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    Queens, NY, USA
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    All public transportation--land, sea, and air......

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  1. I don't know all the legalities of this issue, but I can only relate what I know of Adirondack's initial acquisition of the right to serve Montreal, back in the mid '90's.... They had initially two daily trips...one used New York or Albany based driver's, the other used Montreal based driver's. They had to hire four driver's in Montreal...three 'regular', and one 'extra'. You are correct about them carrying locally within New York State...they had to either have dual citizenship, or have a US work permit to do that. There were occasionally other extra driver's employed who did not those qualifications...they could only carry international passengers within NY. They would usually be loaded as an extra section 'express'. If they had to work a local, an Albany driver had to relieve them at Plattsburgh. They also had to hire a local representative, as you mentioned, who also became their supervisor, and agency rep. A couple of other means to win the route, was to purchase Quebec made Prevost's, and to serve Longueuil on a schedule....
  2. Thanks for your response. I understand it is 100% GLI operated, but are you also sure there are zero Vancouver based driver's on that run...Vancouver based GLI, not GLC? I wasn't exactly 'echoing' everything you said...saying that the Canadian carrier "uses" the American carrier's operating authority in the states, to me, implies that the Canadian carrier is operating the trip, when in reality, they aren't...they are just pooling buses in a jointly operated thru trip. And for Northland to obtain operating authority...I am not so sure they could, unless they set up a new US based subsidiary company for that purpose.
  3. You would see Canadian buses in the pool on the Toronto-Buffalo-New York City run, as that is a joint operation between the Canadian and US carrier. On the Vancouver-Seattle, and the Montreal-New York City run, the entire run is by the US carrier. If you see a Canadian bus on the latter example's, it is either "borrowed", or part of a longer pooled trip. For example, at one time some New York City to Montreal trips continue on to Ottawa. That was a pooled trip, with the Canadian carrier operating from Montreal to Ottawa, and hence the requirement to contribute their pro-rated share of the buses. Now as far as the driver's on the Montreal-New York City trips are concerned, they are all working for the US carrier...whether it is GLI or Adirondack. They do not change at the border. However, some of the driver's on that run, a pro-rated percentage, must be Canadian's. Both GLI and ADT have some Montreal based Canadian driver's. The GLI ones may even wear GLC uniforms, but they do not work for GLC. I can't say for certain, but I would guess the same rule applies at Vancouver...some of GLI's driver's on the Seattle run may be Canadian GLI driver's, not GLC (lucky for them!)... Hope that helps.... Someone asked earlier about the Montreal-Boston run, and I explained that originally, Eastern Greyhound and Vermont Transit pooled thru service, changing carrier's in Burlington. Since Burlington to Montreal is a relatively short distance, the companies, and the driver's union's set it up, so that VT drivers could go all the way into Montreal, on most trips, and that EGL drivers could go all the way to Boston (or sometimes Springfield depending on route), on their pro-rated share of the mileage, so it all balanced out in the end. Doing this also allowed expresses to not even stop in Burlington...
  4. Originally Vermont Transit ran the Boston to Burlington segment, with Eastern Greyhound Lines from there to Montreal. Later, Greyhound bought VT, and later still, merged it into their line. And that is how it remains...Greyhound all the way.
  5. Greyhound Canada does not have any line run operating authority between Toronto and New York, nor does Coach Canada (formerly Trentway-Wager). Both of these Canadian carrier's pool their thru coaches between Toronto and New York with US carrier's. The US carrier's, may be owned by the same holding corporation as the Canadian carrier...FirstGroup or Stagecoach, or they may not, Trailways of New York (New York and Adirondack Trailways). I am not sure about how 'cabotage laws' apply now, but it used to be that carrier's from one nation operating into another could only carry international traffic, and not local traffic wholly within the 'foreign' country. So....if Northland would want to run thru service to New York City, they would have to do so under those circumstances, but due to the vast difference in mileage beyond the border, not being able to carry local traffic would be a big disadvantage, They would be much better off to find a US carrier to pool with. I suppose if they couldn't, they could form their own US subsidiary for that purpose.
  6. We would call the next scheduled open station. In real emergencies, we could call the state highway patrol to stop the bus, and have the driver call in. CB radio use was against company regulations.
  7. That's 'modern' compared to the ancient "Greycom" computer I used to operate, when dispatching in Omaha in 1971-1973...had to enter data on paper 'punch' tapes, and if one character was out of format, had to redo...what a PITA! But it did modernize a lot of dispatching, and bus status function's, previously done on the phone, or manual real time teletypes...
  8. I can't say when, as I don't have access to my timetable collection, currently. I will take a guess as to why... Sometime along the way, they computerized everything, and their software required some type of grouping of trip numbers that would be compatible with their accounting system...just my guess...
  9. Improving on time performance gets a whole lot easier, when you cut out a lot of schedules, as airlines, railroads, and buslines have learned of late....😉
  10. According to that Bloomberg News story, FirstGroup is breaking up more than just in North America... https://www.bnnbloomberg.ca/video/greyhound-owners-being-broken-up~1694834 As far as their stewardship of Greyhound, IMHO, at first they made a positive impact infusing large sorely needed capital to purchase a lot of new equipment. But after a while, they continued the long slide downhill, that in fairness, started long before they acquired Laidlaw, and the rest of the properties. They just couldn't seem to turn it around, like many hoped they would.
  11. Trailways used the "home shop" system for its pools. Each pool would have a dedicated roster, licensed for the area the pool covered. Where more than one company or division was involved, each would contribute their "pro-rated" share of buses to the pool, and each would 'host' a home shop for various pools also on a pro-rated basis, Greyhound Lines used the "A-B-C" scheduled maintenance system. They had pools too, that were licensed for the area they would cover, but no 'home shop'. Whichever shop the bus entered when it was due by time or mileage, was supposed to pull the coach off line, and perform the required periodic maintenance. If this was done, the system would work. But if Operations was short on equipment, they would pressure the shop, and they would put off performing the maintenance. Sometimes if the shop was overwhelmed with too much work, they too would push the bus on towards another shop, like playing "hot potato"... As was mentioned, Greyhound relays their coaches along long trips, so almost impossible to assign driver's a "regular" coach. And doing that might involve negotiating the collective bargaining agreement somehow...
  12. Congratulations on your achievement....your's sounds like "my kind" of company...👍
  13. Adirondack Trailways is licensed to operate line runs from New York into Montreal... Their partner, New York Trailways, only operates to Buffalo and Niagara Falls, NY. All their pool trips into Toronto are with Greyhound Canada, (originally with Gray Coach Lines). The driver's on line runs change at the border, even if the bus goes thru. I suppose, they might be able to obtain rights to operate from Buffalo to Toronto, but they would have to go non-stop, or if making stops, only carry passenger's internationally, with no local passengers whose entire ride was in Canada. More likely, they would try to find a new Canadian partner to pool with.
  14. Incredible to think, the only Greyhound presence in Canada may be GLI at Montreal and Vancouver...as long as that lasts...😞
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