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CHAPTER 5
INDUSTRY COMPARISONS
SIZE AND EXTENT data are available to estimate the number of school bus firms
operating in each subsegment.
Carriers by Size
According to the Motor Carrier Management Information SAFETY
System (MCMIS) database, which includes all interstate but
only selected intrastate firms, the trucking industry is the Table 40 shows a comparison of fatalities, injuries, and
largest of the three industries presented in this synthesis, with crashes for the three industries. The fatality data are regarded
612,000 firms owning or operating over 3.5 million trucks and as representing true population totals (all interstate and intra-
tractors. The motorcoach industry is second, with fewer than state, for-hire, and private), and the injury and crash data are
9,000 firms owning or operating 76,000 vehicles. The school national estimates based on representative samples. The data
bus industry is third, with 3,000 firms owning or operating on motorcoach injuries and crashes include transit buses, and
65,000 buses. The comparative sizes of the three industries are the data on school buses include both school bus districts and
shown in Table 36, along with the comparative numbers for school bus contractors, as well as other vehicles used as school
the MCMIS for-hire segments only. In terms of fleet size, buses. As a result, the school bus safety statistics are likely to
however, the three industry breakdowns are very similar. All be approximately three times as large as the statistics for school
three industries are dominated by firms that own or operate bus contractors alone. Further analysis of the Fatality Analy-
fewer than a half-dozen vehicles, as shown in Figure 39. sis Reporting System and General Estimates System files may
Chapters 2, 3, and 4 compare the MCMIS results with provide additional refinement of this data.
national estimates from other organizations. When compar- Fatalities and occupant fatalities can be compared among
ing the school bus companies registered in MCMIS against the three industries, as shown in Figures 41 and 42. These
national estimates of total firms, only about 20 percent of fatalities are total numbers and do not reflect changes in
school bus contractors appear to be registered in MCMIS. vehicle-or passenger-miles traveled. Because the number of
fatalities for the motorcoach and school bus industries is rela-
tively small compared to the number of fatalities for the truck-
ing industry, the motorcoach and school bus indices appear
Geographic Distribution
more sensitive to year-to-year fluctuations when graphed.
The geographic distribution of the three industries is shown
in Figure 40. Note that the geographic locations were estab-
lished by the MCMIS carrier address, which may or may ECONOMY AND FINANCES
not reflect the actual operating region of the company and Revenues and Expenses
do not include all intrastate-only firms. The figure includes
all firms registered in MCMIS, including both for-hire and Tables 41 and 42 compare operating revenues and expenses
private carriers. for the motorcoach and trucking industries, based on Bureau
of Transportation Statistics (BTS) datasets from 1994 to 2002.
Only about one-third of school bus operations are handled by
Carriers by Segment private companies, and data on these companies are not col-
lected by BTS or by organizations such as School Bus Fleet
The motorcoach, school bus, and trucking industries are magazine, NSTA, and the National School Boards Associa-
divided into various segments and subsegments, as shown in tion. Consequently, data for only a single school bus com-
Tables 37, 38, and 39. Because the major subsegments of pany could be obtained, based on tax filings with the Securi-
each industry have been defined differently, direct compar- ties and Exchange Commission. Dividing operating expenses
isons between subsegments are not possible. Moreover, no by operating revenues shows the operating ratio for each indus-
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TABLE 36 Comparison of firm and fleet sizes, 2000
Number of Firms Number of Vehicles Owned/Operated
Industry All For Hire All For Hire
Motorcoach 8,568 5,827 75,595 65,614
School Bus 3,067 621 65,221 50,530
Truck 612,771 289,650 3,505,954 1,978,278
Note: This table excludes 595 firms with equal-sized bus and trucking operations, 82 bus firms with equal-sized motorcoach
and school bus operations, and 2,157 bus firms with no vehicle information.
Source: FMCSA MCMIS, 2000.
try. The higher the operating ratio, expressed in percentages, lion in annual revenue. Of the three, the school bus industry
the smaller the industry's profit margin from operations. The depends the most heavily on a single source of revenue (pub-
data show that from 1994 to 2001, the average operating ratio lic school contracts).
of the nation's largest motorcoach companies was 98 percent,
and that of the largest trucking operators was 95 percent. This
Driver Qualifications for Employment
implies that trucking operations are slightly more profitable
than motorcoach operations. Between 1993 and 1997, the Table 43 compares the employment qualifications for
average operating ratio of the single bus operator was 84 per- motorcoach, school bus, and truck drivers. All three types of
cent. However, this statistic should not be taken to represent drivers generally must obtain a Commercial Driver's License;
the industry average. be 21 years of age; pass a physical examination if transport-
ing passengers or goods across state lines; submit to random
drug and alcohol testing; speak English well enough to read
Sources of Revenues road signs; pass an FMCSA written examination; and have
no criminal record involving drunk driving, drug use, or hit-
Figure 43 describes the sources of revenues for each of the and-run driving. Because of the nature of their work, school
three industries using available data. The trucking data only bus and motorcoach drivers must be even-tempered and
include for-hire trucking companies with greater than $3 mil- enjoy working with people.
3% 3% 50+ 5%
8% 25-49 5%
7% 10-24
10%
6-9
2-5
51% 1 7%
47%
29%
1%
2% 6% 27%
6%
Motorcoach
School Bus
51%
34%
Trucking
Note: Total of 8,568 motorcoach firms, 3,067 school bus firms, and 511,085 trucking firms are represented. This
chart excludes 101,686 firms with unknown information, 595 firms with equal-sized bus and trucking operations, 82
bus firms with equal-sized school bus and motorcoach operations, and 2,157 bus firms with no information on types of
vehicles operated.
Source: FMCSA MCMIS, 2000.
Figure 39. Percentage of motorcoach, school bus, and trucking firms by fleet size
owned/operated, 2000.
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0.02% 0%
0.26% West
4% 19% 0.03%
Midwest 1% 12%
South
13%
Northeast
22%
Canada
Mexico
18%
Other
38%
37%
37%
0.07%
0.68%
Motorcoach 3% 14%
School Bus
19%
29%
35%
Trucking
Note: Total of 8,568 motorcoach firms, 3,067 school bus firms, and 511,085 trucking firms are represented. This
chart excludes 101,686 firms with unknown information, 595 firms with equal-sized bus and trucking operations, 82
bus firms with equal-sized school bus and motorcoach operations, and 2,157 bus firms with no information on types
of vehicles operated.
Source: FMCSA MCMIS, 2000.
Figure 40. Distribution of motorcoach, school bus, and trucking companies by
region, 2000.
TABLE 37 Motorcoach industry segments, 2000
Segment Percentage of Companies Offering Service
Charter 96%
Tour 33%
Sightseeing 25%
Airport Shuttle 19%
Commuter 19%
Scheduled 12%
Other 7%
Source: American Bus Association, 2000 Motorcoach Census.
TABLE 38 School bus industry segments, 2000
Segment Subsegment
School District Public School
Private/Parochial School
Local Charter
Interurban Charter
Special Needs
Bus Contractor Firm Public School
Private/Parochial School
Local Charter
Interurban Charter
Special Needs
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TABLE 39 Truck industry segments, 2000
Segment Percentages of Companies Offering Service
Private 52%
For Hire 47%
Government 1%
Other 2%
Source: FMCSA MCMIS, 2000.
TABLE 40 Comparison of motorcoach, school bus, and truck safety data, 1991 to 2002
Motorcoach School Bus1 Truck
Year Fatalities Injuries2 Crashes2 Fatalities Injuries Crashes Fatalities Injuries Crashes
Further analysis Further analysis Further analysis
1991 46 required required 134 required 22,900 4,821 110,000 330,300
Further analysis Further analysis Further analysis
1992 45 required required 124 required 21,400 4,462 139,000 376,000
Further analysis Further analysis Further analysis
1993 35 required required 141 required 27,000 4,856 133,000 397,300
Further analysis Further analysis Further analysis
1994 25 required required 107 required 23,800 5,144 133,000 460,600
Further analysis Further analysis Further analysis
1995 30 required required 123 required 28,800 4,918 117,000 377,500
1996 43 19,000 31,300 136 15,000 27,700 5,142 130,000 393800
1997 46 9,000 25,900 131 19,000 28,100 5,398 131,000 437,900
1998 50 14,000 25,600 128 17,000 27,400 5,395 127,000 412,000
1999 66 13,000 33,200 167 18,000 29,800 5,380 142,000 474,900
Further analysis
2000 48 required 27,900 147 20,000 28,100 5,282 140,000 457,000
Further analysis Further analysis Further analysis
2001 46 required required 141 13,000 required 5,111 131,000 429,800
Further analysis Further analysis Further analysis
2002 53 required required 127 18,000 required 4,897 130,000 434,500
Notes: 1) Includes district-operated and contractor-operated school buses. Includes non-school buses used as school buses. Approximately
one-third of school buses are operated by school bus contractors.
2) Includes transit bus data.
Source: NHTSA, Traffic Safety Facts 2002; University of Michigan Transportation Research Institute, Bus Accidents in the United States, 1995
to 1999; NHTSA, Report to Congress: School Bus Safety Crashworthiness Research, 2002.
Fatalities (Indexed to 1991)
1.5
1.4
1.3
1.2
1.1
1.0
0.9
School Bus
0.8
0.7 Motorcoach
0.6
0.5 Truck
0.4
1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002
Year
Source: NHTSA, Traffic Safety Facts; NHTSA, Report to Congress: School Bus Crashworthiness Research, 2002.
Figure 41. Fatality indices for school bus, motorcoach, and large truck-involved
crashes, 1991 to 2002.
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Fatalities (Indexed to 1996)
12
10
8
School Bus
6
Motorcoach
4 Truck
2
0
1996 1997 1998 1999 2000 2001 2002
Year
Source: NHTSA, Traffic Safety Facts; NHTSA, Report to Congress: School Bus Crashworthiness Research, 2002.
Figure 42. Occupant fatality indices for school bus, motorcoach, and large truck-
involved crashes, 1991 to 2002.
TABLE 41 Operating revenues and expenses for motorcoach companies
Year Number of Carriers Reporting Operating Revenues ($) Operating Expenses ($) Operating Ratio
1994 20 870,353,545 918,521,994 106%
1995 20 917,298,271 899,176,159 98%
1996 17 911,504,145 878,185,221 96%
1997 17 995,893,583 946,783,868 95%
1998 15 998,755,677 947,036,225 95%
1999 14 1,014,134,122 1,013,888,975 100%
2000 12 1,087,594,256 1,034,800,005 95%
2001 12 1,075,601,174 1,039,218,004 97%
Average Operating Ratio, 1994 to 2002 98%
Note: Intercity regular route carriers, defined as carriers whose revenue from intercity regular routes exceeds revenue from
all other types (local, commuter, charter) combined.
Source: Bureau of Transportation Statistics, Motor Carrier Financial and Operating Statistics.
TABLE 42 Operating revenues and expenses for trucking operators, 1994 to 2002
Year Number of Carriers Reporting Operating Revenues ($) Operating Expenses ($) Operating Ratio
1994 101 27,131,281,000 25,229,687,000 93%
1995 97 44,800,140,000 43,235,595,000 97%
1996 94 45,385,578,000 44,044,274,000 97%
1997 97 48,563,406,000 47,069,248,000 97%
1998 91 51,842,375,000 49,315,626,000 95%
1999 86 56,215,944,000 52,986,464,000 94%
2000 92 63,105,025,000 59,199,688,000 94%
2001 93 61,784,590,000 58,679,756,000 95%
Average Operating Ratio, 1994 to 2002 95%
Source: Bureau of Transportation Statistics, Motor Carrier Financial and Operating Statistics.
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Other 5%
Tour 11%
Charter 56%
Scheduled 25%
Other 2%
Special Needs 2%
Motorcoach Interurban Charter Bus 1%
Local Charter Bus 3%
Private/Parochial School 3%
Public School 89%
Other 11%
Bulk 2%
Refrigerated 4% School Bus
Household Goods 5%
Tank 2% General Truckload 46%
General Less-Than-
Truckload 30%
For-Hire Trucking
Source: United Motorcoach Association, 2000 UMA Benchmarking and Operating Ratios Study (reflects survey responses
from 175 motorcoach companies nationwide); Census Bureau, 1997 Economic Census; American Trucking Associations, Inc.,
American Trucking Trends 2003 (dervied from reports filed with the U.S. Department of Transportation by carriers with
$3 million or more in annual revenue).
Figure 43. Sources of revenues for the motorcoach, school bus, and trucking industries.
Driver Compensation ity of rest for long-distance truck drivers is variable, since it
is almost always obtained away from home, often in sleeper
As shown in Table 44, truck drivers on average earn a berths, either at rest stops or while the vehicle is in motion.
higher hourly wage than both school bus drivers and motor- Another way of comparing driver schedules is to classify
coach drivers. The school bus data include district drivers as work assignments as short-haul versus long-haul, scheduled
well as contractor drivers. (repetitive) versus unscheduled (non-repetitive). As shown in
Table 46, drivers of short-haul scheduled shifts can expect a
Driver Work Schedules repetitive daily schedule consisting of 6 to 10 hours of duty,
usually between 6:00 A.M. and 6:00 P.M., with some work on
Table 45 compares typical work schedules of motorcoach, Saturdays but no work on Sundays. Drivers of long-haul
school bus, and truck drivers. Generally speaking, school bus scheduled shifts generally are on duty 12 to 15 hours out of a
drivers work the fewest hours per week and are the most likely 24-hour day. Substantial layovers at destinations may extend
to drive split shifts. School bus drivers and local truck drivers their duty-day, and they typically have one or more days off
obtain the most consistent quality of rest, typically returning during the week. Drivers of short-haul, unscheduled shifts
home each night. Motorcoach drivers also generally obtain have nonrepetitive schedules on any day of the week, usually
consistent quality of rest, either at home or in hotels. The qual- lasting one or two days. Their active duty time each day will
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TABLE 43 Comparison of driver qualifications for employment
Motorcoach Drivers School Bus Drivers Truck Drivers
· Obtain a Commercial Driver's · Obtain a Commercial Driver's · Obtain a Commercial Driver's
License License License (if operating a vehicle
· Pass a physical exam every two · Pass a physical exam every two with a GVWR of 26,001
years (if transporting years (if transporting passengers pounds or more or of any size
passengers across state lines) across state lines) vehicle transporting
· Be 21 years of age (if · Be 21 years of age (if transporting hazardous material)
transporting passengers across passengers across state lines) · Pass a physical exam every
state lines) · Submit to random drug and two years (if engaged in
· Submit to random drug and alcohol tests interstate commerce)
alcohol tests · Have no criminal record involving · Be 21 years of age (if engaged
· Have no criminal record drunk driving, drug use, or hit- in interstate commerce)
involving drunk driving, drug and-run · Submit to random drug and
use, or hit-and-run · Speak English well enough to read alcohol tests
· Speak English well enough to road signs · Have no criminal record
read road signs · Pass an FMCSA written exam involving drunk driving, drug
· use, or hit-and-run
Pass an FMCSA written exam · Be even-tempered and emotionally
· Be courteous, even-tempered, stable · Speak English well enough to
read road signs
and have strong customer · Be aware of the school system's
service skills rules of discipline and conduct · Pass an FMCSA written exam
Source: Bureau of Labor Statistics, "Truck Drivers and Driver/Sale Workers," and "Bus Drivers," chapters in the
Occupational Outlook Handbook, 20042005 Edition.
TABLE 44 Comparison of driver compensation Driver Regulations
Driver Hourly Wage Ranges
Motorcoach $10.64$15.15 Table 48 compares the effect of four important FMCSA
School Bus $10.77$12.98 regulations on motorcoach, school bus, and truck drivers.
Truck $11.48$15.97 Regulations concerning hours of service (HOS), medical stan-
Note: Wages are national medians except for the upper school bus driver dards and physical qualifications, drug and alcohol testing,
compensation limit, which is an average.
Source: American Bus Association, Destinations magazine, "2001 Industry
and Commercial Driver's Licenses generally apply to all three
Survey"; Bureau of Labor Statistics Occupational Outlook Handbook, types of drivers, with the exception of those employed by
20042005 Edition; School Bus Fleet, "2003 Contractor Survey." government-owned operations (such as a public works depart-
ment or school district). FMCSA's new HOS regulations,
which went into effect in January 2004, apply only to truck
vary from 10 to 16 hours. Lastly, drivers of long-haul unsched-
drivers, while motorcoach and school bus drivers continue to
uled shifts follow nonrepetitive schedules varying in length
adhere to HOS regulations in effect since October 1, 2002.
but not exceeding 14 or 15 hours of duty within a 24-hour
The differences between the old and new HOS are shown in
period. The hours within which their duty times occur vary
Table 49.
from day to day, and they may be called upon to work any
day of the week depending upon the demands of the schedule.
Operating Costs per Mile
Driver Duties
Operating costs per mile are not available for the school
Table 47 compares the typical duties of motorcoach, school bus industry. As shown in Table 50, operating costs per mile
bus, and truck drivers. All three types of drivers are respon- for the trucking industry are about $0.17 higher than those for
sible for inspecting their vehicle before starting off for the the motorcoach industry.
day's run and for remaining alert to prevent crashes while driv-
ing. Some truck drivers perform customer service duties, Vehicle Sales
such as taking orders, collecting payments, selling goods, or
soliciting new orders. Motorcoach drivers often must interact As shown in Table 51, annual sales of motorcoaches, school
with customers and tour guides in order to help make the trip buses, and large trucks increased during the 1990s, then
more comfortable and informative, and school bus drivers began to decline toward the end of the decade. Sales of large
must maintain order and enforce discipline on the bus. School trucks number in the hundreds of thousands, far exceeding
bus drivers have a particular responsibility for passenger sales of the other two vehicle types. In 2002, large truck
safety, as young children are often not trained to exercise cau- sales outnumbered school bus sales 101, and motorcoach
tion in and around moving vehicles. sales 1681.
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TABLE 45 Comparison of driver work schedules
Motorcoach Drivers School Bus Drivers Truck Drivers
Intercity Scheduled Routes · May work 8 to 10 hours per · May work up to 70 hours per
· May work up to 70 hours per day and 40 to 50 hours per week, and up to 14 to 15
week, and 12 to 14 hours per day. week. May drive 7 to 9 hours hours per day. May drive 10
May drive 8 to 10 hours per day. per day. Daily schedule is to 11 hours per day.
Usually have at least one full day consistent, driving · Daily schedule fluctuates and
off-duty, many times have two full approximately three to four is dictated by delivery times,
days. hours in the morning; possibly pick-up times, unscheduled
· Daily schedule is consistent for two hours during the mid-day; delays, team driving, etc.
two weeks or more; fluctuation and three to four hours in the · Local drivers may start early
occurs when routes/schedules are afternoon. Regular work in the morning or late at night
changed through bid or schedule is consistent to avoid traffic.
reassignment. Unplanned work throughout the school year.
· Quality of rest for local
may occur based on unexpected · May take students on field drivers is consistent, since it
demand; the less seniority, the trips lasting one to several is almost always obtained at
greater the likelihood a driver will days, requiring driving up to home. Quality of rest for
be called to work unexpectedly. 10 hours per day and working long-distance truckers is
· Quality of rest is consistent, being up to 15 hours per day. Field variable, since it is obtained
obtained at home, in hotels, or trips will more likely occur in mostly in sleeper berths at
terminal facilities. the spring, but can occur at rest stops, or while the
any time throughout the vehicle is in motion (team
Scheduled Destinations
school year. driving). Long-distance
· May work up to 70 hours per week
· Quality of rest is consistent, drivers may work in pairs on
and up to 15 hours per day. May
since it is almost always "sleeper" runs that last for
drive up to 10 hours per day.
obtained at home, except days or weeks.
Length of duty-day may extend as
during overnight field trips
much as 20 hours.
when it is obtained in hotel
· Daily schedule may fluctuate rooms.
based upon extended workday;
however, most drivers have
consistent daily scheduling.
Usually have at least one full day
off-duty; many times two full days,
although not normally consecutive.
Unplanned work may occur based
on unexpected demand; the less
seniority, the greater the likelihood
a driver will be called to work
unexpectedly.
· Quality of rest is consistent, being
obtained at home, in hotels, or
other facilities.
Tour and Charter
· May work up to 70 hours per
week, and up to 15 hours per day.
May drive 8 to 10 hours per day.
Daily schedule fluctuates and is
dictated by group itinerary.
During peak demand, may not
have a full day off for two to three
weeks. During off-peak seasons,
work days are significantly
reduced.
· Quality of rest is consistent, being
obtained at home or in hotels.
Trends in Revenue sented in Table 52, show that since 1991 public school
districts have increased their spending on bus services by
Revenue data are not available for the motorcoach 26 percent in inflation-adjusted dollars. Meanwhile, large
industry, but are available for public school bus contractors for-hire trucking firms saw their annual revenues fall dur-
and trucking operators with at least $3 million in annual ing the mid-1990s, then rise 13 percent above their 1991
revenue, except household good carriers. These data, pre- level.
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TABLE 46 Comparison of driver schedules, typical hours worked, and types of duties
Short-Haul Long-Haul
Scheduled Repetitive daily schedule consisting of 6 to 10 Daily schedule consisting of 12 to 15 hours of
(Repetitive) hours of duty, usually between 6 A.M. and 6 duty within a 24-hour day. Most have
P.M. Some Saturday work; no Sunday work. repetitive duty times. Some have substantial
Duties: School bus and shuttle coach layovers at destinations which extend the
drivers transport students/passengers along duty-day. Almost all have one or more days
defined routes to/from predetermined off during the week.
locations. UPS/delivery van drivers pick Duties: Scheduled run bus drivers
up and deliver packages of various sizes to transport passengers along defined routes
locations within defined geographic areas by to/from predetermined locations.
predefined times. LTL/private fleet drivers pick up and
deliver trailer-sized loads of goods to/from
predetermined locations; assist as needed in
loading and unloading goods at pick-up and
delivery locations. Wait time for pick up and
delivery is usually limited to a few hours.
Unscheduled Nonrepetitive schedules on any day of the Nonrepetitive schedules varying in length but
(Nonrepetitive) week, usually lasting one to two days. Active not exceeding 14 to 15 hours of duty within a
duty time worked each day will vary from 10 24-hour period. Hours within which duty
to 16 hours. times occur vary from day to day. Duties
Duties: School bus and shuttle coach performed all days of the week; any off-duty
drivers transport students/passengers along days determined by demands of schedule.
defined routes to/from predetermined Duties: Tour bus driver transport
locations; assist in handling luggage and other passengers along defined routes to/from
items; assist in accommodating predetermined locations; conduct/narrate
students/passengers at stops, layovers, and sightseeing tour while operating bus.
destinations. Truckload driver pick up and deliver
varying sized loads to receivers/customers on
demand; assist as needed in loading and
unloading at pick-up and delivery locations.
No determination of routes and schedules until
load is assigned. Wait time for pick up and
delivery will vary, sometimes being in excess
of two hours.
TABLE 47 Comparison of driver duties
Motorcoach Drivers School Bus Drivers Truck Drivers
· Inspect the bus before leaving the · Inspect the bus before leaving the · Inspect the truck before leaving
terminal or garage. terminal or garage. the terminal or warehouse.
· Be alert when driving in order to · Be alert when driving in order to · Make sure cargo is secure.
prevent crashes. prevent crashes. · Be alert when driving in order to
· Keep to schedules and adhere to · Exercise particular caution when prevent crashes.
tour guidelines. children are getting on and off the · Load and unload cargo as
· Interact with customers and tour bus. required.
guides as required in order to · Maintain order on the bus. · Take orders, collect payments, sell
help make trip comfortable and · Keep to schedules. goods, solicit new orders, or
informative. · Clean up the interior of the bus. perform other customer service
· Prepare weekly reports on the duties as required.
number of students, trips, work · After delivery, complete a report
hours, miles, and fuel detailing the trip.
consumption.
Source: Bureau of Labor Statistics, "Truck Drivers and Driver/Sale Workers," and "Bus Drivers," chapters in the
Occupational Outlook Handbook, 20042005 Edition.
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TABLE 48 Comparison of driver regulations affecting motorcoach, school bus,
and truck drivers
Driver Category
FMCSA Regulation Motorcoach Drivers School Bus Drivers Truck Drivers
Hours of Service New regulations do not New regulations do not New regulations (in effect
(New and Old) apply; old regulations apply; old regulations January 2004) apply to
apply to employees of apply to employees of employees of private
private companies, but not private companies, but not companies, but not of
of government-owned of government-owned government-owned
operations operations (public school operations
districts)
Medical Standards and Applies only to employees Applies only to employees Applies only to employees
Physical Qualifications of private companies, not of private companies, not of private companies, not
of government-owned of government-owned of government-owned
operations operations (public school operations
districts)
Drug and Alcohol Applies to all drivers of Applies to all drivers of Applies to all drivers of
Testing vehicles with a seating vehicles with a seating vehicles with a GVWR of
capacity of more than 15 capacity of more than 15 26,001 pounds or more or
passengers passengers of any size vehicle
transporting hazardous
material
Commercial Driver's Applies to all drivers of Applies to all drivers of Applies to all drivers of
Licenses vehicles with a seating vehicles with a seating vehicles with a GVWR of
capacity of more than 15 capacity of more than 15 26,001 pounds or more or
passengers passengers of any size vehicle transporting
hazardous material
Source: FMCSA, U.S. Department of Transportation.
TABLE 49 Comparison of FMCSA hours-of-service regulations affecting motorcoach, school bus,
and truck drivers
Motorcoach Drivers School Bus Drivers Truck Drivers
Must comply with the rules in effect Must comply with the rules in effect Must comply with the rules in effect
on October 1, 2002. on October 1, 2002. on January 4, 2004.
May not drive: May not drive: May not drive:
· More than 10 hours, following 8 · More than 10 hours, following 8 · More than 11 hours, following 10
hours off duty hours off duty hours off duty
· After 15 hours on duty, following · After 15 hours on duty, following · Beyond the 14th hour after coming
8 hours off duty 8 hours off duty on duty, following 10 hours off
· After 60/70 hours on duty in 7/8 · After 60/70 hours on duty in 7/8 duty
consecutive days consecutive days · After 60/70 hours on duty in 7/9
Drivers for government-owned Drivers for government-owned consecutive days
operations are exempt. operations (public school districts) Drivers for government-owned
are exempt. operations are exempt.
Source: FMCSA, U.S. Department of Transportation.
TABLE 50 Comparison of operating costs per mile, 2001
Industry Operating Costs per Mile (2001)
Motorcoach $1.90
School Bus Further analysis required
Truck $2.07
Source: American Bus Association, Destinations magazine, "2001 Industry
Survey"; American Trucking Associations, Inc., American Trucking Trends
2003.
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TABLE 51 Annual sales of motorcoaches, school buses, and Class III through VIII trucks,
1994 to 2002
Number of Vehicles Sold
School Buses Manufacturer
Year Motorcoaches (Types A, B, C, and D) Classes IIIVIII Trucks
1994 1,800 35,000 388,100
1995 2,200 36,400 428,100
1996 2,700 37,200 410,800
1997 3,100 37,100 425,900
1998 3,700 37,900 526,900
1999 4,100 42,300 643,600
2000 3,100 43,200 578,100
2001 2,700 38,100 451,500
2002 2,400 40,100 402,200
Source: METRO magazine, 2004 Fact Book; School Bus Fleet magazine, "2002 North American School Bus Sales"; American
Trucking Associations, Inc., American Trucking Trends 2003.
TABLE 52 Comparison of public school bus and trucking revenue trends, 1991 to 2001
Purchased Services for Revenue for Trucking Firms
Public School Bus Transportation with over $3 Million Revenue
Year ($ Millions, 2000) ($ Millions, 2001)
1991 4,226 6,637
1992 4,355 6,958
1993 4,476 7,062
1994 4,586 7,027
1995 4,535 6,839
1996 4,654 6,525
1997 4,839 5,937
1998 5,103 5,643
1999 5,321 6,075
2000 5,331 6,475
2001 Further analysis required 7,475
Source: American Trucking Associations, Inc., American Trucking Trends 2003; U.S. Department of Education,
National Center for Education Statistics, Digest of Education Statistics.
TABLE 53 Comparison of motorcoach passenger-miles, school bus passengers,
and truck ton-miles, 1991 to 2002
Motorcoach Public School Students
Passenger-Miles Transported by Bus Truck Ton-Miles
Year (Millions) (Millions) (Billions)
1991 23,100 22.00 Further analysis required
1992 22,600 23.17 815
1993 24,700 23.44 861
1994 28,100 23.86 908
1995 28,100 23.69 921
1996 28,800 24.16 972
1997 30,600 24.09 996
1998 31,700 24.34 1,027
1999 34,700 24.90 1,093
2000 26,070 24.95 1,074
2001 27,374 Further analysis required 1,051
2002 28,743 Further analysis required Further analysis required
Note: Motorcoach passenger-miles previous to 2000 were obtained from the Eno Transportation Foundation; data from
2000 onwards were obtained from METRO magazine.
Source: Eno Transportation Foundation, Transportation in America 2000; METRO magazine, "Passenger Miles in 2000,
2001, 2002"; U.S. Department of Education, National Center for Education Statistics, Digest of Education Statistics;
American Trucking Associations, Inc., American Trucking Trends 2003.
Passenger- and Ton-Miles coach passenger-miles are available from different sources
before and after 2000, while school bus data are reported in
Because of differences in reporting methods, trends in terms of the number of public students transported only. For the
passenger- and ton-miles across the three industries are not years reported, the number of students transported increased
readily comparable. As shown in Table 53, data on motor- 13 percent, and truck ton-miles increased 29 percent.
