Behind the familiar school bus brand of Thomas Built Buses is a manufacturing and engineering network that is undergoing a significant transformation.

During an October media event at Freightliner Custom Chassis Corporation (FCCC) in Gaffney, South Carolina, Daimler Truck Specialty Vehicles executives outlined how making Thomas Built Buses and FCCC one business unit is changing the way school buses are designed, manufactured and supported throughout their service lives.

School Transportation News Publisher Tony Corpin attended the event earlier this month, where he toured the manufacturing facility and engineering validation center and spoke with company leadership about the implications for the school transportation industry.

Although the two companies have worked together for more than two decades, their operations have historically remained separate. Daimler Truck Specialty Vehicles President and CEO T.J. Reed said the consolidation is intended to eliminate those divisions and capitalize on shared resources.

“We had three separate engineering groups,” Reed explained, referring to the body engineering team at Thomas Built Buses in High Point, North Carolina, and the separate internal combustion and battery-electric chassis engineering teams at FCCC. “We combined those as what I call an engineering technical powerhouse.

The change adds capacity for product development and ongoing vehicle support.

For school transportation directors, the significance of that integration extends beyond manufacturing efficiency. It could influence everything from the technology available on new school buses to how quickly maintenance concerns are resolved.

Connecting the Chassis and the Body

The relationship between Thomas Built Buses and FCCC dates to 2004, when the companies began collaborating on the Saf-T-Liner C2 school bus platform. Today, FCCC manufactures school bus chassis in Gaffney before transporting them approximately 125 miles along Interstate 85 to the Thomas Built Buses body assembly plant in High Point, North Carolina. The Gaffney facility operates three production lines dedicated to school buses, recreational vehicles and walk-in vans.

Reed said the specialty vehicle business differs from traditional truck manufacturing because the vehicles require more specialized configurations for transporting people.

“Everything we build has a body. We don’t build tractors here,” he said, noting the importance of integrating mechanical and electrical systems between the chassis and body.

Combining the engineering teams allows the manufacturer to share knowledge across its school bus, recreational vehicle and commercial delivery platforms.

During the tour of the engineering validation center, company representatives explained that improvements developed for one vehicle application can now be more readily transferred to others. For example, engineering solutions designed to reduce vibration between a school bus body and chassis can inform similar applications for recreational vehicles.

Electrical technology offers even greater opportunities for collaboration, particularly as school buses incorporate more sophisticated controls, diagnostics and battery-electric systems.

Manufacturing Improvements and New Powertrain Options

The organizational restructuring comes alongside investments in Thomas Built Buses manufacturing facilities and product lineup.

Reed said the company’s High Point operations recently completed improvements to its historic North Campus, including a dedicated production line for the Minotour Type A school bus. The changes have increased production capacity while supporting quality improvements.

The company also updated its Type D transit-style school buses to share more components and manufacturing processes with the higher-volume Saf-T-Liner C2 platform. Reed explained the changes are designed to improve production output and consistency.

Meanwhile, Thomas Built Buses is expanding its propulsion options as school districts weigh fuel costs, fleet replacement needs and infrastructure investments. The manufacturer is preparing to introduce the Cummins B6.7 Octane gasoline engine in the Saf-T-Liner C2, complementing its existing diesel and battery-electric offerings.

Electrification also remains an important part of the company’s strategy, despite changes to federal funding and the regulatory environment. Reed pointed to the second-generation Saf-T-Liner C2 Jouley electric school bus, which uses an Accelera by Cummins electric axle, as an example of continued investment.

The company is also developing its electric Type D platform, the Saf-T-Liner eHDX2 Wattson, which shares powertrain technology with the Jouley.

At the engineering validation center, attendees learned how the electric buses undergo reliability and durability testing designed to replicate years of service in a compressed period.

Company engineers said durability testing can simulate approximately 300,000 miles of operation in less than six months. The process includes vehicle testing on specialized tracks, vibration testing and evaluations of battery protection during crash scenarios.

For school districts considering alternative powertrains, these efforts underscore the importance of evaluating long-term reliability alongside vehicle range and operating costs.

One Customer Service Operation, Fewer Delays

Perhaps the most immediate impact of the consolidation for school transportation operators is occurring after vehicles leave the factory.

Nick Rini, vice president of quality and customer experience for Daimler Truck Specialty Vehicles, said the company has unified its previously separate customer assistance operations into one centralized system.

Previously, Thomas Built Buses and FCCC maintained separate customer assistance centers and quality management structures, despite providing components for the same vehicle. The consolidation created a single customer assistance center operating 24 hours a day, seven days a week, with specialists supporting the company’s different product lines.

Rini said the restructuring did not result in staffing reductions. Instead, the company expanded its aftermarket support and quality functions. The goal is to eliminate unnecessary handoffs between departments and accelerate the resolution of service concerns.

An out-of-service bus can require route adjustments, substitute vehicles or additional maintenance labor, faster response times can have a direct operational impact. Rini explained that vehicle downtime is a key performance indicator for the organization.

The company strives to complete service work within 48 hours, while vehicles remaining out of service for five days trigger additional attention and escalation.

That process can include coordinating with dealerships, locating replacement parts or engaging suppliers such as Cummins to resolve powertrain concerns.

“We’re seeing results on days out of service,” Rini said, adding that the company is also observing quality improvements in manufacturing and operations.

Remote Diagnostics and the Future of Maintenance

The consolidation also presents opportunities for more advanced diagnostics and technical support.

During the event, Corpin asked company executives about predictive maintenance technology, telematics and the potential use of augmented reality to assist technicians.

Rini explained that DTSV already monitors telematics information from certain customer fleets, although those capabilities are not yet as extensive as the company’s commercial truck operations.

Battery-electric school buses represent an area where the manufacturer has made greater progress.

“Telematics on battery electric is really probably where we’ve seen the most opportunity, and really we’ve seen the most success, too,” Rini said.

The technology allows the company to access real-time vehicle data, identify early warning indicators and assist with remote diagnostics.

However, the system continues to evolve, with the manufacturer working to make diagnostic information more accessible throughout its customer support organization.

Remote technical assistance is also becoming part of the service strategy.

Rini described technology that allows customer support specialists to guide technicians through repairs using live video connections, potentially reducing the need for additional personnel to travel to a service location.

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The manufacturer is beginning to deploy the capability in the field, with plans to expand its use.

Rini said the technology could be particularly beneficial when specialized technicians and access to vehicles are limited.

AI may eventually provide additional opportunities, but the company is approaching its application to customer service cautiously.

“If AI makes us better, then we’ll use it,” Rini said, emphasizing that the company does not intend to replace human customer support simply for the sake of adopting technology.

What It Means for School Transportation?

Thomas Built Buses currently accounts for approximately 35 percent of the school bus market, according to Reed, making the direction of Daimler Truck Specialty Vehicles significant for transportation operations across North America.

For school districts, the consolidation could translate into greater product consistency, more coordinated technical support and faster integration of new technology.

It also highlights the increasingly interconnected relationship between commercial truck engineering and school bus manufacturing.

As transportation departments evaluate new vehicles, manufacturers are being asked to deliver more than a reliable bus. They must also provide accessible diagnostics, responsive service networks and technology that supports increasingly complex fleet operations.

Daimler’s approach is to bring those functions closer together, from initial engineering through manufacturing and aftermarket support.

(Photos courtesy of Daimler Trucks North America.) 

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Article written with the assistance of AI and live recording notes. This version corrects the spelling of Nick Rini’s name.

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Long before GPS, onboard cameras and electric drivetrains, students climbed aboard horse-drawn wagons, wood-bodied buses and heavy-duty coaches built for routes that could be as demanding as the communities they served. Today, a small number of those vehicles survive in museums, company collections and private hands, offering a tangible record of how student transportation evolved.

The familiar yellow school bus did not arrive fully formed. In rural North America, getting children to school was once a local problem solved with whatever transportation was available. In the U.S., horse-drawn “kid hacks,” short for hackney carriages, and school wagons carried students before purpose-built motorized buses became common. Wayne Works developed a horse-drawn School Car in 1892 and a motorized version by 1914. By 1932, 63,000 school buses were operating in the U.S., according to the Smithsonian’s National Museum of American History.

Those buses were also changing education itself. Transportation made it possible for rural districts to close small one-room schools and move students to larger consolidated schools.

A similar transition occurred across Canada, and surviving vehicles at the Western Development Museum in Saskatchewan help tell that story.

Kaiti Hannah, curatorial associate for the Western Development Museum, told School Transportation News that the museum’s Saskatoon location includes a small display about the shift during the 1950s from one-room schoolhouses to busing students to larger urban schools.

Among the museum’s most evocative artifacts is the Conquest school bus, a horse-drawn vehicle displayed near a one-room schoolhouse. The museum also has an archival image of the bus dating to 1926. Hannah said the museum does not have extensive information about the vehicle’s early history, but it entered the collection in 1961.

Another early Saskatchewan bus, displayed at the museum’s North Battleford location, has a more detailed provenance. It was one of eight school buses purchased by the Viscount School Board in 1923 from William Landa’s Landa Carriage Works in Saskatoon. Each cost $350, and the buses served in the school district for about 20 years. The surviving example entered the Western Development Museum collection in 1949.

Hannah said she is not aware of any preserved early Canadian motorized school buses or private Canadian collectors specializing in historic pupil transportation vehicles, though she noted examples may exist elsewhere. That uncertainty is part of the preservation challenge. Unlike locomotives, automobiles or aircraft, school buses were working vehicles that often stayed in service until they were worn out, repurposed or disposed of.

Vehicles like those are reminders that “school bus” once described a much broader range of equipment than the standardized vehicles familiar today.

In the U.S., that standardization took a major step forward in 1939, when rural education specialist Frank W. Cyr organized a national conference at Teachers College, Columbia University. Delegates developed 44 standards covering such details as body dimensions, aisle widths and doors. They also selected the yellow-orange color that became the enduring visual identity of the American school bus.

The National Congress on School Transportation was born.

Before 1939, buses could appear in a variety of colors and configurations. Cyr’s conference brought representatives together to establish greater consistency, with visibility and safety among the considerations. Yellow was gradually adopted across the country. What began as a standardization decision became one of the most recognizable symbols of public education.

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Building a Better School Bus

Before that standardization, manufacturers were already experimenting with stronger bodies and purpose-built designs.

One of the most significant survivors is Blue Bird No. 1, completed by Albert L. Luce in 1927. Luce had previously mounted a purchased wood bus body on a Ford truck frame for a customer, only to see the body begin to shake apart on rough Georgia roads. He responded by reinforcing a later body with a steel framework beneath the wood. The Henry Ford Museum of American Innovation in Dearborn, Michigan, now identifies that 1927 vehicle as the oldest surviving school bus in America.

Julianne Barclay, a Blue Bird spokesperson, said the original bus was sold to a customer and placed into school bus service. Only later did it become known retroactively as Blue Bird “No. 1.”

The Luce family reacquired the bus in 1946 and restored it, placing the body on a Ford Model TT chassis, Barclay said. It was restored again in the 1970s and donated to The Henry Ford Museum in 2008. A replica is displayed at Blue Bird’s Fort Valley, Georgia, facility.

The preservation story is continuing as Blue Bird approaches its 100th anniversary in 2027. Barclay said the Luce family traditionally kept a bus approximately every 10 years, and a couple of those historic vehicles are being restored by Blue Bird dealers as part of the centennial. Blue Bird also plans to develop a more formal archive as the company looks toward its next century.

The 1927 bus captures an era when school bus construction was still evolving rapidly. Its wood and steel body seems far removed from a modern Type C or Type D bus, but the engineering problem behind it remains recognizable: Build a vehicle durable enough to carry students safely over the roads it will encounter every day.

A preserved 1940 Chevrolet school bus at the North Carolina Transportation Museum illustrates another important step in that evolution. The bus was built by the company then known as Perley A. Thomas Car Works. Perley A. Thomas had worked as chief engineer for Southern Car Company before establishing his own business in 1916 after the company closed. His operation initially focused on streetcars before moving into school bus manufacturing as automobiles and road transportation expanded. Thomas Built Buses began building school buses in 1936.

Matt Abbott, collections manager for the North Carolina Transportation Museum, said the museum’s 1940 Chevrolet Thomas Built Bus was used by Iredell County until it was retired around 1960. The county continued using it in parades after its regular service life ended.

Thomas Built Buses regained possession of the bus in 1995. It was restored in 2003 and donated to the museum in February 2007, Abbott said.

The bus is an especially striking contrast with today’s interiors. According to Thomas Built Buses, the all-steel vehicle has a six-cylinder gasoline engine and four long benches on which children sat facing each other rather than facing forward.

Meanwhile, International’s IC Bus traces its origins to a similar time, in 1936 with predecessor Ward Body Works’ first all-steel school bus.

That difference is more than cosmetic. School bus design increasingly became shaped by formal safety requirements. Federal school bus standards that took effect April 1, 1977, addressed rollover protection, body joint strength and passenger seating and crash protection. Federal Motor Vehicle Safety Standard 222 established the compartmentalization concept used in large school buses, including higher, stronger seat backs, additional padding and controlled seat spacing.

Preserved buses make those changes visible in a way a written timeline cannot. Walk from an early side-bench interior to a later high-back school bus seat, and decades of safety engineering are immediately apparent.

Keeping History on the Road

Not every preserved bus spends its retirement standing still.

At the Templeton Historical Museum in Templeton, California, a restored 1933 school bus remains licensed, insured and roadworthy. The bus was purchased new by the Templeton School District in 1933 and remained in student transportation service until 1949, according to the district’s history. Museum volunteers later spent five years restoring it.

Steve Vize of the Templeton Historical Museum said the vehicle continued serving the district even after its days of transporting students ended.

“It was later used as a truck within the school district for various tasks,” Vice said, adding that auto shop students drove it during the 1970s.

The bus also developed a second life as a community fixture. Vice said it appeared in Templeton’s Fourth of July Parade in the 1970s. Restoration reporting from 2014 said the bus had not had a running engine since its last parade appearance in 1985, before volunteers returned it to operating conditions.

Today, history is moving again.

“It is licensed and insured, and we drive it in the July 4 parade every year,” Vice added. “It is always on display when we have community events.”

The bus offers a particularly literal example of living history. It does not simply show visitors what school transportation once looked like. It returns to the same community streets where generations have seen it work, parade and reappear.

Even darker periods in school bus history are preserved. The Brights Pioneer Museum near LeGrand, California houses the actual International Loadstar Chowchilla school bus that three armed men kidnapped with its school bus driver and 26 children on board on July 15, 1976. The museum is housed about 16 miles to the northwest of Chowchilla, California.

Ryan Hahn, a consultant who has worked in student transportation for 25 years, takes a similar approach with vintage Gillig buses that he still puts to work at industry-related events.

“One of the things that we do to preserve history and also to make it a point when we advertise is we use vintage school buses like this one,” Hahn said of his 1969 Gillig.

He purchased the bus from a church that had owned it for 35 years and kept it in a garage. As a result, Hahn said, the vehicle remains in “really, really excellent condition.”

Rather than treating the Gillig only as a display piece, Hahn uses it to carry people to local events, trade shows, dinners and functions for school business officials and superintendents. Industry professionals can experience the vehicle as a bus, not simply view it behind a barrier.

Gillig itself has roots reaching back to the 19th century and moved into school bus manufacturing in the 1930s. The manufacturer later became known on the West Coast for rugged school bus designs and introduced diesel power to its school bus line in the 1950s.

Hahn’s second vintage Gillig, a 1970 model, demonstrates just how specialized some of those buses became. The vehicle was owned by Shasta College in Redding, California, and transported college students to sporting events. Hahn said the college also operated routes that picked up students at hub locations during the 1960s and 1970s.

The bus uses a midship engine mounted on its side, commonly described as a “pancake” engine, rather than a rear-engine layout. It is also a tandem-axle vehicle with both rear axles driven.

“A lot of districts and school systems would buy these for heavy loads,” Hahn explained.

His bus seats 97 students and operated in snow country, where the driven tandem rear axles and locking differential could provide additional traction. The layout placed the engine beneath the floor near the center of the bus, creating a mechanical configuration that would look unusual to many technicians and drivers accustomed to current conventional or rear-engine school buses.

The capacity itself speaks to a particular chapter of school transportation history, when manufacturers developed extremely large buses to accommodate growing student populations and demanding routes.

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Across the surviving buses, the details differ: Wood bodies, steel reinforcements, side-facing benches, midship diesels, tandem axles and capacities that would raise eyebrows today. But together they document the same long-running challenge: Finding dependable ways to connect students with education.

They also show how much of student transportation history can disappear when vehicles are scrapped after their useful service life. Museums can preserve examples, manufacturers can maintain corporate artifacts and private owners can restore buses. But the number of surviving vehicles becomes smaller with each generation.

That makes the preservation work taking place now especially valuable. Blue Bird’s approaching centennial celebration is prompting new attention to company archives and restorations. Museums in Saskatchewan, North Carolina and California are maintaining vehicles tied to local education and manufacturing history. And collectors such as Hahn are keeping old buses operational enough to let a new generation step aboard.

For an industry built around moving forward, these buses provide a reason to look back.

Long before telematics, alternative fuels and advanced driver-assistance systems, there were school wagons crossing rural communities, early bodies rattling over rough roads, all-steel buses replacing wood construction and massive diesel coaches engineered to move nearly 100 students at a time.

The technology has changed dramatically. The mission has not.

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LOUISVILLE, Ky. — The National Association of Pupil Transportation announced several winners and its latest inductee to the NAPT Hall of Fame during its annual conference this weekend.

The event in Louisville, Kentucky recognized Keith Henry, a longtime student transportation leader whose career has been marked by service, mentorship and advocacy for the profession, as this year’s solo inductee into the NAPT Hall of Fame. Henry is a past president of NAPT and currently serves as president of the NAPT Foundation. He is also the executive director of the Missouri Association for Pupil Transportation.

Henry started in the student transportation industry in 1994 as director transportation for Windsor School District in Imperial, Missouri following six years of service as an aviation electrician in the U.S. Coast Guard. He moved to Mehlville School District in 1997 as director of transportation and support services and then to Independence School District as director of transportation in 2010. He joined Lee’s Summit R-7 School District as director of transportation in July 2016 and four months later began his two-year term as NAPT president. He retired from Lee’s Summit at the end of June 2021.

NAPT describes its Hall of Fame as the association’s highest individual honor, recognizing professionals whose contributions, influence and leadership have had a lasting impact on both NAPT and the school transportation industry.

“I’m not up here, I don’t think, by accident but by design. And it wasn’t not my design, it was all your design,” Henry said during his acceptance speech Oct. 4. “You all have put so much into me and that’s the why. And my why is simple. I like to help others. I like to serve others. .. I went into the Coast Guard because I wanted to help others. When I got out of the Coast Guard in 1994, I took a temporary job in a transportation department that I didn’t seem to be able to kick. Here I am.”

The 2026 NAPT Distinguished Service Award was presented to Sue Shutrump, recognizing her exemplary leadership, service and “unwavering desire to make things safer for all children on the school bus” over the past 41 years, said nominator, NAPT past-president and NAPT Foundation board member Alexandra Robinson. A retired occupational and physical therapy supervisor for Trumbull County ESC in Ohio, Shutrump is the owner of Sue Shutrump Consulting and serves as co-chair of NAPT’s Special Needs Advisory Committee alongside Robinson. She is a member of the Transporting Students with Disabilities and Special Needs Tenured Faculty and long-time supporter of those who transport students with disabilities and preschoolers.

Shutrump recounted how she first became involved in school transportation in 1991, after her supervisor at the time received a phone call from a parent who expressed concern that her son was being transported unsafely to school in his wheelchair.

“I learned that she was right and I have never stopped learning since then,” Shutrump said during her acceptance speech. “And that is thanks to this incredible transportation community, full of people who are so willing to share their expertise in support of getting kids to school safer.”

Meanwhile, Jeff Hall, a school bus driver for Dickson County Schools in Tennessee, was posthumously awarded the NAPT Heroism Award sponsored by Blue Bird, for his selfless and decisive actions while evacuating students during a December 2025 school bus fire emergency, despite only being a school bus driver for four months. He died unexpectedly Feb. 10. Melissa Garton, director of transportation for Dickson County Schools, accepted the award on Hall’s behalf Sunday.

The School Bus Driver Training & Safety Award, sponsored by IC Bus, was presented to Dennis Murphy, training and safety officer for Greenville County Schools in South Carolina. Murphy was recognized for his commitment to school bus driver training and for helping advance student transportation safety. He was ill and unable to attend NAPT, so his colleague Shane Mitchell accepted the award on his behalf. IC Bus created the award to recognize school districts, companies and transportation professionals with exemplary driver-training programs and includes a $500 grant to further enhance driver training within the recipient’s operation.

The Continuing Education Award, sponsored by Thomas Built Buses, was presented to Angela Renz, the Northeast and Southeast Quadrant Manager for Metro Nashville Public Schools in Tennessee. The award recognizes Renz’s commitment to continued learning and to advancing the student transportation profession through education.

The NAPT Special Needs Transportation Award, sponsored by Q’Straint/Sure-Lok, was presented to Pamela Kelley, transportation administrative assistant at Spartanburg School District Six in South Carolina. Kelley was honored for her dedication to providing safe, compassionate and exceptional transportation for students with disabilities and special needs.

Related: Shutrump Humbled By Grandolfo Special Needs Award at STN EXPO
Related: Update: NHTSA Seeks Fix to Child Safety Restraint Standard Affecting School Buses
Related: NAPT Opens Nominations for 2026 Board Elections in Three Regions

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HIGH POINT, N.C.– Thomas Built Buses (TBB), a leading manufacturer of school buses in North America and a division of Daimler Truck Specialty Vehicles, announced the appointment of Brian Daniels as vice president of sales, aftermarket and marketing, effective late October.

Daniels brings two decades of experience with Daimler Truck North America (DTNA) and deep ties to the school bus industry to his new role.

“Brian is a proven and respected leader whose track record of delivering results, building strong teams and earning the trust of colleagues, customers and industry partners speaks for itself,” said T.J. Reed, president and CEO of Daimler Truck Specialty Vehicles. “His roots in the school bus industry and genuine understanding of its purpose make him uniquely suited to lead Thomas Built Buses’ sales and marketing organization and serve our dealers and customers.”

Daniels joined DTNA in 2006 after beginning his career in the Thomas Built Buses dealer network with Hoekstra Transportation. Since then, he has held a variety of leadership roles across DTNA, including positions in product strategy, product marketing, Daimler Truck Remarketing and vocational and on-highway national accounts.

Most recently, Daniels served as head of new truck pricing at DTNA, where he led strategic pricing and sales initiatives supporting customers and dealers across North America.

“As I step into this leadership role, I look forward to continuing to foster a culture of transparency, trust, and collaboration with our dealer and customer partners, with the goal of achieving shared success in all that we do to keep the world moving,” said Daniels.

Daniels is a graduate of Western Michigan University, where he earned a Bachelor of Business Administration in marketing. Daniels succeeds Daoud Chaaya, who will be transitioning into the role of head of elite support, dealer network development at DTNA.

About Thomas Built Buses
Founded in 1916, Thomas Built Buses is a leading manufacturer of school buses in North America. Since the first Thomas Built bus rolled off the assembly line, the company has been committed to delivering the smartest and most innovative buses in North America. Learn more at thomasbuiltbuses.com or facebook.com/thomasbuiltbuses.

Thomas Built Buses, Inc., headquartered in High Point, North Carolina, is a subsidiary of Daimler Truck North America LLC, a leading provider of comprehensive products and technologies for the commercial transportation industry. The company designs, engineers, manufactures and markets medium- and heavy-duty trucks, school buses, vehicle chassis and their associated technologies and components under the Freightliner, Western Star, Thomas Built Buses, Freightliner Custom Chassis Corp and Detroit brands.

Thomas Built Buses and Freightliner Custom Chassis Corp. together form Daimler Truck Specialty Vehicles. Daimler Truck North America is a subsidiary of Daimler Truck AG, one of the world’s leading commercial vehicle manufacturers.

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