North America’s bus industry gathered in Chicago in late September for BusCon, held at Navy Pier for the third time since 1995. Sponsored by METRO and its parent company, Bobit Business Media, the annual event brings together buyers and sellers of buses of all sizes for dozens of transportation applications.
More than 1,200 attendees took advantage of an amazing display of buses and equipment at the Navy Pier convention center to enhance their knowledge of rolling stock and related products and services. Many also attended educational sessions presented by experts in operations, maintenance, procurement, finance and university transportation.
Billed as “the medium- and light-duty bus show,” BusCon celebrated its 10th year with a record number of attendees and exhibitors. The final tally of attendees was 1,239. They represented public and private interests — transit agencies, hotels, parking lots, airport ground transportation, limousine operators, tour and charter operators and universities and colleges.
In addition, more than 125 companies, represented by 742 people, exhibited their products and services. Virtually every major bus manufacturer was
present, displaying more than 70 vehicles in all.
Challenges are numerous
BusCon attendees came from all parts of North America and operate a wide array of vehicles, but they face similar challenges, such as rising insurance and fuel costs as well as personnel issues. Daniel Clark, president of Muscatine Trolley & Tours in Iowa, said his current concern is the high cost of insurance. “As far as I can tell, I get rated as though I were a larger operation with more vehicles traveling greater distances,” Clark said. He pays a little more than $18,000 annually for liability coverage on three vehicles and has raised rates to offset this increased cost. “I can charge what the market can bear, but on the other hand, I have people seeing even a modest price [increase] as outrageous.” Fuel prices and retaining quality drivers are challenges faced by Michael Davis, president of Beltway Transportation Service in Forestville, Md. Fairly new to the business, Davis said he discovered the hard way that it’s important to do thorough background checks on drivers. “I found out that one of my drivers had a less-than-stellar past after he was denied entry at a government installation,” he said, adding that it’s difficult to attract quality drivers for what he can afford to pay. Howard Ende, vice president of paratransit for New York City Transit, tries to balance improving customer service while containing costs. “We try to reduce costs in ways that are invisible to our customers,” Ende said. “We in-housed part of our liability insurance to reduce the premiums.” Bus security examined
What is being done to secure the nation’s public and private transportation systems was the topic of discussion at BusCon’s general session, which was moderated by Peter Pantuso, president of the American Bus Association (ABA). Greg Hull, the American Public Transportation Association’s (APTA) director of safety and security programs, and Jane Bass, deputy branch chief with the Transportation Security Administration (TSA), discussed current transportation security initiatives and those still under development. “The motorcoach industry was a strategic transportation reserve post-Sept. 11, as it was the only form of transportation still running,” Pantuso said. After Sept. 11, the ABA worked with security experts to develop an industry anti-terrorism action plan, provide training for bus company employees and work with lawmakers to secure grant funding — $30 million to date — for operators. “Public transit service in the U.S. is, by design, an open infrastructure, which makes it a challenge to secure,” Hull said. “The elements of a safety plan should include security, training, emergency response planning and preparedness, and hazard and risk assessment.” In addition to numerous security initiatives in place prior to Sept. 11, some of APTA’s security task force work following Sept. 11 included development of an oversight group for security research. The group was funded through the Transportation Research Board’s Transit Cooperative Research Program, with more than $2 million in allocated funds. The task force also developed an emergency response planning and security checklist. APTA has also taken the role of federal liaison to communicate the industry’s needs to Capitol Hill. The TSA’s Bass discussed past transportation-related terrorist incidents and what could be learned from them. Awareness and identifying suspicious behaviors are key, Bass said. “It is important to identify gaps in vulnerability.” She also discussed current security initiatives under development, including a risk-based evaluation tool. Keep rolling along
Tire management was discussed at a session conducted by Kevin Rohlwing, senior vice president of education and technical services for the Tire Industry Association (TIA), and Harvey Brodsky, managing director of the Tire Retread Information Bureau (TRIB). Keys to effective tire maintenance include applying the right amount of clamping force to fasteners, repairing tires properly and ensuring that technicians are trained. “Keeping the wheels on a bus is more complicated than ‘good and tight,’” Rohlwing said. applying the proper torque does not guarantee the correct amount of clamping force. “Worn, corroded or otherwise damaged fasteners will cause a reduction in clamping force,” he said. “The threads must be clean and carefully inspected.” Tire repair is also a key component of an effective maintenance program. The goal of tire repair, Rohlwing said, is to restore the original condition of the tire. “There is only one approved method for repairing a radial bus tire,” he said. It involves removing the damaged cables to stabilize the area around the injury, sealing the injury from outside moisture by filling it with a cured rubber stem and restoring the inner liner by vulcanizing a repair unit to the tire. “Improper tire repair methods include string plugs, sealants and stand-alone patches,” Rohlwing said. Technician training is not only a good idea, it’s the law, Rohlwing said. OSHA requires training for any employee who handles an inflated bus tire. “This training has been proven to curtail accidents and improve tire and wheel performance,” he said. “And it’s the best protection in the event of a lawsuit.” Rohlwing said the TIA provides entry-level and advanced training for tire technicians. In addition, industry suppliers provide free training videos and service manuals. (For more information about TIA, visit www.tireindustry.org.) Brodsky emphasized the importance of maintaining proper inflation of tires. Underinflated tires are especially dangerous because they can overheat and create destructive temperatures. “With underinflation, it’s guaranteed a tire failure will occur, given enough time,” Brodsky said. Brodsky recommended that tire pressure be checked at least once a week with a properly calibrated gauge. “Trying to determine if tires need air by thumping them is the same as trying to determine if a vehicle’s engine needs oil by thumping on the hood,” he said. The use of retreaded tires was also discussed. Brodsky said they have a safety, performance and handling record comparable to the best new tires. “They cost less, help reduce the scrap tire problem and save oil,” he said. “Yet, many fleet managers are still under the misconception that retreads are simply old tires with new tread glued on.” For more information, visit TRIB’s Website at www.retread.org. Controlling risk factors
The financial arena was also explored at BusCon. The rising cost of insurance, in particular, has created a growing burden for public and private bus operators. Jack Burkert, a bus industry consultant and former Lancer Insurance executive, conducted a session on insurance, liability and safety. The main thrust of the presentation was on how to gain control of your fleet, loss rates and, ultimately, costs. First, it’s important to recognize the different “parts” of an insurance price, Burkert said. “Your insurance rate is built like a truck,” he said. “Pieces and parts come together for assembly.” These include the following: Your claims and loss history.
The insurance company’s costs.
The insurance company’s negotiated price for reinsurance.
Administration, services and claims overhead.
Fees, license and taxes.
Burkert said recent increases in premiums follow a 12-year decline with a continuous increase in loss costs, which include liability and damage payments, establishing reserves for future payments and claims adjustment fees. “Loss dollars truly dominate the ultimate cost of coverage,” he said. “For you, loss costs are the most controllable of the premium factors.”
Getting control of loss costs can be accomplished through traditional methods, such as tightening driver hiring and training practices, or through minimizing exposure by establishing workplace standards or transferring risk and work to subcontractors. Another alternative is to improve claim management by establishing crash investigation processes, cost controls and communications with insurers.
Safety is the other area where costs can be controlled. Improving safety starts with the right drivers. “Attitude has everything to do with safety,” Burkert said. “You can’t afford to hire drivers who change jobs frequently or those with less than ‘good records.’”
Once hired, drivers need to be closely monitored for performance issues. “Never assume that your drivers have skills or abilities unless you can account for them,” Burkert said. “We tend to be hopeful and give more safety credit than is deserved.”
To ensure that drivers are meeting performance standards, managers should train, test and document. “Create standards with the workforce, not in spite of the workforce,” Burkert said. “Then review and evaluate everyone.”
Transporting the troops
In the wake of the Iraq war, more and more troops require transport throughout the U.S., which has created a new market for motorcoach operators. One BusCon session outlined how motorcoach operators can become certified to transport military personnel. To qualify, operators must be in business for more than one year and register with the central contractor registration database at www.ccr.gov or (800) 227-2423. In addition to providing certificates of insurance and financial statements, operators must review the military agreement and pass certain inspection program components. The secrets of spec’ing
Other conference highlights included a session on tips for writing successful specifications. “Your objective is not to buy the cheapest equipment,” said Bob Petrovski, manager with Schetky Northwest Sales Inc. It is important to seek out the best value over the life of the vehicle, not the lowest cost at purchase, he said. Before writing specifications, conduct thorough research and take advantage of relationships with qualified vendors. While researching, consider whether the manufacturer and distributor have longevity in the industry, financial stability, are reputable and offer after-sales support. “Seek out opinions and experiences of colleagues in your area to find out who has what type of equipment and what their experience has been,” Petrovski said. When factoring the product itself, consider its performance, reliability, durability and fit-and-finish. Technical specifications should be assembled in order of a specific flow, Petrovski said. “Paying attention to detail is important to the production and completion of the vehicle.” Macy Neshati, vice president of sales and marketing for Complete Coach Works, explained how to write vehicle requirements clearly to prevent any problems after delivery. He provided samples of ambiguous specifications and explained how they could be clarified. “Carefully proofread the specs. Does it make sense?” Neshati said. “Would I know how to respond to this specification?” Have other staff members review the specifications. Also look to adopt other properties’ specifications if they have done similar work with a positive outcome. Dennis Elefante, maintenance manager for the Orange County Transportation Authority in California, reviewed his operation’s specification writing process and showed detailed samples. Based on his experience, Elefante said specifications should anticipate mid-life technology upgrades, an expanding base of technology templates, multi-year optional contracts and multi-agency procurement projects. On the show floor
The impressiveness of the educational program was matched by the trade show and its array of exhibits. Products on display included shuttle buses, motorcoaches, medium-duty buses, chassis, engines door controls, roof vents, wheelchair restraint systems, seating, mirrors and video surveillance systems. Bus and chassis manufacturers who exhibited at BusCon include the following: ABC Companies Blue Bird Coachworks Champion Bus DaimlerChrysler Commercial Buses North America ElDorado National Federal Coach Ford Motor Co. Freightliner Custom Chassis General Motors Glaval Bus Goshen Coach International Truck and Engine Corp. Krystal Enterprises Nova Bus Optima Bus Corp. Prevost Car Starcraft Bus and Mobility Division Supreme Corp. Trolley Illusions Turtle Top Workhorse Custom Chassis New products launched
Notable product unveilings included a pair of medium-duty low-floor chassis — one by International Truck and Engine Corp. and the other by Workhorse Custom Chassis. International unveiled a low-floor kneeling chassis designed to fill a gap between cutaway shuttle buses and larger transit buses. The International 3200 Integrated Mobility™ bus, which incorporates a chassis design by Heart Industries, has a capacity of 19 to 35 passengers. With its low floor and air-suspension kneeling system, it makes boarding and disembarking easier for customers, especially those with mobility problems. The rear-wheel-drive product is designed to fit several markets, including paratransit, assisted-living facilities and airport and hotel shuttles. To provide flexibility to customers, the chassis will be available to a variety of bus body manufacturers. The chassis will come standard with International’s VT 365 engine and already has begun Altoona testing. It’s expected to be available at International dealers early this year. International wasn’t alone in debuting a new low-floor chassis. Workhorse Custom Chassis unveiled its LF72 chassis — a front-engine platform built specifically for the bus industry. The chassis has a standard 9-inch step-in height, which can be reduced to 7 inches with the kneeling option. Workhorse officials said the LF72 is ready for a body on delivery. It has a gross vehicle weight rating (GVWR) of 19,000 pounds and standard front air-leaf springs and rear air springs. The chassis comes with a Duramax™ 6.6-liter engine that generates 210 hp at 3,100 rpm. Built on the LF72 chassis, the Easy On™ shuttle bus from Glaval Bus was also on display. Its low-floor design eases passenger loading, and it offers a variety of floor-plan options with up to 28-passenger capacity. The Easy On bus is offered in 26- and 30-foot lengths and has a GVWR of 19,000 pounds. Its interior height is 86.5 inches. Wheelchair restraint debuts
Low-floor buses are especially useful when transporting mobility-impaired riders. People in wheelchairs appreciate the shortened process of entering and exiting the vehicle using a ramp rather than a lift. Further shortening the dwell time, Q’Straint introduced its QRT Max retractor system at BusCon. The QRT Max offers several user-friendly features, including a lower profile, automatic self-tensioning and self-locking. The system allows a bus driver to secure a wheelchair or other mobility aid with one hand in as little as 10 seconds. In addition, the ADA-compliant system has a positive lock indicator and is serialized for traceability. Q’Straint is making available a free video instruction guide that will train drivers on how to use the system. For more information about new products unveiled at BusCon, see the Product Showcase beginning on pg. 51.
BusCon attendees came from all parts of North America and operate a wide array of vehicles, but they face similar challenges, such as rising insurance and fuel costs as well as personnel issues. Daniel Clark, president of Muscatine Trolley & Tours in Iowa, said his current concern is the high cost of insurance. “As far as I can tell, I get rated as though I were a larger operation with more vehicles traveling greater distances,” Clark said. He pays a little more than $18,000 annually for liability coverage on three vehicles and has raised rates to offset this increased cost. “I can charge what the market can bear, but on the other hand, I have people seeing even a modest price [increase] as outrageous.” Fuel prices and retaining quality drivers are challenges faced by Michael Davis, president of Beltway Transportation Service in Forestville, Md. Fairly new to the business, Davis said he discovered the hard way that it’s important to do thorough background checks on drivers. “I found out that one of my drivers had a less-than-stellar past after he was denied entry at a government installation,” he said, adding that it’s difficult to attract quality drivers for what he can afford to pay. Howard Ende, vice president of paratransit for New York City Transit, tries to balance improving customer service while containing costs. “We try to reduce costs in ways that are invisible to our customers,” Ende said. “We in-housed part of our liability insurance to reduce the premiums.” Bus security examined
What is being done to secure the nation’s public and private transportation systems was the topic of discussion at BusCon’s general session, which was moderated by Peter Pantuso, president of the American Bus Association (ABA). Greg Hull, the American Public Transportation Association’s (APTA) director of safety and security programs, and Jane Bass, deputy branch chief with the Transportation Security Administration (TSA), discussed current transportation security initiatives and those still under development. “The motorcoach industry was a strategic transportation reserve post-Sept. 11, as it was the only form of transportation still running,” Pantuso said. After Sept. 11, the ABA worked with security experts to develop an industry anti-terrorism action plan, provide training for bus company employees and work with lawmakers to secure grant funding — $30 million to date — for operators. “Public transit service in the U.S. is, by design, an open infrastructure, which makes it a challenge to secure,” Hull said. “The elements of a safety plan should include security, training, emergency response planning and preparedness, and hazard and risk assessment.” In addition to numerous security initiatives in place prior to Sept. 11, some of APTA’s security task force work following Sept. 11 included development of an oversight group for security research. The group was funded through the Transportation Research Board’s Transit Cooperative Research Program, with more than $2 million in allocated funds. The task force also developed an emergency response planning and security checklist. APTA has also taken the role of federal liaison to communicate the industry’s needs to Capitol Hill. The TSA’s Bass discussed past transportation-related terrorist incidents and what could be learned from them. Awareness and identifying suspicious behaviors are key, Bass said. “It is important to identify gaps in vulnerability.” She also discussed current security initiatives under development, including a risk-based evaluation tool. Keep rolling along
Tire management was discussed at a session conducted by Kevin Rohlwing, senior vice president of education and technical services for the Tire Industry Association (TIA), and Harvey Brodsky, managing director of the Tire Retread Information Bureau (TRIB). Keys to effective tire maintenance include applying the right amount of clamping force to fasteners, repairing tires properly and ensuring that technicians are trained. “Keeping the wheels on a bus is more complicated than ‘good and tight,’” Rohlwing said. applying the proper torque does not guarantee the correct amount of clamping force. “Worn, corroded or otherwise damaged fasteners will cause a reduction in clamping force,” he said. “The threads must be clean and carefully inspected.” Tire repair is also a key component of an effective maintenance program. The goal of tire repair, Rohlwing said, is to restore the original condition of the tire. “There is only one approved method for repairing a radial bus tire,” he said. It involves removing the damaged cables to stabilize the area around the injury, sealing the injury from outside moisture by filling it with a cured rubber stem and restoring the inner liner by vulcanizing a repair unit to the tire. “Improper tire repair methods include string plugs, sealants and stand-alone patches,” Rohlwing said. Technician training is not only a good idea, it’s the law, Rohlwing said. OSHA requires training for any employee who handles an inflated bus tire. “This training has been proven to curtail accidents and improve tire and wheel performance,” he said. “And it’s the best protection in the event of a lawsuit.” Rohlwing said the TIA provides entry-level and advanced training for tire technicians. In addition, industry suppliers provide free training videos and service manuals. (For more information about TIA, visit www.tireindustry.org.) Brodsky emphasized the importance of maintaining proper inflation of tires. Underinflated tires are especially dangerous because they can overheat and create destructive temperatures. “With underinflation, it’s guaranteed a tire failure will occur, given enough time,” Brodsky said. Brodsky recommended that tire pressure be checked at least once a week with a properly calibrated gauge. “Trying to determine if tires need air by thumping them is the same as trying to determine if a vehicle’s engine needs oil by thumping on the hood,” he said. The use of retreaded tires was also discussed. Brodsky said they have a safety, performance and handling record comparable to the best new tires. “They cost less, help reduce the scrap tire problem and save oil,” he said. “Yet, many fleet managers are still under the misconception that retreads are simply old tires with new tread glued on.” For more information, visit TRIB’s Website at www.retread.org. Controlling risk factors
The financial arena was also explored at BusCon. The rising cost of insurance, in particular, has created a growing burden for public and private bus operators. Jack Burkert, a bus industry consultant and former Lancer Insurance executive, conducted a session on insurance, liability and safety. The main thrust of the presentation was on how to gain control of your fleet, loss rates and, ultimately, costs. First, it’s important to recognize the different “parts” of an insurance price, Burkert said. “Your insurance rate is built like a truck,” he said. “Pieces and parts come together for assembly.” These include the following:
In the wake of the Iraq war, more and more troops require transport throughout the U.S., which has created a new market for motorcoach operators. One BusCon session outlined how motorcoach operators can become certified to transport military personnel. To qualify, operators must be in business for more than one year and register with the central contractor registration database at www.ccr.gov or (800) 227-2423. In addition to providing certificates of insurance and financial statements, operators must review the military agreement and pass certain inspection program components. The secrets of spec’ing
Other conference highlights included a session on tips for writing successful specifications. “Your objective is not to buy the cheapest equipment,” said Bob Petrovski, manager with Schetky Northwest Sales Inc. It is important to seek out the best value over the life of the vehicle, not the lowest cost at purchase, he said. Before writing specifications, conduct thorough research and take advantage of relationships with qualified vendors. While researching, consider whether the manufacturer and distributor have longevity in the industry, financial stability, are reputable and offer after-sales support. “Seek out opinions and experiences of colleagues in your area to find out who has what type of equipment and what their experience has been,” Petrovski said. When factoring the product itself, consider its performance, reliability, durability and fit-and-finish. Technical specifications should be assembled in order of a specific flow, Petrovski said. “Paying attention to detail is important to the production and completion of the vehicle.” Macy Neshati, vice president of sales and marketing for Complete Coach Works, explained how to write vehicle requirements clearly to prevent any problems after delivery. He provided samples of ambiguous specifications and explained how they could be clarified. “Carefully proofread the specs. Does it make sense?” Neshati said. “Would I know how to respond to this specification?” Have other staff members review the specifications. Also look to adopt other properties’ specifications if they have done similar work with a positive outcome. Dennis Elefante, maintenance manager for the Orange County Transportation Authority in California, reviewed his operation’s specification writing process and showed detailed samples. Based on his experience, Elefante said specifications should anticipate mid-life technology upgrades, an expanding base of technology templates, multi-year optional contracts and multi-agency procurement projects. On the show floor
The impressiveness of the educational program was matched by the trade show and its array of exhibits. Products on display included shuttle buses, motorcoaches, medium-duty buses, chassis, engines door controls, roof vents, wheelchair restraint systems, seating, mirrors and video surveillance systems. Bus and chassis manufacturers who exhibited at BusCon include the following: ABC Companies Blue Bird Coachworks Champion Bus DaimlerChrysler Commercial Buses North America ElDorado National Federal Coach Ford Motor Co. Freightliner Custom Chassis General Motors Glaval Bus Goshen Coach International Truck and Engine Corp. Krystal Enterprises Nova Bus Optima Bus Corp. Prevost Car Starcraft Bus and Mobility Division Supreme Corp. Trolley Illusions Turtle Top Workhorse Custom Chassis New products launched
Notable product unveilings included a pair of medium-duty low-floor chassis — one by International Truck and Engine Corp. and the other by Workhorse Custom Chassis. International unveiled a low-floor kneeling chassis designed to fill a gap between cutaway shuttle buses and larger transit buses. The International 3200 Integrated Mobility™ bus, which incorporates a chassis design by Heart Industries, has a capacity of 19 to 35 passengers. With its low floor and air-suspension kneeling system, it makes boarding and disembarking easier for customers, especially those with mobility problems. The rear-wheel-drive product is designed to fit several markets, including paratransit, assisted-living facilities and airport and hotel shuttles. To provide flexibility to customers, the chassis will be available to a variety of bus body manufacturers. The chassis will come standard with International’s VT 365 engine and already has begun Altoona testing. It’s expected to be available at International dealers early this year. International wasn’t alone in debuting a new low-floor chassis. Workhorse Custom Chassis unveiled its LF72 chassis — a front-engine platform built specifically for the bus industry. The chassis has a standard 9-inch step-in height, which can be reduced to 7 inches with the kneeling option. Workhorse officials said the LF72 is ready for a body on delivery. It has a gross vehicle weight rating (GVWR) of 19,000 pounds and standard front air-leaf springs and rear air springs. The chassis comes with a Duramax™ 6.6-liter engine that generates 210 hp at 3,100 rpm. Built on the LF72 chassis, the Easy On™ shuttle bus from Glaval Bus was also on display. Its low-floor design eases passenger loading, and it offers a variety of floor-plan options with up to 28-passenger capacity. The Easy On bus is offered in 26- and 30-foot lengths and has a GVWR of 19,000 pounds. Its interior height is 86.5 inches. Wheelchair restraint debuts
Low-floor buses are especially useful when transporting mobility-impaired riders. People in wheelchairs appreciate the shortened process of entering and exiting the vehicle using a ramp rather than a lift. Further shortening the dwell time, Q’Straint introduced its QRT Max retractor system at BusCon. The QRT Max offers several user-friendly features, including a lower profile, automatic self-tensioning and self-locking. The system allows a bus driver to secure a wheelchair or other mobility aid with one hand in as little as 10 seconds. In addition, the ADA-compliant system has a positive lock indicator and is serialized for traceability. Q’Straint is making available a free video instruction guide that will train drivers on how to use the system. For more information about new products unveiled at BusCon, see the Product Showcase beginning on pg. 51.
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