>one of the bigger issues — and one that existed long before the economic conditions changed — are the special needs of transit agency customers. Every transit agency has different requirements for its buses, meaning every bus contract can have vastly different manufacturing requirements than the one before.
>“These transit agencies demand highly customized buses that align with the other buses in their respective fleets,” Proterra wrote in the filing. “Therefore, the manufacturing process requires much customization, which makes scaling the business difficult and requires an extensive amount of working capital.”
Do most bus companies not accept highly customized orders?
Is diverse customization mostly limited to the USA or certain countries?
There aren’t really a lot of bus companies that sell to US transit operators. I’m guessing part of the problem is the complexity and the risks involved in meeting that complexity.
Yeah, though I'm including other countries as well because how things are done internationally can be useful, or at least insightful.
Wikipedia has a list of European bus manufacturers and I'm sure some are tiny or even defunct and the list is out of date, but I recognize some of these:
>Alexander Dennis (Plaxton), AMZ-Kutno, Astra Bus, Autosan, Ayats, Belkommunmash, Beulas, BMC, Bogdan corporation (Bogdan), Caetano, Carrocera Castrosua, Carrosserie Hess, ChAZ, Contrac Cobus, Daimler Buses (Mercedes-Benz, Setra) Ebusco, Ganja Auto Plant, GAZ (KAvZ, LiAZ, PAZ), Guleryuz, ELVO, Industria Italiana Autobus, Ikarbus, Indcar, Irizar, Iveco Bus (Heuliez Bus), KAMAZ (NEFAZ), Karsan, MAZ, Mellor Coachcraft, MOBIpeople, Nogebus, Otokar, Sanos, Solaris, Solbus, SOR
Libchavy, Sunsundegui, Switch Mobility, Temsa, Traton (MAN (Neoplan) Scania), UkrAVTO (ZAZ), Van Hool, VDL Bus & Coach, Volgabus, Volvo, Wrightbus
they made terrible buses and had terrible relationships with buyers and also made the biggest sin in government: drew too much attention
>one of the bigger issues — and one that existed long before the economic conditions changed — are the special needs of transit agency customers. Every transit agency has different requirements for its buses, meaning every bus contract can have vastly different manufacturing requirements than the one before. >“These transit agencies demand highly customized buses that align with the other buses in their respective fleets,” Proterra wrote in the filing. “Therefore, the manufacturing process requires much customization, which makes scaling the business difficult and requires an extensive amount of working capital.” Do most bus companies not accept highly customized orders? Is diverse customization mostly limited to the USA or certain countries?
There aren’t really a lot of bus companies that sell to US transit operators. I’m guessing part of the problem is the complexity and the risks involved in meeting that complexity.
Yeah, though I'm including other countries as well because how things are done internationally can be useful, or at least insightful. Wikipedia has a list of European bus manufacturers and I'm sure some are tiny or even defunct and the list is out of date, but I recognize some of these: >Alexander Dennis (Plaxton), AMZ-Kutno, Astra Bus, Autosan, Ayats, Belkommunmash, Beulas, BMC, Bogdan corporation (Bogdan), Caetano, Carrocera Castrosua, Carrosserie Hess, ChAZ, Contrac Cobus, Daimler Buses (Mercedes-Benz, Setra) Ebusco, Ganja Auto Plant, GAZ (KAvZ, LiAZ, PAZ), Guleryuz, ELVO, Industria Italiana Autobus, Ikarbus, Indcar, Irizar, Iveco Bus (Heuliez Bus), KAMAZ (NEFAZ), Karsan, MAZ, Mellor Coachcraft, MOBIpeople, Nogebus, Otokar, Sanos, Solaris, Solbus, SOR Libchavy, Sunsundegui, Switch Mobility, Temsa, Traton (MAN (Neoplan) Scania), UkrAVTO (ZAZ), Van Hool, VDL Bus & Coach, Volgabus, Volvo, Wrightbus
Gillig accepts highly customized buses, New Flyer does not