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    Palm Beach County, FL USA
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    All public transportation--land, sea, and air......

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  1. Not sure what difference it makes, but weren't those fitted with trailer hitches and glad hand connection's for GLC trailer's? They could easily be removed, so doubt it, but who knows?
  2. Greyhound "USA", does not go into Ontario. Never did. They pooled with Greyhound Canada, before them, Trentway Wager, and before them, Gray Coach Lines, to reach Toronto from either Buffalo, or Niagara Falls. Since Greyhound Canada is shut down, they have to find another pool partner if they want to sent their buses to Toronto.
  3. Since when does GLI go all the way to Toronto?
  4. This was essentially what Greyhound was asking for. I hope these companies have better luck than Greyhound did. Maybe they will, based on this article which was in a link from that one... https://www.timescolonist.com/business/island-bus-lines-get-3-35-million-to-keep-inter-city-routes-running-1.24301500?utm_campaign=magnet&utm_source=article_page&utm_medium=related_articles
  5. One note about that wiki page...the Denver Regional Transportation District (RTD), only took over their routes as far as Longmont, as Larimer County did not join the District. Continental Trailways, which already ran thru their territory with interstate rights on their Cheyenne route, took over the local runs to Fort Collins, for a while. Can't recall if they also ran the two daily trips on to Laramie, WY. Continental did not buy any of Colorado Motorway's buses, which all went to RTD. Continental ran their Eagles on the routes.
  6. Now the question is, what will happen to GLI? Doesn't look like anyone is chomping at the bit to buy them from FirstGroup...
  7. I have not been following this enough to know what's been going on, but wondering what the status of Coach Canada is? I would have thought that they would have been the most likely to take over GLC's routes out of Ottawa...at least the Toronto runs, if not Ottawa-Montreal...and perhaps the Syracuse run, if that ever runs again...
  8. Perhaps they should bring back the "Voyageur" name?
  9. I would have thought that FirstGroup was selling them both together, since that was how they bought them originally (from Laidlaw)...? It would have more value that way, to lock the brand "Greyhound", if that is what they want...
  10. Some valid points, but on the other hand, the loss of a strong national network will also be missed. For some smaller operators, they depended on the traffic that the national network fed them, as well as the opportunity to sell over their routes. Also the support of their technical expertise and administrative functions that benefited them as well. Also, the use of their terminal and garage facilities in many locations. The change from terminals to street stops, and paper tickets to e tickets and online sales, has solved that loss.
  11. It is if they are in the process of selling their operation....then it will be up to the new owner to answer the questions.
  12. Nice article, thanks for posting it. At least it emphasizes the importance of intercity bus service, rather than the usual about how undesirable it is to have a bus terminal in a vicinity... The fact that Greyhound, in light of its situation, did not respond to questions, shouldn't surprise anyone....
  13. What indication are you referring to? This one? https://ridebustang.com/west-line-schedule/ Only one thru trip Denver to Grand Junction, and only on weekdays, unless I am missing something. At one time, Greyhound ran three local trips that went all the way to Salt Lake City enroute to Seattle that route, plus at least two express trips that went that way to Las Vegas and Los Angeles. Every day including holidays.
  14. I would hope that it is someone who plans to restore the international network, to at least a semblance of what it was, but don't have much belief that can be done at this stage. As for subsidies...I don't believe they would be necessary if not for deregulation. Back in the regulated era, at least in the US, much of the nation was adequately served by two competing systems, plus independent regional carriers. The profitable routes cross-subsidized weaker branch lines. The regulatory bodies insured fair fares, and adequate schedules. And the employees earned a decent living
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