Transbus Program

Last updated
Transbus
Overview
Manufacturer
Body and chassis
Class Transit bus
Dimensions
Length41 ft (12 m) (over bumpers) [1] : 125 
Width102 in (2,600 mm) [1] : 125 
Height114 in (2,900 mm) (with A/C) [1] : 125 
Curb weight 27,500 to 28,500 lb (12,500 to 12,900 kg) (est.) [1] : 126 
Chronology
Predecessor
Successor

Transbus was announced in December 1970 as a United States Urban Mass Transportation Administration (UMTA) program to develop improvements to existing transit bus design; at the time, the US bus market was dominated by the GM New Look and Flxible New Look buses, and bus ridership was declining. The improvements had been suggested earlier by the National Academy of Sciences in 1968 to improve operating costs, reduce pollution, and stimulate ridership, and included innovations such as a low floor for easier entry and seats cantilevered from the wall to expand passenger space.

Contents

In 1971, Booz-Allen Applied Research won the contract to serve as the Systems Manager for the Transbus program. Three manufacturers [lower-alpha 1] were selected to participate in the Transbus program in 1972 and each produced prototypes for evaluation by late 1974; some were tested at a proving ground, [lower-alpha 2] others were subjected to crash testing, and the rest were placed into revenue service during a nationwide tour of four cities [lower-alpha 3] in 1974 and 1975 to gather rider feedback, which was subsequently incorporated into a specification developed between 1976 and 1978. However, none of the three prototype manufacturers submitted a bid in response to a joint procurement of 530 buses [lower-alpha 4] to the Transbus specification in 1979. Although no Transbuses were ever ordered, some of the program's goals were incorporated into the successor Advanced Design Buses introduced in the mid-1970s.

History

The Transbus program had five major goals; [1] : 113  ancillary goals to achieve the first five were added in 1977: [3] : 12 

  1. Increase bus ridership
  2. Improve safety
  3. Improve environmental adaptability
  4. Improve maintenance and service
  5. Reduce barriers to the elderly, handicapped, and young
  6. Improve aesthetics (exterior & interior)
  7. Improve performance

Early development

The interest in newer transit buses was sparked in part by laws passed in the late 1960s and early 1970s granting federal subsidies for public transportation equipment, including buses. [4] : 3–8  General Motors (GM) began developing a replacement for its ubiquitous New Look bus in 1964, demonstrating a three-axle, turbine-powered [lower-alpha 5] prototype named Rapid Transit eXperimental (RTX) in 1968. [4] : 4–7   [5] That same year, the National Academy of Sciences (NAS) published a report providing recommendations for buses that would reduce costs and improve ridership. [6] Although RTX would have met many of the objectives from the 1968 NAS report, testing and evaluation showed several issues: the lowered floor of the RTX, at 22 in (560 mm), meant novel chassis, suspension, and brake components were needed, adding to the complexity, weight, and cost of the RTX design. [3] : 11 

GM wrote a letter to United States Department of Transportation Secretary John Volpe in 1971, complaining that it had begun work on the RTX-derived Rapid Transit Series (RTS) to meet the goals of the 1968 NAS report, [1] : 4  but could not start serial production until UMTA changed its low-bid policy to allow federal subsidies for the RTS. [4] : 4–7  At the time, the three major U.S. transit bus manufacturers offered 'New Look' style buses that were functionally equivalent, [lower-alpha 6] and to qualify for federal subsidies, the transit agency was required to award its bus procurement contracts to the lowest bidder. [1] : 152  GM later reversed its stance and announced in May 1973 it would begin producing the RTS. [1] : 4  The first RTS prototype was produced in 1974, followed by the 1975 RTS-II prototype, [3] : 11  which was evaluated in demonstration service by several transit agencies.

The Transbus program was intended to design a standardized transit bus, which had the goals of reducing purchase, operating, and maintenance costs, [7] similar to how the Presidents' Conference Committee had designed the PCC streetcar in the 1930s. Transbus was meant to design a successor to the de facto New Look standard, running in parallel with the contemporaneous 1970s effort that designed the US Standard Light Rail Vehicle as the PCC's successor. Transbus development would begin with the production and evaluation of candidate prototype designs from separate manufacturers. [7]

Prototype testing

Transbus candidate prototypes
AM General Transbus candidate.png
AM General
Rohr-Flxible Transbus candidate.png
Flxible/Rohr
General Motors Transbus candidate.png
General Motors
Photographed during testing in Arizona.

The initial prototyping contracts were awarded to AM General, General Motors, and Rohr's Flxible division in 1972 to build nine Transbus candidate prototypes (three from each manufacturer) for further testing and evaluation [8] at a total cost of US$28,000,000(equivalent to $195,890,000 in 2022). [1] : 4  Booz-Allen would test and evaluate each design, then composite the best ideas from each into a standardized procurement specification. [7] This was to be followed by the procurement of 100 to 600 preproduction Transbuses for further development and testing in revenue service. [7] [8] In March 1973, representatives from UMTA testified before Congress they intended for each manufacturer to produce 100 preproduction prototypes. [1] : 4  The American Public Transit Association proposed for each manufacturer to produce 200 preproduction prototypes for evaluation in service, then hold a two-year production moratorium to gather feedback. [1] : 113 

Due to the Rehabilitation Act of 1973, which was passed in September 1973, [1] : 4  the goals of Transbus shifted to allow full accessibility for public transit vehicles, and the candidate designs were modified to incorporate a ramp or a lift. The nine prototypes were delivered in 1974. [7] Three would be crash tested, [7] three would be tested in Phoenix and Buffalo, and the remaining three would enter demonstration service for evaluation in four cities. [lower-alpha 3] On May 13, 1975, one of the Flxible prototypes caught fire during testing in Arizona and was destroyed, [9] but no one was injured; at the time, it was carrying two technicians, instruments, and sandbags to simulate a full passenger load. [7]

In 1975, the UMTA canceled its initial plans to procure the larger fleet of preproduction Transbuses for further testing. This had been intended to mature the technologies required to support the Transbus priority goals, and the cancellation of the preproduction fleet left these technologies underdeveloped. [8] By 1980, of the six prototypes that had been tested, one had been destroyed in a fire, another had been returned to Flxible, and the other four were being stored in Phoenix, Arizona. [7]

Shifting requirements

In January 1975, UMTA Administrator Frank C. Herringer announced the prototypes would be used to create a composite performance specification for Transbus [1] : 4  and that new bus procurements would need to meet the Transbus specification to qualify for federal subsidies; his intent was to quash GM's competing RTS bus design. GM was undeterred and continued development of the RTS, and Herringer soon left UMTA to head the Bay Area Rapid Transit District. [7] One of his successors, Robert E. Patricelli, quietly encouraged GM to continue developing the RTS; by that time, GM already had concluded the Transbus project requirements were impossible to implement. [7] GM made its first sale for the RTS to a consortium of transit agencies in May 1976; GM was the sole bidder for that contract. [1] : 4 

Patricelli would go on to effectively kill Transbus by issuing a policy order in July 1976 stating the specified Transbus floor height of 22 in (560 mm) was impractical, adding that Advanced Design Bus (ADB) designs [lower-alpha 7] then under development would qualify for federal subsidies. [1] : 3–4  In February 1977, Patricelli made the ADB specification a requirement for buses procured using federal subsidies, [7] shutting out AM General, who had not developed an ADB in parallel with their Transbus prototype, as GM and Flxible had. [10]

Changing requirements for Transbus also led to considerable confusion. The Transbus Procurement Requirement (TPR) specifications were first promulgated in 1976, but amended numerous times, occasionally in conflict with prior versions. For instance, in March 1978, TPR were amended to require a single rear axle, but were subsequently amended that August to require tandem rear axles. [1] : 5 

AM General filed a lawsuit against the United States Department of Transportation in 1976 over the "exclusionary" specifications in the GM RTS contract awarded by the consortium, [1] : 4  asserting the new ADB specification requirement to qualify for federal subsidies essentially shut them out of the transit bus market altogether; [10] the lawsuit effectively halted all transit bus procurement nationwide. [11] AM General lost their suit in April 1977. [1] : 5 

Brock Adams (center), at a press conference while serving as a member of Congress (Sep 1976). Seated, L-R: John Brademas, Carl Albert, Adams, Thomas P. O'Neill, and John J. McFall. Press conference with John Brademas, Carl Albert, Brock Adams, Thomas P. O'Neill, and John McFall. September 1976.jpg
Brock Adams (center), at a press conference while serving as a member of Congress (Sep 1976). Seated, L-R: John Brademas, Carl Albert, Adams, Thomas P. O'Neill, and John J. McFall.

Incoming Secretary of Transportation Brock Adams revived the Transbus project, and in May 1977, stated that by October 1979, new buses would have to meet the Transbus specifications to qualify for federal subsidies. [1] : 114   [4] : 3–10   [7] In 1978, the San Francisco Municipal Railway ruled out Transbus for its forthcoming procurement of accessible buses, noting the lowered floor and undercarriage would get caught on the city's hills. [12]

Bid failure

The Transbus specification requirement led three transit agencies [lower-alpha 4] to request bids for a joint procurement of 530 buses in January 1979. [7] It was estimated that a single Transbus would cost 60% more than a comparable New Look bus, driven mainly by the low-floor requirement, which in turn would require significant investments to develop axle, drivetrain, suspension, and tire technologies. In addition, the terms of the 1979 procurement made the bidders responsible for significant risks and performance guarantees. [8]

By March 1979, Grumman Flxible [lower-alpha 8] announced it did not intend to bid on the new contract, and GM stated it was unlikely to bid. The president of Grumman Flxible, Thomas J. Bernard, said that internal estimates put the bid price at US$230,000(equivalent to $927,000 in 2022) per bus, nearly double the US$120,000(equivalent to $484,000 in 2022) cost per conventional New Look bus, and added the Department of Transportation "has been seeking a more productive bus. We believe that a bus that weighs more, gets fewer miles per gallon, has fewer seats and less standing room is not a more productive bus." [14] Flxible also stated that component suppliers (such as Rockwell International, who built transit bus axles) would need federal support to develop the new technologies needed for Transbus, as the limited transit bus market meant most component suppliers were unwilling to develop them. [1] : 114 

When the bidding period closed that May, neither GM, Flxible, nor any foreign manufacturers had provided a bid. [7] Secretary Adams said he was "deeply disappointed" that no bids had been received; the companies countered the Transbus design was impossible to implement and their ADB designs already met accessibility requirements. [15] A Congressional hearing was held later in May regarding the failure of the procurement. [1] With the failure of the 1979 procurement, the requirement to procure new, federally subsidized buses to the Transbus specification was suspended in August. [4] : 3–11 

Legacy

Advanced Design Bus
Flxible 870 testing in Berkeley Scan 276 (12193603496).jpg
Flxible Metro/870 (1976)
GMC RTS-II in testing, ACT138 (11177782725).jpg
GM RTS-II (1975)
During testing with AC Transit

Transbus is credited with inspiring the simplified ADB specification, changing bus procurement processes, and bringing awareness to the changes that were later made for wheelchair accessibility on transit buses, including the addition of lifts and kneeling bus features. [16]

Each of the three Transbus manufacturers began marketing transit buses in the 1970s, although each of these newer bus designs had a conventional (high) floor and multiple steps in the entryway. AM General began assembling the Metropolitan, a licensed version of the New Look-based Flyer D700, in 1974. [4] : 3–8  The other two bus designs were ADBs, developed independently by GM and Flxible and incorporated some of the Transbus features such as cantilevered seats, smooth exterior construction, and standard air conditioning: GM announced the RTS in 1973 and Rohr/Flxible announced the Metro/870 in 1976. [4] : 3–10, 3–11 

Prior to the Transbus project, procurement contracts traditionally were awarded to the lowest bidder. After GM and Flxible introduced their ADB designs, UMTA developed a "White Book" model transit bus procurement specification that provided functional targets with price adjustments for features inherent to the ADBs. [4] : 3–12 

All three of the Transbus candidate prototype manufacturers eventually left the transit bus market. After losing their suit, AM General left the transit bus market altogether in June 1978. [4] : 3–11   [17] AM General's exit was preceded by Rohr (who sold Flxible to Grumman in January 1978) [13] and followed by GM (who sold the RTS design and tooling to Greyhound Lines in January 1987). [18]

Notes

  1. ↑ AM General, General Motors, and Rohr/Flxible
  2. ↑ The Dynamic Systems, Inc. proving grounds near Phoenix, Arizona
  3. 1 2 From October 1974 to March 1975, three Transbus prototypes (one from each manufacturer) were tested in Miami, New York, Kansas City, and Seattle. [2]
  4. 1 2 The request for bid was issued jointly by SCRTD, Metrobus, and SEPTA, the transit agencies serving Los Angeles, Miami, and Philadelphia, respectively. The three-agency consortium had been formed in October 1977 at an American Public Transit Association meeting, and were privately told there by UMTA representatives that an order of at least 500 Transbuses would "put us over the hill in moving the Transbus program forward." The final bid request was for 230 (Los Angeles), 110 (Miami), and 190 (Philadelphia) Transbuses. [1] : 5, 7 
  5. ↑ The RTX used the same GT-309 gas turbine engine previously developed and installed in the 1966 prototype Chevrolet Turbo Titan III truck. [5]
  6. ↑ These were the GM New Look, Flxible New Look, and AM General Metropolitan.
  7. ↑ 'Advanced Design Bus' collectively refers to the General Motors Rapid Transit Series and the Rohr/Flxible 870/Metro designs.
  8. ↑ Grumman acquired Flxible from Rohr on January 3, 1978 for US$55,000,000(equivalent to $246,770,000 in 2022). The acquisition included two hand-built prototypes of and the design for the Model 870. [13]

Related Research Articles

<span class="mw-page-title-main">Flxible</span> American manufacturer of coaches and buses from 1913 to 1996

The Flxible Co. was an American manufacturer of motorcycle sidecars, funeral cars, ambulances, intercity coaches and transit buses, based in the U.S. state of Ohio. It was founded in 1913 and closed in 1996. The company's production transitioned from highway coaches and other products to transit buses over the period 1953–1970, and during the years that followed, Flxible was one of the largest transit-bus manufacturers in North America.

<span class="mw-page-title-main">Aérotrain</span> Experimental vehicle

The Aérotrain was an experimental Tracked Air Cushion Vehicle (TACV), or hovertrain, developed in France from 1965 to 1977 under the engineering leadership of Jean Bertin (1917–1975) – and intended to bring the French rail network to the cutting edge of land-based public transportation.

<span class="mw-page-title-main">Rohr, Inc.</span>

Rohr, Inc. is an aerospace manufacturing company based in Chula Vista, California, south of San Diego. It is a wholly owned unit of the Collins Aerospace division of Raytheon Technologies; it was founded in 1940 by Frederick H. Rohr as Rohr Aircraft.

<span class="mw-page-title-main">US Standard Light Rail Vehicle</span>

The US Standard Light Rail Vehicle (SLRV) was a light rail vehicle (LRV) built by Boeing Vertol in the 1970s. The Urban Mass Transportation Administration (UMTA) of the United States Department of Transportation (USDOT) promoted it as a standardized vehicle for U.S. cities. Part of a series of defense conversion projects in the waning days of the Vietnam War, the SLRV was seen as both a replacement for older PCC streetcars in many cities and as a catalyst for cities to construct new light rail systems. The US SLRV was marketed as and is popularly known as the Boeing LRV or SLRV, and should not be confused with their prior lunar roving vehicles for NASA.

<span class="mw-page-title-main">GM New Look bus</span> American public transit bus

The GM New Look bus is a municipal transit bus that was introduced in 1959 by the Truck and Coach Division of General Motors to replace the company's previous coach, retroactively known as the GM "old-look" transit bus.

<span class="mw-page-title-main">Rapid Transit Series</span> American transit bus type

The Rapid Transit Series (RTS) city bus is a long-running series of transit buses that was originally manufactured by GMC Truck and Coach Division during 1977, in Pontiac, Michigan. First produced in 1977, the RTS was GMC's offering of an Advanced Design Bus design (the other entry was the Grumman 870 by competitor Flxible) and is the descendant of GMC's prototype for the U.S. Department of Transportation's Transbus project. The RTS is notable for its then-futuristic styling featuring automobile-like curved body and window panels; the Advanced Design Buses were meant to be an interim solution between the high-floor transit buses that preceded them, such as the GMC New Look (which had a curved windshield, but flat side glass and body panels), and modern low-floor buses that would facilitate passenger boarding and accessibility. Most current buses are now made by specialized coach manufacturers with flat sides and windows.

<span class="mw-page-title-main">Orion I</span> Transit bus

The Orion I was a line of rigid high-floor transit buses made in 30-, 35-, and 40-foot lengths by Ontario Bus & Truck between 1976 and 1993 for the Canadian and United States mass transportation markets. The Orion I was the first bus offered by OBI and was available in transit (2-door) and coach/suburban (1-door) models. It was replaced by the rigid Orion V and low-floor Orion VI.

<span class="mw-page-title-main">Los Angeles Metro bus fleet</span>

The Los Angeles County Metropolitan Transportation Authority operates a vast fleet of buses for its Metro Bus and Metro Busway services. As of September 2019, Metro has the third largest bus fleet in North America with 2,320 buses.

<span class="mw-page-title-main">Flxible New Look bus</span> American passenger transit bus

The Flxible New Look bus is a transit bus introduced in 1959 by The Flxible Company, and produced from 1960 until 1978, when the New Look was replaced by the "870" Advanced Design Bus. Over its 17-year production run 13,121 Flxible New Look buses were manufactured.

<span class="mw-page-title-main">Transpo '72</span>

U.S. International Transportation Exposition, better known as Transpo '72, was a trade show held on 300 acres (1.2 km2) of land at Dulles International Airport outside Washington, D.C., for nine days from May 27 to June 4, 1972. The $10 million event, sponsored by the U.S. Department of Transportation, was a showcase for all sorts of transportation-related technologies. Over a million visitors flocked to the show from all over the world. According to the Wall Street Journal, it was "the biggest show the government has put on since World War II."

<span class="mw-page-title-main">Flxible Metro</span> North American transit bus

The Flxible Metro is a transit bus that was assembled and manufactured by the Flxible Corporation from 1983 until 1995. From 1978 until early-1983, when Flxible was owned by Grumman, the model was known as the Grumman 870, with a Grumman nameplate. The earlier model 870 experienced a large number of major design defects and deficiencies, some of which led to the filing of lawsuits against the company by purchasers, and the successor "Metro" model addressed those defective design issues.

The ACT, acronym for Automatically Controlled Transportation or Activity Center Transit, was a people mover system developed during the 1970s. One feature of the ACT is that it allowed bi-directional travel on a single rail—cars passed each other by switching onto short bypass lanes on the track, distributed where space allowed. ACT was a contender in the Urban Mass Transportation Administration's plan to deploy three or four systems in cities in the United States, as well as the GO-Urban project in Toronto, Canada. One ACT system was installed as a part of a Ford-funded real estate development near their headquarters in Dearborn, MI, and although they proposed to install ACT in several other locations, no additional systems were ever installed and the project was put on indefinite hold.

ROMAG was a personal rapid transit (PRT) system produced by the American company Rohr, Inc. It featured a linear induction motor that was arranged to provide both traction and suspension in a magnetic levitation system.

The HUD Reports were a series of studies in mass transit systems, funded by the Urban Mass Transportation Administration (UMTA) department of the United States Department of Housing and Urban Development (HUD). The HUD reports were extremely influential in the development of the personal rapid transit (PRT) concept, small pod-like vehicles that automatically travel from point-to-point in extended networks. Their publication in early 1968 sparked off PRT development projects at dozens of companies around the world. In spite of intense interest in the early 1970s, political winds shifted and today there is only one HUD-inspired PRT system in commercial operation, the Morgantown PRT in West Virginia.

<span class="mw-page-title-main">State-of-the-Art Car</span> Prototype rapid transit railway vehicle

The State-of-the-Art Car (SOAC) was a heavy rail mass transit demonstrator vehicle produced for the United States Department of Transportation's Urban Mass Transportation Administration in the 1970s. It was intended to demonstrate the latest technologies to operating agencies and the riding public, and serve to promote existing and proposed transit lines. A single married pair was produced by the St. Louis Car Company in 1972. It operated in intermittent revenue service on six rapid transit systems in five United States cities between May 1974 and January 1977. Since 1989, the two cars have been on display at the Seashore Trolley Museum in Kennebunkport, Maine.

<span class="mw-page-title-main">MAN SG 220</span> German articulated bus

The MAN SG 220 was a VöV-Standard articulated bus designed and manufactured by Maschinenfabrik Augsburg-Nürnberg (M.A.N.) in Germany between 1978 and 1983, available with two, three, or four doors in two different lengths. The bus was also exported to different countries, built locally in France, Slovenia, Turkey, and the United States.

<span class="mw-page-title-main">Flyer 700/800/900 series</span> Canadian bus model series

The Flyer 700/800/900 series were a series of transit buses built in three generations by Western Flyer and its successors Flyer Industries and New Flyer, of Canada, between 1967 and 1987. Except for brief overlap during transition from one generation to the next, they were not in production concurrently. All individual model designations included a prefix of either D, for diesel propulsion, or E, for electrically powered trolleybuses, with the first digit indicating the generation and the last digit indicating a variant within the generation. The introductory model was the D700, originally released in 1967 for the Canadian transit market, and the last series group to be produced, D900, was discontinued in 1987. Flyer had become New Flyer only the year before, in 1986.

<span class="mw-page-title-main">AC Transit fleet</span> Bus fleet of AC Transit, USA

The Alameda-Contra Costa Transit District bus fleet, serving the counties of Alameda and Contra Costa, is the third-largest in California. It was initially formed in 1960 with a mixture of gasoline and diesel-powered buses purchased from its immediate predecessor, the privately owned Key System. The first new buses were purchased for AC Transit in 1960, shortly after its formation and the GM New Look buses were delivered later that year. The transit agency operated GM buses exclusively until 1974, when the first Flxible New Look buses were ordered. Since then, AC Transit has ordered and operated buses from most of the major North American transit bus manufacturers, including Flyer, Gillig, Motor Coach Industries, Neoplan USA, and North American Bus Industries, as well as Van Hool, a Belgian bus supplier.

The Chevrolet Turbo Titan III was a gas turbine-powered concept cabover heavy truck designed and built as a working prototype by General Motors in 1965. It was accompanied by a matching custom trailer built in stainless steel; the Turbo Titan III was first shown to the public at the 1965 session of the 1964 New York World's Fair.

<span class="mw-page-title-main">GM Whirlfire engine</span> Free-turbine turboshaft engine

The GMWhirlfire gas turbine engines were developed in the 1950s by the research division of General Motors Corporation and fitted to concept vehicles, including the Firebird concept cars, Turbo-Cruiser buses, and Turbo-Titan trucks through the 1960s. They are free-turbine turboshaft machines with two spools: one compressor/gasifier turboshaft and one power/output turboshaft sharing a common axis without a mechanical coupling between them. Fuel consumption of the first-generation GT-300 was high compared to piston engines, so thermal wheel regenerators were added to the second-generation GT-304, cutting consumption by approximately 1⁄2.

References

  1. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 Oversight of the Urban Mass Transportation Administration's Technology Development and Equipment Procurement Programs (Report). U.S. House of Representatives, Subcommittee on Oversight and Review, Committee on Public Works and Transportation. May 16–22, 1979. Retrieved 10 October 2020.
  2. ↑ Simpson and Curtin (January 1976). Transbus public testing and evaluation program (Report). Urban Mass Transportation Administration.
  3. 1 2 3 Public hearing on Transbus (Report). United States Department of Transportation. March 15, 1977. Retrieved 9 October 2020.
  4. 1 2 3 4 5 6 7 8 9 Weiers, B.; Rossetti, M. (March 1982). Transit Bus Manufacturer Profiles (Report). U.S. Department of Transportation, Urban Mass Transportation Administration. Retrieved 5 October 2020.
  5. 1 2 Brophy, Jim (November 27, 2016). "Bus Stop Classic: General Motors Rapid transit Series (RTS) II Coach — GM Deadly Sin #27 — A Sure Bet?". Curbside Classic. Retrieved 9 October 2020.
  6. ↑ Highway Research Board (May 1968). Design and Performance Criteria for Improved Nonrail Urban Mass Transit Vehicles and Related Urban Transportation Systems (Report). U.S. Department of Housing and Urban Development.
  7. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 Parachini, Allan (July 1980). "Sic Transit Transbus". reason. Retrieved 9 October 2020.
  8. 1 2 3 4 Whitford, R.K. (1983). "Federal Government and Integrated Vehicle Development: U.S. Experience". Transportation Research Record. Transportation Research Board (909). ISSN   0361-1981 . Retrieved 9 October 2020.
  9. ↑ Booz-Allen Applied Research (1975). Fire Accident Report: Rohr Transbus Prototype Model R45-WTA102 Urban Coach on Interstate Route I-17, North of Phoenix, Arizona, May 13, 1975 (Report). Urban Mass Transportation Administration. Retrieved 11 October 2020.
  10. 1 2 AM General Corp. v. Dept. of Transp., 433F.Supp.1166 ( D.D.C. 1977).
  11. ↑ Tulsky, Frederic S. (April 19, 1981). "It's the best of all possible buses — on paper". The Philadelphia Inquirer. Retrieved 9 October 2020.
  12. ↑ Glover, Malcolm (August 2, 1978). "Bids weighed for buses that handicapped can use". San Francisco Examiner. Retrieved 9 October 2020.
  13. 1 2 Grumman Allied Industries, Inc. v. Rohr Industries, Inc., 748F.2d729 (2d Cir. 1984).
  14. ↑ "Lack Of Bids Threatens 'Wheelchair' Bus". The Pittsburgh Press. March 14, 1979. Retrieved 9 October 2020.
  15. ↑ Raspberry, William (May 9, 1979). "Transbus: Too Many Design Handicaps, Builders Say". The Pittsburgh Press. Retrieved 9 October 2020.
  16. ↑ Transit Demonstration Projects That Made a Difference (Report). U.S. Department of Transportation, Federal Transit Administration, Office of Research, Demonstration and Innovation. June 1996. pp. 5–6.
  17. ↑ "A.M.C. to Halt Building Standard Transit Buses" . The New York Times. AP. June 1, 1978. Retrieved 10 October 2020.
  18. ↑ Yoshihashi, Pauline (January 13, 1987). "Company News; Greyhound To Buy G.M. Unit" . The New York Times. Retrieved 10 October 2020.

Program papers and reports

This page is based on this Wikipedia article
Text is available under the CC BY-SA 4.0 license; additional terms may apply.
Images, videos and audio are available under their respective licenses.