire Lines in Spokane, Washington and came to the museum via Dick Maguire of Capital Trailways. This bus represents the coach version of the Fageol that was geared for longer routes.

The interior of the 1924 Fageol is on the plain side because it was designed mainly to replace lighter streetcar lines or extend lines into new territory. To some extent this model would be a precursor to our modern city transit buses.

The Gift of Being Wrong

by Dave Millhouser

Many if not most bus operations find themselves in a new reality following the pandemic. While some of the old ways may still work, companies are looking around to find new and better ways of doing things. In looking for alternatives, you may have to accept being wrong. MCI.

Iwas wrong.

Wallowing astern of a commercial fishing boat tied up in Gloucester harbor, I yelled up to the captain that all three props were in good shape. He had asked me to dive under the boat, and look for dinged blades. “Great, ” Tommy laughed, “but the boat only has two. ” Harbor water is murky, but hang on, this is a compound error.

Jumping into the harbor, it had not occurred to me that planning on how to exit the water might be important. Wrong. There were no ladders on the boat, or the dock. As we age some of us finally stumble on our real talents, and after decades of searching, I finally recognized mine.

The gift of being “ wrong. ”

Looking back on life, I was sure of all sorts of things, and many turned out to be wrong. Aging refines your “Bull Poopy Filter, ” and it becomes marginally easier to anticipate or mitigate mistakes. The trick to “creative wrongness” is timing, the ability to recognize that an act or idea is doo-doo, and limp away from it. Ego complicates things by pointing out we may look silly, and motivational speakers remind us that if we persist we can do anything. Horsefeathers!

They can jump off a cliff and flap like a hummingbird, but willing themselves to fly is not gonna end well. I would still be under the dock if I had not admitted folly, cried like a baby and begged Tommy to drag me out.

The ability to be wrong is freeing. In our business it takes the form of trying all sorts of new services, ideas and equipment, but always with the caveat that they might fail. Many new ideas were “ wrong” before they became right, timing counts. If our ego is willing to step back, we can try lots of things. If

they fail, stagger away and look for better mistakes. Edison made 6,000 attempts before inventing a practical light bulb.

Timing is critical when bailing out, then starting the search for new mistakes. A reasonable fulcrum is to listen when a voice in your head begins screaming, “What the hell was I thinking? Those double-deck articulated coaches on the Kumquat to Podunk express route are not cash flowing. ” Here we enter murky waters (harbor pun intended). If you paid a bazillion bucks for those jewels and there is no alternative use or market for them, you are in Poopie City.

The art of being wrong boils down to two things. Last (but critical) is knowing how to exit. Before leaping in, make sure you can get out without drowning. We should be wrong sometimes, but it is important to survive until we are right. There is a right way to be wrong.

Next to last – listen when that voice yells, “What the hell was I thinking?” Stifle your ego, and start looking for your bussy version of Tommy. Live to mess up another day. When you are waffling refer back to “stifle your ego. ” It is better to be successful than “important. ” Trust me – harbor water really stinks, get out when the time is right.

If we are not wrong sometimes, we are not trying. Two of Johnny Unitas’ first three pro passes were interceptions. Babe Ruth often struck out. If you are always right, you will likely flop.

You may feel that this concept is not useful in business, but in marriage it never fails. “I was wrong” works miracles. Trust me. If you want to guarantee bliss, just add “Dear” as in, “I was wrong, Dear. ”

It took a lifetime to become good at being wrong. Susan says that another of my gifts is “Nothing. ” Apparently I am really good at that, too. q

In looking for new ways to do things, it may be a good idea to look to staff, customers and other bus operators for ideas. You may not get it right on the first try; even the best of inventors found many dead-ends before being successful. It does help to leave yourself a way out if things do not

go well. STARTUPSTOCKPHOTO.

The best bus models were not created on the firs try. They came about after things were tried and then replaced by better. Moving forward is admitting that we can do better than in the past. ABC COMPANIES.