Operational Differences and Similarities Among the Motorcoach, School Bus, and Trucking Industries (2005)

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36 CHAPTER 5 INDUSTRY COMPARISONS SIZE AND EXTENT Carriers by Size According to the Motor Carrier Management Information System (MCMIS) database, which includes all interstate but only selected intrastate firms, the trucking industry is the largest of the three industries presented in this synthesis, with 612,000 firms owning or operating over 3.5 million trucks and tractors. The motorcoach industry is second, with fewer than 9,000 firms owning or operating 76,000 vehicles. The school bus industry is third, with 3,000 firms owning or operating 65,000 buses. The comparative sizes of the three industries are shown in Table 36, along with the comparative numbers for the MCMIS for-hire segments only. In terms of fleet size, however, the three industry breakdowns are very similar. All three industries are dominated by firms that own or operate fewer than a half-dozen vehicles, as shown in Figure 39. Chapters 2, 3, and 4 compare the MCMIS results with national estimates from other organizations. When compar- ing the school bus companies registered in MCMIS against national estimates of total firms, only about 20 percent of school bus contractors appear to be registered in MCMIS. Geographic Distribution 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 not reflect the actual operating region of the company and do not include all intrastate-only firms. The figure includes all firms registered in MCMIS, including both for-hire and private carriers. Carriers by Segment The motorcoach, school bus, and trucking industries are divided into various segments and subsegments, as shown in Tables 37, 38, and 39. Because the major subsegments of each industry have been defined differently, direct compar- isons between subsegments are not possible. Moreover, no data are available to estimate the number of school bus firms operating in each subsegment. SAFETY Table 40 shows a comparison of fatalities, injuries, and crashes for the three industries. The fatality data are regarded as representing true population totals (all interstate and intra- state, for-hire, and private), and the injury and crash data are national estimates based on representative samples. The data on motorcoach injuries and crashes include transit buses, and the data on school buses include both school bus districts and school bus contractors, as well as other vehicles used as school buses. As a result, the school bus safety statistics are likely to be approximately three times as large as the statistics for school bus contractors alone. Further analysis of the Fatality Analy- sis Reporting System and General Estimates System files may provide additional refinement of this data. Fatalities and occupant fatalities can be compared among the three industries, as shown in Figures 41 and 42. These fatalities are total numbers and do not reflect changes in 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 more sensitive to year-to-year fluctuations when graphed. ECONOMY AND FINANCES Revenues and Expenses Tables 41 and 42 compare operating revenues and expenses 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 private companies, and data on these companies are not col- lected by BTS or by organizations such as School Bus Fleet magazine, NSTA, and the National School Boards Associa- tion. Consequently, data for only a single school bus com- pany could be obtained, based on tax filings with the Securi- ties and Exchange Commission. Dividing operating expenses by operating revenues shows the operating ratio for each indus-

37 lion in annual revenue. Of the three, the school bus industry depends the most heavily on a single source of revenue (pub- lic school contracts). Driver Qualifications for Employment Table 43 compares the employment qualifications for motorcoach, school bus, and truck drivers. All three types of drivers generally must obtain a Commercial Driver’s License; 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 road signs; pass an FMCSA written examination; and have no criminal record involving drunk driving, drug use, or hit- and-run driving. Because of the nature of their work, school bus and motorcoach drivers must be even-tempered and enjoy working with people. try. The higher the operating ratio, expressed in percentages, the smaller the industry’s profit margin from operations. The data show that from 1994 to 2001, the average operating ratio of the nation’s largest motorcoach companies was 98 percent, and that of the largest trucking operators was 95 percent. This implies that trucking operations are slightly more profitable than motorcoach operations. Between 1993 and 1997, the average operating ratio of the single bus operator was 84 per- cent. However, this statistic should not be taken to represent the industry average. Sources of Revenues Figure 43 describes the sources of revenues for each of the three industries using available data. The trucking data only include for-hire trucking companies with greater than $3 mil- TABLE 36 Comparison of firm and fleet sizes, 2000 Figure 39. Percentage of motorcoach, school bus, and trucking firms by fleet size owned/operated, 2000. Motorcoach 51% 29% 3%3% 8% 7% School Bus 27% 47% 7% 10% 5% 5% 50+ 25-49 10-24 6-9 2-5 1 Trucking 6% 6% 1% 2% 34% 51% 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. 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.

38 Figure 40. Distribution of motorcoach, school bus, and trucking companies by region, 2000. TABLE 37 Motorcoach industry segments, 2000 TABLE 38 School bus industry segments, 2000 West Midwest South Northeast Canada Mexico Other 22% Motorcoach 19% 18% 37% 4% 0.26% 0.02% 0% 1% 0.03% School Bus 12% 38% 37% 13% Trucking 0.68% 0.07% 3% 19% 35% 29% 14% 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. 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. 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

39 TABLE 39 Truck industry segments, 2000 TABLE 40 Comparison of motorcoach, school bus, and truck safety data, 1991 to 2002 Segment Percentages of Companies Offering Service Private 52% For Hire 47% Government 1% Other 2% Source: FMCSA MCMIS, 2000. Motorcoach School Bus1 Truck Year Fatalities Injuries2 Crashes2 Fatalities Injuries Crashes Fatalities Injuries Crashes 1991 46 Further analysis required Further analysis required 134 Further analysis required 22,900 4,821 110,000 330,300 1992 45 Further analysis required Further analysis required 124 Further analysis required 21,400 4,462 139,000 376,000 1993 35 Further analysis required Further analysis required 141 Further analysis required 27,000 4,856 133,000 397,300 1994 25 Further analysis required Further analysis required 107 Further analysis required 23,800 5,144 133,000 460,600 1995 30 Further analysis required Further analysis required 123 Further analysis 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 2000 48 Further analysis required 27,900 147 20,000 28,100 5,282 140,000 457,000 2001 46 Further analysis required Further analysis required 141 13,000 Further analysis required 5,111 131,000 429,800 2002 53 Further analysis required Further analysis required 127 18,000 Further analysis 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. Figure 41. Fatality indices for school bus, motorcoach, and large truck-involved crashes, 1991 to 2002. Year Fatalities (Indexed to 1991) 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3 1.4 1.5 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 School Bus Motorcoach Truck Source: NHTSA, Traffic Safety Facts; NHTSA, Report to Congress: School Bus Crashworthiness Research, 2002.

40 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 TABLE 42 Operating revenues and expenses for trucking operators, 1994 to 2002 Source: NHTSA, Traffic Safety Facts; NHTSA, Report to Congress: School Bus Crashworthiness Research, 2002. Year Fatalities (Indexed to 1996) 0 2 4 6 8 10 12 1996 1997 1998 1999 2000 2001 2002 School Bus Motorcoach Truck 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. Year Number of Carriers Reporting Operating Revenues ($) Operating Expenses ($) Operating Ratio 1994 1995 1996 1997 1998 1999 2000 2001 101 97 94 97 91 86 92 93 27,131,281,000 44,800,140,000 45,385,578,000 48,563,406,000 51,842,375,000 56,215,944,000 63,105,025,000 61,784,590,000 25,229,687,000 43,235,595,000 44,044,274,000 47,069,248,000 49,315,626,000 52,986,464,000 59,199,688,000 58,679,756,000 Average Operating Ratio, 1994 to 2002 93% 97% 97% 97% 95% 94% 94% 95% 95% Source: Bureau of Transportation Statistics, Motor Carrier Financial and Operating Statistics.

Driver Compensation As shown in Table 44, truck drivers on average earn a higher hourly wage than both school bus drivers and motor- coach drivers. The school bus data include district drivers as well as contractor drivers. Driver Work Schedules Table 45 compares typical work schedules of motorcoach, school bus, and truck drivers. Generally speaking, school bus drivers work the fewest hours per week and are the most likely to drive split shifts. School bus drivers and local truck drivers obtain the most consistent quality of rest, typically returning home each night. Motorcoach drivers also generally obtain consistent quality of rest, either at home or in hotels. The qual- 41 ity of rest for long-distance truck drivers is variable, since it is almost always obtained away from home, often in sleeper berths, either at rest stops or while the vehicle is in motion. Another way of comparing driver schedules is to classify work assignments as short-haul versus long-haul, scheduled (repetitive) versus unscheduled (non-repetitive). As shown in Table 46, drivers of short-haul scheduled shifts can expect a 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 Saturdays but no work on Sundays. Drivers of long-haul scheduled shifts generally are on duty 12 to 15 hours out of a 24-hour day. Substantial layovers at destinations may extend their duty-day, and they typically have one or more days off during the week. Drivers of short-haul, unscheduled shifts have nonrepetitive schedules on any day of the week, usually lasting one or two days. Their active duty time each day will Other – 5% Motorcoach Charter – 56% Scheduled – 25% Tour – 11% School Bus Household Goods – 5% Tank – 2% General Truckload – 46% General Less-Than- Truckload – 30% Other – 11% Bulk – 2% Refrigerated – 4% For-Hire Trucking Public School – 89% Local Charter Bus – 3% Private/Parochial School – 3% Special Needs – 2% Interurban Charter Bus – 1% Other – 2% 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.

vary from 10 to 16 hours. Lastly, drivers of long-haul unsched- uled shifts follow nonrepetitive schedules varying in length but not exceeding 14 or 15 hours of duty within a 24-hour period. The hours within which their duty times occur vary from day to day, and they may be called upon to work any day of the week depending upon the demands of the schedule. Driver Duties Table 47 compares the typical duties of motorcoach, school bus, and truck drivers. All three types of drivers are respon- sible for inspecting their vehicle before starting off for the day’s run and for remaining alert to prevent crashes while driv- ing. Some truck drivers perform customer service duties, such as taking orders, collecting payments, selling goods, or soliciting new orders. Motorcoach drivers often must interact with customers and tour guides in order to help make the trip more comfortable and informative, and school bus drivers must maintain order and enforce discipline on the bus. School bus drivers have a particular responsibility for passenger safety, as young children are often not trained to exercise cau- tion in and around moving vehicles. 42 Driver Regulations Table 48 compares the effect of four important FMCSA regulations on motorcoach, school bus, and truck drivers. Regulations concerning hours of service (HOS), medical stan- dards and physical qualifications, drug and alcohol testing, and Commercial Driver’s Licenses generally apply to all three types of drivers, with the exception of those employed by 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 drivers, while motorcoach and school bus drivers continue to adhere to HOS regulations in effect since October 1, 2002. The differences between the old and new HOS are shown in Table 49. Operating Costs per Mile Operating costs per mile are not available for the school bus industry. As shown in Table 50, operating costs per mile for the trucking industry are about $0.17 higher than those for the motorcoach industry. Vehicle Sales As shown in Table 51, annual sales of motorcoaches, school buses, and large trucks increased during the 1990s, then began to decline toward the end of the decade. Sales of large trucks number in the hundreds of thousands, far exceeding sales of the other two vehicle types. In 2002, large truck sales outnumbered school bus sales 10
1, and motorcoach sales 168
1. TABLE 44 Comparison of driver compensation Driver Hourly Wage Ranges Motorcoach $10.64–$15.15 School Bus $10.77–$12.98 Truck $11.48–$15.97 Note: Wages are national medians except for the upper school bus driver compensation limit, which is an average. Source: American Bus Association, Destinations magazine, “2001 Industry Survey”; Bureau of Labor Statistics Occupational Outlook Handbook, 2004–2005 Edition; School Bus Fleet, “2003 Contractor Survey.” TABLE 43 Comparison of driver qualifications for employment Motorcoach Drivers School Bus Drivers Truck Drivers • Obtain a Commercial Driver’s License • Pass a physical exam every two years (if transporting passengers across state lines) • Be 21 years of age (if transporting passengers across state lines) • Submit to random drug and alcohol tests • Have no criminal record involving drunk driving, drug use, or hit-and-run • Speak English well enough to read road signs • Pass an FMCSA written exam • Be courteous, even-tempered, and have strong customer service skills • Obtain a Commercial Driver’s License • Pass a physical exam every two years (if transporting passengers across state lines) • Be 21 years of age (if transporting passengers across state lines) • Submit to random drug and alcohol tests • Have no criminal record involving drunk driving, drug use, or hit- and-run • Speak English well enough to read road signs • Pass an FMCSA written exam • Be even-tempered and emotionally stable • Be aware of the school system’s rules of discipline and conduct • Obtain a Commercial Driver’s License (if operating a vehicle with a GVWR of 26,001 pounds or more or of any size vehicle transporting hazardous material) • Pass a physical exam every two years (if engaged in interstate commerce) • Be 21 years of age (if engaged in interstate commerce) • Submit to random drug and alcohol tests • Have no criminal record involving drunk driving, drug use, or hit-and-run • Speak English well enough to read road signs • 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, 2004–2005 Edition.

43 Trends in Revenue Revenue data are not available for the motorcoach industry, but are available for public school bus contractors and trucking operators with at least $3 million in annual revenue, except household good carriers. These data, pre- sented in Table 52, show that since 1991 public school districts have increased their spending on bus services by 26 percent in inflation-adjusted dollars. Meanwhile, large for-hire trucking firms saw their annual revenues fall dur- ing the mid-1990s, then rise 13 percent above their 1991 level. TABLE 45 Comparison of driver work schedules Intercity Scheduled Routes • May work up to 70 hours per week, and 12 to 14 hours per day. May drive 8 to 10 hours per day. Usually have at least one full day off-duty, many times have two full days. • Daily schedule is consistent for two weeks or more; fluctuation occurs when routes/schedules are changed through bid or reassignment. 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 terminal facilities. Scheduled Destinations • May work up to 70 hours per week and up to 15 hours per day. May drive up to 10 hours per day. Length of duty-day may extend as much as 20 hours. • Daily schedule may fluctuate 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. • May work 8 to 10 hours per day and 40 to 50 hours per week. May drive 7 to 9 hours per day. Daily schedule is consistent, driving approximately three to four hours in the morning; possibly two hours during the mid-day; and three to four hours in the afternoon. Regular work schedule is consistent throughout the school year. • May take students on field trips lasting one to several days, requiring driving up to 10 hours per day and working up to 15 hours per day. Field trips will more likely occur in the spring, but can occur at any time throughout the school year. • Quality of rest is consistent, since it is almost always obtained at home, except during overnight field trips when it is obtained in hotel rooms. • May work up to 70 hours per week, and up to 14 to 15 hours per day. May drive 10 to 11 hours per day. • Daily schedule fluctuates and is dictated by delivery times, pick-up times, unscheduled delays, team driving, etc. • Local drivers may start early in the morning or late at night to avoid traffic. • Quality of rest for local drivers is consistent, since it is almost always obtained at home. Quality of rest for long-distance truckers is variable, since it is obtained mostly in sleeper berths at rest stops, or while the vehicle is in motion (team driving). Long-distance drivers may work in pairs on “sleeper” runs that last for days or weeks. Motorcoach Drivers School Bus Drivers Truck Drivers

44 TABLE 46 Comparison of driver schedules, typical hours worked, and types of duties TABLE 47 Comparison of driver duties Short-Haul Long-Haul Scheduled (Repetitive) Repetitive daily schedule consisting of 6 to 10 hours of duty, usually between 6 A.M. and 6 P.M. Some Saturday work; no Sunday work. Duties: School bus and shuttle coach drivers – transport students/passengers along defined routes to/from predetermined locations. UPS/delivery van drivers – pick up and deliver packages of various sizes to locations within defined geographic areas by predefined times. Daily schedule consisting of 12 to 15 hours of duty within a 24-hour day. Most have repetitive duty times. Some have substantial layovers at destinations which extend the duty-day. Almost all have one or more days off during the week. Duties: Scheduled run bus drivers – transport passengers along defined routes to/from predetermined locations. 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) Nonrepetitive schedules on any day of the week, usually lasting one to two days. Active duty time worked each day will vary from 10 to 16 hours. Duties: School bus and shuttle coach drivers – transport students/passengers along defined routes to/from predetermined locations; assist in handling luggage and other items; assist in accommodating students/passengers at stops, layovers, and destinations. Nonrepetitive schedules varying in length but not exceeding 14 to 15 hours of duty within a 24-hour period. Hours within which duty times occur vary from day to day. Duties performed all days of the week; any off-duty days determined by demands of schedule. Duties: Tour bus driver – transport passengers along defined routes to/from predetermined locations; conduct/narrate sightseeing tour while operating bus. 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. Motorcoach Drivers School Bus Drivers Truck Drivers • Inspect the bus before leaving the terminal or garage. • Be alert when driving in order to prevent crashes. • Keep to schedules and adhere to tour guidelines. • Interact with customers and tour guides as required in order to help make trip comfortable and informative. • Inspect the bus before leaving the terminal or garage. • Be alert when driving in order to prevent crashes. • Exercise particular caution when children are getting on and off the bus. • Maintain order on the bus. • Keep to schedules. • Clean up the interior of the bus. • Prepare weekly reports on the number of students, trips, work hours, miles, and fuel consumption. • Inspect the truck before leaving the terminal or warehouse. • Make sure cargo is secure. • Be alert when driving in order to prevent crashes. • Load and unload cargo as required. • Take orders, collect payments, sell goods, solicit new orders, or perform other customer service duties as required. • After delivery, complete a report detailing the trip. Source: Bureau of Labor Statistics, “Truck Drivers and Driver/Sale Workers,” and “Bus Drivers,” chapters in the Occupational Outlook Handbook, 2004–2005 Edition.

45 TABLE 48 Comparison of driver regulations affecting motorcoach, school bus, and truck drivers TABLE 49 Comparison of FMCSA hours-of-service regulations affecting motorcoach, school bus, and truck drivers TABLE 50 Comparison of operating costs per mile, 2001 Driver Category FMCSA Regulation Motorcoach Drivers School Bus Drivers Truck Drivers Hours of Service (New and Old) New regulations do not apply; old regulations apply to employees of private companies, but not of government-owned operations New regulations do not apply; old regulations apply to employees of private companies, but not of government-owned operations (public school districts) New regulations (in effect January 2004) apply to employees of private companies, but not of government-owned operations Medical Standards and Physical Qualifications Applies only to employees of private companies, not of government-owned operations Applies only to employees of private companies, not of government-owned operations (public school districts) Applies only to employees of private companies, not of government-owned operations Drug and Alcohol Testing Applies to all drivers of vehicles with a seating capacity of more than 15 passengers Applies to all drivers of vehicles with a seating capacity of more than 15 passengers Applies to all drivers of vehicles with a GVWR of 26,001 pounds or more or of any size vehicle transporting hazardous material Commercial Driver’s Licenses Applies to all drivers of vehicles with a seating capacity of more than 15 passengers Applies to all drivers of vehicles with a seating capacity of more than 15 passengers Applies to all drivers of vehicles with a GVWR of 26,001 pounds or more or of any size vehicle transporting hazardous material Source: FMCSA, U.S. Department of Transportation. Motorcoach Drivers School Bus Drivers Truck Drivers Must comply with the rules in effect on October 1, 2002. Must comply with the rules in effect on October 1, 2002. Must comply with the rules in effect on January 4, 2004. May not drive: • More than 10 hours, following 8 hours off duty • After 15 hours on duty, following 8 hours off duty • After 60/70 hours on duty in 7/8 consecutive days Drivers for government-owned operations are exempt. May not drive: • More than 10 hours, following 8 hours off duty • After 15 hours on duty, following 8 hours off duty • After 60/70 hours on duty in 7/8 consecutive days Drivers for government-owned operations (public school districts) are exempt. May not drive: • More than 11 hours, following 10 hours off duty • Beyond the 14th hour after coming on duty, following 10 hours off duty • After 60/70 hours on duty in 7/9 consecutive days Drivers for government-owned operations are exempt. Source: FMCSA, U.S. Department of Transportation. 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.

Passenger- and Ton-Miles Because of differences in reporting methods, trends in passenger- and ton-miles across the three industries are not readily comparable. As shown in Table 53, data on motor- coach passenger-miles are available from different sources before and after 2000, while school bus data are reported in terms of the number of public students transported only. For the years reported, the number of students transported increased 13 percent, and truck ton-miles increased 29 percent. 46 TABLE 51 Annual sales of motorcoaches, school buses, and Class III through VIII trucks, 1994 to 2002 Number of Vehicles Sold Year Motorcoaches School Buses (Types A, B, C, and D) Manufacturer Classes III–VIII 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 TABLE 53 Comparison of motorcoach passenger-miles, school bus passengers, and truck ton-miles, 1991 to 2002 Year Purchased Services for Public School Bus Transportation ($ Millions, 2000) Revenue for Trucking Firms with over $3 Million Revenue ($ 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. Year Motorcoach Passenger-Miles (Millions) Public School Students Transported by Bus (Millions) Truck Ton-Miles (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.