NBT The Magazine of Bus Equipment for the United States and Canada Vol XLIV, No. 10 September, 2021

National Bus Trader

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

September, 2021

Serving the bus industry since 1977.

Visit us at www.busmag.com.

• APTA 2021 • Emerald Coaches • Temsa is Ready to Grow • Looking for a Lawyer • Northern Ireland Protocol Update

Together for a safer and more sustainable future Irizar USA 100 Cassia Way Henderson NV, 89014 702 431 0707 www.irizarusa.com

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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 Typesetting/Page Layout Sherry Mekeel

Production/Design/Web Jake Ron Plaras

CONTRIBUTORS Safety and Liability Ned Einstein Dave Millhouser

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Volume XLIV

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

Number 10

September, 2021

Features A Glimpse to the Future of Public Transit . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 Leaders in the transit industry will gather in November in Orlando for the American Public Transportation Association’s TRANSform Conference & Expo to see the latest developments and technology in the industry.

Temsa is Ready to grow in North America With Its New Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20 With its new partnership and organization, Temsa is ready to grow in the North American market with its TS 30, TS 35 and TS 45 models.

Emerald Luxury Coaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22 Emerald Luxury Coaches offers a unique owner experience by providing custom interiors with high craftmanship in Prevost shells.

The Northern Ireland Protocol – A Current Review (by Larry Plachno) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24 Our editor provides an update on the increasingly questionable Northern Ireland protocol that creates a customs border following Brexit.

Looking for a Lawyer (by David Millhouser) . . . . . . . . . . . . . . . . . . . . . . . . .28 Dave suggests that sometimes it might be a good idea to have a lawyer in your corner when faced with excessive regulations or questionable requirements.

Cover Photo

Departments

In late 2017, Compass Coach of Cedar Springs, Michigan took delivery of four new Temsa TS 45 coaches that replaced older coaches in the fleet. This delivery included the 1,000th Temsa coach delivered in the United States. See the Temsa article starting on page 20 and the Bus of the Month starting on page 31. COMPASS COACH.

Equipment News . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Bus of the Month – Temsa TS 30 . . . . . . . . . . . . . . . . . . . 31

Curious Coachowner . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

Safety and Liability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Classifieds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

Advertiser’s Index appears on page 38

National Bus Trader / September, 2021 • 3

Equipment News Metro Transit Put First Electric Buses into Service United in their commitment to enhancing the sustainability of the bi-state St. Louis region, representatives from Bi-State Development, Metro Transit and several partners and regional stakeholders gathered June 29 for the official launch of the first electric buses into service on the MetroBus system.

This important milestone for the region was made possible by the Federal Transit Administration (FTA) and Metro Transit’s collaboration with the Center for Transportation and the Environment, Ameren Missouri, GILLIG, New Flyer and Metro’s key transit partners – the City of St. Louis and St. Louis County in Missouri and St. Clair County in Illinois. Metro is putting a total of 18 electric buses into service as part of the initial launch, with another six new buses joining the MetroBus batteryelectric fleet by the end of this year, providing economically and environmentally sustainable mobility options along with a wonderful transit experience for Metro riders.

The launch marks one of the largest initial electric bus fleet deployments in the nation.

New Flyer America manufactured 14 60foot, battery-electric buses for Metro, and Metro purchased four 40-foot, batteryelectric buses made by GILLIG, with six more of those GILLIG vehicles to follow later this year. All of the vehicles are zero-emission buses funded through various FTA grants (70-80 percent) and local sales tax sources (20-30 percent) and will offer similar cost savings and environmental benefits.

“We congratulate Metro Transit for investing in zero tailpipe emission technology for its MetroBus fleet in the St. Louis region,” said Mokhtee Ahmad, regional adminstrator for Region VII, Federal Trade Administration.

“Not only are the battery-electric buses better for the environment, but they are so quiet and provide a really smooth rider for passengers. If you have never ridden on an electric bus before, get ready St. Louis, because you are in for a reat treat.”

“Electric buses create cleaner air, combat climate change and reduce our dependence on fossil fuels,” said Erik Bigelow, Midwest director at the Center for Transportation and the Environment. “We are honored to be a part of this new chapter for Metro St. Louis, and look forward to helping ensure the deployment is a success.”

The 60-foot battery-electric buses will operate exclusively on the #70 Grand

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June 29 marked the official launch of the first electric buses on the MetroBus system in St. Louis.

Involved were 14 60-foot articulated battery-electric buses from New Flyer as well as four 40-foot battery-electric buses from Gillig. The 60-foot New Flyer buses will operate on the #70 Grand MetroBus route that carries about 10 percent of Metro passengers.

MetroBus route, which is Metro’s busiest route and carries about 10 percent of Metro’s customers on a daily basis. The battery-electric buses made by GILLIG will provide service on a variety of MetroBus routes in the City of St. Louis and in St. Louis County.

“In the broader scope, when we think of our clean energy program, we are helping to support communities that are livable, that are more socially equitable and that are more environmentally sustainable,” said Rose Windmiller, chair of the Bi-State Development Board of Commissioners. “With the help of the Federal Transit Administration and local matching funds from our three key transit partners – St. Louis City and County and St. Clair County – we are making important investments today that our children and our neighbors are going to benefit from both now and in the future.

Today’s important launch of these batteryelectric buses is only the beginning of Metro’s clean energy program so stay tuned for additional investments.”

“Paired with local matching funds, we are making an important investment that will benefit everyone in St. Louis, whether they rely on public transporation or not,” said St. Louis Mayor Tishaura O. Jones. “This initial group of 18 battery-electric buses is the first step as we work together to build a healthier region and a better transit experience for residents, businesses and visitors.”

Since these battery-electric buses do not have combustion engines or transmission systems, they will offer substantial savings for taxpayers over the life of the buses, which is about 15 years. Metro transit estimates a savings of about $400,000 in diesel fuel and another $125,000 in maintenance costs over that time.

“This project will provide tremendous cost-savings and environmental benefits for the bi-state community,” said Taulby Roach, president and chief executive officer at BiState Development. “Metro Transit will be leaner and greener by introducing this battery-electric bus technology, not just with the buses on high volume routes, but also through the charging infrastructure and operating facilities. We’re proud to celebrate this win for our region with our many partners who helped to make this possible.”

The 60-foot battery-electric buses will be charged while in service at the North Broadway-Taylor Transit Center in St. Louis, the northernmost end of the #70 Grand MetroBus route. The 40-foot buses and 60foot buses will be charged every night at the Brentwood MetroBus facility in Brentwood, Missouri.

Ameren Missouri built a new substation next to the Brentwood MetroBus facility to help with increasing electric needs in the area. The $11.3 million investment upgrades the power

Equipment News supply to triple capacity and modernizes the energy system for Brentwood and the surrounding communities. The substation also features smart technology, including new automated sensors, switches and self-healing equipment to more rapidly detect and isolate damage in order to restore power quicker.

Ameren Missouri’s partnership with this project is further evidence of the company’s commitment to clean. Ameren has established a netzero carbon emissions goal by 2050 across all its operations in Missouri and Illinois. In addition, Ameren has laid out plans for its largest-ever expansion of clean wind and solar generation that maintains the reliabilty and affordability that customers have come to expect.

“We are partnering with our customers and communities to make the transition to cleaner energy. It takes a commitment from all of us to leave the earth better than we found it,” said Marty Lyons, president of Ameren Missouri. “Converting a fleet to electric vehicles makes sense – from an environmental perspective but also from an economic perspective. These electric buses cost less to operate and that makes good business sense.

AKASOL Concludes Agreement with Van Hool Die AKASOL AG (“AKASOL; the company), a leading German developer and manufacturer of high-performance and highenergy lithium-ion battery systems and a provider of comprehensive solutions, has signed a strategically important framework agreement with Van Hool, a major bus and commercial vehicle manufacturer from Belgium with a total volume in the mid-doubledigit million euro range. The company will supply the second and third generation of its high-energy battery systems for the customer’s new all-electric city bus starting in 2021 until 2026 and thus expand its customer portfolio.

“We are proud that one of the largest European bus manufacturers has now also chosen AKASOL as a strategic partner for the consistent electrification of its portfolio,” explained AKASOL CEO Sven Schulz. The new framework agreement not only expands the company’s customer base to include a strategically important partner and well known commercial vehicle manufacturer from Europe, but also further expands its market share in the area of electric buses and at the same time underscores its technological leadership in the field of high performance Li-ion battery systems. With around 4,000 employees and production sites in Belgium and Eastern Europe, AKASOL’s new customer is one of Europe’s largest commercial vehicle manufacturers, that specializes primarily in coaches, city buses and trolleybuses and manufactures

AKASOL will supply second and third generation high-energy battery systems for Van Hool city transit buses. Based in Germany, AKASOL is a developer and manufacturer of high performance and high energy lithium-ion battery systems. Shown here is one of AKASOL’s development facilities.

its vehicles mainly for the European and North American markets. Following the successful market launch of an all-electric coach in the United States, the Belgian company now intends to consistently drive its electrification strategy forward with the Darmstadt-based battery system manufacturer and gain greater market share in the electric bus market.

AKASOL will supply the second generation of AKASystem 15 OEM 50 PRC high-performance battery systems for the new electric bus to start with. Series manufacturing of the systems is expected to commence in the fourth quarter of 2021 at ;’AKASOL’s production facility in Langen, southern Hesse. Van Hool plans to equip its electric city buses with the new ultrahigh energy battery systems from the Darmstadt-based manufacturer by 2022 at the latest.

“We are pleased that with the new framework agreement, another globally active customer is now relying on our innovative and high-quality products for the electrification of local transport and that we have been able to prevail against international competitors with our technology,” summarizes Schulz.

Through successful and long-term cooperation with renowned customers from the commercial vehicle industry, AKASOL AG has already proven its far-reaching expertise and technological leadership in the field of electromobility in recent years, while at the same time having the respective capacities for the series production of highperformance Li-ion battery systems. With the commissioning of Gigafactory 1 at the new site of Darmstadt, the company will have 2.5 GWh of capacity available this year,

which can be expanded to up to 5 GWh depending on customer requirements.

The new framework agreement with Van Hool is a success for AKASOL in two respects, Schulz emphasizes: “The electrification of local transport is an important building block on the way to emission-free mobility, and we have established ourselves excellently in the market as a strategically important supplier of what is probably the most important e-mobility component for buses.” Van Hool also wants to equip its fuel cell buses with AKASOL’s batteries in the future, he added. In addition, further crossselling potential could arise in the long term if the Belgian manufacturer also electrifies other segments of its portfolio – such as trailers or tank containers.

Bolt Bus Suspends Operations On July 1, 2021, Bolt Bus suspended operations indefinitely. Routes were taken over by Greyhound.

Bolt Bus was originally a joint venture by Greyhound and Peter Pan Bus Lines, created to compete with the Chinatown and Megabus discount operations in the Northeast states. The original route between New York City and Washington, D.C. started on March 27, 2008. This was followed by routes between New York and Philadelphia as well as between New York and Boston.

Routes were primarily run by Prevost X345 and MCI D4505 coaches that were equipped with Internet and had five fewer seats than normal to provide more leg room.

Seats were reserved and on each trip at National Bus Trader / September, 2021 • 5

Equipment News least one seat was sold for $1 – hence the motto “Bolt for a Buck.”

Bolt expanded in the Pacific Northwest in May of 2012 with service from Seattle to Portland. It was soon expanded to Vancouver, B.C.; Bellingham, Albany and Eugene.

October of 2013 found Bolt starting service in California with an initial route between Los Angeles and San Francisco. Additional routes to San Diego, Las Vegas and Barstow were added in the following months. In 2017, Greyhound took over as sole owner of Bolt Bus. It was noted that Bolt Bus service would be suspended indefinitely rather than discontinuing operations.

Boston Route 28 Free Fare Pilot For three months from August 29 through Monday, November 29, 2021, service on the MBTA’s Route 28 in Boston will be free. Route 28 travels through Roxbury and Dorchester, making stops between Mattapan and Ruggles stations.

Bolt Bus suspended operations on July 1, 2021. Routes served major cities in the Northeast, California as well as the Pacific Northwest and Vancouver, British Columbia. Shown here is a Bolt Bus boarding passengers in New York City.

During the pilot period, the RIDE paratransit service will also be free for customers making trips that begin and end within threequarter mile of Route 28 bus service. The RIDE Flex program is excluded from this free pilot.

The MBTA and the City of Boston will collect and evaluate data throughout the pilot period. This will include participant surveys and ridership information. More information is available at pilots@mbta.com.

independent bus and coach manufacturer and a leader in mobility solutions, announced recently that Toronto Transit Commission (TTC) has awarded ARBOC a firm order for 110 sevenmeter Independence low-floor transit buses.

Transfers to and from other routes are not included in this pilot. Route 28 riders will need to pay a regular fare if they transfer to another bus or subway line.

ARBOC to Supply Low-Floor Transit Buses to Toronto ARBOC Specialty Vehicles LLC (ARBOC), a subsidiary of NFI Group Inc (NFI), a leading

The award was placed through ARBOC’s Canadian distributor, Creative Carriage Ltd., utilizing the Government of Ontario’s Metrolinx Transit Procurement Initiative (TPI). ARBOC plans to deliver the initial group of up to 30 buses in 2021 with the remaining 80 vehicles to be delivered in 2022.

A Massachusetts Bay Transit Authority (MBTA) bus was photographed at the Ruggles station. Starting on August 29, MBTA Route 28 between the Mattapan and Ruggles station will offer free service for a pilot period. MBTA and the City of Boston will collect data and ridership information during the pilot period.

6 • National Bus Trader / September, 2021

TTC, North America’s third largest transit system after New York City Transit Authority and Mexico City Metro, is the public transport agency responsible for the transportation network of the Greater Toronto Area, serving nearly 1.7 million passengers on an average weekday. TTC offers multiple transportation services, including subway lines, streetcar routes and more than 140 bus routes made up of approximately 4,200 buses.

TTC plans to utilize the new ARBOC Independence low-floor buses to support rejuvenation of their Wheel-Trans fleet that provides safe and reliable transit options for seniors and persons with disabilities, allowing them to travel with freedom and dignity.

“We responded to TTC’s specific design requirements by designing a customized bus for TTC’s unique fleet and operational profile, including many noteworthy features that will set this fleet apart and provide an unparalleled rider experience,” said Doug Minix, general manager, ARBOC. “The seven-meter, low-floor bus is built on the Dodge ProMaster chassis, and it was designed specifically for accessible transit service, with both a curbside wheelchair ramp

Equipment News and a rear facing wheelchair ramp for random access loading and unloading, plus improved versatility in urban and rural routes.”

Enhanced storage methods and foldaway seats lend to a cavernous passenger compartment for ease, accessibility and flexibility. Signage, lighting, audio-visual aids and ride comfort were all carefully integrated to ensure ridership safety and comfort.

“We are incredibly proud of the ARBOC team and local Toronto dealer Creative Carriage who worked together to respond creatively to the unique needs of TTC’s Wheel-Trans fleet requirements,” said Paul Soubry, NFI’s president and chief executive officer. “NFI is honored to support TTC with parts and services as one of our largest customers. In addition to the low-floor ARBOC buses, NFI has also recently delivered New Flyer Xcelsior CHARGE™ battery-electric zeroemission transit buses to further support zeroemission, sustainable transportation for TTC and its customers.”

NFI is a leader in zero-emission mobility, with electric vehicles operating or on order in more than 80 cities in five countries. Today, NFI supports growing North American cities with scalable, clean and sustainable mobility solutions through a four-pillar approach that includes buses and coaches, technology, infrastructure and work-

force development. It also operates the Vehicle Innovation Center (VIC), the first and only innovation lab of its kind dedicated to advancing bus and coach tehcnology and providing workforce development. Since opening late 2017, the VIC has hosted more then 300 interactive events, welcoming 3,000 industry professionals for EV and infrastructure training. For more information, visit newflyer.com/VIC. Eberspäecher Acquires ViCTORi, LLC Automotive supplier Eberspäecher enters the fast-growing market of hydrogen and fuel cell technology. The company has agreed to acquire 100 percent of the shares of the U.S. company ViCTORi LLC, better known as VAIREX air systems, effective July 2, 2021. In the future, Eberspäecher will offer air supply components for fuel cell systems.

With increasing decarbonization, hydrogen is gaining in importance as an energy carrier. “We are deliberately investing in a future market and want to grow purposefully with hydrogen and fuel cell technology,” said Managing Partner Martin Peters, explaining the investment. The Esslingen-based company is acquiring 100 percent of the shares of the U.S. company.

ViCTORi, operating under the well-known brand VAIREX air systems, develops and produces fuel cell cathode air compressors and related components. These control the power that the fuel cell generates through accurate air flow and pressure supply, making it a key component for the performance of fuel cells and contributing significantly to the performance, packaging and durability of the overall system. The technology is already utilized in stationary as well as in mobile fuel cells applications and includes emission-free forklifts and conveyor vehicles.

In addition, they are used as range extenders in light delivery vehicles as well as stationary power generation systems. Due to the high reliability of the components, they can be used in fuel-cell trucks or buses in the future. Since the overall market for fuel cell applications is growing strongly, Eberspäecher is investing purposefully. According to market forecasts, a worldwide sales potential of $8 billion is estimated for fuel cell systems by 2030.

VAIREX products have been on the market for more than 10 years, and the company has already delivered more than 15,000 air compressors to customers in 25 countries worldwide. With headquarters and production in Boulder, Colorado as well as sales operations in Tokyo, Seoul and Shanghai,

National Bus Trader / September, 2021 • 7

Equipment News the company has so far seen the greatest success in the U.S. and Asian markets.

Ski Milburn, CEO of VAIREX air systems, emphasizes: “After years of strong and recently accelerating growth, VAIREX needed to significantly expand our scale and global footprint to keep pace with the fuel cell industry. Eberspäecher is an excellent fit, and we are thrilled to become part of this great company. Together we can quickly amplify our engineering and manufacturing capabilities, and introduce our planned new products much quicker than we could have done it by ourselves.” Milburn will remain in operational management with the current management team.

In addition, Dr. Jörg Schernikau, COO climate control systems and automotive controls at Eberspäecher, states: “While acquiring VAIREX we open up a new business area for Eberspäecher. In doing so, we rely on the many years of Dr. Massimo Venturi’s experience. With his knowledge in fuel cell technology, he will, in addition to his previous functions at Eberspäecher, become president of VAIREX, and further develop the company.” The automotive supplier plans to expand the product portfolio and open up new markets. “We plan to further develop and scale up VAIREX’s products through Eberspäecher’s global presence and integrate our electronics expertise,” he added. The acquisition is part of the company’s targeted development of new business areas in the field of “hydrogen for Mobility.”

LADOT Launches DASH Service Improvements Beginning July 10, 2021, LADOT Transit launched service improvements to DASH routes D and E in downtown Los Angeles as the next step in the phased implementation of the LADOT New Service Plan (formerly Transit Service Analysis). The Los Angeles City Council adopted the LADOT New Service Plan in 2018, identifying and

Eberspächer recently acquired VICTORi LLC, better known as VAIREX air systems. This will allow Eberspächer to offer air supply components for fuel cell systems. Shown is a photo of a VAIREX air compressor.

prioritizing service enhancements, new Community DASH routes and the LAnow service.

In 2019, LADOT Transit launched its biggest service expansion since its inception, including increased weekend service on all existing DASH routes, evening (until 9 p.m.) service on DASH Downtown routes, new Commuter Express service for Playa Vista and El Segundo, expanded benefits for Cityride and the introduction of LAnow, a new on-demand, shared-ride service on the Westside. LADOT also continues to receive and deploy new electric buses, with the goal of operating a 100 percent electric fleet by 2028.

Los Angeles Department of Transportation recently launched service improvements to DASH routes D and E in Downtown Los Angeles. The D route has been rerouted to run along Broadway while the E line now extends to the Westlake/MacArthur Park B station.

Fare-less boarding remains in effect on all DASH routes.

8 • National Bus Trader / September, 2021

“Easy, affordable and safe transportation options for Angelenos are key to our region’s long-term recovery including investments in public transit,” said LADOT General Manager Seleta Reynolds. “These changes to DASH Routes D and E are just the start of our planned transit service expansion and will provide better and faster service to current and future riders.”

The Downtown D route will now run along Broadway south of Olympic Boulevard and end its service at South Grand Avenue and West Washington Boulevard. It will continue serving the Los Angeles Trade Technical College and the Grand/LATTC Metro A (Blue) Line Station.

The Downtown E route will extend to continue on Seventh Street to South Alvarado Street and the LA Metro Westlake/MacArthur Park B (Red) Line Station. The current route deviation on Sixth Street will be eliminated.

Fare-less boarding, adopted in spring of 2020 in response to the COVID-19 pandemic, remains instituted on all DASH routes.

NFI Battery-Electric Buses for OCTA NFI Group Inc. (NFI or the company), a leading independent bus and coach manufacturer and a leader in mobility solutions, recently announced that its subsidiary New Flyer of America Inc. (New Flyer) has received a firm contract from the Orange County Transportation Authority (OCTA) for

Equipment News zero-emission, battery-electric Xcelsior CHARGE® 40-foot transit buses.

OCTA serves 34 cities within Orange County, California, providing transportation to the state’s third-largest county and supporting nearly 40 million passengers per year.

The purchase follows New Flyer’s recent delivery to OCTA of 10 hydrogen fuel cell-electric Xcelsior CHARGE H2™ transit buses and moves toward fulfillment of California’s Innovative Clean Transit (ICT) regulation. Adopted by the California Air Resources Board (CARB) in 2018, ICT statewide regulation mandates agencies to gradually transition to 100 percent zeroemission bus (ZEB) fleets by 2040.

“As we drive toward a zero-emission future, NFI continues to deliver clean, safe, accessible and quiet electric buses throughout the U.S. and around the world,” said Paul Soubry, president and chief executive officer, NFI. “Our turnkey electric vehicle solutions combined with dedicated focus on our customer and the end user experience position us extremely well for continued success as we deliver the industry’s broadest offering of battery and fuel-cell electric buses and coaches.”

“With over 1,000 buses delivered since 1990, OCTA continues to rely on New Flyer’s advanced zero-emission technology, including battery-electric and fuel-cell buses, in its transition to clean mobility,” said Chris

Stoddard, president, North America Bus and Coach. “We look forward to continuing to work with OCTA through this new order, which will help create cleaner and more livable communities throughout Orange County by reducing emissions and lowering California’s carbon footprint.”

NFI is a leader in zero-emission mobility, with electric vehicles operating (or on order) in more than 80 cities in five countries. NFI offers the widest range of zeroemission battery and fuel cell-electric buses and coaches, and the company’s vehicles have completed more than 40 million EV service miles. Today, NFI supports growing North American cities with scalable, clean and sustainable mobility solutions through a four-pillar approach that includes buses and coaches, technology, infrastructure and workforce development. It also operates the Vehicle Innovation Center (VIC), the first and only innovation lab of its kind dedicated to advancing bus and coach technology and providing workforce development. Since opening late 2017, the VIC has hosted more than 300 interactive events, welcoming 3,000 industry professionals for EV and infrastructure training. For more information, visit newflyer.com/VIC. Stertil-Koni Debuts New Video To help reinforce key safety procedures for vehicle maintenance shops across North America, heavy-duty vehicle lift leader Stertil-Koni on July 20 released the latest in a series of new videos as part of its popular

Stertil-Koni offers a video entitled “Lift Safety” that provides seven key steps technicians should always follow when operating heavy-duty vehicle lifts. Dr. Jean DellAmore said: “Safety is always mission number one when operating heavy equipment, and this is especially true in vehicle maintenance facilities – where a single misstep can have dire consequences.

TechTalk channel. The new video, entitled “Lift Safely,” is a fast-paced, two-minute highlight reel showcasing seven key steps technicians should always follow when operating heavy-duty vehicle lifts.

In making this announcement, StertilKoni President Dr. Jean DellAmore noted: “Safety is always mission number one when operating heavy equipment, and this is especially true in vehicle maintenance facilities – where a single misstep can have dire consequence.”

“The good news,” he continued, “is that ongoing training which reinforces established safety protocols can deliver a safe, productive and efficient working environment for the busy technician on the shop floor.” The seven steps highlighted in the new Stertil-Koni video recommend that maintenance facilities do the following: • Choose lifts that have the coveted Gold Label from the Automotive Lift Institute (ALI).

• Know the weight of the heaviest vehicle you intend to lift and make certain that the lift selected is certified to meet or exceed that capacity.

• Before operating a lift, do a full sweep of the area. Check the perimeter of the lift to confirm that nothing is obstructing its path and there are no hazards. Then, lift the vehicle no more than 12 inches off the ground, pause and do another sweep of the area.

Also, make sure that the vehicle being lifted is level.

• Before you begin with Mobile Column Lifts, always place them on a firm foundation and level ground. When lifting outdoors, be award of wind loads.

• Make certain that all lifts are subject to a regular program of scheduled maintenance – in accordance with the manufacturer’s recommended schedule.

• Use shop equipment specifically designed to ensure operator safety and proper ergonomics. For example: Consider using a high lift wheel dolly for wheel removal and alignment of dual tire assemblies.

• Promote a positive culture of safety in your shop. Check service bulletins, safety messages and continuously update your skills for a smooth-running maintenance facility.

ZF Commercial Vehicle Solutions: On Track to be Global #1 ZF has appointed Wilhelm Rehm to head its forthcoming new Commercial Vehicle Solutions Division. Rehm, member of the ZF board of management, oversees the commercial vehicle business in addition to industrial technology and materials management.

Powerfully combining the technology expertise and capabilities of ZF, the new Commercial Vehicle Solutions Division will have the scale and resources to further accelerate

National Bus Trader / September, 2021 • 9

Equipment News ZF’s ambitious commercial vehicle growth strategy worldwide.

Rehm has held a Board of Management position since 2012. His appointment to lead the new division, and spearhead a leadership team selected from both divisions, provides strong continuity in ZF’s Group’s structure. With this advance, the company will further build on its current position as the world’s biggest technology components and systems supplier to the commercial vehicle sector.

“ZF’s Commercial Vehicle Solutions Division, on schedule to launch January 1, 2022, will be uniquely positioned to support the ambitions of truck, bus, coach and trailer OEMs, as well as fleets, worldwide,” explained Rehm. “With well-defined strategies to mobilize commercial vehicle intelligence, the Commercial Vehicle Solutions Division will be structured to maintain close proximity to customers in every region,” explained Rehm. “We believe this approach, combined with the breadth and depth of capability we can bring to innovate, supply and integrate onboard systems and technology, will offer new levels of benefit and value-enhancing synergies for customers.”

“Bringing together ZF’s expertise and capabilities, the Commercial Vehicle Solutions Division will further build on our combined technology success. This includes the recent launch of OnGuard MAX, our most advanced autonomous emergency braking assistance system and ZF’s first complete ‘in-house’ system integrating camera, radar, ECU and actuation for commercial vehicles. In line with ZF’s ‘Next Generation Mobility’ strategy, the division will also help ZF leapfrog towards market leadership in e-mobility, vehicle operating systems, autonomous driving and digitalization,” added Rehm.

Alongside announcing the division’s new leadership team, Rehm wholeheartedly thanked both leaders of ZF’s commercial vehicle divisions who strongly supported the acquisition’s strategic logic and integration efforts. Andreas Moser, who led ZF’s Commercial Vehicle Division as executive vice president, was appointed to lead ZF’s Division Industrial Technology from April this year. Fredrik Staedtler, executive vice president of the Commercial Vehicle Control Systems Division, has elected to leave ZF for personal reasons and by mutual best agreement.

ARBOC Offers Hybrid Electric Bus Option NFI Group Inc. (NFI or the company), a leading independent bus and coach manufacturer and a leader in mobility solutions, on July 27 announced that XL Fleet Corp.

10 • National Bus Trader / September, 2021

ZF has appointed Wilhelm Rehm to head its new Commercial Vehicle Solutions Division. Launching on January 1, 2022, this new division will mobilize commercial vehicle intelligence for bus and coach as well as other vehicle builders. Shown here is a display of several ZF components with axles nearest the camera.

(XL Fleet) and NFI subsidiary ARBOC Specialty Vehicles LLC (ARBOC) have announced a partnership to electrify ARBOC Freedom low-floor buses with the XL Hybrid (XLH™) electric propulsion system. The wheelchair-accessible buses are built on the GM 4500 chassis and are now available for purchase with an installed XL Hybrid system through the ARBOC North American dealer network. ARBOC has sold 39 vehi-

cles with the XL Hybrid system installed thus far in 2021.

Through the partnership, 24-foot and 29foot ARBOC low-floor bus models are available for the first time as hybrid electric units, providing a cost-effective option for customers looking to improve fuel economy, lower emissions and advance their sustainability goals without adding charging infra-

ARBOC will now offer a hybrid electric bus option on its Freedom low-floor buses. XL Fleet will be providing the propulsion systems that include regenerative braking. This partnership now allows ARBOC to offer hybrid electric systems on 24-foot and 29-foot, low-floor buses.

Equipment News structure or disrupting their existing operations. The XL Hybrid electric system runs in parallel to the OEM vehicle drivetrain, helping to slow the vehicle down during deceleration and providing an electric assist during acceleration throughout normal drive cycles, reducing fuel consumption and lowering emissions in standard gas-powered vehicles.

“We are pleased to announce this strategic partnership with XL Fleet to bring hybrid electric propulsion systems to our ARBOC Freedom low-floor buses,” said Paul Soubry, president and chief executive officer, NFI. “As NFI continues to lead the evolution to zero-emission – the ZEvolution – we continue to look for creative solutions to bring the best low- and zero-emission products and solutions to our customers. Our strategy of being propulsion agnostic has served us well, as there is no one-size-fits-all approach for the evolution to zero-missions mobility. This strategic partnership will allow us to bring a new hybrid electric, accessible low-floor solution to operators who want to decrease their operating costs in a sustainable and equitable way.”

Individual partners within the ARBOC North American dealer network are now authorized to sell the XL Fleet electrification system as an available option on their buses, providing a new commercial channel for the company as it expands into a broader range of medium-duty applications.

“The bus industry represents a substantial electrification opportunity for XL Fleet, and we are excited to gain access to a great new customer base by partnering with an accessible bus market leader like ARBOC,” said Dimitri Kazarinoff, chief executive officer, XL Fleet. “This partnership allows us to expand our growing suite of products, broaden our customer reach and bring new and unique solutions to market for bus fleets needing an immediate path forward for their sustainability goals.”

The ARBOC Freedom is an innovative low-floor platform allowing riders using wheelchairs and other mobility devices to safety and comfortably get where they need to go. Now, they can do so in a cleaner, greener vehicle,” said Doug Minix, general manager, ARBOC. “XL Fleet’s innovative hybrid electric upfit technology gives our customers an opportunity to drive more sustainable versions of the ARBOC vehicle lineup without compromising our reliability while enhancing our world-class performance.”

ADL Enviro200 Buses for National Health Service Contract Alexander Dennis Limited (ADL), a subsidiary of NFI Group Inc. (NFI), one of the 12 • National Bus Trader / September, 2021

world’s leading independent global bus manufacturers, announced on July 26 the delivery of three new Enviro200 vehicles to Northampton-based contract hire and fleet management company Specialist Fleet Services Ltd (SFS). Northampton-based SFS was established in 1992 and provides fleet management, vehicle maintenance and workshop solutions for both the public and private sector.

The company has now taken delivery of three low-carbon Enviro200 buses – its first order as a new ADL customer. They are being supplied to Epsom & St Helier NHS Trust on contract hire for use on the H1 staff shuttle between the trust’s Epsom and Sutton hospital locations. The 9.7-meter vehicles have 34 ADL comfortable SmartSeats and are fitted with CCTV and Traffilog telematics.

SFS Head of Tenders Paul Connor, said: “We’re delighted to have taken delivery of these vehicles for our customer Epsom & St Helier NHS Trust. They will form an important part of the services delivered by the Trust.”

Mark Taylor, ADL sales account manager, said: “These are excellent quality, lowemission vehicles and will be a great asset to the NHS trust. We’d like to thank SFS for their order and look forward to working with them further in the future.”

Busworld Latin America to Be Held in Argentina Next to Busworld’s existing events in Brussels, Istanbul, Grapevine, Bangalore, Jakarta, Moscow and Nur-Sultan, Busworld

is going back to Latin America with its typical bus and coach only event. The trade show is especially relevant in Latin America. Due to Latin America’s lack of an extensive railroad network, buses and long distance coaches are extremely popular.

The sector deserves its own event and Busworld Latin America has already confirmed where the next stop will be – Argentina. It is the only B2B exhibition for the Latin American bus and coach industry.

All participants will experience a vibrant celebration – the ideal occasion to get in touch with colleagues and discuss the latest news and trends with visitors from across the continent.

“This trade show has great potential in our eyes,” said Vincent Dewaele, CEO of Busworld International BV. “We believe Argentina is the perfect location for a Busworld show and, joining forces with Messe Frankfurt, we are ready to make it a great success. We invite all bus and coach stakeholders to join us in September 2022 to learn, meet and do business.”

“We are very happy with the arrival of Busworld Latin America to Argentina,” said Fernando Gorbarán, president and CEO of Messe Frankfurt Argentina. “Our subsidiaries have organized Busworld in both Russia and India, and we are excited to join and be part of the industry’s most important event in the region. In addition to employing thousands of people, buses and coaches symbolize meeting face-to-face, allowing us to close the distance after such a difficult year.”

Alexander Dennis recently supplied three low-carbon Enviro200 buses to Epsom & St. Heller NHS Trust. The buses are 9.7 meters (about 32 feet) long and seat 34 passengers. They will be used for the National Health Service for a shuttle between two hospitals.

Equipment News Similar like in the other shows, participants in the exhibition include bus and coach operators (both public and private), vehicle manufacturers, component, accessory and software suppliers, engineers, R&D personnel, researchers, operator federations, automotive federations, educational institutions, academics, civil servants, mobility experts, fans of these vehicles and all those linked to the bus industry.

Busworld Latin America will be marketed in Latin America by i2 Productora SRL (El Expreso TV). “The exhibition is a highly anticipated event throughout Latin America,” said industry expert and Expreso TV Director, Daniel Orciani. “It will showcase the development and importance of passenger transportation in the region and Argentina in particular."

Registration for exhibitors is now open.

Those wishing to reserve their place and join the great reunion of the bus industry may contact: mieke@busworld.org or comercial@busworldlatinamerica.com.ar (when located in Latin America).

Busworld Latin America will be held from September 21-23, 2022 at the La Rural Trade Center in Buenos Aires, Argentina.

Alexander Dennis Suppply Agreement for Australian Electric Buses Alexander Dennis Limited (ADL), a subsidiary of NFI Group Inc. (NFI), one of the world’s leading independent global bus manufacturers, announced on July 22, 2021 a supply agreement to bring a range of zero

emission buses to the Australian market.

Under the agreement, Nexport, an Australian owned supplier and producer of electric buses, will assemble bodies from the Alexander Dennis Enviro family on BYD chassis for the local Australian market. Nexport will also lead the customer sales and service relationship.

and Nexport will help further support that evolution in the southern hemisphere. Our electric buses and coaches have seen strong growth in numerous markets and through this partnership, our electric vehicles will now be available in five countries, with plans for further geographic expansion in the near future through ADL.”

ADL is globally renowned for its pioneering lightweight buses, incorporating a range of technology solutions and available to a variety of customer specifications, which form the backbone of public transport networks in the world’s busiest towns and cities.

ADL and BYD’s electric vehicle partnership has been a great success in the UK, Ireland and New Zealand, where they have delivered and taken orders for more than 1,000 battery-electric vehicles and clocked up more than 30 million miles of zero emission service.

Paul Davies, president and managing director of ADL, commented: “We are delighted to be partnering with Nexport in the Australian market as we believe that our globally-renowned buses can help deliver the country’s decarbonization agenda. This agreement with Nexport fits perfectly with our model of manufacturing close to our customers, supporting highly skilled local jobs and developing skills in green technology while adding value to local economies.

We’re thrilled to be collaborating with Nexport who share our unwavering focus of delivering best-in-class customer support and outstanding quality.”

The supply agreement will bring a range of new locally-assembled electric bus products, providing bus types that are currently not available to local bus operators in Australia. The first of the range released will include a 9.7-meter electric city bus as well as 11.6-meter and 12.5-meter models. The first buses are targeted to be on the road in early 2022 with volume production to be underway by the end of that year.

Paul Soubry, president and chief executive officer of NFI, said: “We continue to look for innovative ways to lead the evolution to zero-emission mobility around the world and this strategic partnership between ADL

Alexander Dennis recently announced an agreement with Nexport to bring a range of zero emission buses to Australia. Nexport will assemble Alexander Dennis buses of the Enviro family for the Australian market. The first models will include length of 9.7, 11.6 and 12.5 meters in length.

Michel van Maanen, CEO of Nexport, stated: “This agreement will be another significant boost to the Australian manufacturing renaissance. We are delighted to partner with Alexander Dennis who have been extremely progressive in the zero-emission bus space globally. For Nexport to be able to partner with such a strong global company, further demonstrates our business objective to bring the world’s best zeroemission mobility technology to our shores and manufacturing the products locally, by Australians.”

Irizar Coaches for Public Transport in Wallonia in Belgium Twenty-six of these Irizar i4 model fullversion vehicles have been acquired by OTW (Operateur de Transport de Wallonie) and from September they will operate on intercity routes, starting from the TEC depots in Brabant Wallon, Namur and Hainaut. The agreement includes an eightyear repair and maintenance (R&M) service contract.

The total cost of operation (TCO) of the coaches, as well as the ability to customize and deliver on time according to the operator's needs, were decisive in choosing Irizar solutions and services. In another order, a further five units are being operated by Keolis Belgium, making 31 Irizar brand units that will be operating on the roads of Wallonia in just a few weeks.

Of these 31 Irizar i4 coaches, 12 are twoaxle 12.2 m coaches and 19 are three-axle, 15-meter coaches, all fitted with passenger detection infrared sensors at the central door and an advanced passenger video surveillance and counting system.

National Bus Trader / September, 2021 • 13

Equipment News The Irizar i4 is a versatile vehicle that makes the most of its performance and personality in urban and intercity areas. The different versions of this vehicle place an emphasis on accessibility and the idea of adaptability.

It comes in different lengths, from 9.4meter to 15-meter, and in a range of finishing lines and floor heights, versions H, M and L. The new i4 version comes in both an integral version, with a DAF combustion engine in its full range of engines, in the Irizar brand Hybrid version (Cummins combustion engine with Eaton hybrid package) or hybrid chassis and biogas version (CNG or LNG), both on Scania chassis.

This lighter and more aerodynamic new generation, comes with integrated radar, new headlights with full-LED option, rectangular LED fog lights and clearance lights, full-LED taillights, a new windscreen, redesigned handles and rear and a threesegment rear bumper. Inside, the new dashboard design is striking, with the modular integration of vending machines and SAE systems, the aesthetic redesign of the seats and partitions and the integrated fullLED lighting.

30 VDL Coaches for Ireland Bus Éireann, Ireland’s national coach operator, has commenced operation of 30 Futuras FHD2-139 from VDL Bus & Coach on its commercial intercity service. These vehicles will be used for Expressway interregional bus services and people will see them in a number of key locations including Waterford, Cork, Galway, Limerick, Stranorlar and Sligo, connecting communities right along the western seaboard on some of Expressway’s busiest routes.

“Our cooperation with Bus Éireann goes back almost 30 years,” said Michael Jacobs, commercial director of VDL Bus & Coach.

“We are extremely proud of this relationship.

It is also another good example of the Ireland’s national coach operator, Bus Éireann, recently took delivery of 30 FHD2139 VDL Futura coaches. The coaches have 59 luxury seats with leather upholstery as well as a lift. They will be used on Bus Éireann’s premium Expressway services connecting communities along Ireland’s western seaboard.

14 • National Bus Trader / September, 2021

Irizar recently delivered 31 i4 coaches to Operateur de Transport de Wallonie for use in the Wallonia area of Belgium. Of this order, 12 of the coaches have two axles with a length of 12.2 meters (about 40 feet) while 19 have three axles and a length of 15 meters (about 49 feet). The coaches will operate on intercity routes in Wallonia.

diverse use of our Futura range, in this case for high-quality public transport on longer routes in Ireland. Bus Éireann also published its first sustainability strategy last month and aims to halve greenhouse gas emissions.

This ties in perfectly with VDL Bus & Coach’s ambitions for the Futura range, which is known for its low vehicle weight and effective and fuel-efficient powertrain.”

The coaches for Bus Éireann are built in a public transport version with route indicators, TFT screens, charging points, camera system and Wi-Fi. The 30 Futuras have 59 luxury Class 50 seats with leather upholstery and adjustable headrests. All coaches are equipped with a lift, making them accessible to wheelchairs. In addition, there is an advanced payment system on board which enables contactless payment via Android and Apple Pay.

Stephen Kent, chief executive officer of Bus Éireann, said. “With the introduction of this new fleet of VDL coaches, we are optimistic about the expected increase in public transport passengers in the coming months, particularly the growth of our airport and student business. It is essential to have state-of-the-art vehicles, as this is a highly competitive market and customer expectations are increasing. This investment demonstrates our commitment to service and to improving both the customer experience and our commitment to reducing emissions.”

Bus Éireann operates the most extensive and varied public transport network in the country, serving almost 90 million passengers in 2019 across 82 million kilometers, with operations in 17 depots and 2,700 employees, including around 1,980 profes-

Equipment News sional bus drivers. The fleet is comprised of 1,170 vehicles.

of VDL Groep lies in the cooperation between the companies.

The company, supported by the National Transport Authority, operates Public Service Obligation routes across the city networks of Cork, Galway, Limerick and Waterford, Greater Dublin Area commuter services, town services in Athlone, Balbriggan, Drogheda, Dundalk, Navan, Sligo, as well as county services. The company also has the country’s largest intercity service, Expressway, and operates the national School Transport Scheme on behalf of the Department of Education.

Scottish Government Funding for Zero Emission Buses Alexander Dennis Limited (ADL), a subsidiary of NFI Group Inc. (NFI), one of the world’s leading independent global bus manufacturers, welcomed the Scottish government’s announcement of the first £50 million phase of a new Scottish Zero Emission Bus Challenge Fund (ScotZEB).

Expressway, Bus Éireann’s premium bus service, is the largest commercial bus operator in the country, carrying six million passengers in 2019. Expressway provides direct and regular services on 14 routes throughout Ireland. It is the only bus service to offer passengers a network across Ireland, making it the fastest way to reach a high number of destinations.

VDL Bus & Coach is part of VDL Groep.

This international industrial company focuses on the development, production and sales of semi-finished products, buses and coaches and other finished products and the assembly of cars. The headquarters are in Eindhoven, The Netherlands. Since the founding in 1953, this family-owned company has grown to include 105 operating companies, spread over 20 countries with approximately 15,000 employees and an annual turnover of 4.686 billion euros in 2020. The strength

Alexander Dennis recently welcomed the Scottish Government’s announcement of the first 50 million pounds phase of a new Scottish Zero Emission Bus Challenge Fund known as ScotZEB. It builds on the success of the Scottish Ultra Low Emission Scheme (SULEBS) that allowed the purchase of 207 electric buses from Alexander Dennis.

ADL offers both the E n v i r o 2 0 0 E V b u s (shown) as well as the Enviro400EV doubledeck bus with batteryelectric technology.

16 • National Bus Trader / September, 2021

The fund replaces previous funding streams and is designed to encourage the market to implement new and innovative ways to finance and deploy zero emission buses.

ScotZEB builds on the success of the Scottish Ultra Low Emission Bus Scheme (SULEBS), which has enabled bus operators to order a total of 207 electric buses from the BYD ADL partnership over two funding rounds awarded in September 2020 and March 2021. Deliveries of these locally built zero emission vehicles will commence this autumn, ahead of the COP26 United Nations Climate Change Conference being held in Glasgow between October 31 and November 12, 2021.

ScotZEB was unveiled by Transport Minister Graeme Dey at the Bus Decarbonisation Taskforce, which brings together senior leaders from the energy, bus and finance sectors to co-design a pathway to a fully decarbonised bus fleet.

Dey said: “The Scottish Government has come to the table with an evolved offer for zero emission bus funding – building on the experience of previous schemes and designed in a way that maximises opportunities to attract sustainable financing and encourage innovative ways of doing so. £50 million is available in 2021 to help drive a green recovery, responding to the global climate emergency and to helping to improve air quality. I’m excited to see results from the ScotZEB Challenge Fund and expect to offer a larger pot of funding in 2022 once it demonstrates its success.”

ADL President and Managing Director Paul Davies welcomed the announcement: “The Scottish Government continues to lead the way in funding cleaner, greener buses. We look forward to working with bus operators and the energy and finance sectors to ensure the benefits of this funding are felt across communities in Scotland. Its investment in local supply chains such as our production of electric and hydrogen buses in Falkirk will underpin Scottish skilled jobs and apprenticeships that are vital for the transition to Net Zero.”

ADL’s zero emission bus offering for Scotland includes the battery-electric BYD ADL Enviro200EV single-deck and BYD ADL Enviro400EV double-deck buses built in partnership with battery technology experts BYD, as well as the hydrogen fuel cell-electric Enviro400FCEV that is part of H2.0, ADL’s second-generation hydrogen bus platform which will offer will offer a range of up to 300 miles. q

APTA Preview .qxp_Basic Masters 8/31/21 2:37 PM Page 1

A Glimpse to the Future of Public Transit APTA TRANSform Conference and EXPO Heads to Orlando Photos courtesy of APTA

T

APTA show was last held in 2017 when it attracted 15,000 attendees and 800 exhibitors. Originally planned for 2020, it was postponed and is now scheduled for November 7-10, 2021 in Orlando, Florida. This photo shows some of the crowd and exhibits at the 2017 event.

housands of leaders from around the world will come together this November in Orlando for the American Public Transportation Association’s (APTA) TRANSform Conference & EXPO to see the industry’s latest innovations and technologies. Last held in 2017 with 15,000 attendees and more than 800 exhibitors from around the globe, this event plays a pivotal role in reconnecting the industry to what is now and what is next in public transportation.

From November 7-10, APTA’s TRANSform Conference and EXPO will offer the diverse public transportation industry the opportunity to showcase a wide-array of technologies and practices that can greatly enhance the passenger experience, streamline system management, improve safety and increase sustainability. For manufacturers and suppliers, the event will be a one-stop shop to interact with transit agencies, policy makers, regulators and customers to preview and explore future

innovations. Attendees can register online for both EXPO and the TRANSform Conference at https://www.aptaexpo.com/ apta2021/ public/Content,aspx?ID=14993&sortMenu= 105000.

With millions of people relying on buses, trains and light rail to travel, public transportation is essential to economic recovery and keeping life moving in most U.S. cities and metropolitan areas. Prior to the pan-

National Bus Trader / September, 2021 • 17

demic, approximately nine out of 10 public transit trips directly impacted the economy, either providing job access or connecting people to retail and entertainment venues. The value of this industry has never been more evident, with some employers citing access to public transit as a key factor in determining new locations for their businesses.

“Our industry is extensive and complex; it brings together innovation and new technologies in ways that lead to advancing public transportation for the betterment of our nation,” said T.J. Doyle, APTA’s vice president of communications and marketing. “As our nation begins to recover, public transportation will help drive economic growth, tackle climate change, advance equity issues and provide our growing communities sustainable mobility options.”

With attendees and exhibitors from all aspects of the transit industry, EXPO offers a unique opportunity to stay ahead of the curve by allowing attendees and exhibitors to learn where the industry is (and is not) headed.

From visibility to credibility, those exhibiting at EXPO, from large manufacturers such as New Flyer, NovaBus, BYD Motors and Proterra to new entrepreneurial businesses, will have a powerful platform to launch products, increase brand awareness, conduct competitive research and expand their professional network. In addition to the exhibit floor, APTA’s TRANSform Conference offers educational sessions and networking events exclusively for their attendees that expose participants to new people, new businesses and new ways of thinking.

Advances in technology change the way people move and interact with cities, and exciting innovations are bringing about safety improvements, increased operational improvements, autonomous vehicles and continuous exchanges of information. Many are unveiled at EXPO, and it will be exciting to see what new advances await attendees in Orlando this fall. For example, in 2017, there were several new mobile applications that demonstrated increasing efficiency in managing payments, tracking vehicle progress and requesting services, as well as software-enhanced surveillance systems with predictive analytics that could analyze and identify suspicious activities and automatically relay information to control centers to keep travelers safer.

The TRANSform Conference and EXPO is hosted by APTA, a non-profit with more than 1,500 public and private sector organizations. APTA is the only association in North America that represents all modes of public transportation, including bus, paratransit, light rail, commuter rail, subways, waterborne services and intercity and high-speed passenger rail. In addition, APTA members are engaged in every aspect of the industry – from planning, designing, financing, constructing and 18 • National Bus Trader / September, 2021

The APTA organization and show is somewhat unique in that it involves a wide range of transportation operators and providers. Included are bus, paratransit, light rail, commuter rail, subways, waterborne services and intercity and high-speed passenger rail. APTA members are involved in a wide range of activities in each of these sectors.

operating transit systems to the research, development, manufacturing and maintenance of vehicles, equipment and transit-related products and services. More than 90 percent of the people using public transportation in the United States and Canada ride APTA member systems.

After postponing the event in 2020, APTA moved the TRANSform Conference and EXPO to sunny Orlando, November 7-10, 2021. The decision was made based on

Orlando’s success of hosting more than 50 events safely since March of 2021. APTA is continuously working with the Orange County Convention Center, the city of Orlando and hotel partners to provide every precaution necessary to ensure a safe and productive experience.

Learn more and register for APTA’s TRANSform Conference and EXPO at www.aptaexpo.com. q

Many of the APTA exhibits address new innovations, improved technology and increased safety.

Autonomous vehicles are expected to be included as well as management systems. This photo from the 2017 show includes some of the railcar exhibits on display.

CONNECT TO WHAT’S

Join industry leaders driving the future of public transportation This November, place yourself at the intersection of mobility, technology, and innovation at APTA’s TRANSform Conference & EXPO in Orlando, FL. Public transportation professionals will gather to discuss latest trends and ideas, plus showcase the newest technology, products, and services that will drive the industry forward in new and exciting ways.

EXPO November 8-10, 2021 TRANSform Conference November 7-10, 2021 Orange County Convention Center Orlando, FL, USA

REGISTER NOW AT APTAEXPO.COM

Temsa is Ready to Grow in North America With Its New Organization Photos courtesy of Temsa

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Temsa recently held an Open House at its facility in Florida. On the agenda was the new partnership that includes North America as a primary growth market. Temsa indicated that their biggest priority was better customer service.

aving included North America into its priority growth markets upon the Sabancı Holding - PPF Group (Skoda Transportation) partnership, Temsa has come together with its customers and associates in the region at the Open House event held at its office in Florida on April 21, 2021. The TS 30, TS 35, and TS 45 model vehicles developed specifically for the North American market

by Temsa were exhibited at the event.

20 • National Bus Trader / September, 2021

Immediately after entering into the partnership of Sabanci Holding - PPF Group (Skoda Transportation) in October 2020, Temsa has made North America one of the priority growth markets with its new organization. Temsa shared the company's future plans with its business partners at its Open House event at the company’s Florida location, while presenting its tailor-made vehicles to U.S. market.

Exhibiting TS 30, TS 35, TS 45 model vehicles, which are game-changer models in the market with their design that prioritizes comfort and low fuel consumption, Temsa offered its customers and operators of the region the opportunity to experience the vehicles as a shuttle service in the event area. They received thumbs up from the customers and operators who tested them

Now Much Stronger Temsa’s CEO Tolga Kaan Doğancıoğlu, commented; “With our new partnership structure, we continue to build a strong presence in global markets. North America is among the top priority markets in Temsa's future plans. By combining the experience we have gained here with the strength and knowledge of our new organization, we will bring a much more effective Temsa to our customers in North America. As Temsa, we rely heavily on our production power, design capability and, above all, our peopleoriented approach. In this market, where we operate today with 1,000 vehicles, Temsa will be in a much stronger position in the near future.”

Adding that the first customer event he attended in foreign markets as Temsa CEO was the Open House in Florida, Doğancıoğlu added, “This is actually an indicator of our view of the North American market with our new organization.

From now on, we will be in closer contact with our business partners in the region, and we will use their expectations and demands to create a much stronger Temsa.”

Our Biggest Priority is Better Customer Service Fatih Kozan, Temsa North America country director, highlighted the fact that they always prioritize customer experience

Tolga Kaan Doğancioğlu

Fatih Kozan

and added, “At the point we have reached at today, the task of manufacturers is to not only produce the vehicles requested from them but also provide tailor-made solutions to its customers and look for ways to render that experience better every day. This is our top priority as Temsa. We address customer experience

in a very wide range of areas, from the development of vehicles complying with the conditions of the market, to sales processes, from after-sales services to satisfaction surveys. We keep improving ourselves in these areas continuously. These events we organize are also a reflection of our point of view.” q

Attention Subscribers

It is urgent that you submit your email address to obtain access to the magazine. In the near future, you will be unable to access your paid subscription unless we have your email address. Please submit by email to readers@busmag.com or by phone at (815) 946-2341. Please include name, address and account number.

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National Bus Trader / September, 2021 • 21

Emerald Luxury Coaches Photos courtesy of Emerald Luxury Coaches

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Emerald Luxury Coaches combines technology and experience to create a functional and unique luxury coach for every customer. Their goal is to meet the individual needs of each coach owner by providing a workable and attractive coach. Emerald also supports its coaches and owners with a 24-hour IT support team.

merald Luxury Coaches is CEO John Walker ’s vision of an intentionally built Prevost luxury coach. The Emerald coach is designed with an emphasis on unique owner experience. From its efficiency to simple technology controls, paired with an abundance of storage, every detail is taken into careful consideration.

All systems incorporate components that are pleasing to the eye, highly functional and simple to manage. The future is at Emerald Luxury Coaches. As Emerald continues to grow and introduces new features and technologies, it is quickly being moved to the 22 • National Bus Trader / September, 2021

forefront of the Prevost conversion field.

Emerald has built and perfected skills to bring you the best Prevost luxury motorcoach experience. Efforts have been focused on building coaches that bring cutting edge technology and simple systems together, to make operating a highly functioning motorcoach possible for anyone.

Pride in design is passed to you in pride of ownership. The Emerald coach is designed with the intention of being easily operated. The bar has been raised in customer satisfaction by focusing on technology that is intuitive and simplistic, while also

offering a 24-hour, on-call IT support team.

At Emerald, pride is taken in offering nothing less than the highest quality coaches, for the best value. Every build is truly art in motion and a motorcoach you can depend on. Their coaches are the result of passion – driven by data, fact and experience.

The cabinetry is designed and built with highly specialized craftsmanship to add individual value in each and every motorcoach. Spaces are created that are both functional and beautiful – the key to a successful custom coach design. Every inch built into the Prevost chassis is carefully placed with

your needs and desires in mind. Maximizing counter space as well as living space is an aspect their design team goes great

lengths to achieve. The result of their craftsmanship is a room built for living, working and gathering with loved ones. Emerald

gives you “the best value Prevost conversion on the market.” q

Using Prevost coach shells, Emerald Luxury Coaches designs each interior to be unique and to comply with the wishes of the coach owners. Here, a couch and dinette are positioned on the front slide-out. Numerous other custom arrangements are available to meet customer needs.

National Bus Trader / September, 2021 • 23

R

egular readers will remember that we included articles on the Northern Ireland Protocol in both the February and May issues earlier this year. The latest development is the request by the United Kingdom to renegotiate the Protocol. As a result, the questions and communications have been taking a great deal of our time so it might be a good idea to revisit this topic.

The Northern Ireland Protocol A Current Review

There are two reasons why this situation can be difficult to follow. The first is that there is too much politics involved. You frequently hear the equivalent of “Our side is always right and the other side is always wrong.” If a politician happened to walk on water, the opposition party would accuse him of not knowing how to swim. The second problem is that virtually all of the countries and groups involved are making statements and taking positions for their own benefit, often at the expense of other countries or groups. Before you consider a news report or comment, you first need to figure out where the speaker or writer stands.

by Larry Plachno

Hence, two things are happening. There has not been a lot of cooperation and looking at the practical side of things. This has increased animosities and bad feelings between many of those involved and only made things worse for finding solutions. In addition, this has made it increasingly difficult for an outsider to follow what is going on and what is actually meaningful. As a result, I am going to try to go through the more important points on all of this for any readers who want to take the time to follow along.

Brexit

Brexit is a simplified form or contraction for “British Exit” – the United Kingdom (UK) vote to leave the European Union (EU).

In retrospect, the UK was always somewhat of an uneasy member of the EU. The UK applied for membership in 1963 and 1967 but were turned down both times. They were finally admitted in 1973. Two years later, the UK voted on whether to remain in the EU and that vote was positive. However, in 1979 the UK decided not to use Euros and instead stay with their traditional Pounds Sterling, reportedly the oldest monetary system still existing.

In 2016 the UK voted to “remain” or “leave” the EU. Approximately 1.9 percent more voters decided to leave rather than remain. Since the margin is so small for those who were dissatisfied, people have asked whether Brexit could have been averted had the British leadership or even the EU stepped in to correct the reasons why some voters wanted to leave. There were complaints about more money being spent in London than in the rural areas as well as concerns over the National Health Service. None of these could be attributed to the EU to any extent. Other complaints included EU coun24• National Bus Trader / September, 2021

Brexit – the United Kingdom leaving the European Union, caused numerous changes in the relationship between the UK and the EU. One of the more important items was the establishment of a customs border to separate the two. This has increasingly become a concern as difficulties have come up with the original arrangement. PIXABAY.

tries fishing in UK waters and EU immigrants not assimilating. Could British leaders have brought these concerns before the EU in order to prevent Brexit? Of course, the next question would be whether the EU was willing to take action or not. Unfortunately, things turned political instead of practical.

Geography

All of this activity is taking place on two large islands to the west of Continental Europe. The larger of the two islands, and the one closer to Continental Europe, is called Great Britain and includes England, Wales and Scotland. Located further west is the island of Ireland that includes the Republic of Ireland and Northern Ireland. Today, England, Wales, Scotland and Northern Ireland constitute the United Kingdom.

At one point both islands were part of the United Kingdom. In 1922, the southern and central portions of the island of Ireland broke away and formed what is today the Republic of Ireland. Six remaining counties in the northeastern part of the island became Northern Ireland.

What has become a major problem is that the residents of Northern Ireland are a mixed group of Irish and British people.

The Irish relate to the Republic of Ireland while the British relate to the United Kingdom. The two groups do not mix well.

Some people suggest that this may be a religious difference but since some Irish are Protestant and some British are Catholic, the distinction seems to follow national rather than religious differences.

Until Brexit, both the Republic of Ireland and Northern Ireland were in the European Union and hence their 310-mile land border was essentially open. There still were major problems and confrontations with paramilitary groups. As many as 3,600 died in conflicts that came to be called “The Troubles.”

This was finally resolved in 1998 with what became known as the Good Friday agreement that created an uneasy peace by balancing the two sides. The three parts of the Good Friday agreement included the northsouth border to Ireland, the east-west border to the UK and a partnership government for Northern Ireland. Today, residents of Northern Ireland are in an unusual situation in that they can claim Irish citizenship, British citizenship or both.

Because of this situation, establishing a border following Brexit has been a major problem. The actual Brexit vote saw both England and Wales voting to leave the EU while Northern Ireland voted to remain and Scotland voted strongly to remain. In a following newspaper poll, Northern Ireland also indicated that they did not want borders. Logically, the customs border between the EU and the UK should be along the 310-mile land border between the Republic of Ireland, that remains in the EU, and Northern Ireland that is part of the UK. Both the Republic of Ireland and the Irish people in Northern Ireland do not want a border here. At the same time, the British people as well as many merchants and businesses in Northern Ireland do not want a border with the rest of the UK.

It probably can be said that almost no one in Northern Ireland really wants a customs border. The need for a customs border comes from the EU because they want to protect their Single Market.

Exit Plan

While the Brexit vote took place in 2016, movement languished because of inactivity on the part of the UK government. Even when it finally moved ahead, the proposal of then Prime Minister Theresa May failed to pass Parliament three times. With her resignation, Boris Johnson stepped in as prime minister and then won an election that was an obvious mandate from the citizens to get Brexit done.

Prime Minister Johnson and his staff had to negotiate an exit plan that was acceptable to the European Union. There were several major items on the table including fishing rights, subsidies for companies that might impact trade and numerous other things like communications, transportation, police cooperation, etc. Several people commented that the EU was not being kind to the UK because they did not want the UK to come out ahead and hence prompt other countries to leave the EU.

All of this activity takes place on two large islands to the west of Continental Europe. The first island, Great Britain, includes england, Wales and Scotland, all part of the UK. The adjacent island, Ireland, includes the Republic of Ireland that is part of the EU and Northern Ireland that is part of the UK. Logically, the customs border should go along the 310-mile border between the Republic of Ireland and Northern Ireland where the EU and UK meet. NBT. The people of Northern Ireland are substantially opposed to a customs border. The Irish do not want a border on the Irish side while the British do not want a border on the British side. This is complicated by the Good Friday agreement of 1998 that stipulated that the two sides should be treated equally. SEIN FÉIN , WIKICOMMONS (HTTPS://CREATIVECOMMONS.ORG/LICENSES/BY/2.0/DEED.EN)

National Bus Trader / September, 2021 • 25

This has become highly political with opposition parties chastising Johnson for the Northern Ireland Protocol that resulted.

This may be at least partially unfair since the plan had to be approved by the EU and they insisted on a strong customs border to protect their Single Market. Hence, Johnson and his staff were not given substantial leeway in alternatives. What resulted was a customs border in the Irish Sea separating Northern Ireland from the rest of the United Kingdom. There would be no customs border between Northern Ireland and the Republic of Ireland while Northern Ireland would adhere to EU standards to keep this border open.

because of customs and because UK medicines do not comply with EU requirements.

• Numerous suppliers and shippers located in the UK have given up trying to supply Northern Ireland with food and other products because of the paperwork and regulations.

• Some people in Northern Ireland say that a border here is not fair since they

voted “remain” and no borders. It should be the people who voted “leave” that have the border.

• The British people in Northern Ireland have felt rejected. They do not like the border between them and the remainder of the UK. In addition, the Protocol is upsetting the balance between the Irish and British in North-

Boris Johnson is interested in buses and reportedly even has a model bus collection. When mayor of London, he was instrumental in reviving interest in London’s traditional big red double-deck buses. Here he is shown doing a test drive at the WrightBus plant in Ballymena, Northern Ireland.

WRIGHTBUS.

At that time, Johnson hailed the Protocol as a great success and promised that there would be no paperwork for items moving to Northern Ireland from the rest of the UK. There would be justification for criticizing Johnson for making this statement. However, from its inception many people doubted that such a remote customs border was practical or workable. There is no example of anything similar being successful anywhere else. More recently, there have been suggestions that Johnson and his staff may have agreed to the Irish Sea customs border in order to get EU approval and “get Brexit done.” There were thoughts that the Protocol could be revisited and changed later.

It is noteworthy that these negotiations took place primarily between the EU, the UK and the Republic of Ireland. The people most affected by the Protocol – the British, merchants, business people and residents of Northern Ireland – were not given much input. What did emerge from the agreement is a strange provision that Northern Ireland would be given a chance to vote on the Protocol in 2024, and perhaps later, but not currently.

The Protocol

As many people predicted, the Northern Ireland Protocol did not work well from the start. Some of the more obvious problems included the following: • In order to protect customs and the EU Single Market on shipments going to the Republic of Ireland, all shipments crossing the Irish Sea – including those only going to Northern Ireland – had to comply with customs regulations and paperwork. This has proven to be a monumental task. Sources suggest that for every shipment going to Ireland, where customs would be logical, five or six items going to Northern Ireland must face the same paperwork and regulations which had not been required previously.

• Stores and supermarkets in Northern Ireland have had empty shelves because of the difficulty in getting things from the rest of the UK to Northern Ireland.

• There are numerous problems in getting medicine into Northern Ireland both 26 • National Bus Trader / September, 2021

The Education Authority in Northern Ireland recently took delivery of 15 new buses form Alexander Dennis. They incorporate Plaxton Leopard bodies on Volvo B8R chassis, are painted yellow and will seat 57 and 72 passengers. They are used in school services across Northern Ireland. ALEXANDER DENNIS.

VDL recently delivered 30 Futura FHD2139 coaches to Bus Éireann in Ireland.

They were bult for public transport and have route indicators, a camera system, WiFi and a contactless payment system. They will be used on routes for Expressway interregional services. VDL.

ern Ireland that was supposedly guaranteed by the Good Friday agreement.

• There has been violence in the streets of Northern Ireland, although thankfully no deaths yet. However, there is the possibility of a return to past violence because of the Protocol.

• There are also indications that the Protocol is causing a disruption in the shared government in Northern Ireland.

Because of these problems, the UK took unilateral action to postpone some of the Protocol requirements. This brought objections from the EU with threats of legal action and a possible trade war. More recently, there was a problem with certain meat products crossing the Irish Sea that came to be called the “Sausage War.” The UK announced that the Protocol would have to be renegotiated because it was unsustainable and causing substantial damage and problems for Northern Ireland. As of this writing, this is the current status of the Protocol.

Alternatives

The problem with this is that there is no way to please everyone. The EU wants a strong customs border to protect its Single Market. In general, the people of Northern Ireland do not want a customs border. The British, the shopkeepers and the business people of Northern Ireland and suppliers in the rest of the UK do not want a customs border in the Irish Sea. Meanwhile, some of the political leaders in Northern Ireland are calling for scrapping the Protocol. So what alternatives are there?

While there may not be any objection to a customs border for shipments going to the Republic of Ireland, any paperwork or customs on shipments from the rest of the UK to Northern Ireland seem to be a major problem. There have been proposals on refunds on items going only to Northern Ireland, but it appears that any paperwork would still be a problem. In addition, there are problems

with medicines, pets, animals and various food items meeting EU instead of UK requirements. If there was a way to separate the Irish from the Northern Ireland shipments, that would be a start in the right direction.

The EU appears to be willing to leave the 310-mile border between the Republic of Ireland and Northern Ireland open. Although this would obviously allow anything from Northern Ireland to pass into the Republic of Ireland and the EU regardless of whether it met EU requirements or not.

All we can do at this point is to hope that cooler heads prevail in the future and that politics and national differences are put aside so everyone can work together for a solution.

My guess is that if the 2024 Northern Ireland vote on a customs border were held today, the result would be negative. q

Irish bus operator Furey’s of Sligo recently took delivery of two Alexander Dennis Enviro200 buses. They are about 35 feet long and accommodate up to 41 passengers. Furey’s will use them on a National Transport Authority route from Sligo north to Ballyshannon, which is just west of Northern Ireland. ALEXANDER DENNIS.

National Bus Trader / September, 2021 • 27

S

tevie is a big guy, more than six feet tall and muscular from years of manhandling anchors as a charter boat captain.

He wandered into the scuba shop one afternoon, and the store’s owner asked him to “stand by the door, and look large.” That was not difficult, so he did what he was asked, and only later inquired “what the bleep was that about?” (Manly Captains talk like that)

Looking for a Lawyer

It turned out that there was a dispute with some visiting divers who had been robbing local lobstermen’s traps, and the shop owner was about to tell them they were no longer welcome. He was not sure how they would take it, so he asked Steve and several others to look large as a deterrent to bad behavior. I know it happened that way, because I watched the situation unfold – while cowering, behind the counter.

Current events in the motorcoach industry have reached a point where we may need someone in our corner “looking large.”

In ye olden (regulated) days most motorcoach operators had a law firm they worked with, and many attorneys specialized in transportation law. Substantial legal resources were used in obtaining, maintaining and defending “operating authority” in the regulated environment.

Deregulation seems to have reduced the number of attorneys who specialize in transportation issues. I admit to having scribbled some unkind things about the legal profession over the years. Perhaps I was wrong. I should have said that lawyers are tools. Just as a hammer can be used to build something, or assault someone, there are some occasions when attorneys perform a constructive function.

By now you’re thoroughly confused, wondering where this is heading.

Currently, regulators are blitzing us using new authority. Companies are being threatened or driven from business; in some cases without access to the “due-process” that is a cornerstone of our legal system. We can not, and should not, argue about the importance of safety. What is open for discussion is whether the data currently being used to measure it is truly relevant, and whether the rules are being fairly applied across the board (raising another pesky constitutional concept – equal protection).

One way to improve your chances in a confrontation with unreasonable regulators is to have a lawyer on your side. If you have sinned mightily, then you are going to get slapped. If, on the other hand, the issue is either overzealous, irrelevant enforcement or obscure regulations a reasonable person (like you) can not understand, then an attorney is invaluable.

28 • National Bus Trader / September, 2021

by Dave Millhouser Since columnist Dave Millhouser enjoys linking buses with fishing boats, your editor dug way back in the archives to find an appropriate photo. It was taken by Rob Redden back many years ago at the State Fishing Pier in Plymouth, Massachusetts. The boat nearest the camera was named the Helen May while the bus is an MC-8 from Plymouth & Brockton Street Railway. ROBERT REDDEN.

It would be great if you could find a Perry Mason who drove buses to finance his law degree. Failing that, find the legal equivalent of Stevie – someone to look intimidating. Just having an attorney representing you often alters the situation, because bureaucrats do not like pushback.

Generally interested in avoiding embarrassment, often when they encounter real resistance, they fall back to more reasonable positions.

When you find yourself being unfairly hassled, do not go it alone – get legal representation. Follow up on many of the stories of companies that have been targeted, and you will see that things often turn around when they contest agencies findings in court.

If you have not yet had trouble – you probably will. Start looking for a good law firm now and you are more likely to be

represented by Matlock than “My Cousin Vinny.”

It may be anecdotal (that is a sophisticated way of saying, “Maybe I am wrong”), but it seems that the majority of companies damned to bussy hell have been small, unable to fight back.

Attempts to contest things at the agency level are often futile (even with a lawyer), but it appears that regulators are very nervous about actually appearing in a courtroom.

Many allegations are subjective and will not stand the scrutiny of a trial. It is a double whammy for regulators, because they can lose the specific case and have their whole intimidation regime unravel over time. A judge may ask embarrassing questions about whether targeting a particular operator was based on real criteria versus political ones. That same court might want statistical correlation between the behavior you are accused of, and actual safety.

Regulators might be asked if they are applying the same standards to all carriers, or responding to political or media pressure. A curious judge might even ask them why you were satisfactory last week, and an imminent hazard today. Occasionally courts have forced agencies to reimburse legal fees to companies they have capriciously accused.

This Community Coach MCI was photographed in Washington, D.C. with the Washington Monument in the distance. Since it appears that the Tidal Basin is in the background, the location is probably near the Franklin Delano Roosevelt Memorial just north of the Potomac River. NBT COLLECTION.

Now is a good time to research attorneys, identifying some who know transportation and regulatory law. Just having one available to look “large” is a good idea, having one who actually knows the industry is ideal.

The lobster thieves left the dive shop with nary a whimper – smart enough to avoid a confrontation they appeared unlikely to win.

If you can not afford a lawyer, I can give you Stevie’s number. q

The popular Van Hool ExquiCity Tram Bus is available with just about every type of power you can think of. This example is interesting because it operates as a traditional trolley bus from overhead wires. VAN HOOL.

National Bus Trader / September, 2021 • 29

30 • National Bus Trader / September, 2021

Bus of the Month Temsa TS 30

T

emsa’s TS 30 is a true and only mid-size integral chassis coach that provides the same level of comfort and amenities as a fullsize coach. This coach created a new segment in the U.S. market introduced in 2012, while the new generation was launched in September 2019.

The front and rear mask with six-piece bumper provides maximum serviceability, tool-free access to main service components and much more. The TS 30 delivers smooth shifting and comfortable driving with many features included in the driver’s area. These features are combined with superb quality and craftsmanship to ensure a high-quality driving experience.

Despite its compact dimensions, the TS 30 has a robust, integral stainless steel design for extra durability and safety. The luxury design integrates a brighter interior, an improved HVAC system, increased luggage capacity and restroom space, enlarged driver area,

reduced step height and many other features to provide a unique travel experience.

The TS 30 is appropriate for smaller groups and operates as a larger coach. It is fuel-efficient, kind to the environment and economically reasonable.

Length Width Height Wheelbase Maximum Seating Capacity Engine Engine Power/Torque Fuel Tank Capacity

31’.1” 94.8’’ 11’.7”

185’’ 34 + 1 with restroom Cummins B Series 6-Cylinder 6.7L Diesel Max 250 hp @2,400 rpm / Max 660 lb-ft @1,500-1,900 rpm 80 U.S. Gal. q

National Bus Trader / September, 2021 • 31

TEMSA TS30

SPECIFICATION SHEET

TEMSA NORTH AMERICA INC. 404 Zell Dr, Orlando FL 32824 (833)-628-3672

temsa.com

GENERAL MEASUREMENT AND CAPACITY Overall Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31’1” Overall Width. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .94.8” Overall Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11’7” Wheelbase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .185” Front Overhang . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74.3” Rear Overhang . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114” Interior Height. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75.2”

Turning Diameter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27’5” GVWR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27,980 lbs Underfloor Luggage Volume . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190 ft3 Fuel Tank Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80 US gal DEF Tank Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 US gal Passenger Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34

STANDARD EQUIPMENT Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cummins B Series 6-Cylinder 6.7L Diesel Engine Power/Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Max 250 hp @2,400 rpm / Max 660 lb-ft @1,500-1,900 rpm Transmission. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Eaton Procision Automated 7 Speed Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stainless Steel Monocoque Internal Structure Three-Piece Front and Rear Bumper Baggage Doors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Aluminum, Pantograph Type Front Axle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ZF RL EC Independent, 11,023 lbs Rear Axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Dana 10.24R with 4.3 dif. ratio, 20,811 lbs Wheels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19.5” Alcoa Dura-Bright Wheels Tires. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265/70R 19.5 Continental Steering System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bosch Power Steering System with Tilt and Telescopic Steering Wheel Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Independent Front Air Suspension with Air Bags and Shock Absorbers Full Lifting and Front Kneeling SAFETY Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bendix® ESP® System, All Wheel Disc Brakes Electronic Stability Control (ESC), Automatic Traction Control (ATC), Antilock Braking System (ABS) Engine Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Cummins VGT Engine Brake Seating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-Point Safety Seat Belts For Driver & Passenger Fire Suppression System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Firetrace Engine Room Automatic Fire Extinguisher System Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Brake Pad Wearing Indicator, Low Voltage, Engine Door Open Cruise. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Cruise Control System ELECTRICAL SYSTEMS Electric System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-24 Volt, Continental Multiplex System Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 x12 180 Ah Alternator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Prestolite 120Ah Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hella Halogen Headlights, DRL and Fog Light, LED Exterior & Interior Lighting Diagnostic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Real Time Diagnostics of Engine, Transmission, Multiplex, A/C System INTERIOR Restroom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Recirculating, with 16 Gallon Tank Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tempered Laminated Side Windows, Standard Rear Window Seating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34+1 Reclining Seats with Leather Headrest, Piping, Side Boxing Driver Seat. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ISRITM Air Ride 3-Point Safety Belt Passenger Modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adjustable Air Vents, Reading Lights, Speaker Driver Shades. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electric Two-Piece Front Sun Visor, Manual Driver Side Sun Visor HVAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Bitzer 4 Cylinder A/C Compressor Mobile Climate Control A/C, Roof Cooling, Roof & Convector Heating Max Cooling Capacity 110,000 BTU, Max Heating Capacity 150,000 BTU Media . . . . . . . . . . . . . . . . . . . . . . . . . . . .REI A/V System, DVD with 4 15” REI Monitors, 110V Outlets with USBs at Driver and Passenger Seats OPTIONAL EQUIPMENT Chrome Upright Mirror • Spheros Preheater • LED Headlight • Leather Seat Options • Passenger Side Shades • Rubber Cup Holders • REI Back Up Camera • REI 3600 Camera System • REI Enhanced Sounds System (ESS) • Magazine Nets • Footrests REI Cordless Mic • KVH Satellite TV

The TEMSA roundel and the TEMSA wordmark are registered trademarks of Temsa Skoda Sabancı Ulaşım Araçları A.Ş. The information in this publication is accurate as of its publication date (08/2021). The information herein is subject to change without prior notice. Specification may differ per country. Consult your sales representative for features and specifications that match your requirements. Copyright © 2021 TEMSA. All rights reserved.

The Curious Coachowner Number 281 of a Series “The Curious Coachowner” is a question and answer column that provides simple answers to simple questions that are too short to warrant a full article or inclusion in one of our regular columns. We will accept reasonably simple technical or historical questions on commercial coaches or converted coach shells by letter, fax, e-mail or phone. If our staff is unable to answer them, we will call upon our panel of experts.

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

Q. What was the MCI MC-9 TAB coach?

I cannot find it in any description. I first heard of it in the early 1990s. Thank you for any information on it.

–– Robert Jule

A. We have no record showing an MC-9 TAB model. There was a “Special Edition” available in 1989 with a special interior and an attractive price. People from New Jersey talk about their commuter models being MC9A and MC-9B, but I never saw MCI use these model numbers.

My off-the-wall guess would be that it makes reference to a “Two Axle Bus.” There was a two-axle version of the MC-9 produced in limited quantities, presumably for commuter service in the Northeast states. If readers know more about this, please share it with us.

Q. One thing that annoys me is the way almost every article will start with, for example MCI a division of NFI blah blah blah, NFI is the largest, well you get the picture.

I understand that their advertising dollars fund the magazine, but there must be a more subtle way to mention them and most readers know who owns who, with the exception of the small bus market where there are so many names with so few owners due to the recent buyouts and mergers.

–– John Willatt, Blueline Bus Services

A. We here at National Bus Trader are at least partially guilty since we often run three or four MCI, New Flyer, ARBOC or Alexander Dennis news releases in the same issue.

However, many of the companies have a 34 • National Bus Trader / September, 2021

“sign off” paragraph at the end and we try to limit this to only the first news release in an issue.

In addition, I might mention that these news releases find their way into a wide range of publications, newspapers, and Web sites.

In many or most cases, the readers are not as knowledgeable about the bus industry as the readers of NATIONAL BUS TRADER. As far as the introductory material in the news releases, we asked Lindy Norris at NFI about this. Her reply is as follows: “As an investor relations communication, our press releases must disclose the subsidiary/affiliation with NFI Group, Inc., which is a publically traded company. Our releases reflect a standard approach to public company communication.”

Q. Where do things stand with the Infrastructure Investment and Jobs Act? –– Several Readers

A. This is a new bipartisan plan that was basically intended as an alternative, and an improvement, to the Fixing America’s Surface Transportation (FAST) Act that expires in September of 2021.

It was originally introduced in the 117th Congress as House Bill 3684, a $715 billion package primarily related to programs of the Department of Transportation. In the Senate, it was expanded beyond the original road and transportation proposals to also include electric grid renewal, boadband access and clean water. It was then renamed the Infrastructure Investment and Jobs Act and passed by the Senate on August 10 by a 69 to 30 margin.

The next step will be for the House to review this bill and pass it so that President Joe Biden could sign it into law. However, several sources indicate that some people in the House may be unhappy with the package as it comes from the Senate. There are suggestions that they may want to expand the plan to include funding for healthcare, immigration, education, climate change and other items beyond those proposed by the Senate.

While the Senate version may not survive in getting through the House, it does include a number of provisions that would help the bus industry. It provides a total of $106.9 billion for public transit. This represents an

increase about $41.1 billion from current levels. It is noteworthy that $69.9 billion of this money is marked for contract authority and hence could be very helpful to the private sector too.

In addition, it provides $15.8 billion for Capitol Investment Grants (CIG) and another $21.2 billion for advance appropriations for fiscal years 2022 to 2026.

The big question is what will happen when it arrives at the House of Representatives.

Q. Will we see an improvement in being able to find and hire bus drivers?

–– Several Readers A. The article in the August 2021 National Bus Trader on the Demographic Crisis covers this in some detail. In the long term, the driver shortage problem is part of the ongoing concern over population decline in developed countries. This same problem exists elsewhere since Europe has had a bus and truck driver shortage for years and the United Kingdom is going through its worst staff shortage since the 1990s.

In the shorter term, the demographers are concerned that many people have dropped out of the work force because of the pandemic. Some have retired early in the face of pandemic problems while others have simply left the work force or gone on unemployment or welfare. Numerous people are watching to see how many of these people return to the work force as the pandemic eases.

There are also concerns over government regulations and requirements for bus and truck drivers. It is often mentioned that there are other occupations that pay equally well that do not have the knowledge, training and other rules required of truck and bus drivers.

Q. Is National Bus Trader still looking for articles on bus companies?

–– Northeast Bus Operator

A. Yes, are looking for people to send in information and photos for articles on bus operations – their history, equipment, current operations and plans for the future. We are also looking for stories on how bus operations survived the pandemic and what they will do differently in the future.

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

Safety and Liability

by Ned Einstein Defending Contractors Part 6: Contracting Fixed Route Transit

The first five installments of this series prepared NATIONAL BUS TRADER readers for a large part of their future. Paying even marginal attention to national and global trends, the forces shaping this future should be clear: 1. The rich are getting richer and the poor, poorer.

2. Most of today’s drivers – in all public transportation modes, public and private – are earning perhaps a fourth of what they did 40 years ago, in today’s dollars.

3. Transit ridership had been declining by roughly 10 percent nationally two years before the emergence of COVID-19. Studies show it has recovered to reach 35 percent of its already-diminished pre-COVID levels nationally.

4. Fare recovery is a pittance compared to yesteryear. In 1977 (declared a crisis by many in the transit industry), farebox revenue covered only 50 percent of operating costs. Today, the highest “operating ratio” is in New York City, which covers 35 percent of its operating costs from farebox revenue.

Chicago, Washington, Boston and Philadelphia did almost as well at 33, 25, 24 and 23 percent. San Francisco’s MUNI (the bus system) recovered only 13 percent. LA County covered nine percent. Houston and Kansas City, seven percent. Shortly before COVID struck, Kansas City had abandoned fares altogether. It cost more to collect and process fares than they provided. Portland soon followed on selected routes; Las Vegas on double-decker buses.

Contracting (or “privatization”) of fixed route transit is not new. Transit bureaucracies became bloated in the 1980s. A study by former LACTC Commissioner Wendell Cox found that an hour of commuter/express service cost more than $300 – in 1985. In response, I was among the first proponents of what we then called “mixed mode.” No one listened. Yet to settle a county-wide transit strike in 1993, former Los Angeles Mayor Richard Riordan forced the then-Southern California Rapid Transit District (SCRTD) to contract out 37 routes. Long before Uber, COVID and a growing dissatisfaction with the quality of service 25 years later, the farmore-poor and -homeless “transit-dependent” began to abandon transit in droves.

The failures leading to this situation have been covered in countless previous install-

Privatization will increasingly mean the difference between a community having a transit service or not. ments of NATIONAL BUS TRADER. I will not regurgitate them here.

Privatization and Deprivation It is obvious that privatization will increasingly mean the difference between a community having a transit service or not.

At its pathetic best, this shift will create tens of thousands of low-paying jobs for drivers.

Many of these drivers will come from the ranks of the skeleton left of the motorcoach industry, as the charter and tour sectors have been decimated – perhaps never to return to pre-COVID levels.

Some transit systems will contract out their entire system – most where ridership and/or farebox recovery are minimal. More commonly, transit agencies will use contracting to shed themselves of the least cost-effective components of service, those routes that their drivers least want to operate, and their worst (and most costly to maintain) vehicles.

Most transit agencies have already shed themselves of the “cost-drains,” by contracting out paratransit service. What this means for those private companies that inherit fixed route services is clear: • Out to bid will go the tightest routes that run behind schedule continuously, despite drivers forced to make constant safety compromises (see safetycompromises.com), and expose their carriers to a vast array of financial risks. (Contractors will indemnify the “lead agencies” for these deficiencies – which they will have no opportunities to correct.)

• Drivers should expect to bring a lunch box and devour their meals at red traffic signals or when stopped in traffic; drinks will be guzzled through straws. (Yogurt and cold soup will become the drivers’ main meals.)

Forget restroom breaks. Get used to disposable adult diapers.

• Contractors will inherit the shifts which public sector drivers least want – night and owl shifts, runs through bad neighborhoods, split shifts that begin early and end late or short route segments that

might be “interlined” (if the contractor ran the entire system).

• The oldest, close-to-mothball vehicles will be leased to the contractors for $1/year.

The contractors will be required to maintain them. Their interiors and exteriors must be kept spotless (beyond at least a decade of dents and scrapes).

• Many routes will be eliminated, shortlined or their frequencies increased. Expect more passengers to be angry and bitter.

• Other than in lawsuits, the contractors will be invisible. Their names will not be emblazoned on the sides of the vehicles.

Particularly with the handful of global oligopolies that have emerged over the past two decades, bidding for even this chaff will be fierce. The winning bidder’s drivers will earn slightly more than minimum wages.

Management will be thinned to the core.

They must say “yes” to anything a lead agency representative asks them about, and “no” to nothing. Their contracts may permit their company’s termination without cause.

It may permit the transit agency to unilaterally make routing and schedule changes during the contract period. Negotiate limits to this (or extra money) or walk away.

With the worst routes, the worst schedules, the most fatigue-inducing shifts, the worse vehicles, the lowest salaries (some not including fringe benefits) and the thinnest and lowest-paid management, contractors will become magnets for incidents. If it is not already clear, their insurance carriers will be helpless. As insurance premiums soar, these costs will necessarily translate into still lower wages, fewer fringe benefits, deferred maintenance and skipped or compromised pre- and post-trip inspections.

Wake up carriers: “This is Your Life.”

Wake up carriers: “This is Your Life.”

I could have titled this installment “Doomed and Damned,” but that would be misleading. There are actually things contractors can do to mitigate or soften the blows. They can be done at many levels.

Requests for Proposals (RFPs) Proposals issued to solicit bidders contain both gloom and opportunities. The best deci-

National Bus Trader / September, 2021 • 35

Safety and Liability The best decision is often to walk away. sion is often to walk away. Bidders must recognize that the lead agencies have to find some contractor. There is a limit to the treachery in an RFP. Some provisions are odious.

Among the worst is the assessment of liquidated damages – mostly for poor on-time performance. (Keep in mind that the schedules of most routes let out to bid are too tight to be driven safely). These damages are automatically deducted from the contractor’s monthly reimbursement. Most are so petty (e.g., $25 for every run that arrives at the last stop more than 10 minutes late) that it costs more to investigate and appeal them then the damages cost to pay. Occasionally, a contractor will not be paid at all for a route that runs a few minutes late (although this is more typically a brokerage ruse in NEMT services). Examine carefully whether any leeway is provided should your bus encounter a detour, a protest, a traffic accident or a parade.

While monitoring by live individuals is a lost art, transit buses are filled with digital gizmos to capture everything from the vehicles’ position along the route (through GPS units) to the head movements of drivers (to observe mirror scanning and whether or not drivers clear their mirrors while pulling away from stops). They will only “pull” the videos (typical transit buses contain eight to 12 cameras) when a collision occurs. To protect themselves, contractors will have to monitor their drivers’ performance. Otherwise, lead agency personnel may use the GPS “pings” to penalize a contractor for a bus’ lateness.

See if there are any exceptions – such as allowing drivers extra time to secure a wheelchair, or getting stuck in traffic.

As a footnote, do not depend on your own unions (if your company has one) for much help. There are exceptions: In 2009, I helped one major union successfully sue every contractor in California for 5½ years of unpaid lunches and breaks. With no recovery time on any routes, there were no breaks. As noted, drivers ate or drank during those short moments when their vehicles were not moving. Restroom breaks were unavailable; drivers wore adult diapers or soiled their underwear and uniforms.

Some lead agencies will insist on maintaining base stations radios with your frequencies, permitting them to “listen in” when they feel like it. As a natural reaction, get used to operating without much human contact between drivers and dispatcher.

36 • National Bus Trader / September, 2021

More frequently, even the mothball fleet your drivers will be operating will be littered with cameras, mobile data terminals, “clever devices” and all sorts of digital paraphernalia to capture your vehicles’ every movement and your drivers’ every gesture. You will not find safety-helpful devices like retinal detectors or lane drift monitors, which might otherwise warn drivers of impending fatigue.

Occasionally RFPs contain bright spots.

For example, contractors occasionally get to design the routes and even select the stops – even in systems where route changes must proceed through a public hearing process.

In the past, these opportunities came mostly with new services (like those connecting new light rail stations to major trip generators, or otherwise traveling through communities likely to use the light rail lines). Increasingly, contractors may have a chance to design routes as some are eliminated and others consolidated. Contractors may be wise to hire planners (remember them?) to consult during such periods – just as they may engage them to write their proposals. Of course, few consultants know how to design routes or select stops, since robots have been doing this for the past 30 years.

Do not ever agree to indemnity the lead agency for errors and omission made soley by the lead agency.

Finally, do not ever agree to indemnity the lead agency for errors and omission made solely by the lead agency. If you can negotiate away this provision, try to. If not, walk away. Even without such indemnification, if you have an incident, plaintiff’s counsel will not always file against the lead agency. Your carrier will be stuck “holding the bag.” After all, why should a plaintiff’s counsel care since your company was forced to indemnity the lead agency and hold it harmless (along with a long a list of others)?

Proposals Bloat your proposals with all the generic nonsense and safety-clichés you can. Your competitors will. You will not be held accountable for such content by the lead agency. Just be careful. You may be held accountable for more-specific promises these documents contain when a lawsuit catches up with you.

Try to find out how the lead agency intends to evaluate the proposals. Usually a pre-bid “conference” is held. Sometimes,

potential bidders may submit questions about the RFP in advance of this conference, at which lead agency officials will or may answer them. Be careful: If your questions violate the exploitative spirit of the lead agency’s intentions, you could single yourself out as undesirable.

Do not fret if the terms are only generally draconian. There are sometimes ways to navigate through a dangerous operating environment. (A stringent and thorough hiring process is a good start – even while it will compound your driver shortage.)

Vehicle Selection Typically the lead agency will make the vehicles for your use available for inspection, and you can select those you are willing to operate. Unfortunately, you may be given only a day or two for this exercise, and you will not usually be allowed to test drive any vehicles. (You may be allowed to start them and inspect certain things while they idle.)

For this exercise, engage the finest mechanics you can, who can work the longest hours in a day. Spare no cost. As there are for evaluating passenger cars, there may be apps available to help perform this evaluation.

In this task, there is no “Busfax” to help you out. Only one agency has used these buses throughout their lifetimes, and no outside source has any information about them.

However, a transit agency may make the available fleet’s maintenance records available (often only on their premises, during normal business hours). If you can, hire a small army to comb through them. There are plenty of retired bus mechanics, and you may find some in the service area in which you are bidding. They will know about deferred maintenance, and the overall quality of maintenance the vehicles they examined during their tenure with the lead agency. They may know how to interpret the minimalist, often shorthand, notes entered into the computerized maintenance system for each bus.

Finally, since you will likely lease the vehicles for $1/year, select as many “spares” as the transit agency will allow you to, and which you can store. (Some may allow a lot in order to keep your service on the road.)

Route Selection Have a seasoned driver run the routes (with a bus) and time their tightness. Compare your realistic running times with the “cycle times” on the printed (or online) schedules. Note whether extra time is allotted for peak period travel. Figure out how you will staff each route (including changing drivers at route midpoints, and relieving drivers so that they can have meals and restroom breaks – especially if you have a union that requires this). Determine how far

Safety and Liability your storage yards are from the starts and ends of routes. Determine where you can position spares (with drivers) in case the mothball vehicles you are given break down.

(You could be penalized financially for not “covering” these vehicles within a reasonable amount of time). Explore whether you can save money by changing the location of your storage yard, or adding others. You should be able to hire retired drivers in the service area to do many of these things.

Again, often facing a three-year contract with two annual renewals, spare no expense for help.

together and are easily operable. (If not, you will need to replace them all – and remounting two retractors to seat leg frames (common on transit buses) is reasonably expensive. Retrofitting tracks or other floor fittings is impossibly expensive. If securement fittings do not easily fit into various spaces in the tracks (most older buses contain “hex tracks,) you will have to replace the tracks.

If you find these faults, do not accept that vehicle. Finally, ramps (on generally-newer low-floor-buses) are far less maintenanceintensive as are the lifts on old, high-floor buses.

Pay particularly attention to where routes begin and end with respect to their distance from your existing storage yard(s). Engage in some planning to obtain storage yards close to the start and end locations of the routes you select. You will likely be paid for your deadhead time (as well as for a reasonable time for pre- and post-trip inspections). The cost of your combined deadhead time will affect you bid cost. Plus, you may incur overtime to cover certain combinations of routes. Do your homework thoroughly.

Also examine the doors, stepwells and handrails. Outward-opening jackknife doors can obscure the driver’s view of the passengers outside the rear stepwell. If you do not find intelligible, linear handrails on both side of the stepwell, you will have to replace them (or risk nasty lawsuits). Avoid buses where the riser heights between steps are uneven. Check the quality of the flooring to see if it (especially ribbed rubber flooring) is worn; you will have to replace it or risk more lawsuits. Avoid inwardopening doors. If you find a bus that kneels at the rear, consider it a blessing. (If not, you should be allowed to make this inexpensive modification).

Obtain all the data you possibly can.

Try to obtain information about the routes available from the transit agency’s monthly submittals to the National Transit Database reporting system. (While effortless to produce, this request will usually be denied.) If you can get them, pour over them. Also, if the agency still has them, engage someone to go to the agency’s headquarters and review the “on-and-off” and “on-board” profiles for each route available – if the agency still has such things. (The onand-off print-outs will identify those boarding and alighting at each stop, on each run, throughout the day sampled. The on-board profiles will give you the loads at every stop, on every run, throughout the days sampled.

Routes are sampled for weekdays and Saturday/Sunday/holidays.) Otherwise, obtain all the data you possibly can. Be careful. Very few consultants know how to review such data (few understand actual operations, much less scheduling). Some retired planners may know how to do this.

If you cannot find one who has done this, think about not bidding. Otherwise, again, spare no expense.

Accessibility Features and Equipment Examine every vehicle to insure that the securement system meets the criteria of 49 CFR 38.23(d) subparts (2) and (7). See if the retractors work. See if the straps match, fit

Final Cautions If forced to operate under a broker, do not bid. Also, do not engage an attorney to examine the operating contract. Engage someone familiar with such things – perhaps a retired general manager (if you can find one). Also, make sure you include a cost-of-

If forced to operate under a broker, do not bid. living increase for fuel, as prices can fluctuate wildly over the course of the contract.

Finally, all your work may go for naught. Most bidders are selected based on some personal interview with the top team members – the bidder’s slickest salesperson. Bid scores are ignored. At the prebid level, ask whether or not the scores of your competitors will be released. (Usually they will not be, and you cannot risk challenging a loss, even while you can obtain this information through the lawsuit’s discovery process.) If the answer is “no,” think twice about bidding.

Good luck. Welcome to transit service in America.

The opinions expressed in this article are that of the author and do not necessarily represent the opinions of NATIONAL BUS TRADER, Inc. or its staff and management. q Ned Einstein is the president of Transportation Alternatives (transalt.com [1]), a public transportation consulting/expert witness firm. Einstein (einstein@transalt.com) specializes in catastrophic motorcoach accidents.

National Bus Trader / September, 2021 • 37

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.

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Motor Coach Industries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

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NATIONAL BUS TRADER (815) 946-2341

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.

November 7-10, 2021. American Public Transportation Association (APTA) EXPO 2021. Orange County Convention Center, Orlando, Florida. For information visit aptaexpo.com.

November 14-18, 2021. NTA Travel Exchange. Cleveland, Ohio.

January 8-11, 2022. American Bus Association Marketplace. Baltimore, Maryland.

January 28-30, 2021. Busworld North America. Baltimore Convention Center, Baltimore, Maryland. For more information view Busworld.com.

March 10-13, 2021. FMCA's 102nd International Convention and RV Expo. Georgia National Fairgrounds and Agricenter, Perry, Georgia.

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