Hull firefighters say ‘so long’ to 1963 firetruck ‘Big Louie’

By: Avery Martinez

23 October 2026 at 16:41

Firefighters in the small town of Hull are getting ready to say goodbye to one of their long-serving members — a 1963 firetruck called “Big Louie."

The post Hull firefighters say ‘so long’ to 1963 firetruck ‘Big Louie’ appeared first on WPR.

Rolling History: Vintage School Buses Preserve the Industry’s Past

School Transportation News

By: Ryan Gray

16 October 2026 at 21:27

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.

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.

**This 1933 school bus sits in the Templeton Historical Museum located near Paso Robles, California. It is a regular entry in the local July 4 parade.**

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.

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.

The post Rolling History: Vintage School Buses Preserve the Industry’s Past appeared first on School Transportation News.

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Building a Better School Bus

Keeping History on the Road