Aspiring drivers are trained in the many facets of handling celebrity coaches.

Prevost hosts the Class of 2012 in Nashville

By Alan Dvoskin

The Celebrity Bus Drivers Academy, a program Prevost, Sainte-Claire, QC, Canada, supports, again takes place May 16 in Nashville, TN, the epicenter of entertainment transportation.

Steve Zeigler, director of Prevost conversion coach business development, sees the academy as a valuable initiative that professionalizes this industry niche and offers aspiring drivers an opportunity to get on the inside track in this specialized industry.

According to co-founders and industry veterans Chip Huffman and Tandy Rice, the academy has graduated approximately 40 students in its first two years of operation.

“Our support of this academy helps educate drivers at a critical time in their careers,” he says. “Becoming more familiar with our brand will better prepare them to work in the entertainment and VIP transportation industry in which Prevost coaches are widely used.”

Prevost conducts the academy in its 58,000-square-foot Goodlettsville parts and service center.
Chip Huffman says class sizes will again be intentionally small, accepting between 10 and 20 students. Instructors and presenters will include Prevost technician trainers, coach conversion industry technicians, veteran drivers, leasing agents, bus company owners, safety directors, insurance professionals and security experts, all sharing their collected wisdom about how to break into the industry and best secure a coveted position.

Using a Prevost converted entertainer coach and a pre-conversion coach, students gain hands-on familiarity with the types of vehicles they may eventually drive.

As the former owner and founder of Nitetrain Coach, Huffman knows firsthand the need for competent professional drivers and dreamed of putting together a training school.

“I was constantly fielding calls at Nitetrain from people who hoped to drive for the stars,” says Huffman. “The interest in this market is overwhelming and the need for training is huge, considering the many veteran drivers retiring and leaving the business.”

The Celebrity Drivers Academy operates in conjunction with the Top Billing Driver Placement Agency to qualify participants for elite, highly sought after positions.

“Our students have secured full or part time placements with almost every major company in the business,” says Huffman. “Several of our drivers are driving full time on major tours.”

Chip Huffman, left, and Tandy Rice are co-founders of the Celebrity Bus Drivers Academy.

One is Mike Riley, who has driven full time for All Access Coach Leasing of Nashville since March 2011. Despite his 20 years of trucking experience, Riley says he spent over 10 years trying to break into the entertainment field.

“Attending the Academy was the critical step,” he says. “The program helped me gain a foothold in the industry and into one of its top companies.”

He credits the in-depth information presented in the academy, which includes how drivers must deal with the daily logistics and complexities of entertainment touring.

Neville Shende, lead operations manager for Pioneer Coach, Madison, TN, is another veteran driver who participated in the school and has written about how to break into the business.

“This occupation is all about service,” he says. “It is about being a hotel on wheels for the people I am transporting. Professionalism, driving skills and a safety orientation are paramount, and not every driver can do this kind of work day in and day out.”

Praised by industry veterans
Company owners are as enthusiastic about the program as the students, says Mike Slarve, president and owner of Four Seasons Coach Leasing, Lebanon, TN. He has served as a guest lecturer at the academy and employed several Celebrity Bus Drivers Academy graduates.

“This is an excellent school that teaches people who aren’t familiar with the realities with this area of the industry,” he says. “Owners like myself have the in-depth knowledge to speak to what it’s like to drive for these special customers.”

Eric Blankenship, co-owner of All Access Leasing, has served on various Academy panels to provide the bus owner’s perspective and also hired two graduates.

“This is a great program and something the industry has needed for a long time,” he says. “CDL drivers will come away with considerable insight into a completely different type of driving experience from what they’re used to. Attendees really get an insider’s look, as well as the tools they need to break in and succeed.”

Al Schiltz is an industry veteran with 15 years of road manager experience who is now a partner in The Consortium, a full-service artist management, entertainment and marketing company in Nashville.

“There’s a lot more to working in this capacity than just getting on the bus and sitting in the seat,” he says.  “Entertainment drivers really have an awesome responsibility. They are basically driving the homes of entertainers for long stretches at a time, as a tour can last anywhere from 30 days to a full year. With today’s vehicles and complex electronics, drivers need to be very well-rounded individuals.”

For details on the Celebrity Bus Drivers Academy, visit www.huffman-rice.com. BR

Alan Dvoskin is the marketing and communications director for Prevost.

By Don Darden

There is a tendency to think bus and coach fleets generally do not run fuel efficient, that operating a fleet of buses by nature is a high fuel-consumption vocation and there is just not much anyone can do about it.

Well, here’s some good news. The worse the fuel economy the more the operator has to gain from taking steps to improve the situation. Bus and coach owners will find they can parlay small improvements into big wins.

Where the fuel goes
Because of basic energy losses in the engine and drive train, only about half the fuel consumed actually ends up moving the vehicles down the road. Of that, here’s where that fuel goes:

Six tire-related factors that guzzle fuel
1. Driving habits

Speed is one of the biggest factors of poor fuel economy and is largely the result of careless driver habits. Running at high speeds on intercity bus routes guzzles fuel, but so do jackrabbit starts and hammer-down runs between stops in city driving, which also burn up brakes. Driver education and incentives can be very effective in reducing fuel consumption.
2. Tire alignment

Tires need to point straight ahead in order to roll with the least possible resistance. Misaligned tires scrub as they turn, which can cut tire life by as much as 20 percent.

What’s more, an axle misalignment of just 2.5 degrees can cause enough drag to increase fuel consumption by 16 percent. That’s huge, and something you can correct with an effective vehicle maintenance program.

3. Vehicle aerodynamics
Buses and motorcoaches are not the most aerodynamic vehicles on the highway. As with speed, fuel consumption lost to wind resistance gets much worse at higher speeds. At 55 mph about half of the fuel that turns the wheels is used up pushing against air. At 65 mph it is nearly two-thirds of the available fuel energy. Just about any measure a company can take to make buses to improve performance due to aerodynamics and wind resistance will pay off in fuel savings.

4. Vehicle maintenance
Alignment isn’t the only vehicle maintenance item that affects fuel economy. Here are some others:

Maintenance tips for fuel economy
Check and maintain fluid levels regularly
Check for and repair any fuel or
fluid leaks
Replace filters regularly
Record and track maintenance calls and work

5. Tire maintenance
Tires do not carry the load of the buses; the air inside the tires does the job. Proper inflation is vital to maintain proper stress distribution and to reduce the flexing and heat build-up that wastes fuel. Heat build-up causes tires to wear faster and accelerates the aging process. Improper inflation reduces the traction, making tires a safety hazard. Under inflation wastes fuel, wearing out tires prematurely and reducing their retreadability.

Regardless of the tires you use, maintaining correct inflation pressure will optimize tire performance, tire life and fuel economy.

Inflation pressure effect on fuel economy
Bridgestone Mileage Sales recommends a program to reduce all of these losses by ensuring proper tire inflation:
Check and adjust inflation pressure regularly (when a vehicle has been parked at least three hours and before it has been driven more than one mile).
Adjust inflation pressures to meet vehicle and tire requirements.
6. Select fuel-efficient tires and retreads
The tires manufactured especially for buses can also have a big effect on fuel consumption. Today there are a wide variety of low-rolling resistance new tires and retreads available that can save you fuel.

Tire rolling resistance
Rolling resistance is the force required to roll a tire under load. It can affect total fuel consumption by 9 to 13 percent. With today’s fuel prices, that’s very important.
Between 35 and 50 percent of a tire’s rolling resistance is a function of its tread. Tread design and rubber compounding both contribute to fuel efficiency.

As tires wear they become more fuel efficient. They weigh less and shallower tread elements tend to squirm less, which reduces fuel-wasting heat losses and slows overall tread wear. Bridgestone Mileage Sales offers several new tire options with excellent rolling resistance for both intra- and intercity buses, and can also provide you with Bandag FuelTech® retreads, which combine the low cost of retreads with the fuel economy of the best new tires.

Bridgestone R249 All-Position Radial
Fuel-efficient, with excellent wet handling and braking
Smooth, even wear from optimized crown and footprint shape
Cut- and chip-resistant
compound fights damage
Superior driver and passenger comfort from even wear and low noise

Bridgestone M749 Drive Radial

Low-rolling resistance for excellent fuel economy
Long tread life from larger footprint
Smooth, even wear from asymmetric blocks and shoulder tie-bars
Outstanding wet traction and
handling

Firestone FS400 All-Position Radial

Specially designed for heavy loads in intercity bus service
Shoulder wear protector grooves minimize step-down wear
Stone rejector platforms fight retention of casing-damaging stones
Groove fences and computer-
designed features for quieter ride

Firestone FD600 Drive Radial
Aggressive, open shoulder design for superior traction
Individual traction blocks with
multiple edges for wet handling
Straight tread grooves for efficient water evacuation
Two-ply nylon plus one steel chafer for superior bead durability  BR

By David Hubbard

CH Bus Sales will put the 30-ft Temsa TS 30 on exhibition during UMA EXPO 2012, Long Beach, CA.

The Temsa bus and motorcoach brands belong to Temsa Global and runs in more than 40 markets worldwide including Europe, North Africa and the Middle East. The company has bus and coach production plants in Adana, Turkey and Cairo, Egypt, to offer myriad models that accommodate various transportation modes and the many needs of each regional market.

Now with the only 35-and 30-foot monocoque design motorcoaches available to North American operators, CH Bus Sales, Faribault, MN, the exclusive Temsa distributor in the U.S, will showcase the 30-ft TS30 model this month during UMA Expo 2012 in Long Beach, CA.

“This 30-foot coach length marks a significant addition to the small bus market in North America,” says CH Bus Sales President and CEO Robert Foley. “Operators are excited by the fact that it is an upscale option that is not body on chassis. Some applications of a cutaway are fine, but there are many instances where the use of a true motorcoach will perform much better.”
In addition to monocoque construction, the advantages of transporting up to 32 passengers in the smaller 30-foot coach, according to Foley, are the greater baggage capacity, the comfort of full-scale motorcoach seating and amenities and an onboard lavatory. Foley says bus and coach operators are trying to save costs without jeopardizing the quality they offer their customers.

“The shorter length Temsa models are becoming more attractive to operators who are not filling their 45-foot coaches on every trip,” says Foley. “These options save on the purchase price, insurance costs, mileage and lower tolls.”

Academy Bus Lines, Hoboken, NJ, Cardinal Bus, Middlebury, IN, and Pacific Coachways, Garden Grove, CA were some of the first North American operators to purchase the 35-ft coach Temsa introduced in 2008.  In the past quarter, Vandalia Lines, St. Louis, MO; Skyliner Tours, Astoria, NY; AFC Transportation, Houston, TX; Cavallo Bus, Springfield, MO; SFO Limo, San Francisco, CA; Rochester Bus Service, Hastings, MN; Jefferson Lines, Minneapolis, MN; and Bloomington Shuttle, Bloomington, IN, have put the Temsa TS35 into service.

Cardinal Bus operated three of the first units to arrive in the U.S. and has since traded these for three 2012 models equipped with EPA-compliant Cummins engines.

Dan Shoup, president and CEO of family-owned Cardinal Bus, says the 35-foot TS35 is a perfect fit for the smaller athletic teams his company transports.

Robert Foley serves as president and CEO, CH Bus Sales, Faribault, MN.

“We typically carry teams of 15 to 30 students for these smaller division schools,” he says. “We feel better and the clients feel better about them riding in a coach that is full, and the schools are far more confident with the Temsa coaches on longer trips.”

CH Bus Sales solidifies operation
Foley says the Temsa U.S. sales organization is in place and represents a wealth of industry experience.
Executive Vice President, Duane Geiger, heads the national sales team of Tim Vaught and Larry Williams in Texas and the South; Tony Mongiovi, New Jersey and the Northeast; Randy Angell, Midwest; and Randy Kolesar, Pacific and Western region. This group averages 20 years of experience in the motorcoach industry. The company reports it will add an account executive in the Southeast later in the spring.

“This team will wear several hats, but they enjoy the challenge and have the experience,” says Foley. “A lot has come together in the last four months.”

CH Bus Sales has opened a service facility in Orlando, FL, which has a consistent port pickup and customer delivery routine in place, in addition to performing outside service work for operators.

Duane Geiger serves as executive vice president, sales and service, CH Bus Sales, Faribault, MN.

“We currently have two established parts warehouses in Las Vegas and Orlando. We also have a solid warranty administration and after sales support team headed by Marvin Borntrager, who has 28 years of experience in the motor coach industry.  In addition to the two locations in Las Vegas and Orlando, we are assembling a reliable technical support network across the country” says Foley.

Foley says the service support growth begins with a collaborative effort with Creative Bus Sales, Chino, CA, which will add support in Chino, CA, Hayward, CA, Sacramento, CA, Elkhart, IN, Phoenix, AZ, Albuquerque, NM and Atlantic Beach, FL.  CH Bus Sales also has service arrangements with David Frank in the Texas area, C&J’s Bus Repair Service, Minneapolis, MN, and Perfect Body and Motor Coach Solutions in the Northeast. “Our plan is to have support in every major city in the U.S. and eventually in Canada,” says Foley. “We recently established our product research and development committee, which Tim Vaught leads. The committee, which includes operators and Temsa personnel, is reviewing our TS35 and TS30 models, along with our U.S. prototype of the 45-ft coach which we will introduce to North America this time next year.” BR

By Fredrik Rosén

SP Fire Technology is developing a new method to test the efficiency of fire suppression systems intended for bus and coach engine compartments and will submit a proposal for a standard in April 2012 at the UN Safety Group for Vehicles (GRSG) in Geneva. This photo shows the engine compartment test rig for testing fire suppression systems for buses and coaches

Statistics from the insurance sector show stricter requirements to install fire extinguishing systems in engine compartments can significantly reduce the number of total loss cases of fires in buses. The most common type of bus fire starts in the engine compartment. SP Technical Research Institute of Sweden is therefore preparing an international test standard to specify requirements for the efficacy and function of such systems.
First initiated in 2005, this work is being carried out on behalf of the National Road Authorities in Norway and Sweden. The objective is to construct a model of an engine compartment where different actors can evaluate the fire fighting performance of different suppression systems in a well defined and objective way.
Fires occur for several different reasons, and all present unique challenges for any extinguishing system. Engine components such as the manifold and turbocharger may reach temperatures high enough to cause leaking fuel or oil to ignite, electrical wiring may short-circuit, and brakes can overheat.
Ventilation fans and large openings in the engine compartment often produce high levels of airflow, which can supply oxygen to a fire and remove the suppression agent. Any suppression system must ensure the extinguishing agents can actually reach the myriad sources of a bus fire.
The study, “Bus Fire Safety” outlined areas that fell into their separate reports.
Statistics of bus fires in Norway and Sweden between 1996 and 2004
Fire tests of interior materials used in buses
Fire risks in buses
Test method for fire walls
Test method for fire suppression systems in engine compartments
Fire simulations
Full scale trials
The full-scale testing shows that once flames reach the passenger space, flashover will occur within a short time. Current requirements for interior materials (UNECE regulation 118) only require them to pass a simple horizontal spread of flame test (FMVSS 302), which SP finds clearly insufficient, as even materials with poor fire performance can be approved. The fire safety requirements for other means of mass transportation such as trains, passenger ships and airplanes are considerably more stringent.
Since the completion of the Bus Fire Safety research project SP has been engaged internationally as Swedish technical expert to present proposals for better test procedures for these materials at the United Nations Economic Commission for Europe (UNECE), the Working Group on General Safety Provisions (GRSG) in Geneva, Switzerland.
U.S. research, legislation and insurance statistics
After the Wilmer bus fire in 2008 the Volpe National Transportation Systems Center carried out a study for the Federal Motor Carrier Safety Administration (FMCSA) to gather and analyze information regarding the causes, frequency and severity of motorcoach fires resulting from mechanical or electrical failure.
Based on this study the U.S. Department of Transportation issued a Motorcoach Safety Action plan in which the National Highway Traffic Safety Administration identified the upgrading of motorcoach fire safety requirements as a safety priority in its evaluation of the need for a requirement to install fire detection and suppression systems on motorcoaches.
NHTSA then initiated a two-year fire safety research program with the National Institute of Standards and Technology (NIST) and United Nations Economic Commission for Europe.
Currently U.S. Federal regulations only require a bus to carry a small fire extinguisher. While there is no national requirement or standard for automatic fire suppression systems (AFSS) the possibility is slight that a fire extinguisher can provide adequate assistance in the event of a bus fire.
Some states have gone so far as to impose their own requirements and some OEMs and operators have chosen to voluntarily install suppression systems. Florida, Georgia, Pennsylvania and New York have requirements for fire protection systems on wheelchair lift school buses and paratransit buses due to the need for additional evacuation time for these services. City transit buses have been using automatic fire suppression systems for more than 15 years.
The American Public Transportation Association (APTA) formed its Bus Safety Working Group consisting of operators, OEMs and AFSS manufacturers to develop and publish standards and recommend practices relating to bus fire safety.
Lancer Insurance Company, an insurer of buses and motorcoaches in the U.S., says the 20 to 25 bus fires on average reported each year are largely electrical, turbo or brake related. As a fire typically engulfs the engine compartment, without a fire suppression system the damages are often major. Lancer says the average cost of these fire claims is $80,000, taking into account the various ages and value of the burned vehicles.

The test rig being heated prior to a test.

Improvements in Sweden
Statistics from the Swedish insurance sector indicate that the introduction of requirements for fire suppression systems will significantly reduce number of total loss cases from bus fires.
Prior to 2004 approximately six to seven complete burnouts of buses reported each year in Sweden started in the engine compartment. In 2004 Swedish insurance companies made a concerted action to require all insured buses be equipped with a fire suppression system in the engine compartment.
Since then they say they have not received reports of any complete burnouts of insured buses due to such fires. Still, at least 40 percent of the buses in Sweden are non-insured or self-insured and lack suppression systems.

A new approach
Because no international standard presently exists for evaluating extinguishing systems in bus engine compartments, SP is preparing an international test standard on behalf of the National Road Authority in Sweden to apply when specifying requirements for the efficacy and function of such systems.
The objectives of this project are to:
Create a safer environment for passengers and bus drivers worldwide, in particular with respect to safe escape for vulnerable passengers, such as those with disabilities, the elderly and children.
Reduce the loss of property.
Design a standard that will evaluate the firefighting performance of different suppression systems in a well-defined, objective and comparable way.
The focus is on testing the extinguishing capability and not fire detection. The testing only considers coaches with rear-mounted diesel engines and engine compartment ignition. SP will address alternative fueled buses in the near future.
The draft method used for this research simulates warm and hot surfaces, ventilation, a complex geometry and a range of fire sources. The extinguishing system under consideration in the test chamber where the fire sources ignite individually or in concert undergoes different scenarios involving various fire sources, airflows, aperture sizes, and hot-surface temperatures. The position of the extinguisher nozzles for all test scenarios is fixed. The test results indicate the strengths and weaknesses of each system and if it has met the minimum standard requirements.

Design issues and challenges
The current situation is that local transit authorities prescribe the “performance requirements.” in their contract with transport providers. Clearly a standardized approach with broad acceptance would simplify the situation. Ideally this would be in the form of a UN ECE regulation. Alternatively an international standard with broad market acceptance could provide a basis for a level playing field for manufacturers.
The many different types of systems on the market feature different extinguishing agents such as water mist, dry agent and aerosols, which all perform differently and all with pros and cons. Certain systems have challenges concerning re-ignition protection while others may have difficulty with suppression of large or small hidden fires. Most systems work well in confined spaces where the concentration of the extinguishing agent remains high for a long period of time but have difficulty maintaining performance under the high airflow conditions often present in bus engine compartments.
NOTE: Parallel to this project, a Reference Group with representatives from the suppression manufacturers, insurance companies, bus trade associations, transit authorities and bus manufacturers will present a draft proposal of a standard at the spring meeting of the GRSG group at UN ECE in 2012, with the intention to produce a revised updated international UN ECE Regulation No 107.
All results will be presented next year at the FIVE (Fires in Vehicles) conference in Chicago Sept. 27 – 28, 2012. For more information visit:
www.firesinvehicles.com.  BR

Fredrik Rosén serves as marketing manager for SP Technical Research Institute of Sweden, Department of Fire Technology.

By David Hubbard

Daimler Setra first introduced the Setra TopClass S 471 to U.S. coach companies in 2003. Now the all-new 45-foot Setra ComfortClass S 407 unveiled one year ago by Daimler Buses North America, Greensboro, SC, has joined its sibling to offer operators a competitive choice in the Setra line, and one that is more suitable for commuter and line-haul service.
DATTCO, New Britain, CT, and the Martz Group, Wilkes Barre, PA, are the first U.S. coach companies to put the new model it into service.
While the new coach differs only slightly from the S 417, the development process entailed intensive operator surveys, in which American operators expressed very specific preferences and requirements that ultimately influenced the styling that distinguishes the S 407 from its sibling.
Martz Group CEO Craig Smith worked with Daimler Setra during the development of the S 407, advising the engineers on the functions and features that his company felt would best suit a coach dedicated to scheduled service operations. First of all, he told Daimler, it would need to be less expensive than the luxury charter S 417 without compromising the overall quality of the Setra brand.
Martz test drove the S 407 prototype for a 10-day trial period in March, surveying drivers, technicians, cleaners and commuter passengers and recommended several significant changes, which Setra accommodated. They included larger baggage bays with easier access, the lower-mounted rearview mirror system and the American-made energy absorbing rubber safety bumpers (ESAB) front and rear.
The front bumper folds down to allow access to the stowage compartment for the spare wheel. Setra says this new EASB system can resist a 5-mph impact without any damage.
Originally available only in black, Setra is now working to color code the ESAB as an option to match the customer’s paint scheme.
Satisfied with the product, Martz took delivery of seven ComfortClass S 407s in November.  The company opted for the 416 hp Mercedes-Benz OM 471 engine and automated 12-speed ZF-AS Tronic transmission in which the stick shift situated to the right of the driver. The company says some drivers prefer this configuration, as it does not interfere with the direct-connect cell phone apparatus.
“We assigned the new coaches to our senior drivers for the daily runs to New York City,” says Martz general manager, Bob Chepalonis. “They are proud to drive them and like the way they handle, particularly the tight turning radius.”
From northeast Pennsylvania, the Martz fleet turns 59 daily trips into New York City, two into Philadelphia and one into Atlantic City, NJ.
“We need a very dependable vehicle for this heavy-duty use of a coach,” says Martz director of maintenance, George Willis. “At the same time, it has to be as nice as we can make it for our customers.”
Chepalonis says the passengers on these runs are extreme commuters who ride the coaches on a daily basis and have a keen sense for what they like in their bus. For example, he says the upgraded wood grain flooring was not lost on this group who are on the coach for more than an hour each way throughout the week.
“Wi-Fi is a must on all our coaches, but the S 407s are the first with 110 power outlets at each seat,” he says. “Our commuter passengers have also commented on the additional legroom and the overhead parcel racks that lend a more spacious feeling in the cabin.”
DATTCO features Setra TopClass S 417s in its Experience Fleet for luxury charters. High-end features include leather seating for 40 passengers, glass roof and myriad top end amenities.
The company also operates and manages several routes for Megabus.com in the Northeast Corridor, running its own commuter coaches outfitted with the familiar blue graphics. Already familiar with the Setra brand, DATTCO was interested in the S 407 for its commuter capabilities and tested it on a dedicated route over the summer.
While not personally involved in the development phase of the S 407, DATTCO President Don DeVivo says he had read about the S 407 in BUSRide and saw the coach unveiled at UMA Expo in Tampa, FL, and then began talking to a Setra sales representative.
“For starters we put one S 407 directly into service for Megabus,” says DeVivo. “We wanted to see how it actually performed in our operation. There is nothing like a line run to give a new coach a thorough shakedown.”
The company took delivery of a second unit in September, becoming the first U.S. operator to purchase the new Setra model. The DATTCO coaches feature the Detroit Diesel and Allison WTB 500 automatic transmission.
“Setra has always been a nice ride, and our drivers enjoy the way they handle,” says DeVivo. “This new model has the same curb appeal and lends a definite buzz to the commuter experience. Now we’ll just have to see how it holds up in the daily grind running up to 500 miles a day.”
He says the coaches are meeting the test so far, but that he is reserving comment until they meet the test of 100,000 miles.  BR

The Go Seat from Freedman is a new choice for small and mid-size buses.

Freedman Seating, Chicago, IL, the family-owned seating manufacturing company for bus and truck markets, which Hyman Freedman founded over 100 years ago will introduce more new products and options in 2012 than any time in its 119-year history.
For openers, Freedman unveiled its new GO Seat for small and mid-size buses in September at BusCon in Chicago, IL.
The Freedman GO Seat is a modular design that allows preferential customizing. The lock-n-GO cushions allow replacement of the seat and back cushions in a matter of seconds, and the company says most components and accessories install easily after delivery.
“The GO Seat will be available Q1 2012,” says Dan Cohen, Freeman vice president, sales. “This new product meets all applicable federal seat belt standards for two- or three-point seatbelt systems.”
Freedman recently added a new online feature to its web site, Design Your Seat.
“Operators can now view any of Freedman’s 100-plus in-stock fabrics and vinyls on three different seat models without having to imagine how a seating configuration will look in their vehicles,” says Cohen. “All they have to do is click and view.”

The Gemini is the new product of 4ONE, a joint venture between Freedman and USSC.

Design Your Seat permits customers to experiment with a variety of insert and trim materials as well as cloth and vinyl combinations. Once a combination is chosen, the customer can save and print the design for future reference.
Because more riders and operators have grown more concerned about germs and cleanliness, Freedman is also introducing Sanitized® Anti-Microbial grab rails, which the company says are the first anti-microbial grab rails available to the transit industry. Cohen says with the active ingredients molded into the material Sanitized® grab rails provide protection for the life of the bus.
“The protection will not wear off or diminish over time,” he says. “Freedman will offer Sanitized® grab rails on its 3PT seats, Feather Weight seats, CitiSeats and 4ONE Aries and Gemini seats.”

4ONE and the Gemini
4ONE is the name of the 50-50 joint venture between Freedman Seating and USSC Group, Exton, PA, to produce passenger seats for the heavy-and-medium-duty transit and bus and motorcoach markets. Founded in 1986, USSC Group designs and markets seating for myriad transportation markets and entered the bus seat market only in 2000.

The plastic back shell meets head impact criteria (HIC) requirements and is available in a variety of textures.

4ONE unveiled its new collaborative product, the Gemini, in October at APTA Expo in New Orleans. According to USSC Group President Rick Klotz, this seat is the lightest transit seat made in North America. Using the latest pressure mapping technology, the company says it was able make the Gemini incredibly comfortable.
Washington, D.C. Metro Area Transit Authority (WMATA) will equip 26 new Orion buses with the Gemini, scheduled for delivery later this year.
Klotz says WMATA is the first transit property to get the Gemini. Each of the new units will also feature two Q’Straint Q’Pod wheel chair restraint systems with VPRO II belts and, as well as the optional Sanitized® grab rails.
Available in aluminum, stainless or painted carbon steel, the complete ADA compliant mounting package includes pedestals and cantilevers, transverse and longitudinal seats or transverse and longitudinal flip-up seats.
The plastic back shell meets head impact criteria (HIC) requirements and is available in a variety of textures. BR

Joseph Anderson recently began his 37th year of employment with Peter Pan Bus Lines, Springfield, MA.

Joseph Anderson, a longtime driver for Peter Pan Bus Lines, Springfield, MA, who recently began his 37th year of employment with the company, achieved three million miles of accident-free driving. Three million miles translates to at least 36 consecutive years of driving without an accident; or the equivalent of 120 times around the world, and 12.6 trips to the moon without an accident.

The company honored Anderson at its annual S.T.A.R. Awards in April. He will also earn a salute in an upcoming luncheon by his family, friends and co-workers and receive a proclamation from the Commonwealth of Massachusetts, commending him for this distinction; Peter Pan will unveil a new coach with a special bus wrap to honor his driving record to attest to the public Anderson’s accomplishment — and Anderson earns his place in the 2011 BUSRide Safe Driver Hall of Fame, which will be announced in December.

Anderson is the fourth Peter Pan motorcoach operator to reach this milestone, sharing this distinction with Edward Hope, Robert Guistimbelli, and his brother, Everett Anderson, who completed his own three million miles of safe driving in 2008.  The Andersons are believed to be the only brothers to have achieved this mark. Both are still actively employed as motorcoach operators for Peter Pan in Springfield.

Peter Pan is the only company in New England able to boast of any three million mile drivers in its employ, never mind four.

The late Peter Pan Chairman, Peter L. Picknelly hired Anderson in 1974. The native of Alabama moved to Springfield in 1959.  Mr. Anderson after honorable service in the Army.  During his tenure with the company, he has received its highest honor, the Peter C. Picknelly Founder’s Award for excellence.

“Joe Anderson is one of the best of the best,” says Peter Pan President Peter A. Picknelly. “As one of our consistently most responsible, respected and dedicated drivers, he has received every award the company gives to our drivers.” BR

By Peter R. Cohen

For bus and motorcoach companies, insurance coverage is more readily available in this softer market.

Several years ago when the robust economy was riding high and investors were raking in money too fast to count, many investors lost sight of reality. All too many held the common belief that those healthy returns would continue indefinitely. Consequently, the abrupt reversal of the trend caught many investors totally unaware.

Because the reasons for their significant return on investment seemed viable, and encouraged people to invest further under the assumption that those returns would continue unabated regardless of economic conditions, their losses came as a shock.  These individuals became complacent and completely lost sight of the familiar axiom: when something appears to good to be true, generally it is.

The same holds true for bus and motorcoach companies dealing with the current insurance climate. Coverage is more readily available in this softer market. Underwriters are more amenable to negotiation, premiums are either stable or falling, and new players seem to be entering the marketplace monthly.

Whereas in a hard market, coverage is more difficult to place, lower limits of liability are available, premiums are high and certain coverages might have sub limits — or be unavailable at any price.

A multitude of factors influence market conditions, among them economic downturns, catastrophic world events, industry capacity, industry claim reserves and supply and demand.

Risk management
Risk management encompasses myriad factors and components. With CSA 2010 now in place, regulatory compliance becomes even more relevant and requires much more attention to all federal regulations — an important component in risk evaluation, along with vehicle maintenance, hiring procedures, training protocols and claim prevention.

In evaluating a motorcoach account for insurance purposes regardless of market conditions, the common denominators are always claims activity, geographical location, driver quality as well as the nature and scope of the company operations.

As these soft and hard cycles occur the most important point to remember is they never last. It is essential to continue practicing good risk management habits regardless of the current cycle.

Michelle Silvestro, assistant vice president and national marketing manager, National Interstate Insurance Company, Cleveland, OH, suggests taking a buyer beware approach during a soft cycle.

“While there is plenty of capacity with several companies offering low premiums, operators must be certain the company they insure with is in stable financial condition and has made a long term commitment to the industry,” she says. “The ability to adjudicate and settle claims in an efficient and effective manner is paramount. Good claims handling ensures the account will be fairly judged.”

Silvestro says this, in fact, becomes the legacy of all motorcoach operators as an insurance carrier evaluates and considers their business.

There are numerous options to offset both soft and hard cycles in a roller coaster-like market. It becomes incumbent the broker think beyond traditional means to bring these options to the attention of the operator. Creativity and innovative thinking are the driving forces here.

“The liability deductible is the single best tool in managing cycle risk,” says Tim Delaney, executive vice president, Lancer Insurance Company, Long Beach, NY. “It allows an insured operator to assume risk based solely on what he knows about his own business — and the confidence he has in his ability to manage it.”

He says the operator can raise the deductible annually as premiums rise, or reduce it when prices stabilize or fall.

“He can soften the blow substantially by keeping the insurer out of day to day claims,” says Delaney. “With all of the variables that affect the long term viability of a motorcoach operation — driver shortages, training and operational issues, compliance related items— nothing can cause the failure of a good and well run company faster than the violent price swings that occur regularly with insurance expense, especially if complacency has become the rule rather than the exception.”

Informed broker

Choosing an informed insurance broker, one familiar with the nuances of the motor coach industry, is essential. Much like a corporate attorney and accountant, the insurance broker must meld into the management team and serve as a resource to both assist and advise. A competent broker is proactive and knows how to navigate the insurance landscape. He does not allow the client to compromise the commitment to run the safest operation possible regardless of the market cycle and economic climate.

The tendency to lower standards during a soft cycle because insurance costs become less significant is not a formula that assures long-term viability. An informed and involved insurance broker will never let the client lose sight of this all important maxim.

A new entrant into the insurance arena may have little idea about the risk that he assumes when he provides a $5 million limit on each and every piece of equipment he insures.

Not until policy limit claims occur do the eyes open and those new entrants realizes just what kind of exposure they have assumed. It can take a few years for these significant claims to mature, and when they do it is frequently too late.

The highway is littered with the carcasses of many insurance carriers who ventured into these shark infested waters only to realize too late what liability exposures they had become responsible for and the accompanying financial devastation.

The highway is equally littered with those operators who gave up the stability of a long term insurance relationship with their carrier just to save a few dollars in the short term. Many of those operators find themselves having to pick up the pieces as a result of that decision. Or even worse, having to deal with a state guarantee fund to step up and provide the protection that they had paid for because their carrier is no longer financially viable.

States create a guarantee fund to fulfill the financial obligations of insurers declared insolvent or who have incurred some sort of financial calamity.

The survivors are those who operate ahead of the curve and demonstrate the vision and foresight to practice good risk management regardless of insurance marketplace conditions.
Simply put, practicing good habits should occur every day, not just when insurance costs begin to escalate.

Peter R. Cohen serves as vice president and director of marketing for Capacity Coverage Company, Mahwah, NJ, one of the largest providers of insurance to the bus and motorcoach industry. Contact Cohen at pcohen@capcoverage.com.

Since ignition and liftoff two and a half years ago, word from Motorcoach Council mission control is the first stage is compete with the grassroots effort Todd Holland has diligently spearheaded. With the message firmly positioned, the second stage has fired and the next sequence of events is in motion.

Holland says the effort in this startup phase was simply to find the means to be as effective as possible with the resources at hand.

Before anything toward this end could happen, the Council had to take its own first steps to define and develop the concept, sell it to motorcoach industry and attract the necessary financial backing.

“We started this initiative with little funds but a lot of motorcoaches,” he says. “The idea to begin by wrapping our message on our own coaches was the most viable solution.”

Value and potential

Taking a moment to reflect on his ride in launching the Motorcoach Council, Holland says the value and potential of this mission is only as strong as what comes next.

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Not to worry. As he steps aside for Brian Annett, Annett Bus Lines, Sebring, FL, to take his seat as council chairman and Heather Horton to step up as executive director, he says it is important to know the current Get Motorcoachified bus wrap campaign was not the end goal, but rather the initial thrust to get as many operators as possible on board and participating.

“Our progress has been steady, but the Motorcoach Council is still in its infancy,” says Holland. “Our goal was to stay out there, talk to everyone and try to determine if our industry truly needed and wanted this initiative to create greater public awareness for what we do.”

Finelight Interactive developed the basic marketing concept with flexibility to allow variations on the theme, leaving room for the startup idea to grow legs as the industry has engaged in the mission, operator by operator, vendor by vendor.

Support of the core message

With 90 Founding Partners in support of the core message, the Council is poised to take its next steps to put it before the public. Coach operators are even chiming in with ideas of their own. One suggestion for a new slogan read, You text, we drive.

According to Holland, onlookers are beginning to get what it means to Get Motorcoachified. He says operators report calls and questions coming in from people reading the slogans as the wrapped coaches roll by.

“This early response is exciting,” says Holland. “It shows that people are behind us and finding ways for the program to evolve.”

In two and a half years questions about the Motorcoach Council have grown from what and why to how and what if; doing less explaining of what it is and more to help operators take the message to their customers. Congratulations go to founding partner Callen Hotard, Calco Travel, New Orleans, LA, for his effort to promote his business and motorcoaches in general through traditional media streams such as stand-alone billboards and cable television; and to Motor Coach Industries and ABC Companies for their development of donation programs based on parts purchases to support the cause.

“Everyone in the motorcoach industry agrees we need media exposure and public awareness more than ever,” says Holland. “We want people to know the benefits of modern coach service before they step onboard for the first time.”

Build stronger alliances

Pamela Wolf will be working closely with Horton in an official capacity to build stronger alliances with business entities that benefit from motorcoach tours and charters.

While the council purports the necessity of banding together to raise awareness by the traveling public through a singular message, and with the concept taking hold, still the Council will never realize its long-term vision without the creative participation in local markets.

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Holland says the Motorcoach Council exists to supplement and fortify, not substitute or replace individual efforts to market and promote. With the available tools from the Council, such as soon to come public service announcements, motorcoach companies can certainly move the process along by engaging in proactive public relations of their own to educate the traveling public about the advantages and conveniences of motorcoach transportation. Maybe this is the third-stage rocket that takes the mission well into the future.

Once everyone is convincingly Motorcoachified, my hope is for the slogan to revert back to the original hearty cheer, Go Coach!

Motorcoach financers remind operators to take time to reflect the hard times they have just been through and understand the game has changed. They say money is available, but the path ahead demands sound basic business with accountability like they have never seen. Credit processes are much more stringent than before.

Eric Coolbaugh, a principal of Advantage Funding, Lake Success, NY, says in the past 20 years, he has never seen such de-leveraging of commercial and consumer credit because of previous lax credit standards.

“The U.S. economy has seemingly prospered due to Americans’ ability to buy a home and tap into what they loosely considered endless equity. As a result of this feeling of prosperity, Americans spent more than they could afford on everything from automobiles to travel to coaches,” says Coolbaugh. “Unfortunately for most coach operators, the home equity is gone and there are hard choices to make.”

Considering the present economic climate, he says he has not seen such de-leveraging because of lax credit standards since early 2000.

Leases and loans

Advantage Funding, a subsidiary of Marubeni America Corp., the multinational Japanese trading conglomerate, specializes in direct and indirect niche transportation finance and leasing. Their target transactions are leases and loans for new and used commercial coaches, minibuses, school buses, paratransit vans, ambulances and limousines. They also establish captive finance programs for commercial transportation equipment manufacturers. With the exception of schools buses, these businesses have reported steady decreases in units sold for several years, according to Coolbaugh.

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“Operators without other areas of diversification have a tough time remaining profitable,” he says. “The retail limousine operator was practically annihilated as consumers cut any and all discretionary spending. All this has resulted in high delinquency lenders as well as increased repossessed inventory.”

With the public scaling back coach trips throughout the United States, Coolbaugh warns operators to be conservative in how they manage their operations.

Advantage Funding also reports OEM sales for new equipment are down, with many operators electing to maintain their current fleets rather than rather than replace or add equipment. According to Coolbaugh, they are running their vehicles longer they have historically because of the economic uncertainty.

Unable to pay on time

Coolbaugh says he sees customers with strong businesses who have never before paid late experiencing short-term cash flow disruptions and unable to pay on time. In certain circumstances a number of those operators without strong core operations have had to close their doors.

“In today’s finance market, banks are as skittish as they have ever been,” he says. “Some are only lending to the top 5 per cent of fleet operators and turning down most others. Advantage Funding continues to keep a practical lending standard, but we are seeing leverage and high debt loads on almost all applications that cross our desk. In the past many of these applications might have been structured for approval through increased down payment, but in today’s volatile market we almost always have to turn them down.”

Advantage Funding says customers applying for credit today need to pay keen attention to their submittal. Tax returns and financial statements (preferably audited) must be included as well as references from other banks they are paying in a timely manner. Most financial institutions will be asking more questions and scouring data for any signs of high debt load or inability to pay.

The highest standards

Lenders will review personal credit and hold it to the highest standards, so being up front about credit problems when submitting an application is essential. A brief summary detailing business history, future plans and personal experience is key, according to Coolbaugh.

Looking forward Advantage Funding is optimistic about coach financing but says it fully understands this is not the end of this de-leveraging process.

“We think there are still unforeseen bumps in the road and mountains to climb in 2010,” says Coolbaugh. “Eventually, the U.S. economy will be stronger and those coach operators who understand credit and cash flow will be well positioned for long term growth when the economy improves.”

The ABCs of credit financing

Shore Funding Ltd., Little Silver, NJ, provides equipment financing to motorcoach and school bus operators through conventional loans and TRAC leases for new and used equipment.

Company president Joe DiAngelis thinks much of today’s financial woes harken back to the recession of 2000 and the aftermath of 9/11. He says this was about the time the country began embarking on the path of easier credit in an effort jumpstart the economy. By 2009 the scene had shifted significantly due to liquidity problems in the banks.
“No question we have been through a tough couple of years,” says DiAngelis.

“Coach operators needing to replenish their fleets came up to a wall only a few could walk over. Many more had to really strain to climb over, while others did not make it over that wall whatsoever.”

DiAngelis says his company typically sees credit applicants in three tiers — A, B and C.

The As are top shelf operators who have been in business for at least five years and have maintained an excellent cash flow. They come to the table ready to supply strong financials and accurate balance sheets.

The Bs are similar to As but generally not quite as strong financially. Still they signal good business management and keep their finances under control.

DiAngelis says C-grade applicants can be good operators who have hit a rough patch along the way. He says while they will still pay a higher rate and take more time, they generally have what it takes to better their position in terms of financing. “They will have a story to how it happened,” he says. “Again, we just need an explanation. If they ran into trouble through the previous year or went through a single catastrophic event that set them back, we look for signs that show they are still headed in the right direction, such as positive cash flow and balance sheets that are intact.”

DiAngelis says as a general rule his company will likely not approve an operator who shows back-to-back yearly losses. In some situations where he sees red flags, DiAngelis says an approved C-grade applicant may still require additional collateral.

“We will look at the total fleet, how many vehicles are paid off, those still owing and the overall value,” he says. “That is how we determine hidden equity that may help with the deal.”

DiAngelis says the conditions of 2009 bring great scrutiny, and anyone financially derelict and unaccountable will have a tough row to hoe.

“Five years ago we never asked for a debt schedule, when a debt is coming off, the monthly payments, and how capable the client was in servicing new debt,” he says. “In today’s new world, these considerations are paramount.”

Insurers do what they can

According to Bill Love, president of Euclid Insurance Agencies, Melbourne, FL, the criteria and requirements for motorcoach insurance is pretty cut and dried.

“Operators know the limits to meet sand stay in business,” says Love. “There is no give and take with insurance compliance.”

But from where he sits, Love says he too has seen scathing ancillary effects of the economy over the past year. He reports approximately 9 percent of his client base closed the doors and went out of business, where in a normal economy that number is around 1 percent for a variety of reasons.

“As insurers, we have done our best to hold rates down,” he says. “The businesses that survived downsized significantly to insure fewer vehicles.”

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According to Love the insurance market is still offering operators reasonable rates. They are not seeing drops, but neither are rates increasing. He says insurance rates are settling as the economy improves little by little, giving everyone an opportunity to shake out and move forward.

Love advises operators to plan wisely for 2010 and beyond. He sees it as learning to do more with less and making realistic projections in line with present levels.