NAVISTAR INTERNATIONAL COORPORATION

Navistar International Coorporation -International Harvester Company (II) 1902 – present Lisle Illinois United States of America

Navistar International Corporation

Type	Public
Traded as	NYSE: NAV
Industry	Automotive
Predecessor	International Harvester Company
Founded	1902
Headquarters	Lisle, Illinois, United States
Area served	North America, South America, Russia, UK, Greece, Eastern Europe, India, Middle East, China, Singapore, South Korea
Key people	Troy A. Clarke, President, Chief Executive Officer Walter G. Borst, Executive Vice President, Chief Financial Officer Steven K. Covey, Senior Vice President, General Counsel & Chief Ethics Officer
Products	Trucks Buses and School buses, Diesel engines Chassis
Revenue	10.775 billion USD(2013)
Number of employees	16,500
Website	www.navistar.com

Nav­is­tar In­ter­na­tional Corporation (for­merly In­ter­na­tional Har­vester Com­pany) is an Amer­i­can hold­ing com­pany that owns the man­u­fac­turer of In­ter­na­tional brand com­mer­cial trucks, IC Bus school and com­mer­cial buses, Work­horse brand chas­sis for motor homes and step vans, and is a pri­vate label de­signer and man­u­fac­turer of diesel en­gines for the pickup truck, van, hoes and SUV mar­kets. The com­pany is also a provider of truck and diesel en­gine parts and service.

Head­quar­tered in Lisle, Illi­nois, Nav­is­tar has 16,500 em­ploy­ees and an an­nual rev­enue of $10.775 bil­lion (in 2013). The com­pany’s prod­ucts, parts, and ser­vices are sold through a net­work of nearly 1,000 dealer out­lets in the United States, Canada, Brazil, and Mex­ico and more than 60 deal­ers in 90 coun­tries through­out the world. The com­pany also pro­vides fi­nanc­ing for its cus­tomers and dis­trib­u­tors prin­ci­pally through its wholly owned sub­sidiary, Nav­is­tar Fi­nan­cial Corporation.

History

The merger of Mc­Cormick Har­vest­ing Ma­chine Com­pany and the Deer­ing Har­vester Com­pany in 1902 re­sulted in the for­ma­tion of the In­ter­na­tional Har­vester Com­pany (IH) of Chicago, Illi­nois, which over the next three-quar­ters of a cen­tury evolved to be­come a di­ver­si­fied man­u­fac­turer of farm­ing equip­ment, con­struc­tion equip­ment, gas tur­bines, trucks, buses, and re­lated com­po­nents. Dur­ing World War II, In­ter­na­tional Har­vester pro­duced the M-se­ries of mil­i­tary trucks that served the Ma­rine Corps and the U.S. Navy as weapons car­ri­ers, cargo trans­porters and light ar­tillery move­ment. Today, Nav­is­tar pro­duces In­ter­na­tional brand mil­i­tary ve­hi­cles through its af­fil­i­ate Nav­is­tar Defense.

1986-1991: Transition from agricultural roots

In­ter­na­tional Har­vester fell on hard times dur­ing the poor agri­cul­tural econ­omy in the early to mid-1980s and the ef­fects of a long strike with the UAW over pro­posed work rule changes. IH’s new CEO, Don­ald Lennox, di­rected the man­age­ment or­ga­ni­za­tion to begin ex­it­ing many of its IH’s his­tor­i­cal busi­ness sec­tors in an ef­fort to sur­vive. Some of the sales of prof­itable busi­ness en­deav­ors were ex­e­cuted to raise cash for short-term sur­vival, while other di­vi­sions were sold due to lack of im­me­di­ate prof­itabil­ity. Dur­ing this pe­riod of ques­tion­able eco­nomic sur­vival, in an ef­fort to raise needed cash and to re­duce losses, the man­age­ment team led by Mr. Lennox at IH shed many of its op­er­at­ing di­vi­sions: Con­struc­tion Equip­ment Di­vi­sion to Dresser In­dus­tries; Solar (gas tur­bines) Di­vi­sion to Cater­pil­lar; Cub Cadet (lawn and gar­den equip­ment) to MTD Prod­ucts and, lastly, the Agri­cul­tural Di­vi­sion to Ten­neco, which merged it with their J.I. Case sub­sidiary. The Scout and Light Truck Parts Busi­ness was sold to Scout/Light Line Dis­trib­u­tors, Inc. in 1991.

After the Agri­cul­tural Di­vi­sion sale in 1985, all that re­mained of IH was the Truck and En­gine Di­vi­sions. The com­pany changed its name in 1986 to Nav­is­tar In­ter­na­tional Cor­po­ra­tion. (The In­ter­na­tional Har­vester name and IH logo were as­sets of the Agri­cul­tural Di­vi­sion and con­se­quently were part of the sale to Ten­neco; the IH name and logo are still in use, hav­ing been in­cor­po­rated into the Case IH brand name). In the early 1980s, IH de­vel­oped a se­ries of re­li­able large-dis­place­ment V8 diesel en­gines that were sold as an op­tion for heavy-duty Ford 3/4-ton and 1-ton pickup trucks.

Nav­is­tar still uses the “In­ter­na­tional” brand in its diesel en­gine and truck prod­uct lines, and the brand name con­tin­ues on in prod­uct lines of Nav­is­tar In­ter­na­tional’s In­ter­na­tional Truck and En­gine Cor­po­ra­tion subsidiary.

1990s-early 2000s: Rediversification

Dur­ing the 1980s and 1990s, the pop­u­lar­ity of diesel en­gines had made Nav­is­tar a lead­ing man­u­fac­turer of bus chas­sis, par­tic­u­larly school buses. The com­pany pur­chased one-third of Amer­i­can Trans­porta­tion Cor­po­ra­tion (Am­Tran), an Arkansas-based man­u­fac­turer in 1991, and the re­main­ing two-thirds in April 1995. By be­com­ing both a body and chas­sis man­u­fac­turer at the same time, Nav­is­tar gained sig­nif­i­cant mar­ket share in the in­dus­try. In 2002, Am­Tran was re­branded as IC (In­te­grated Coach) after a few months as In­ter­na­tional Truck and Bus.

After nearly a cen­tury of busi­ness in Chicago, Nav­is­tar an­nounced its plans on 30 Sep­tem­ber 2000 to leave the city and re­lo­cate its cor­po­rate of­fices to west sub­ur­ban War­renville, Illi­nois. The com­pany’s Mel­rose Park, Illi­nois plant is no­table for a sig­nif­i­cant work­place shoot­ing on Feb­ru­ary 5, 2001.

International MXT, the smallest of the

XT pickup trucks

In 2004, Nav­is­tar re-en­tered the re­tail ve­hi­cle mar­ket for the first time since 1980. The In­ter­na­tional XT (Ex­treme Truck) pickup truck was a se­ries of three pickup trucks. It was (by far) the largest pickup truck avail­able for re­tail sale and two of the three ver­sions (the CXT and RXT) were es­sen­tially

In­ter­na­tional Duras­tar medium-duty trucks fit­ted with pickup beds. The third ver­sion (the MXT) was es­sen­tially a street-le­gal ver­sion of aNav­is­tar-de­signed mil­i­tary ve­hi­cle. The three XT trucks were sold until 2008.

In 2005, Nav­is­tar pur­chased the Work­horse com­pany (started in 1998 by in­vestors who took over pro­duc­tion and sales of Gen­eral Mo­tors’ pop­u­lar P-se­ries Step­van chas­sis when GM dropped it), a man­u­fac­turer of step-van and motor home chas­sis, to seem­ingly re-en­ter the de­liv­ery van market. It ap­peared that the new sub­sidiary might also ben­e­fit by its as­so­ci­a­tion with a com­pany whose his­tory from the 1930s into the ’60s in­cluded the pop­u­larMetro van. For a short time Work­horse of­fered an in­te­grated chas­sis-body prod­uct called Met­roStar. In Sept. of 2012, Nav­is­tar an­nounced the shut down of Work­horse and the clo­sure of the plant in Union City, IN in order to cut costs.

2006-2008

Accounting issues

In Jan­u­ary 2006, the com­pany de­clared it would not file its form 10-K an­nual re­port with the U.S. Se­cu­ri­ties and Ex­change Com­mis­sion on time. The delay was caused by the dis­agree­ment with its au­di­tors, De­loitte and Touche, over com­plex ac­count­ing is­sues. In April, Nav­is­tar fired De­loitte, its in­de­pen­dent au­di­tor for 98 years, and hired KPMG to help re­state earn­ings back to 2002 to fix ac­count­ing er­rors. On De­cem­ber 15, 2006, Nav­is­tar ex­ec­u­tives an­nounced fur­ther delay of its re­state­ment and 2006 re­sults. The an­nounce­ment prompted the New York Stock Ex­change (NYSE) to an­nounce the delist­ing of the com­pany, after 98 years of trad­ing, al­though the NYSE sub­se­quently de­layed the delist­ing pend­ing an ap­peal by Nav­is­tar. How­ever, Nav­is­tar was re­moved from the S&P 500 Index, and the NYSE even­tu­ally de­nied Nav­is­tar’s ap­peal and delisted the stock; it traded on the Pink Sheets until 30 June 2008, when it was relisted on the NYSE, under its pre­vi­ous ticker sym­bol, NAV, after catch­ing up with its filings. Christo­pher An­der­son, the De­loitte part­ner re­spon­si­ble for the 2003 audit, ac­cepted a one-year sus­pen­sion from pub­lic au­dits in 2008, and be­came the first in­di­vid­ual to be fined by the PCAOB.

CEO Daniel Us­t­ian agreed to sur­ren­der to Nav­is­tar shares worth $1.3 mil­lion, while for­mer Chief Fi­nan­cial Of­fi­cer Robert C. Lan­nert con­sented to repay $1.05 mil­lion, each sum re­flect­ing mon­e­tary bonuses they had re­ceived dur­ing the re­state­ment pe­riod, the SEC said. Four other com­pany ex­ec­u­tives paid civil penal­ties with­out ad­mit­ting liability.

In De­cem­ber 2014, Nav­is­tar dis­closed more ac­count­ing prob­lems. These in­volved out-of-pe­riod ad­just­ments, which were cor­rec­tions of prior pe­riod er­rors re­lat­ing to prod­uct war­ranties. This re­sulted in a $36 mil­lion in­crease in Cost of Prod­ucts Sold. In ad­di­tion, a ma­te­r­ial weak­ness was dis­closed. In the com­pany’s an­nual 10K, they re­ported that weak­ness was “sur­round­ing val­i­da­tion of the com­plete­ness and ac­cu­racy of un­der­ly­ing data used in the de­ter­mi­na­tion of sig­nif­i­cant ac­count­ing es­ti­mates and ac­count­ing trans­ac­tions. Specif­i­cally, con­trols were not de­signed to iden­tify er­rors in the un­der­ly­ing data which was used to cal­cu­late war­ranty cost es­ti­mates and other sig­nif­i­cant ac­count­ing es­ti­mates and the ac­count­ing ef­fects of sig­nif­i­cant transactions.

Hybrids and Navistar Defense LLC, 2003-present

 International MaxxPro MRAP

In Oc­to­ber 2003, Nav­is­tar CEO Dan Us­t­ian an­nounced the com­pany would be form­ing a de­fense busi­ness unit in order to sell mil­i­tary ve­hi­cles. Nav­is­tar De­fense would be led by Archie Mas­si­cotte, a 26 year vet­eran of the com­pany. Us­t­ian stated “This is a nat­ural area of growth for In­ter­na­tional. We al­ready have all the plat­forms that the U.S. mil­i­tary and other NATO coun­tries could lever­age for prod­ucts and services.”

In 2007, Nav­is­tar’s In­ter­na­tional Truck and En­gine Cor­po­ra­tion be­came the first com­pany to enter hy­brid com­mer­cial truck pro­duc­tion, with theIn­ter­na­tional DuraS­tar Hy­brid diesel-elec­trictruck.

Nav­is­tar De­fense LLC is the prime sup­plier ofMRAP ar­mored ve­hi­cles to the US mil­i­tary. The Nav­is­tar 7000 se­ries has been fielded by the Cana­dian Forces for do­mes­tic op­er­a­tions. In 2005, the U.S. Army or­dered 2,900 7000-MVs for the Afghan Na­tional Army and Iraqi Min­istry of De­fense and an ad­di­tional order of 7,000 was added in 2008.

Nav­is­tar De­fense also has a small Cana­dian branch, named Nav­is­tar De­fence Canada.

Nav­is­tar De­fense re­ported sales of $3.9 bil­lion in 2008 and $2.8 bil­lion in 2009.

In Oc­to­ber 2009, the com­pany en­tered into a strate­gic agree­ment with Czech-based com­pany Tatra to jointly de­velop, pro­duce and mar­ket new mil­i­tary vehicles.

In De­cem­ber 2009, an­a­lysts were skep­ti­cal of the com­pany’s long-term po­ten­tial. “Nav­is­tar came out of nowhere and be­came a big player with MRAP, in what was a short-term pro­gram,” said Dean Lock­wood, an an­a­lyst at Fore­cast In­ter­na­tional Inc., a Con­necti­cut-based de­fense con­sul­tant. “They didn’t prove them­selves to be a long-term major player.”

In 2010, Nav­is­tar De­fense’s sales were $1.8 bil­lion. The com­pany’s 2010 An­nual 10K re­port stated “we con­tinue to ex­pect that over the long term our mil­i­tary busi­ness will gen­er­ate ap­prox­i­mately $1.5 bil­lion to $2 bil­lion in an­nual sales.”

In 2011, Nav­is­tar De­fense’s sales were $2.0 billion.

In 2012, Nav­is­tar De­fense re­ported $1.0 bil­lion in sales. Busi­ness In­sider ranked Nav­is­tar De­fense at 22 in the top 25 US de­fense companies.

In 2013, Nav­is­tar De­fense re­ported $543 mil­lion in sales. In the com­pany’s 10K fil­ing, they pro­jected mil­i­tary sales to con­tinue to de­cline, cit­ing U.S. bud­getary constraints.

In 2014, Nav­is­tar De­fense re­ported $149 mil­lion in sales. The com­pany pro­jected 2015 mil­i­tary sales to be slightly higher due to re­cent con­tract awards re­lat­ing to the gov­ern­ment’s MRAP fleet.

Contract awards, losses and other events

On Au­gust 22, 2012, Nav­is­tar De­fense lost their bid for the En­gi­neer­ing, Man­u­fac­tur­ing & De­vel­op­ment (EMD) con­tract worth $187 mil­lion for the Army and Ma­rine Corps’ Joint Light Tac­ti­cal Ve­hi­cle (JLTV) pro­gram. Nav­is­tar had pro­posed its Saratoga ve­hi­cle for the com­pe­ti­tion. On Fri­day Au­gust 28, 2012, Nav­is­tar filed a protest with the Gov­ern­ment Ac­count­abil­ity Of­fice (GAO), but pulled their protest on Tues­day, Sep­tem­ber 4, 2012.

On June 20, 2013, Nav­is­tar De­fense idled pro­duc­tion at their West Point, MS pro­duc­tion plant. 80 work­ers were no­ti­fied that July 5, 2013 would be their last day. West Point was best known for man­u­fac­tur­ing MRAP ve­hi­cles. The com­pany cited se­ques­tra­tion, the draw­down in Afghanistan and a chal­leng­ing en­vi­ron­ment in the de­fense in­dus­try as factors.

On Au­gust 22, 2013, Nav­is­tar De­fense lost their bid for the Ground Mo­bil­ity Ve­hi­cle (GMV) 1.1 con­tract, po­ten­tially val­ued at $562 million. Nav­is­tar had pro­posed its Spe­cial Op­er­a­tions Tac­ti­cal Ve­hi­cle (SOTV) for the com­pe­ti­tion. On Tues­day Sep­tem­ber 1, 2013, Nav­is­tar De­fense and AM Gen­eral filed a protest. On De­cem­ber 19, 2013, the Gov­ern­ment Ac­count­abil­ity Of­fice (GAO) de­nied Nav­is­tar and AM Gen­eral’s protests.

In Jan­u­ary 2014, the Pen­ta­gon an­nounced they had no­ti­fied al­lies of their in­tent to give away or scrap 13,000 used MRAPs. This was due to the war in Afghanistan wind­ing down, the mil­i­tary want­ing a lighter ve­hi­cle and high cost to ship them from the mid­dle east back to the U.S. Re­cip­i­ents have in­cluded var­i­ous po­lice de­part­ments and some uni­ver­si­ties. Nav­is­tar De­fense built 9,000 of the 27,000 ve­hi­cles bought by the Pen­ta­gon. Giv­ing away the MRAPs was seen as a blow to Nav­is­tar De­fense’s parts sales.

In De­cem­ber 2014, Nav­is­tar De­fense lost their bid for the En­gi­neer­ing, Man­u­fac­tur­ing De­vel­op­ment (EMD) con­tract for the Ar­mored Multi-Pur­pose Ve­hi­cle (AMPV). BAE was awarded the $382 mil­lion con­tract on De­cem­ber 23, 2014.

Nav­is­tar De­fense lost their bid for Canada’s De­part­ment of Na­tional De­fence (DND) MSVS (Medium Sup­port Ve­hi­cle Sys­tem) Pro­ject – SMP (Stan­dard Mil­i­tary Pat­tern) ve­hi­cles con­tracts. They pro­posed their ATX8 ve­hi­cle as part of an agree­ment with Czech-based com­pany Tatra. The con­tract was for ac­qui­si­tion and in-ser­vice sup­port (ISS) of a fleet of up to 1,500 SMP ve­hi­cles, up to 150 Ar­mour Pro­tec­tion Sys­tems (APS) kits, and 300 Load Han­dling Sys­tem (LHS) trailers. Com­peti­tors in­clude Oshkosh (MTVR), BAE Sys­tems (FMTV), Daim­ler AG (Zet­ros), Re­nault Trucks (Kerax 8×8) and Rhein­metall/ MAN (HX77 8×8). A con­tract award de­ci­sion is ex­pected in June 2015. On July 16, 2015, Canada awarded the Ac­qui­si­tion and In Ser­vice Sup­port con­tracts to Mack De­fense, LLC (Re­nault Trucks).

On July 25, 2014, the DOD awarded a $27.6 mil­lion mod­i­fi­ca­tion to an ex­ist­ing con­tract to ac­quire mine-re­sis­tant, am­bush-pro­tected hard­ware kits to up­grade MaxxPro Dash and long-wheel base am­bu­lances to their final con­fig­u­ra­tion. Es­ti­mated com­ple­tion date is May 30, 2015.

On Au­gust 27, 2014, the DOD awarded a $38 mil­lion con­tract to Nav­is­tar De­fense to re­store MRAP Maxx Pro Dash ve­hi­cles to “like-new” stan­dards. The DOD re­ported that Nav­is­tar was the only bid­der. The work in­cludes adding in­de­pen­dent sus­pen­sion sys­tems and re­place­ment of manda­tory parts, with an es­ti­mated com­ple­tion date of June 30, 2016. Work will be per­formed in West Point, MS.

In Sep­tem­ber 2014, Nav­is­tar De­fense an­nounced they would hire 200 work­ers and re-open op­er­a­tions at their West Point, MS pro­duc­tion plant. West Point had been idle since June 2013 due to se­ques­tra­tion, the draw­down in Afghanistan and de­clin­ing orders.

In Sep­tem­ber 2014, amidst nu­mer­ous di­vesti­tures, Nav­is­tar Inc. CEO Troy Clark gave Nav­is­tar De­fense a vote of con­fi­dence, not­ing that the mil­i­tary busi­ness unit would be re­tained. In a Sep­tem­ber 2014 in­ter­view with Reuters he said “it’s not a bil­lion-dol­lar growth op­por­tu­nity, but it’s not some­thing that’s bleed­ing off the fu­ture for­tunes of our company.”

On Oc­to­ber 14, 2014, Nav­is­tar De­fense was awarded a $9.2 mil­lion firm-fixed price for­eign mil­i­tary sale (FMS) con­tract to Jor­dan for one hun­dred 4-ton 4×4 cargo trucks and twenty days of op­er­a­tor and main­te­nance train­ing. Work will be per­formed in New Carlisle, Ohio with an es­ti­mated com­ple­tion date of May 20, 2015. Bids were so­licited via the in­ter­net with nine­teen received.

On Feb­ru­ary 2, 2015, Nav­is­tar De­fense was awarded a $15,381,152 firm-fixed-price con­tract with op­tions for eight MRAP MaxxPro Hard­ware Kits to sup­port MaxxPro ve­hi­cle stan­dard­iza­tion and reset. Work will be per­formed in Lisle, Illi­nois, with an es­ti­mated com­ple­tion date of July 16, 2016. Bids were so­licited via the In­ter­net with one re­ceived. Fis­cal 2015 other pro­cure­ment (Army) funds in the amount of $15,381,152 are being ob­lig­ated at the time of the award. Army Con­tract­ing Com­mand, War­ren, Michi­gan, is the con­tract­ing ac­tiv­ity (W56HZV-15-C-0070).

On March 18, 2015, Nav­is­tar De­fense was awarded a $83,424,223 cost-plus-fixed-fee multi-year con­tract for sys­tem tech­ni­cal sup­port and sys­tem sus­tain­ment tech­ni­cal sup­port for MRAP MaxxPro ve­hi­cles. Fund­ing and work lo­ca­tion will be de­ter­mined with each order with an es­ti­mated com­ple­tion date of March 31, 2019. One bid was so­licited with one re­ceived. Army Con­tract­ing Com­mand, War­ren, Michi­gan, is the con­tract­ing ac­tiv­ity (W56HZV-15-D-0037).

On April 13, 2015, Nav­is­tar De­fense was awarded a $17,522,057 firm-fixed-price con­tract with op­tions to pro­cure seven Mine Re­sis­tant Am­bush Pro­tec­tion MaxxPro Dash hard­ware kits for MaxxPro ve­hi­cle stan­dard­iza­tion and reset. Work will be per­formed in Lisle, Illi­nois, with an es­ti­mated com­ple­tion date of Dec. 31, 2015. One bid was so­licited with one re­ceived. Fis­cal 2014 and 2015 other funds in the amount of $17,522,057 are being ob­lig­ated at the time of the award. Army Con­tract­ing Com­mand, War­ren, Michi­gan, is the con­tract­ing ac­tiv­ity (W56HZV-15-C-0092).

On April 30, 2015, Nav­is­tar De­fense was awarded a $31,199,783 mod­i­fi­ca­tion (P00004) to con­tract W56HZV-14-C-0102 for reset and up­grade of the MRAP (mine-re­sis­tant am­bush pro­tected) fam­ily of ve­hi­cles to Code-A stan­dards. Work will be per­formed in West Point, Mis­sis­sippi, with an es­ti­mated com­ple­tion date of July 31, 2016. Fis­cal 2013 and 2015 other pro­cure­ment (Army) and op­er­a­tions and main­te­nance (Army) funds in the amount of $17,990,419 were ob­lig­ated at the time of the award. Army Con­tract­ing Com­mand, War­ren, Michi­gan, is the con­tract­ing activity.

In April 2015, Nav­is­tar De­fense Pres­i­dent Bob Walsh re­signed. On May 19, Kevin Thomas was pro­moted to President.

2001-Present: Failed engine strategy, layoffs, consolidation and turnaround

Failed Engine Strategy

In 2001, then CEO Dan Us­t­ian faced nu­mer­ous EPA reg­u­la­tions to re­duce the amount of ni­tro­gen ox­ides and soot em­a­nat­ing from diesel en­gines. De­spite the change in the com­pli­ance arena, the reg­u­la­tions would not begin to be phased in until 2007, with full im­ple­men­ta­tion slated for 2010.

Us­t­ian had mul­ti­ple en­gi­neer­ing paths avail­able. Among them were Se­lec­tive Cat­alytic Re­duc­tion (SCR), Ex­haust Gas Re­cir­cu­la­tion (EGR) or the use of ni­tro­gen oxide ab­sorbers. All re­quired more en­gi­neer­ing and de­vel­op­ment to achieve com­pli­ance. Us­t­ian be­lieved truck­ers did not want to bother with an extra tank of fluid af­tertreat­ment. As a re­sult, he con­vinced the com­pany to spend $700 mil­lion to fund EGR development.

On Oc­to­ber 31, 2007, Nav­is­tar for­mally an­nounced their in­tent to move for­ward with EGR as the com­pany’s strat­egy. The com­pany state­ment in­cluded Us­t­ian men­tion­ing “I have pub­licly been an ad­vo­cate of cus­tomer friendly emis­sions con­trol so­lu­tions which do not add ad­di­tional costs to our truck and bus cus­tomers. While SCR is a means to achieve the NOx re­duc­tion re­quire­ment for 2010, it comes with a steep cost to our cus­tomers. Our abil­ity to achieve our goals with­out adding cus­tomer cost and in­con­ve­nience is a com­pet­i­tive ad­van­tage for International.”

On No­vem­ber 24, 2008, Nav­is­tar re­vealed it would use EPA Cred­its in order to com­ply with the 2010 legislation.

In Feb­ru­ary 2009, Us­t­ian touted the ben­e­fits of EGR tech­nol­ogy as a key dif­fer­en­tia­tor for the com­pany’s en­gines. How­ever, by now, the rest of the in­dus­try had cho­sen to use the com­pli­ant SCR tech­nol­ogy. Us­t­ian dis­agreed with SCR, say­ing “the other thing that EGR avoids is the risks of an SCR strat­egy. Read the label on this and it will show you that there are chal­lenges with keep­ing con­trol of using this tech­nol­ogy: ‘Store be­tween 23 de­grees and 68 de­grees.’ So es­sen­tially it says you can’t throw it out­side. You can’t op­er­ate it in con­di­tions above 85 [de­grees] or below 12 [de­grees]. You can, but, it will put the bur­den onto the cus­tomers.”

Non-Conformance Penalties

The EPA rec­og­nized Nav­is­tar’s im­mi­nent non-com­pli­ance and cre­ated a sys­tem of Non-Con­for­mance Penal­ties (NCPs) that in­cluded a $1,919 dol­lar fine for every non-com­pli­ant en­gine that Nav­is­tar sold. To bridge the gap, Nav­is­tar began using EPA cred­its it had pre­vi­ously earned for being com­pli­ant in lieu of pay­ing fines. In Au­gust 2012, Nav­is­tar stated they would run out of EPA cred­its soon. Only days ear­lier the EPA an­nounced in­creased new penal­ties of $3,744 per engine.

In March 2009, Nav­is­tar sued the EPA, claim­ing that the agency’s guid­ance doc­u­ments for SCR im­ple­men­ta­tion were in­valid be­cause they were adopted with­out a pub­lic process and with input only from the SCR en­gine mak­ers. Nav­is­tar and the EPA set­tled the law­suit a year later.

Fur­ther mask­ing the EGR prob­lem were high mil­i­tary sales. In the com­pany’s 2010 10K re­port, Nav­is­tar cited or­ders for MRAPs as off­set­ting flat com­mer­cial sales due to the recession.

Move to Lisle, IL

In Sep­tem­ber 2010, de­spite un­cer­tainty over EGR and a slug­gish econ­omy, Nav­is­tar lead­er­ship re­vived an ef­fort to re­lo­cate the com­pany head­quar­ters from War­renville, IL, to nearby Lisle, IL. The new head­quar­ters was ex­pected to re­tain or cre­ate 3,000 per­ma­nent jobs and about 400 con­struc­tion jobs. Nav­is­tar Pres­i­dent Dan Us­t­ian said roughly 500 en­gi­neers would be hired im­me­di­ately. Nav­is­tar aimed to in­vest $110 mil­lion in the 1.2 mil­lion-square-foot Lisle cam­pus, which would in­clude prod­uct de­vel­op­ment. The state gave Nav­is­tar in­cen­tives of nearly $65 mil­lion, in­clud­ing tax credits.

In March 2011, Nav­is­tar an­nounced the move to Lisle. Ren­o­va­tions were com­pleted in the fall, but the com­pany grad­u­ally moved from War­renville to Lisle in sum­mer 2011. “You can’t build a cam­pus like this any­where for any­where near the price we paid for this, and even though you might get more in­cen­tives, when you look at the whole pic­ture, you re­ally can’t beat it,” said Don Sharp, Nav­is­tar vice president.

In 2011, Nav­is­tar began phas­ing out its Truck De­vel­op­ment and Tech­nol­ogy Cen­ter (TDTC) in Fort Wayne, In­di­ana. In early De­cem­ber 2011, the com­pany laid off 130 em­ploy­ees, mostly en­gi­neers and de­sign­ers who were United Auto Work­ers members. In total, 300 out of 1,400 Fort Wayne em­ploy­ees even­tu­ally ac­cepted of­fers to re­lo­cate to Illi­nois. The other 1,100 work­ers ei­ther re­tired or chose to re­main in In­di­ana and find work elsewhere. The cost to move em­ploy­ees and con­sol­i­date op­er­a­tions was es­ti­mated to be $75 mil­lion. The only Nav­is­tar em­ploy­ees re­main­ing after De­cem­ber 2012 were 20-25 peo­ple man­ning the com­pany’s test track on Ox­ford Street. In late July 2015, the TDTC closed and the re­main­ing work­ers were let go.

In Jan­u­ary 2012, the EPA adopted an in­terim final rule that al­lowed Nav­is­tar to con­tinue sell­ing the en­gines sub­ject to NCPs. Sev­eral Nav­is­tar com­peti­tors sued, and in June 2012 the same ap­peals court ruled that EPA’s in­terim rule was in­valid be­cause it did not give the pub­lic no­tice and an op­por­tu­nity for comment.

In the mean time, Nav­is­tar’s EGR de­ci­sion had led to sig­nif­i­cant re­li­a­bil­ity and qual­ity prob­lems. Truck dri­vers began los­ing trust and con­fi­dence as Nav­is­tar ve­hi­cles were break­ing down fre­quently. Con­se­quently, they aban­doned Nav­is­tar trucks in favor of com­peti­tor’s trucks.

Tension Mounts

In June 2012, spec­u­la­tion mounted about a pos­si­ble takeover of the strug­gling truck maker. This came as hedge fund MHR Fund Man­age­ment LLC dis­closed a 13.6% stake in the com­pany, slightly higher than bil­lion­aire ac­tivist in­vestor Carl Icahn’s 11.9% stake. As a re­sult, Nav­is­tar adopted a poi­son pill de­fense. If the plan were trig­gered by an out­side in­vestor tak­ing a stake of 15 per­cent or more in the com­pany, then Nav­is­tar would issue its share­hold­ers rights that would let them buy new com­mon stock in the com­pany at a dis­count of 50 per­cent: For each share held, the in­vestor could buy $280 worth of new shares for $140. The in­vestor who took the 15 per­cent stake or more would not have the right to buy ad­di­tional shares.

In Au­gust 2012, Nav­is­tar an­nounced it would use Cum­mins en­gines and SCR technology. After 37 years with the com­pany, Dan Us­t­ian re­tired im­me­di­ately in Au­gust 2012 and left his po­si­tion on the board as well. For­mer Tex­tron CEO Lewis Camp­bell was named in­terim CEO and Troy Clarke was pro­moted to Chief Op­er­at­ing Officer. Us­t­ian’s sev­er­ance pack­age began at $7.9 mil­lion. The com­pany’s proxy state­ment dur­ing this time es­ti­mated the total pack­age to be $14.6 mil­lion, con­tin­gent on a share price of $42.07 on Oct. 31, 2011, the end of the com­pany’s fis­cal year.

On Sep­tem­ber 9, 2012, bil­lion­aire and key stock holder Carl Icahn sent an open let­ter to Nav­is­tar’s board, blast­ing them for “abysmal busi­ness de­ci­sions” and “poor cor­po­rate gov­er­nance.” Icahn noted from 2009-2012, that “this Board has au­tho­rized spend­ing share­holder money on law­suits against sup­pli­ers, com­peti­tors and reg­u­la­tors, mar­ket­ing plans to con­vince cus­tomers that non-com­pli­ant en­gines are ac­tu­ally com­pli­ant, ac­cu­mu­lat­ing non-core as­sets such as a Recre­ational Ve­hi­cle man­u­fac­turer, and a “gold-plated” cor­po­rate head­quar­ters that cost over $100 mil­lion. The one thing this Board re­fused to spend money on was a back-up plan in­volv­ing the in­dus­try stan­dard tech­nol­ogy Nav­is­tar now must rely on.”

In a Sep­tem­ber 2012 in­ter­view, Cum­mins CEO Tom Linebarger said, “all we did was act nice to them (Nav­is­tar) even when they didn’t talk nicely about us,” he smiled, re­call­ing harsh com­ments that Nav­is­tar ex­ec­u­tives had made about SCR being used by all its competitors.

In Oc­to­ber 2012, Chief Prod­uct Of­fi­cer Deepak Kapur stepped down, fol­lowed by Group Vice Pres­i­dent of Prod­uct De­vel­op­ment Ramin Younessi in De­cem­ber 2012. CIO Don Sharp also left the com­pany in April 2013.

Layoffs and consolidation

Au­gust 2012 fea­tured a Vol­un­tary Sep­a­ra­tion Pro­gram (VSP) as well as in­vol­un­tary lay­offs. This was due to the failed en­gine strat­egy, ris­ing war­ranty costs and de­clines in com­mer­cial and mil­i­tary sales. The com­pany let go 500 em­ploy­ees and in Sep­tem­ber 2012, an­nounced plans to lay off 200 more salaried employees.

In ad­di­tion, the com­pany an­nounced it would close its Gar­land, Texas man­u­fac­tur­ing fa­cil­ity by mid-2013, re­sult­ing in the loss of 900 jobs.

In March 2013, Nav­is­tar an­nounced that in­terim CEO Lewis Camp­bell would step down and COO Troy Clarke would be named CEO and Chair­man of the Board. Jack Allen was named COO. In June 2013, CFO A.J. Cederoth stepped down and James M. Moran, Nav­is­tar se­nior vice pres­i­dent and trea­surer, would act as in­terim CFO until a suc­ces­sor could be found. In late June 2013, for­mer Gen­eral Mo­tors ex­ec­u­tive Wal­ter Borst was named Ex­ec­u­tive VP and CFO.

In Sep­tem­ber 2013, Nav­is­tar an­nounced it would cut 500 more jobs amid a larger than ex­pected third quar­ter loss. Nav­is­tar re­ported a slower than ex­pected re­turn to prof­itabil­ity due to large mar­ket share losses, de­clin­ing sales and weak mar­ket conditions.

In May 2014, a third round of lay-offs in as many years oc­curred at the cor­po­rate head­quar­ters as part of on­go­ing cost cut­ting measures.

On July 31, 2015, Nav­is­tar ceased op­er­a­tions and laid off the re­main­ing 15 em­ploy­ees at the Truck De­vel­op­ment and Tech­nol­ogy Cen­ter (TDTC) in Fort Wayne, Indiana.

Cost-cutting and divestitures

As part of the turn­around plan, Nav­is­tar ex­ec­u­tives cut costs ag­gres­sively. They cut SG&A costs by 16% in 2013 and cut prod­uct de­vel­op­ment spend­ing by 24%. In­terim CEO Lewis Camp­bell’s pri­or­i­ties in­cluded a focus on qual­ity, re­duc­ing the com­pany’s cost struc­ture and par­ing back its prod­uct line.

Nav­is­tar also sold sev­eral busi­nesses that it deemed were not pro­vid­ing enough of a Re­turn On In­vested Cap­i­tal (ROIC). Among them were their Monaco RV busi­ness as well as Work­horse Chassis. They also ex­ited their joint ven­ture with Mahin­dra  and sold off their E-Z Pack unit, which made bod­ies for garbage trucks, as well as its Con­ti­nen­tal Mixer unit, which made con­crete mix­ers, for prices the com­pany char­ac­ter­ized as “not material.”

In Jan­u­ary 2014, Forbes re­ported sev­eral key chal­lenges fac­ing Nav­is­tar, which in­clude de­clin­ing mil­i­tary sales, a pen­sion plan un­der­funded by $2.7 bil­lion, two self-dis­closed weak­nesses in ac­count­ing prac­tices and a new col­lec­tive bar­gain­ing agree­ment for the com­pany’s 6,000 full and part-time work­ers who are rep­re­sented by labor unions.

In Feb­ru­ary 2014, Nav­is­tar an­nounced it would move some en­gine pro­duc­tion op­er­a­tions from Huntsville, AL, to Mel­rose Park, IL by sum­mer 2014. The move elim­i­nated 280 jobs in Al­abama and saved an es­ti­mated $22 mil­lion. Nav­is­tar said it would keep two other diesel en­gine plants op­er­at­ing in Huntsville.

In Sep­tem­ber 2014, Nav­is­tar re­ported its best quar­ter in years. It an­nounced a third quar­ter net loss of $2 mil­lion, or $0.02 per di­luted share, com­pared to a third quar­ter 2013 net loss of $247 mil­lion, or $3.06 per di­luted share. It was also in Sep­tem­ber that CEO Troy Clarke an­nounced that the com­pany’s biggest di­vesti­tures were com­plete, and that the focus would now be on re­gain­ing lost mar­ket share.

On No­vem­ber 6, 2014, lead­er­ship changes con­tin­ued at Nav­is­tar, with Ex­ec­u­tive VP and COO Jack Allen re­tir­ing im­me­di­ately. Rather than hire a new COO, CEO Troy Clarke split the COO du­ties among three other executives.

Legal issues and struggle for profitability

In De­cem­ber 2014, the United States Ju­di­cial Panel on Mul­ti­dis­trict Lit­i­ga­tion or­dered that 13 of 14 civil law­suits brought against Nav­is­tar for MaxxForce en­gines would be con­sol­i­dated into one case. The con­sol­i­dated law­suits say Nav­is­tar’s use of Ad­vanced Ex­haust Gas Re­cir­cu­la­tion emis­sion con­trol sys­tem, or EGR, was de­fec­tive and re­sulted in re­peated en­gine fail­ures and fre­quent re­pairs and downtime.

On De­cem­ber 16, 2014, Nav­is­tar re­ported a larger than ex­pected 4th quar­ter net loss of $72 mil­lion. While sales rose 9 per­cent to $3 bil­lion, the com­pany cited re­struc­tur­ing and war­ranty costs as the main rea­sons for the loss. A day ear­lier, the com­pany an­nounced it would be clos­ing its en­gine foundry in In­di­anapo­lis, re­sult­ing in the loss of 100 jobs and cost­ing $11 mil­lion. The com­pany es­ti­mated an­nual sav­ings of $13 mil­lion in op­er­at­ing costs.

In March 2015, Nav­is­tar re­ported a first quar­ter 2015 net loss of $42 mil­lion, or $0.52 per di­luted share, com­pared to a first quar­ter 2014 net loss of $248 mil­lion, or $3.05 per di­luted share. Rev­enues in the quar­ter were $2.4 bil­lion, up $213 mil­lion or 10 per­cent, ver­sus the first quar­ter of 2014. The higher rev­enues in the quar­ter were dri­ven by a 17 per­cent year-over-year in­crease in char­ge­outs for Class 6-8 trucks and buses in the United States and Canada. This in­cluded a 42 per­cent in­crease in school buses; a 25 per­cent in­crease in Class 6/7 medium trucks; a 7 per­cent in­crease in Class 8 heavy trucks; and a 5 per­cent in­crease in Class 8 se­vere ser­vice trucks. Higher sales in the com­pany’s ex­port truck op­er­a­tions also con­tributed to the in­crease, par­tially off­set by a de­crease in used truck sales. The com­pany fin­ished the first quar­ter with a 27 per­cent year-over-year in­crease in order back­log for Class 6-8 trucks.

On June 4, 2015, Nav­is­tar re­ported a sec­ond quar­ter net loss of $64 mil­lion, or 78 cents a share, com­pared with a year-ear­lier loss of $297 mil­lion, or $3.65 a share. Rev­enue fell to $2.69 bil­lion from $2.75 bil­lion. An­a­lysts had ex­pected a loss of 18 cents a share and rev­enue of $2.82 billion.

On June 9, 2015, Nav­is­tar named Jeff Sass as the new Se­nior VP of North Amer­i­can Truck Sales. Sass pre­vi­ously worked 20 years for rival Paccar.

On June 12, 2015, Mark Rachesky’s MHR Fund Man­age­ment LLC dis­closed a 6% in­creased stake in Nav­is­tar, up to 15,446,562 shares. The firm now owns 18.9% of Navistar.

In July 2015, the En­vi­ron­men­tal Pro­tec­tion Agency filed a civil law­suit against Nav­is­tar seek­ing $300 mil­lion in fines over its use of non-com­pli­ant en­gines in its 2010-model trucks – en­gines that did not meet the agency’s ex­haust emis­sion standards. “Be­cause (Nav­is­tar) com­pleted man­u­fac­tur­ing and as­sem­bling processes for the sub­ject en­gines in 2010 … each and every en­gine was ‘pro­duced’ in 2010 and is there­fore not a model 2009 en­gine,” the com­plaint said. Nav­is­tar clas­si­fied the en­gines as 2009 model year en­gines be­cause it began as­sem­bling them in 2009. Nav­is­tar has stated they dis­pute the al­le­ga­tions and would “ag­gres­sively de­fend” their position.

On July 20, 2015, Nav­is­tar an­nounced that it was re­fi­nanc­ing the $697.5 mil­lion se­nior se­cured term loan fa­cil­ity of Nav­is­tar, Inc., which ma­tures in Au­gust 2017, with a new $1.040 bil­lion se­nior se­cured term loan, which will ma­ture in Au­gust 2020. The re­fi­nanc­ing will ex­tend the ma­tu­rity of the term loan fa­cil­ity and pro­vide ad­di­tional liq­uid­ity and fi­nan­cial flex­i­bil­ity for the company.

Brands

International Trucks

 DuraStar Box (van body) truck

 ProStar® Semi tractor

 WorkStar Dump truck

In 1986, after the tran­si­tion from In­ter­na­tional Har­vester to Nav­is­tar, the truck prod­uct line (es­sen­tially all that was left) dropped the “Har­vester” por­tion of the brand name. In­ter­na­tional pro­duces a va­ri­ety of medium-duty, over-the-road, and se­vere-ser­vice trucks.

Pickups (XT-Series)

MXT (2004–2008)

CXT

RXT

Medium Duty

International TerraStar Class 4-5 conventional

International CityStar LCF (low-cab forward) cab-over

International DuraStar Class 6-7 conventional

Class 8

International LoneStar conventional

International ProStar+ conventional

International 9000 Series conventional

International TranStar conventional

Severe-service

International PayStar conventional

International WorkStar conventional

Navistar Defense

Pickup trucks

• International SOTV-A
• International SOTV-B
• International MXT-MV
• International MXT-MVU

MRAPs

• International MaxxPro

Class 8

• International ATX -6
• International ATX -8
• International 5000-MV
• International 7000-MV

IC Bus

Further information: IC Bus and AmTran

 IC Bus BE-Series school bus

In­ter­na­tional has a long his­tory in the school bus in­dus­try as a chas­sis provider, dat­ing to when school buses first be­came mo­tor­ized. In 1991, Nav­is­tar en­tered the school bus in­dus­try as a body man­u­fac­turer when it began its ac­qui­si­tion of Am­Tran, an Arkansas-based com­pany founded as Ward Body Works in 1933. Today, IC Bus pro­duces sev­eral mod­els of full-sized school buses along with buses for com­mer­cial use.

School/activity buses

AE-Series cutaway-cab conventional (based on International TerraStar)

BE-Series conventional (International 3300LP chassis)

CE-Series conventional (International 3300 chassis)

available in diesel-electric hybrid configuration

RE-Series rear-engine transit-style (International 3000 chassis)

Commercial buses

Along with com­mer­cial-use de­riv­a­tives of the school bus prod­uct lines, IC of­fers these dis­tinct products:

• AC-Series cutaway cab (based on International TerraStar)
• HC-Series cutaway cab (based on International DuraStar)
  • available in diesel-electric hybrid configuration
• LC-Series low-floor cutaway cab (based on International DuraStar LP)

Motorcoaches

IC Bus has in­tro­duced con­cept ve­hi­cles in both 40 feet (12 m) and 45 feet (14 m) lengths.

International Harvester/Navistar diesel engines

Further information: List of International Harvester/Navistar engines

In­ter­na­tional Truck and En­gine re­cently launched the “MaxxForce” brand name for its line of diesel en­gines. En­gines were re­branded as “MaxxForce” fol­lowed by a num­ber cor­re­spond­ing to the en­gine’s dis­place­ment, rounded up. So the 4.5L VT275 be­came the “MaxxForce 5. The Maxxforce Diesel en­gine line has re­cently been dis­con­tin­ued as a re­sult of Nav­is­tar In­ter­na­tional hav­ing many is­sues and re­ports of prob­lems with the en­gine. Ford con­tin­ued to use the Power Stroke brand name on their In­ter­na­tional-sourced en­gines. How­ever, the new 6.7L Power Stroke is not an In­ter­na­tional de­signed engine.

Joint ventures

Ford Motor Company

See also: Ford Power Stroke engine and Ford F-650

Since the 1980s, Nav­is­tar has had a close re­la­tion­ship with Ford Motor Com­pany. The re­la­tion­ship started out as an en­gine-shar­ing deal, but evolved into the pro­duc­tion of en­tire ve­hi­cles. How­ever, in May 2014, Ford cut Nav­is­tar out of the busi­ness of the F-650 and F-750 com­mer­cial trucks. Nav­is­tar had built them for Ford since 2001. Be­gin­ning in 2015, Ford plans to start mak­ing the trucks them­selves. It is ap­prox­i­mately a $400 mil­lion a year business.

Ford F-650, a product of Blue Diamond Truck

Ford PowerStroke diesel

As a re­sult of the gas crises of the 1970s, big-block gaso­line V8 en­gines (such as the Ford 460) had begun to fall out of favor with pickup-truck buy­ers. In the 1980s, diesel en­gines in Amer­i­can pickup trucks (in­tro­duced by Gen­eral Mo­tors in 1978) had be­come pop­u­lar, as they of­fered the power of a big-block V8 with the fuel econ­omy of a smaller en­gine. Ford en­tered into a sup­ply agree­ment with In­ter­na­tional Har­vester to re­ceive its 6.9 L IDI V8 en­gine. The first diesel-pow­ered Ford pickup trucks de­buted for 1982; it was avail­able for 3/4 and 1-ton mod­els. GM at the time had a De­troit Diesel V8 en­gine also on its debut, prior to that GM used a 350 Diesel. Dodge started using a Cum­mins six-cylin­der in 1988.

In 1994, when the In­ter­na­tional 7.3 L IDI V8 was re­placed by the T444E, the diesel op­tion was branded “Ford Pow­er­Stroke” to em­pha­size the switch to di­rect in­jec­tion. Through­out the 1990s and 2000s, Ford of­fered In­ter­na­tional/Nav­is­tar V8 (as the DT in­line-6 was far too large to pack­age in a pickup truck) in theFord Super Duty pickup trucks.

2004-15 F-750 Super Duty in use servicing a water pump

As of 2010, the 6.4 L Ford Pow­er­Stroke V8 was the last of the In­ter­na­tional/Nav­is­tar diesels used in Ford’s F-Se­ries Super Duty lineup. When Ford re­designed the Super Duty in 2011, it was fit­ted with a 6.7 L V8 de­signed and pro­duced by Ford.

Blue Diamond Truck

In 2001, Nav­is­tar formed a joint ven­ture with long­time (20 years) cus­tomer Ford Motor Com­pany to man­u­fac­ture medium-duty trucks and parts, in­clud­ing diesel en­gines for both par­ent com­pa­nies. The new com­pany, Blue Di­a­mond Truck Co. LLC, op­er­ates in the Nav­is­tar plant in Gen­eral Es­cobedo, Mex­ico. Its first prod­ucts were the

2004 Ford F-650 and F-750 medium-duty trucks.

Anhui Jianghuai Navistar

On 16 Sep­tem­ber 2010, Anhui Jianghuai Au­to­mo­bile Co., Ltd. (JAC) an­nounced joint ven­tures with NC2 Global and Nav­is­tar In­ter­na­tional Cor­po­ra­tion that will de­velop, build, and mar­ket heavy duty trucks and diesel en­gines in China.

Mahindra Navistar

Main article: Mahindra Navistar

Nav­is­tar formed a joint ven­ture with Mahin­dra & Mahin­dra to build heavy trucks in India under the “Mahin­dra In­ter­na­tional” brand, which has since been re­named Mahin­dra Nav­is­tar. These trucks were dis­played at Auto Expo 2010 in Delhi, India.

The Joint Ven­ture ceased as Nav­is­tar ex­ited the joint ven­ture in 2013.

Tatra

Tatra and Nav­is­tar De­fence in­tro­duced at Eu­rosatory Ex­po­si­tion in Paris, France (June 14–18, 2010) the re­sults of their strate­gic al­liance since Oc­to­ber 2009, the mod­els ATX6 (uni­ver­sal con­tainer car­rier) and ATX8 (troop carrier) The ve­hi­cles ap­pear to be based onTatra T815-7 (T817) 6×6, 8×8 chassis, sus­pen­sion and cab­ins while using Nav­is­tar en­gines and other components. Under the deal Nav­is­tar De­fence and Tatra A.S. will mar­ket the ve­hi­cles in North Amer­ica, which in­cludes sales to the United States mil­i­tary and for­eign mil­i­tary sales fi­nanced by the United States gov­ern­ment. Tatra will source parts and com­po­nents through Nav­is­tar’s global parts and sup­port net­work for Tatra trucks de­liv­ered in mar­kets out­side of North Amer­ica, as well as mar­ket Nav­is­tar-Tatra ve­hi­cles around the world in their pri­mary markets.

Others

• In 2005, Navistar purchased MWM International Motores, a Brazilian engine manufacturer formerly associated with Deutz AG.
• Navistar International has a contract with Budget Truck Rental to produce their rental trucks.
• Navistar entered into an agreement to purchase General Motors’ medium duty truck unit in 2007, but because of changing market conditions, the purchase was not concluded.

Plug-in electric vehicles

 eStar electric van in Los Angeles in 2010. The vehicle was manufactured in the U.S. under license from Modec.

 eStar delivery truck in Washington. D.C. in 2012

Plug-in hybrid electric bus

The U.S. De­part­ment of the En­ergy an­nounced the se­lec­tion of Nav­is­tar Cor­po­ra­tion for a cost-shared award of up to US$10 mil­lion to de­velop, test, and de­ploy plug-in hy­brid elec­tric ve­hi­cle(PHEV) school buses. The pro­ject aims to de­ploy 60 ve­hi­cles for a three-year pe­riod in school bus fleets across the na­tion. The ve­hi­cles will be ca­pa­ble of run­ning in ei­ther elec­tric-only or hy­brid modes that can be recharged from stan­dard elec­tri­cal out­lets. Be­cause elec­tric­ity will be their pri­mary fuel, they will con­sume less pe­tro­leum than stan­dard ve­hi­cles. To de­velop the PHEV school bus, Nav­is­tar will ex­am­ine a range of hy­brid ar­chi­tec­tures and eval­u­ate ad­vanced en­ergy stor­age de­vices, with the goal of de­vel­op­ing a ve­hi­cle with a 40-mile (64 km) range. Travel be­yond the range will be fa­cil­i­tated by a clean diesel en­gine ca­pa­ble of run­ning on re­new­able fuels. The DOE fund­ing will cover up to half of the pro­ject’s cost and will be pro­vided over three years, sub­ject to an­nual ap­pro­pri­a­tions.

eStar electric van

The eStar is an all-elec­tric van man­u­fac­tured in Wakarusa, In­di­ana. Pro­duc­tion began in March 2010 and first de­liv­er­ies began two months later. The tech­nol­ogy used in eStar was li­censed to Nav­is­tar in 2009 in a joint ven­ture with Modec and Nav­is­tar bought the in­tel­lec­tual prop­erty rights from the Modec’s bank­ruptcy ad­min­is­tra­tors in 2011. The in­tro­duc­tion of the eStar was sup­ported by a US$39.2 mil­lion U.S. De­part­ment of En­ergy stim­u­lus grant under the 2009 Amer­i­can Re­cov­ery and Rein­vest­ment Act.

The eStar has a 5,100 lb (2,300 kg) pay­load ca­pac­ity and is avail­able with a 14- or 16-foot cargo box. The ve­hi­cle is pow­ered by a 70 kW 102 hp elec­tric motor pow­ered by an 80kWhr lithium-ion bat­tery pack sup­plied by A123 Sys­tems, and also uses re­gen­er­a­tive brak­ing. The elec­tric van has a range of 100 mi (160 km), and a full charge takes be­tween 6 and 8 hours. By May 2010 the eStar had re­ceived U.S. En­vi­ron­men­tal Pro­tec­tion Agency (EPA) and CARB cer­ti­fi­ca­tions. The eStar also meets all Fed­eral Motor Ve­hi­cle Safety Stan­dards (FMVSS).

The first vans were de­liv­ered in May 2010 to FedEx Ex­press for use in Los Angeles. Other cus­tomers in­clude Pa­cific Gas and Elec­tric Com­pany (PG&E), The Coca-Cola Com­pany, and Canada Post. The eStar has a price of US$150,000.

Criticism

In De­cem­ber 2011, the non­par­ti­san or­ga­ni­za­tion Pub­lic Cam­paign crit­i­cized Nav­is­tar In­ter­na­tional for spend­ing $6.31 mil­lion on lob­by­ingand not pay­ing any taxes dur­ing 2008-2010, in­stead get­ting $18 mil­lion in tax re­bates, de­spite mak­ing a profit of $896 mil­lion and in­creas­ing ex­ec­u­tive pay by 81%. On Jan 31, 2005, Nav­is­tar Fi­nan­cial said it would re­state fi­nan­cial state­ments for fis­cal years 2002 and 2003 and the first three quar­ters of fis­cal 2004, be­cause it did not take into con­sid­er­a­tion po­ten­tial changes to fu­ture in­come. On April 7, 2006, Nav­is­tar re­stated fi­nan­cial re­sults from 2002 through 2004, and for the first three quar­ters of 2005, due to ac­count­ing prac­tices that are the sub­ject of a con­tin­u­ing review.

Images

Navistar International Vehicles

2010 International LoneStarTractor Trailer IDF Custom International. IC Bus CE300 school bus International DuraStar medium-duty truck International 4700 SCD OLYMPUS DIGITAL CAMERA OLYMPUS DIGITAL CAMERA SONY DSC OLYMPUS DIGITAL CAMERA Coca Cola eStar electric truck at Washington D.C. ????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????? Beaumont, TX, November 2, 2005- A contractor has the value of his load of brush and tree limbs estimated before he dumps it at an Army Corps of Engineers debris site. FEMA funds the Corps of Engineers debris disposal program. Photo by Ed Edahl/FEMA Honourary Colonel’s Dinner at 438 ETAH OLYMPUS DIGITAL CAMERA OLYMPUS DIGITAL CAMERA OLYMPUS DIGITAL CAMERA

VERHEUL Truck, Bus and Coach builders Waddinxsveen The Netherlands

Verheul

(construction)

Buses, Coaches and Trucks

 

 Verheul Holland Coach stadsbus 134 uit 1955, GEVU, Utrecht, gevolgd door Leyland-Verheul LVS560 stadsbus 6 uit 1968, GVG, Groningen.

Leyland/Verheul voorstadsbus 73 uit 1960, Maarse & Kroon, Aalsmeer.

Interieur van de Amsterdamse bus 157 (Kromhout/Verheul) uit 1941

Karakteristieke achterkanten van BUT-Verheul-stadsbussen (trolley en diesel) in Arnhem, 1965

The Car industry Verheul N.V.

was a Dutch manufacturer of buses and trucks to Waddinxveen, which existed under that name from 1900 to 1970.

History

The history of Verheul, derived from a car factory to Waddinxveen, corresponds to that of many other body factories. Dirk Verheul, the owner since 1900, began after the first world war with the building of bodywork. In the 1930s the factory has become one of the largest in this field in the Netherlands. On many buses and chassis brands were recommended truck s produced. In particular, collaboration with the Dutch kromhout .

In 1948 presented Verheul and kale on the RAI-Exhibition VB48-buscarrosserie the self-supporting. In these first years after the liberation took Verheul also actively participating in the reconstruction of the Dutch public transport. The number of required buses was larger than one could handle and therefore spent Verheul the coach work by Crossley and large series Scania-Vabis buses out to the aircraft manufacturers Fokker and Aviolanda and the De Schelde shipyard.

From 1958 took Verheul construction of complete kromhout-coaches to hand, with only the engines delivered kromhout. To this Covenant came in 1963 another end, because after the takeover of AEC Verheul’s other partner by Leyland created a close cooperation between Verheul and Leyland-Holland in Aalsmeer. One went on under the name Leyland Motor Corporation NV.

The Verheul-factory was destroyed by fire on december 9, 1970. On this place arose then the Dutch subsidiary of British Leyland. The name Verheul was no longer used and Carbodies were no longer built. The construction of standard local buses was continued by Den Oudsten to Woerden .

Branches

A planned new factory at the Henegouwerweg Waddinxveen along national road 12, could by the circumstances of war only after 1945 be put into operation. This complex was known as factory A and served for the construction of large bus series. The original location to the clay Quay in Waddinxveen was called henceforth factory B and was selected for the construction of smaller numbers of coaches. Because Verheul in the 1950s large orders got from coaches for the City and regional transport, was on 25 november 1955 in Apeldoorn opened a new factory (C) , which, however, not long existed and was closed on 1 november 1962.

Products

Verheul was a well-known Builder of buses. Decades had a lot of city buses, Intercity buses and coaches in a body of Netherlands Verheul. Part of this was built on a chassis of brands like Kromhout, AEC or Leyland, MAN, DAF, but also built many self-supporting body works with components of Kromhout, AEC (such as the VB20 and VB10 ) and Leyland (such as the Holland Coach bus and the Royal Holland Coach local bus).

Verheul built in the 1950s and 1960s large series city buses for GVB (Amsterdam), F (Utrecht) and HTM (the Hague). Also has many buses for the Verheul subsidiaries of the NS produced, such as Citosa, NACO, NTM, NZHVM, NBM, VAD and South Easter and for private carriers and GTW, Maarse & Crown and NAO .

Built In 1966 Verheul 25 coaches of the type CSA order of Hainje  for the HTM. In 1967-69 Verheul designed and built a series of 130 standard Intercity buses from the Leyland Verheul LVB668 type for the then still at NS and later at the ESO connected bus companies. Until 1988, this was the standard model for the Dutch public transportation, but there was no longer himself came to Verheul.

Verheul also has exported buses, in the 1950s to include Uruguay and Argentina (on ACLO-chassis, another name for AEC) and Suriname and in the sixties to France and Israel .

Kromhout TB4/Verheul-bus uit 1939, Enhabo, Landsmeer.

Kromhout/Verheul-bus 157 uit 1941, Gemeentetram Amsterdam.

BUT/Verheul museumtrolleybus 101 uit 1949, GVA, Arnhem.

Groningse BUT Verheul trolleybus 109 uit 1949, GVG.

Special Holland Coach, Leyland-Verheul bus 5563 van de VAD in de kleuren van het touringcarbedrijf Dusseldorp

Leyland/Verheul stadsbus 27 uit 1957, GEVU, Utrecht.

Kromhout TBZ100/Verheul stadsbus 327 uit 1958, HTM, Den Haag.

Interieur van Kromhout TBZ100/Verheul stadsbus 281 uit 1957, GVB (Amsterdam)

Leyland-Verheul streekbus 4400 uit 1958, GADO,Hoogezand.

Leyland/Verheul stadsbus 68 uit 1961, GVG, Groningen.

Leyland/Verheul semi touringcar 4282 uit 1961, Citosa, Waddinxveen.

Haarlemse Leyland-Verheul stadsbus 5372 uit 1965

Volvo/Verheul streekbus 432 uit 1966, BBA, Breda.

• Leyland-Verheul LVB668 standaard streekbus 1107 uit 1968, Westnederland (ex-Citosa), Boskoop.

  

• DAF/Verheul streekbus 88 Oranjetip voor veerponten en smalle wegen uit 1970, RTM,Rotterdam.

  

  1923-ford-t-ford-20pk-carr-verheul-gtm

  

  1925-dodge-verheul

  

  1925-dodge-verheul-lr-dodge-lith

  

  1926-latil-verheul-boskoop-nederland

  

  1929-verheul-volvo

  

  1930-de-dion-bouton-lo-idem-carr-verheul-gtm-73

  

  1930-de-dion-bouton-lo-idem-carr-verheul-m-31093gtm

  

  1930-de-dion-bouton-lo-idem-carr-verheul-m-31095gtm-80-velperplein-arnhem

  

  1930-de-dion-bouton-lo-idem-carr-verheul-m-31096gtm-81

  

  1930-de-dion-bouton-uit-de-serie-13-tm-16-met-carrosserie-van-verheul-vermoedelijk-is-het-nr-16

  

  1930-de-dion-bouton-verheul-te-doetinchem-op-12-april-1937

  

  1931-de-dion-bouton-lo-idem-carr-verheul-m-34036gtm-86

  

  1931-dodge-verheul

  

  1934-krupp-ad4-n132-krupp-verheul-gtm-95-bok-m-43722

  

  1934-krupp-od4-n132-krupp-verheul-gtm-96-m-43723

  

  1934-krupp-od4-n132-krupp-verheul-gtm-97-bison-m-43724

  

  1934-krupp-od4-n132-krupp-verheul-gtm-101-renpaard-m-43728-pb-34-68

  

  1934-krupp-od4-n132-krupp-verheul-gtm-102-vos-m-43729

  

  1934-krupp-od4-n132-krupp-verheul-gtm-103-steur-m-43730

  

  1934-krupp-krupp-verheul-gtm-94-snoek-m-43721

  

  1935-ford-verheul

  

  1935-volvo-verheulbus-van-de-veluwe-expres-van-de-gebroeders-robart

  

  1936-citosa-verheul-volvo

  

  1936-kromhout-kromhout-lw-carr-verheul-gtm-106-zwaardvis-m-50651

  

  1936-kromhout-kromhout-lw-carr-verheul-gtm-107-stier-m-50652-pb-35-05

  

  1936-kromhout-kromhout-lw-carr-verheul-gtm-109houtgasgen-dolly-m-50654-nb-96-07

  

  1936-kromhout-kromhout-lw-carr-verheul-gtm-110-struisvogel-m-50655-pb-44-14

  

  1936-kromhout-kromhout-lw-carr-verheul-gtm-111-m-50656-pb-34-65

  

  1936-krupp-od4-n132-krupp-carr-verheul-gtm445-ekster-m-49338

  

  1936-krupp-od4-n132-krupp-carr-verheul-gtm502-beer-m-49340-pb-34-67-be-49-34

  

  1936-krupp-odn4-verheul-gtw-119

  

  1936-krupp-type-od4n-132-verheul

  

  1936-krupp-verheul-bus-vad-008-klein

  

  1936-toerwagen-8-scania-vabis-carrosserie-hondebrink-en-links-als-contrast-een-oudere-kromhout-met-carrosserie-van-verheul

  

  1936-volvo-verheul-29zitp-citosa-14-ns-7592

  

  1937-büssing-verheul-hbbm

  

  1937-kromhout-tb-4-verheul-htm-1-amsterdam-kromhout-fabriek

  

  1937-kromhout-tb4-verheul-waddinxveen-1937-1941

  

  1937-kromhout-tb5cyl-lw-verheul-waddinxveen-1937-1941

  

  1937-kromhout-kromhout-lw-gardner-l6w-carr-verheul-gtm-115-haas-m-50660-nb-96-08

  

  1937-kromhout-kromhout-lw-carr-verheul-gtm-112-m-50657-pb-35-01

  

  1937-kromhout-kromhout-lw-carr-verheul-gtm-113-gazel-m-50658

  

  1937-kromhout-kromhout-lw-carr-verheul-gtm-114-baars-m-50659-pb-07-71

  

  1937-kromhout-kromhout-lw-carr-verheul-gtm-116krupp-aanhhoutgasgen-m-50661

  

  1937-kromhout-kromhout-lw-carr-verheul-gtm-117-eekhoorn-m-50662-pb-07-70

  

  1938-kromhout-lw-tb4-carr-van-rooijen-verheul-zego

  

  1938-krupp-krupp-verheul-gtw123-zwaan-m-53452

  

  1938-krupp-krupp-verheul-gtw124-buizerd-m-53453

  

  1938-krupp-krupptd4-n332-verheul-gtw128-strip-m-53457-pb-08-49

  

  1938-krupp-krupptd4-n332-verheul-gwsm-448-kievit-m-55057-pb-09-80

  

  1938-krupp-td4-verheul

  

  1939-daf-verheul-b-7958

  

  1939-ford-verheul-2-foto-via-frank-vd-boogert-klm

  

  1939-kromhout-11-met-carrosserie-van-verheul

  

  1939-kromhout-nr-13-met-carrosserie-van-verheul

  

  1939-kromhout-tb4-verheul-bus-enhabo-landsmeer-nb-19-56

  

  1939-kromhout-verheul-tb5-instructiebus-146-nb-47-41-churchillaan-amsterdam-1955

  

  1939-krupp-verheul

  

  1939-maarse-kroon-32-leyland-cheetah-lz1

  

  1940-kromhout-b-6-vb-2-carr-verheul-gtw-175

  

  1940-kromhout-nr-5-met-carrosserie-van-verheul-op-demonstratie-chassis

  

  1940-kromhout-nr-12-met-carrosserie-van-verheul-kenteken-e-37510-uit-dienst-1958

  

  1940-t-e-t-bus-24-kromhout-verheul-met-aangebouwde-houtgasgenerator

  

  1941-interieur-van-de-amsterdamse-bus-157-kromhout-verheul-uit-1941

  

  1941-kromhout-tb5-lw-verheul-waddinxveen

  

  1941-kromhout-verheul-bus-157-gemeentetram-amsterdam

  

  1942-26-03-1948-indienst-bij-de-gado-crossley-verheul

  

  1944-volvo-verheul-zeist

  

  1946-ford-transit-verheul-stadsbus

  

  1946-ford-verheul

  

  1946-ford-thames-noodautobussen-voor-31-personen-verheul-mei-1946

  

  1947-aec-aec-regal-mkiii-carr-verheul-gtw350

  

  1947-crossley-sd42-1-met-verheul-body-nb-62-44-klm-busstation-1953

  

  1947-ford-verheul-trambus-056

  

  1947-ford-59-b-verheul

  

  1947-kromhout-verheul-de-oranje

  

  1947-scania-verheul-htm-17-1947-st-barbara-den-haag

  

  1947-52-diamond-carr-verheul-nb-28-26

  

  1947-52-international-carr-verheul-nb-28-27

  

  1948-aec-regal-mkiii-aec-carr-verheul-gtw-353

  

  1948-aec-regal-mkiii-aec-carr-verheul-gtw-354

  

  1948-aec-regal-mkiii-aec-carr-verheul-gtw-355

  

  1948-aec-regal-mkiii-aec-carr-verheul-gtw-357

  

  1948-aec-regal-mkiii-aec-carr-verheul-gtw-358

  

  1948 Bus 2 met Kenteken E-51548. Kromhout met carrosserie van Verheul. Opname voor station NS Enschede.

  

  1948 Crossley SD 42-2 Verheul-Aviolanda 2085

  

  1948 Daf met carrosserie van Verheul met uitschuifbare motor. Opname Pathmossingel te Enschede.

  

  1948-daf-trolleybus-met-verheul-opbouw

  

  1948 Guy met Verheul carr. uit de serie 82 tm 84 uit 1948 werd in 1953 verbouwd . De achterkant is verheul en front is

  

  1948-kromhout-b6-vb2-nr-1-met-carrosserie-van-verheul-in-1956-vernummerd-tot-101-in-1959-verkocht-aan-koopmans

  

  1948 Kromhout B6VB2 nr. 1 met carrosserie van Verheul. Rechts een Guy-Arab op weg naar Glanerbrug. Opname in 1949 Gronau

  

  1948-kromhout-met-carrosserie-van-verheul-opname-1955-op-lijn-glanerbrug-almelo

  

  1948-kromhout-tb-5t-5lw-verheul-waddinxveen-1948-1950.

  

  1948-kromhout-verheul-willem-ruys

  

  1948-kromhout-verheul

  

  1948 Leyland Verheul M&K 95

  

  1948-nb-11-11-crossley-sd42-2-verheul-aviolanda

  

  1948 Scania Vabis Verheul B-32764

  

  1948 Verheul BBA busdiensten

  

  1948-verheul-carr-op-daf-chassis-met-uitschuif-motor

  

  1949-aec-regal-mk-iii-verheul-htm-93-waalsdorperweg © Jan Voerman

  

  1949 BUT Verheul GVA 101 Arnhem © Gerard Bouwman

  

  1949 BUT Verheul Trolley 109 Groningen 1965

  

  1949 BUT-trolleybus Verheul GVA, GVM, Oostnet, Connexxion 101

  

  1949-but-verheulmuseumtrolleybus-101-gva-arnhem

  

  1949-But-verheul-opbouw-trolleybus-arnhem

  

  1949 Daf nr. 30 met carrosserie van Verheul en een uitschuifbare motor. Daarachter Scania-vabis 64 carrosserie Verheul.

  

  1949 Guy-Arab bus 84 met carrosserie van Verheul. Dienstbus Almelo-Glanerbrug op de weg Borne-Hengelo. Opname verm. 1949.

  

  1949 Scania-Vabis B15V Fokker-Verheul B-30462 Bouwjaar 1949 en Rechts (midden) NOF 2349 B-27588 Scania-Vabis B15V Brouwers Holwerd Bouwjaar 1948 B-29588

  

  1950-aec-regal-mkiii-aec-carr-verheul-gtw-359

  

  1950-but-verheul-trolley

  

  1950 DAF 2700 Verheul 2737 NBM

  

  1950 DAF Verheul opbouw voor Jac van Dijk Eindhoven

  

  1950 Kromhout-Verheul TB-5T NB-47-68, Stationsplein Amsterdam 1954

  

  1950 Kromhout-Verheul TB-5T, Bus 174 NB-47-69

  

  1950 Leyland Verheul Piet Hein

  

  1950 M&K 74, Leyland Comet – Verheul, in dienst van 1950 tot 1958

  

  1950 Scania-Vabis nr. 74 met carrosserie van Verheul. Uit dienst als nr.39 in 1962

  

  1950 Scania-Vabis nr. 75 met carrosserie van Verheul. Uit dienst 1962.

  

  1950 Scania-Vabis nr.74 met carrosserie van Verheul. Kenteken NB-32-73. In 1957 vernummerd in 39.

  

  1951 AEC carr. Verheul NB-28-34

  

  1951 AEC Regal MkIII AEC A217 carr Verheul GTW 340

  

  1951 AEC Regal MkIII AEC A217 carr Verheul GTW 341

  

  1951 AEC Regal MkIII AEC A217 carr Verheul GTW 343

  

  1951 AEC Regal MkIII AEC A217 carr Verheul GTW 344

  

  1951 AEC Regal MkIII AEC A217 carr Verheul GTW 345

  

  1951 AEC Regal MkIII AEC A217 carr Verheul GTW 347

  

  1951 Daf BD50 Verheul A-36241

  

  1951 Guy Arab 88 met carrosserie van Verheul. Opname voor Hotel des Invalides in parijs in 1953

  

  1951 Guy Arab Toerwagen 88 met carrosserie van Verheul. Opname tijdens koffiepauze in een dagtocht ergens in Duitsland

  

  1951 Guy-Arab nr. 89 met carrosserie van Verheul. De bus had 45 zit en 10 staanplaatsen. Opname grensovergang Glanerbrug

  

  1952 AEC Regal Mk.4 carr. Verheul NB-29-12

  

  1952 AEC Regal MkIII AEC A217 125pk carr Verheul GTW 338

  

  1952 Ford 59-R carr. Verheul NB-39-59

  

  1952 Guy-Arab 186 met kenteken NB-32-85. Carrosserie van Verheul. Opname 1963

  

  1952 Guy-Arab nr. 86 met carrosserie van Verheul

  

  1952 Kromhout carr. Verheul NB-29-03

  

  1952 Kromhout carr. Verheul NB-29-05

  

  1952 Kromhout carr. Verheul NB-39-06

  

  1952 Kromhout carr. Verheul NB-39-08

  

  1952 Kromhout TB 4-2 carr. Verheul NB-28-97

  

  1952 Kromhout TB 4-2 carr. Verheul NB-29-07

  

  1952 Kromhout TBZ-100 – Verheul Kromhout Loosduinen © Peter Doesburg

  

  1952 Kromhout VB50B Kromhout 6HG carr Verheul GTW 149

  

  1952 Kromhout Verheul 001

  

  1952 Kromhout-Verheul 006b

  

  1952+54 Kromhout TBZ100 carr. Verheul 54PB-89-17 Kromhout TBZ100 carr. Verheul 52 NB-76-85

  

  1953 74 NB-73-56 DAF BD-52P BD50-3595 Verheul

  

  1953 AEC Regal mark IV(via importeur van Twist) – Verheul, Waddinxveen 1953 A’dam

  

  1953 AEC Regal MkIII AEC 219G carr Verheul+TL GTW381

  

  1953 AEC Regal MkIV AEC 219G carr Verheul GTW 391

  

  1953 AEC Regal MkIV AEC 219G carr Verheul GTW 392

  

  1953 Bus 7 (ex 23) E 34933 Kromhout met carrosserie van Verheul heeft de oorlog doorstaan.

  

  1953 DAF B 425-B Verheul 1050 TET 25 E-60032

  

  1953 Kromhout TB50 6HG 108 – Verheul, Waddinxveen A’dam

  

  1953 Kromhout TBZ-100 – Verheul 303 1970 © Ronald van Onselen

  

  1953 Kromhout Verheul 016

  

  1953 VERHEUL KAROS nieuwsblad-3 Maart 1953

  

  1953 VERHEUL KAROS-4 mei 1953

  

  1954 AEC Regal Mk IV – Verheul, Waddinxveen A’dam

  

  1954 AEC Verheul KLM-ABB bus 5628 Schiphol Airport

  

  1954 AEC-van Twist Regal Mark IV Verheul Waddinxveen

  

  1954 Ford Verheul Trambus Den Bosch

  

  1954 Guy-Arab 89 met carrosserie van Verheul. Met 45 zit en 10 staanplaatsen. Opname grens Glanerbrug in 1954

  

  1954 Leyland Royal Tiger Worldmaster- Kromhout TBZ 100- Verheul, Waddinxveen

  

  1954 Leyland Verheul (Holland Coach)101a

  

  1954 Verheul AMZ-de Muynck 40

  

  1954 Verheul GTW 310

  

  1954 Verheul HTM36

  

  1954 VERHEUL KAROS-11 november 1954

  

  1954 Volvo Verheul Dr Raadt V13

  

  1954 volvo-verheul BBA

  

  1955 9 PB-42-99 Büssing 4000T Verheul T van Maanen Harderwijk

  

  1955 AEC-van Twist Regal Mark IV 9831 E Verheul Waddinxveen

  

  1955 Crossley Verheul Zuidooster 1995

  

  1955 Leyland Holland Coach – Verheul GEVU 134

  

  1955 Leyland Holland Coach Verheul

  

  1955 Leyland Verheul auto bus

  

  1955 Kromhout, Amsterdam-Noord – Verheul, Waddinxveen

  

  1955 VERHEUL KAROS-14 juli 1955

  

  1955 VERHEUL KAROS-15 november 1955

  

  1955 VERHEUL KAROS-16 december 1955

  

  1955-68 Verheul Holland Coach stadsbus 134 uit 1955, GEVU, Utrecht, gevolgd door Leyland-Verheul LVS560 stadsbus 6 uit 1968, GVG, Groningen.

  

  1956 GVA BUT Verheul trolleybussen bouwjaar 1956

  

  1956 GVBA AEC-Kässbohrer-Verheul 245 – Amsterdam

  

  1956 TET bussen op het busstation Molenstraat te Ootmarsum. Scania-Vabis bussen met carrosserie van Verheul. Opname 1956.

  

  1956 Verheul Geledebus GTM

  

  1956 VERHEUL KAROS-18 juni 1956

  

  1957 ACLO Verheul 01 AEC-VERHEUL bestemd voor Zuid Amerika. Verkort v 12 meter naar 10 meter lengte

  

  aclo-mark-iv-uruquay-aec-verheul

  

  1957 Aclo Verheul Coba 02

  

  1957 ACLO-Verheul 02 1957 geëxporteerde Verheul Zuid Amerika. carrosserie duidelijk naar Amerikaanse normen is aangepast

  

  1957 ACLO-Verheul 03 AEC-VERHEUL bussen lijkt. Duidelijk zien we dat de wagen de motor achterin heeft en let vooral op de lengte die zeker een stuk korter

  

  ACLO mark IV = URUQUAY AEC Verheul

  

  ACLO Regal 4 Verheul voor Verheul in Waddinxveen

  

  1957 ACLO-Verheul 04

  

  

  1957 DAF met Verheul opbouw Velox in Andelst

  

  1957 Interieur van Kromhout TBZ100 Verheul stadsbus 281, GVB (Amsterdam)

  

  1957 FRAM 4244 Leyland Verheul

  

  1957 Leyland Verheul stadsbus 27, GEVU, Utrecht.

  

  1957 Scania Vabis BF 252-B Verheul TET 67

  

  1957 Scania-Vabis Verheul 44 zitpl., Tet 021

  

  1958 AEC Regal Mk IV 9832S-Verheul VB58 (2859B), 45z. Chassisnummer 9832-S-801

  

  1958 Kromhout TBZ100-Verheul stadsbus 327, HTM,Den Haag.

  

  1958 Kromhout TBZ100-Verheul stadsbus 327, HTM,Den Haag. © Kevin Kloosterman

  

  1958 Leyland LV Verheul WSM serie

  

  1958 Leyland Verheul GADO 4400 Huisstijl Nationaal Busmuseum

  

  1959 Volvo, type B655 Verheul

  

  1959 Verheul bodied Leyland Worldmaster ex M&K Centraal Nederland semi tour bus Nr 182

  

  1959 Volvo-touringcar (type B655 carrosserie Verheul) en een DAF-bus van Zuid-Ooster

  

  1959 Verheul bodied Leyland Worldmaster M&K Centraal Nederland semi tour bus Nr 187

  

  1960 AEC carr. Verheul

  

  1960 AEC Regal Mk IV-A – Verheul Spui The Hague © Ronald van Onselen

  

  1960 AEC Regal MkIII AEC 125pk carr Verheul GTW 232

  

  1960 AEC Regal MkIII AEC 125pk carr Verheul GTW 237

  

  1960 DAF TB 160 carr. Verheul

  

  1960 Daf TB160 12 met carrosserie van Verheul. Bouwjaar 1960. Opname voor de garage Hazelaarstraat Almelo in 1966

  

  1960 DAF Verheul TET 0016

  

  1960 DAF-tb-Verheul WSM 2798

  

  1960 Leyland Verheul Maarse en Kroon 37

  

  1960 Leyland Verheul MK-GVB Amsterdam © Herman A Haverkate

  

  1960 Leyland Verheul stamt uit 1960 heeft plek voor 70 p Maarse-Kroon

  

  1960 Leyland Verheul stamt uit 1960 heeft plek voor 70 p Maarse-Kroon

  

  1960 Leyland Verheul stamt uit 1960 heeft plek voor 70 p Maarse-Kroon

  

  1960 Leyland Verheul stamt uit 1960 heeft plek voor 70 p Maarse-Kroon

  

  1960 Volvo-Verheul bus BBA

  

  1961 AEC carr. Verheul

  

  1961 AEC VB10 AEC AH690 180pk carr Verheul 1961 GTW631 1962

  

  1961 AEC VB10 AEC AH690 180pk carr Verheul 1961 GTW636 1962

  

  1961 AEC VB10 AEC AH690 180pk carr Verheul 1961 GTW651 1961

  

  1961 AEC VB10 AEC AH690 180pk carr Verheul 1961 GTW685 1961

  

  1961 DAF Verheul UB 92 51

  

  1961 Kromhout-Verheul VB10 RET 754 langs het ketelhuis

  

  1961 Kromhout-Verheul VB10 RET 754 voor de stallingsdeuren

  

  1961 Leyland-Verheul semitouringcar 4282, Citosa, Waddinxveen.

  

  1961 Leyland-Verheul stadsbus 68, GVG, Groningen.

  

  1961 Verheul, VB10 Werkspoor

  

  1961 Volvo, B615 Verheul

  

  1962 Kromhout-Verheul VB10 RET 770

  

  1962 Leyland, LE-HO Verheul

  

  1962 Leyland, LV Verheul

  

  1962 Maarse & Kroon 89 Verheul

  

  1963 Scania-Vabis 70 met carrosserie van Verheul. Opname op de Oelerbrug bij Hengelo

  

  1963 Verheul Truck ex Hempenius Sneek

  

  1964 AEC carr. Verheul

  

  1964 AEC nr. 78 met carrosserie van verheul. Opname halte THT Enschede richting Hengelo in 1970

  

  1964 Daf Stadsbus 22 met carrosserie van Verheul. 30 zit en 16 staanplaatsen

  

  1964 DAF TB 160 carr. Verheul

  

  1964 DAF Verheul, Waddinxveen

  

  1964 Kromhout TB-50 – Verheul © Cas Krijgsman

  

  1964 Leyland – Verheul, Waddinxveen

  

  1964 Leyland-Verheul LV-Verheul XB7784

  

  1964 Leyland-Verheul LV-Verheul XB7784

  

  1964 Volvo-Verheul, 43 zitplaatsen, in dienst in 1972 Schutte37

  

  1965 AEC met carrosserie van Verheul. Opname 1970 te Epe Duitsland. Halte Postkantoor

  

  1965 Daf Verheul

  

  1965 Ex GEVU 12 Verheul NB-39-12

  

  1965 Haarlemse Leyland-Verheul stadsbus 5372.

  

  1965 Leyland-Verheul werkspoor panther RET 309 voorkant 1965

  

  1965 Stationsplein Arnhem 20 juli 1965 BUT-Verheul Diesels en Trolleybussen

  

  1965 Verheul Lobithse Autodienst 45

  

  1966 BBA 414 Verheul Breda © Sierd Loman

  

  1966 DAF Verheul EMA bus 92 Eindhoven NS

  

  1966 DAF Verheul ENHABO 70

  

  1966 Daf Verheul GVB 154 Amsterdam

  

  1966 HTM 117 DAF Verheul

  

  1966 Kromhout TB-50 – Verheul 7 © Wil Leebeek

  

  1966 Leyland, LV Verheul

  

  1966 Leyland-Verheul Verheul RTM 38 Wasbeer ZWN 4342

  

  1966 Scania-Vabis 68 met carrosserie van Verheul. Opname bij het verlaten van het terrein van Holland Signaal voor groepsvervoer. Opname 1966

  

  1966 Verheul DAF UJ 84 82

  

  1966 Volvo, B755 Verheul

  

  1966 Volvo-Verheul streekbus 4326, BBA, Breda.

  

  1967 DAF Verheul TET 96 Almelo

  

  1967 Leyland-RT-Verheul WSM 5440

  

  1968 ACLO (AEC)-Verheul Peru Lima

  

  1968 AMZ 88 Leyand Tiger Verheul (vz)

  

  1968 CN 182 Verheul oude M&K 182

  

  1968 Leyland LVB668 0.680 carr Roset+Verheul GTW302

  

  1968 Leyland LVB668 0.680 carr Roset+Verheul GTW303

  

  1968 Leyland LVB668 0.680 carr Verheul GTW454

  

  1968 Leyland, LVB 668 Verheul

  

  1968 Leyland, LVB 668 Verheul

  

  1968 Leyland-Verheul LVB668standaard streekbus 1107, Westnederland (ex-Citosa), Boskoop.

  

  1969 Leyland LVB668 0.680 carr Verheul GTW461

  

  1969 Leyland-Verheul LVB Zuidooster 1113 Autobus ZOAD 1113 erfg

  

  1970 DAF, RTW Verheul

  

  1970 DAF-Verheul streekbus 88 Oranjetip voor veerponten en smalle wegen,Rotterdam.RTM 88-III

  

  1970 Leyland-Verheul RET 204

  

  1970 Scania-Vabis nr. 72 met carrosserie van Verheul. Opname 1970 tijdens schoolzwemmen voor de Dr. Ari

  

   Leyland TC Verheul vMK 251 garage Aalsmeer Jules Verne

  

  Leyland Verheul Auto Maatschappij Zeeland 170

  

  AEC nr. 76 met carrosserie van Verheul. Opname Sankt Georgplatz in Epe (Duitsland) in 1970

  

  AEC Regal Mk IV – Verheul

  

  AEC Regal Mk IV-A – Verheul

  

  AEC Verheul Enhabo 223

  

  AEC Verheul HTM 216

  

  AEC Verheul LTM 2089

  

  AEC-Verheul 06

  

  Coach Verheul KLM

  

  Crossley Verheul HTM 92

  

  CVD Leyland-Verheul 424 – Nijmegen NS – 10-1978

  

  Daf 11 met het kenteken TB-62-63, met carrosserie van Verheul. De kleur was ivoor met blauw dak.

  

  Daf nr. 15 met carrosserie van Verheul. Opname bij de kuiperberg te Ootmarsum met chf Rekers van het depot aldaar

  

  Daf stadsbus nr. 23 met carrosserie van Verheul. Deze had 30 zit en 16 staanplaatsen

  

  DAF Verheul Roland 11 A-36241

  

  Daf-Leyland 11 met carrosserie van Verheul. De eerste miljonairs voor de TET. 40 zit en 25 staanplaatsen. Bus heeft 11 jaar dienst gedaan in Ootmarsum.

  

  DAF-Verheul bus van Jac. van Dijk. Eindhoven

  

  BUT-Verheul Trolleybus (NB-01-24), Groningen

  

  ESA 75 AEC en DAF Verheul.

  

  Ford Transit nr. 58 met carrosserie van Verheul-Aviolanda met de moter achterin. Deze bus had 28 zitplaatsen.

  

  GTW 696 Austin Verheul

  

  GVA Verheul 139 Arnhem CS

  

  KLM CROSSLEY Verheul 1600 serie

  

  Kromhout 9 met carrosserie van Verheul.

  

  Kromhout 11 Verheul

  

  Kromhout TB-6C – Verheul © Edu Bouwman

  

  Kromhout TBZ-100A – Verheul 315 en PCC10xx Prinsegracht-Brouwersgracht © Roel Glas

  

  Kromhout-Verheul VB10 RET

  

  Kromhout-Verheul vrachtauto

  

  Kromhout-Verheul vrachtauto

  

  Leyland Verheul CN Busdiensten Utrecht © Herman A Haverkate

  

  Leyland Verheul Flevo 4010

  

  leyland Verheul FRAM7328

  

  Leyland Verheul GEVU Utrecht 134

  

  Leyland Verheul GTN 50

  

  Leyland Verheul GVA 159 Arnhem

  

  Leyland Verheul GVB Amsterdam © Herman A Haverkate

  

  Leyland Verheul HX-29115a

  

  Leyland Verheul HX-29115a

  

  1970 Leyland Verheul in Nijmegen

  

  Leyland- Verheul

  

  Leyland Verheul VAD 4543

  

  Leyland Verheul voor fabriek

  

  Leyland Verheul

  

  Scania Vabis Verheulbus (nr. 114) van De Valk

  

  Scania Verheul NBM busdienst © Herman A Haverkate

  

  Scania-Vabis 67 met carrosserie van Verheul. Opname bij Verheul vlak voor aflevering. Kleur, ivoor met rood dak

  

  Scania-Vabis met carrosserie van Verheul met het kenteken SB-80-80

  

  serie 21-30 DAF type B 425-B Daf nr. 29 met carrosserie van Verheul met 30 zit-en 16 staanplaatsen

  

  Special Holland Coach, Leyland-Verheul bus 5563 van de VAD in de kleuren van het touringcarbedrijf Dusseldorp.

  

  v.l.n.r. Scania-Vabis Ford met carrosserie van Jongerius Ford Transit met carrosserie van Verheul en bus 8 Kromhout

  

  Leyland Verheul

  

  Verheul

  

  Verheul

  

  Leyland Verheul

  

  Verheul

  

  Volvo Verheul BBA

  

  Leyland Verheul M&K 73

  

  Verheul + aanhanger in Noorwegen

  

  BUT Verheul’s Groningen

  

  Verheul Citosa

  

  DAF Verheul Citosa

  

  DAF Verheul Citosa 4022

  

  Verheul Coach NEDAM

  

  Verheul Holland Ciach Fageol Maarse & Kroon

  

  Verheul DAF AN 96 72 RTM 88 6082

  

  Verheul Flevodienst 4222

  

  Verheul Geledebus GTW 596

  

  Verheul GTW 636 Arnhem CS

  

  BUT Verheul GVA 137 Arnhem

  

  BUT Verheul GVA 151 Arnhem

  

  BUT Verheul GVA 157 Arnhem

  

  Leyland Verheul HTM 107

  

  Verheul Kromhout met aanhangbus en persgasflessen HZ-67054

  

  Verheul M53452 GTW Krupp-123

  

  Leyland VERHEUL NAO 2

  

  Leyland Verheul Nefkens 12

  

  Verheul Oosterveen 8 Tourbus

  

  Verheul oude bus nu vrachtwagen B-39653

  

  Verheul Stadsdienst NB3379

  

  AEC Verheul

  

  Verheul van de Jong Tours ex HTM bus

  

  Verheul ZB-24-51 Gelderland Grensstreek

  

  Verheul ZVTM 25

  

  Verheul’s van Van Maanen uit Harderwijk

  

  Volvo Verheul BBA bus 914 Tilburg

  

  Volvo Verheul WC Tensen 46 Soest

  

   A travel with bus 182 :

  

• Leyland Verheul Holanda

• That’s it

I want to say thank you for all the photographs that I found on the Net esspecialy from Gerrit G.

##

CARPENTER Body Company Indiana USA 1919-2001

Carpenter Body Company

Carpenter Industries, Inc.

Carpenter: The Safest Link Between Home and School.
Industry	Vehicle Manufacturing
Fate	Dissolved by parent company
Founded	1919
Founders	Ralph H. Carpenter
Defunct	2001
Headquarters	Mitchell, Indiana (1919-1995) Richmond, Indiana (1995-2001)
Area served	North America
Products	School buses Transit buses Step vans
Employees	700+ (1997)
Parent	Spartan Motors (1998-2001)
Website	http://crownbycarpenter.com/(archived version)

Carpenter Body Company, also known over the years as the Ralph H. Carpenter Body Company, Carpenter Body Works, Inc., Carpenter Manufacturing Company, Carpenter Industries, Inc., and Crown By Carpenter, was a bus body manufacturer based in Mitchell, Indiana, United States. The majority of Carpenter bodies were used for school buses.

Founded in 1919, Carpenter produced its first bus in 1923. Carpenter’s post-World War II success would lead it to become one of the “Big Six” major manufacturers of school buses in North America. After years of declining market share, Carpenter was closed in 2001 by its parent company, Spartan Motors.

http://myntransportblog.com/2014/01/27/buses-trucks-firerescue-crown-usa/

History

Foundation

1955 Carpenter school bus with GMC chassis.

Carpenter was founded in Mitchell, Indiana in 1919 by Ralph H. Carpenter, a blacksmith by trade. He began his career building hauling wagons for two cement factories located near his southern Indiana hometown of Bloomington. As his business grew, he began to expand into building horse-drawn “kid hacks” with wooden benches to transport children to school. As horse-drawn wagons became obsolete, he adapted wagon bodies for automobile chassis. Carpenter’s first true school bus was built in 1923. The first stop arms used on these buses were in the shape of a clenched fist with the index finger painted red. A combination of steel and wood replaced all-wood construction, and in 1935, a change to all-steel construction was made.

1950s-1980: Reconstruction and Expansion

 1960s Carpenter school bus with GMC chassis.

On March 12, 1956, a fire broke out inside Carpenter’s Mitchell manufacturing plant. The plant was mostly destroyed. With the help of factory workers, the factory was rebuilt and expanded in just 89 days. During the reconstruction, some workers worked without pay until later compensated.

Throughout the next twenty years, the business prospered and Carpenter became one of the “big six” major school bus body builders in the United States, competing directly against Blue Bird, Superior, Thomas, Ward, and Wayne.

1980s-1995: Bankruptcy and Dr. Beurt SerVaas

 An early 1990s Carpenter Classic conventional school bus with Ford chassis.

A mid-1990s Carpenter Classic conventional school bus with International 3800 chassis.

As the 1970s turned into the 1980s, a critical factor affecting school bus manufacturing was declining student populations; the baby boomer generation that had attended schools for the past 25 years were now on the verge of all completing their secondary education. Overcapacity and lowered demand in an bus manufacturing industry was coupled with the unstable economy of the time. The company unsuccessfully attempted to diversify into the small transit bus market. By mid-decade, Carpenter had entered into Chapter 11 bankruptcy. Salvation came to the company in the form of an Indianapolis-based industrialist, Dr. Beurt SerVaas, who led a refinancing and revitalization program to attempt to restore the role of Carpenter in the national school bus market. Major concessions came from the labor force and production of school buses continued.

During the 1980s, Carpenter would also make major updates to its product lineup. Carpenter’s conventional-style school bus (the Classic) underwent body revisions in 1984 and 1986. While the Cadet Type B was one of the first small school buses (introduced in 1969), it was not until mid-decade that the company developed a Type A school bus (the Clipper, later the Classmate), the last among major manufacturers. The Corsair transit-style school bus, in production since the 1960s, was retired and replaced with the Cavalier. In 1991, the Cavalier was replaced by the Counselor FE and the Coach RE; the latter marked the beginning of the relationship of Carpenter with Spartan Motors.

Early in the 1990s, the company gained an additional Type A bus as Carpenter began to distribute single rear-wheel buses manufactured by Quebec-based manufacturer Les Enterprises Michel Corbeil.

Crown Coach acquisition

Crown Supercoach II, a design acquired by Carpenter.

In May 1991, Carpenter purchased the tooling and product rights of Crown Coach, a California-based manufacturer that had closed its doors two months prior. The original intent of the company was to restart production of the Crown Supercoach Series II under the Carpenter name, but the complexity of its unibody construction proved too expensive for mass production. Introduced in 1989, the Series II had been the most updated bus from Crown Coach in 40 years.

While Carpenter would shelve the Supercoach II as a whole, it did not go unnoticed. A number of elements were carried over for the bus that was brought to market in its place. Introduced for 1992, the Carpenter Coach RE (Rear Engine) also served as the replacement for the long-running Corsair. Far more modern than its predecessor, the Coach featured a Spartan Motors chassis. In 1994, the Coach was replaced by a rear-engined version of Counselor.

1996-1999: Crown By Carpenter

CrownInternational by Carpenter Conventional

Crown by Carpenter business logo

As part of the 1991 purchase of the Crown Coach intellectual property, Carpenter inherited the rights to the Crown brand name. While the Crown-influenced Coach RE was not a success (its production lasting from 1992 to 1993), Carpenter used the Crown brand name in the late 1990s in an attempt to re-brand itself. Starting in 1996, all Carpenter buses were sold under the brand “Crown by Carpenter”.

In 1996, Carpenter leased the former Wayne plant at Richmond, Indiana, relocating from its aged facilities in Mitchell. During this transition, Carpenter revised the body design of all of its buses. The changes included a new roof design with single-piece roof bows and revised rubrails (full-length upper rubrails). The Wayne Lifeguard would donate some of its parts to the Crown Classic, including its windshield, entry door, and driver’s switch panel.

Crown By Carpenter sold a lineup of two Type A buses (Classmate SW/DW), one Type B bus (the Cadet), one Type C bus (the Classic), and two Type D buses (FE/RE, dropping the Counselor name).

At the new location, Carpenter had the advantage of an established team. Both the leadership and workforce based at Richmond included a number of veterans of the former Wayne operations. As such, they brought considerable experience and knowledge of the plant and industry to the effort. In adapting to the equipment at the Richmond plant, a change to the techniques of welding the roof joints from the procedures used before at Mitchell would later prove vital in excluding Crown by Carpenter products from containing a crucial structural flaw. That situation was not envisioned by anyone then and would only become an issue nearly a decade in the future.

One innovation that Carpenter introduced during this period was a change to the design of its “Crown RE”, mounted on a Spartan Motors chassis. The Crown RE was the first rear-engine school bus to feature an option of a conventional rear emergency door instead of an emergency exit window typical on rear-engine school buses. To make this possible, the floor was slanted up in the last few rows in order to gain height over the engine compartment. Crown by Carpenter also produced a delivery truck loosely derived from its “Cadet” Type B school bus line.

In 1998, Carpenter was sold to Spartan Motors, a Michigan-based manufacturer of chassis for fire apparatus and high-end recreational vehicles. Starting in the early 1990s with the Coach RE, Spartan had gained entry into the school bus industry through Carpenter; a prototype built for Wayne Wheeled Vehicles never saw production. Nevertheless, major outside forces still to be faced were a supply of suitable chassis and the overcapacity of the body industry.

1999-2001: Carpenter’s name revision and final years

Final Carpenter logo (late 1999-2001)

After four years, Carpenter had decided to phase out the Crown name in favor of a return to just Carpenter. The company pared the product line from six buses down to two, as the company decided to focus its energy on full-size buses.

In late 1999, Carpenter unveiled a new model series to their line called Classic 2000. The Classic 2000 series, a Type C conventional, featured an overall body redesign, including an entirely new driver’s area (based even more upon the Wayne Lifeguard), as well as new rub rail mounts, a fully vertical rear body, larger rear emergency exit doors, and new roof caps. The Chancellor FE, a front-engine transit, featured all of the structural changes of the Classic 2000.

Carpenter Chancellor RE

Intended as the flagship of the new Carpenter product lineup, the 2001 Chancellor RE rear-engine Type D (transit-style) school bus was built on a Spartan Motors chassis. Its chassis featured full air-ride suspension and double frame rails for a ride similar to a motorcoach; a flat floor inside the bus was created from the double frame as well as from the fitment of smaller-diameter wheels (19″ vs. the standard 22.5″). Unlike its Crown RE predecessor, the Chancellor RE did not feature an option for a rear emergency door, opting instead for a window emergency exit traditionally seen on rear-engine school buses.

The combination of the Spartan Motors chassis with the Carpenter Chancellor body resembled (in some aspects) the massive workhorses built in California by Crown and Gillig in years past, many of which stayed in served for 25 years or longer. Only a single prototype was completed with a second bare chassis intended for display purposes. From all reports, the Chancellor was well-received, incorporating many components and features long desired by school bus operating and maintenance personnel.

In the context of the school bus industry, the Spartan Motors chassis was in reality a premium option, incorporating many of the features long sought in a school bus. However, there were several downsides to this approach which proved fatal to the effort. As one might reasonably anticipate, the extra durability came with added cost. Also, Spartan had been serving lower quantity and higher margin markets for similar products used for high-end Class A motor homes as well as fire and rescue apparatus. Although Spartan had entered the school bus market through supplying Carpenter (for nearly a decade), their production facilities were not geared up to produce a large volume under low pricing pressures, even though their products would have proved more durable in the long run. As such, Carpenter was no longer able to compete with AmTran, Blue Bird, or Thomas on price.

This was a familiar dilemma, the same one which earlier had helped seal the fate of the Crown and Gillig coaches on the West Coast, as well as the entry of competitor Blue Bird into the mass-transit market during the 1970s. It was also similar to the situation which faced HARSCO BMY (parent company of Wayne Wheeled Vehicles) operation some years earlier, where a lesser quantity of higher quality products (at a correspondingly higher price) had also been the plant’s historical output.

Closure

 A Carpenter “Classic 2000” conventional school bus viewed close up

Carpenter had been struggling for almost 20 years when it ended school bus production in 2001. During the economic times around the millennium, lower initial capital costs seemed to trump longevity as a selling factor. When it was time for purchasing decisions, financially pressed districts and contractors tended to select lower-cost products with shorter life cycles. Spartan Motors, by then the ⅔ owner of the company, did not see a solution to the market dilemma and felt the projected continued losses would exceed the value to their business plan, voted to end its venture.

Epilogue: Structural Issues

A late 1980s Carpenter school bus on an International chassis, now in use as a church bus.

On March 20, 2003 in Alachua County, Florida, an 83-passenger Carpenter school bus rolled over onto its roof, causing the roof to collapse down to the seat level. At the time, no passengers were on board and the driver survived the accident. Later inspection of the vehicle revealed numerous broken and defective welds in the roof and pillar structure.

Inspections of Carpenter school buses in various parts of the country revealed cracked and broken welds in the roof structures. The problem was not confined to Florida where it was first found. It was determined that the defective welds could cause the roof to collapse in the event of a rollover. Not all Carpenter buses had the broken or cracked welds. The problem was confined to buses built at the Mitchell plant prior to its closing in late 1995.

Normally, the National Highway Traffic Safety Administration (NHTSA) would have conducted a full-scale investigation and if a defect determination were made, would have ordered the manufacturer to conduct a safety recall. However, since Carpenter was no longer in business, there was no one that NHTSA could hold accountable to develop a remedy for this problem.

However, NHTSA was concerned about this problem, and issued several advisories regarding certain Carpenter buses. NHTSA has indicated that virtually all of the production of Carpenter and Crown branded products from the Mitchell plant could potentially have the same flaw. Due to differences in construction techniques, Crown by Carpenter and Carpenter buses built at the Richmond plant from 1996 to 2001 were not included in several advisories issued. The School Bus Information Council offered additional information about Carpenter buses and the NHSTA advisory.

Products

Carpenter produced a product lineup of both small and full-size buses. Like other school bus manufacturers, the company also produced commercial, shuttle, and transit bus derivatives of their school bus designs. The Carpenter Cadet, introduced in 1969, was one of the first Type B school buses; during the Crown by Carpenter era, a modified version of the Cadet was marketed as a delivery van.

With the exception of “Classic”, its Type C conventional and “Coach”, its Type D rear-engine transit style (influenced by Crown Coach), most Carpenter school buses derived their model names from themes in education (Classmate, Cadet, Counselor, Chancellor) while many transit-style Carpenters derived their model names from common team names (Corsair, Cavalier).

Carpenter Bus at Smithsonian Institution

 A 1936 Carpenter school bus, built on a Dodge chassis, on display at the National Museum of American History.

The Smithsonian Institution‘s National Museum of American History in Washington, DC has a thirty-six passenger school bus built by Carpenter Body Works in 1936 on a chassis made by Dodge in 1939. The bus carried students to the grade school in Martinsburg, Indiana from 1940 to 1946, and was owned and driven by Russell Bishop during that period. It was later used as a traveling grocery store until 1962.

The bus has a streamlined steel body painted double-deep or “Omaha” orange with black trim. It was restored by Carpenter in the early 1980s under the supervision of Ollie Eager, who was Carpenter’s plant manager in 1936, and John Foddrill, who worked in the Carpenter plant in 1936. The bus has replacement seats that do not match the originals exactly. The originals were black upholstery.

1920 Carpenters E Durham

Busbuilder Carrosserie ROSET Bergen op Zoom the Netherlands 1946-1969

ROSET

Carrosserie

Bergen op Zoom

The Netherlands

Bussen van de NV. Carrosseriefabriek Roset uit Bergen op Zoom waren vanaf de jaren ’50 geen onbekende verschijning in de Nederlandse autobuswereld. Bij Roset begon het allemaal in 1946. In dat jaar werden twee bussen op Bedford-chassis gebouwd. In later jaren bouwde men op elk willekeurig chassis (o.a. AEC, Bedford, DAF, Guy, Dodge, International, Ford, Magirus Deutz, Mercedes Benz, Setra, Volvo, Kromhout en Scania-Vabis).

De producten van Roset werden vooral geprezen om hun sierlijke vormgeving en luxueuze uitstraling van het interieur. Men bouwde in hoofdzaak het meest voor touringcarbedrijven, waarbij het in 1955 geïntroduceerde model “Superliner” razend

1955 Roset Superliner

populair werd. In 1958 werd dit model enigszins aangepast met een groter glasoppervlak en werd toen omgedoopt tot “Bella Vista”. Hier werd geen standaardwerk geleverd, maar pure vakmanschap. Van elke bus die in productie kwam werd een tekening gemaakt en de details werden apart op tekening gezet. De klant betaald en de klant bepaald, dat was het beleid bij Roset.

Niet alleen voor touringcarbedrijven werd er gebouwd. Ook de streekbusbedrijven wisten de weg naar Bergen op Zoom te vinden en bestelden hun bussen bij Roset. Zo waren o.a. AMZ, KLM, LTM, Maarse & Kroon en ZVTM afnemers van Roset. Bij de touringcarondernemers waren het o.a. de Firma Vermaat (ca. 83 bussen), de EVAG uit Vlaardingen (in 1962 waren 27 van de 29 bussen van Roset) en Mey uit Amsterdam (ook in 1962 14 bussen).

Het productieproces bij Roset begon op de 2e verdieping van het fabrieksgebouw. Op verstelbare mallen werden hier de dakconstructie, de zijwanden en het frame gemaakt. Deze frames werden door een tunnelbuis naar de montagehal op de begane grond vervoerd. Op de eerste verdieping stonden de persen voor bijv. de fabricage van de stoelen en is ook de stoffeerderei aanwezig. In de montagehal op de begane grond werden alle delen in elkaar gezet, de beplating aangebracht en in de gewenste kleurstelling gespoten. Na de eindcontrole kan de bus aan de klant afgeleverd worden. In 1962 was de capaciteit gesteld op circa 50 bussen per jaar, maar die aantallen werden lang niet elke jaar gehaald. In de periode 1946 t/m 1969 werden er in totaal 600 bussen gebouwd.

1963 roset maarse en kroon 251 jules verne  © collkhvdzwaard

In opdracht van Maarse & Kroon kreeg Roset een order voor het bouwen van een zeer speciale VIP-bus. Deze bus ging de geschiedenis in ging als “Jules Verne”.

In 1968 werden nog 22 bussen gebouwd, te weten: 1x AMZ 51, 2x Vermaat 116-117, 5x GTW 302-306, 5x M&K 551-555, 1x Mey 50, 3x EVAG 85-87 en 5 voor KLM 3001-3005. In 1969 stopte de productie abrupt. In dat jaar verscheen er 1 bus (EVAG 89).

Voor de hoge mate van specialisatie en luxe moest een te hoge prijs betaald worden. Ook de concurrentie speelde Roset parten.

 https://www.facebook.com/media/set/?set=a.385158451574863.92424.222205747870135&type=1

RENAULT Buses, Cars and Trucks France Part VIII Privatisation and the alliance era (1996–present)

RENAULT

Buses, Cars and Trucks France Part VIII

Privatisation and the alliance era (1996–present)

It was eventually decided that the company’s state-owned status was detrimental to its growth. By 1994, following the failed Renault-Volvo merger, plans to sell shares to public investors were officially announced. The company was privatised in 1996. This new freedom allowed the company to venture once again into Eastern Europe and South America, including a new factory in Brazil and upgrades for the infrastructure in Argentina and Turkey. In December 1996 General Motors Europe and Renault begun to collaborate in the development of LCVs, starting with the second generation Trafic (codenamed X83).

1996

The financial problems of Renault were not all fixed by the privatisation, however, and the Renault’s President, Louis Schweitzer gave to his then deputy, Carlos Ghosn, the task of confronting them. Ghosn elaborated a plan to cut costs for the period 1998–2000, reducing the workforce, revising production processes, standardising vehicle parts and pushing the launching of new models. The company also undertook organisational changes, introducing worldwide a lean production system with delegate responsibilities inspired by Japanese systems (the “Renault Production Way”), reforming work methods and creating a centralised research and development facility, the Technocentre, to reduce vehicle conception costs while accelerating such conception.

1997

1998

1999

After Volvo exit, Renault searched for a new partner to cope with an industry that was consolidating and talks with BMW, Mitsubishi, Nissan, PSA and others were held. When Nissan’s negotiations with Daimler stalled, the Japanese company agreed to associate with Renault. Signed on 27 March 1999, the Renault–Nissan Alliance is the first of its kind involving a Japanese and a French company, each with its own distinct corporate culture and marque identity, linked through cross-shareholding. Renault initially acquired a 36.8% stake at a cost of US$3.5 billion in Nissan, while Nissan in turn has a 15% stake (non-voting) in Renault. Renault continued to operate as a stand-alone company, but with the intent to collaborate with its alliance partner to reduce costs in developing new products. In the same year Renault bought 51% majority stake of the Romanian company Dacia, thus returning after 30 years, in which time the Romanians built over 2 million cars, which primarily consisted of local version of Renaults 8, 12 and 20. In 2000, Renault acquired a controlling stake of the South Korean Samsung Group‘s automotive division.

2000

2001

2003

2004

In the late 1990s and early 2000s, Renault sold various assets to finance its inversions and acquisitions, refocusing itself as a car and van manufacturer. In 1999, the company sold itsindustrial automation subsidiary, Renault Automation, to Comau and its engine parts division to TWR Engine Components. In 2001, Renault also sold its 50% stake in bus/coach manufacturer Irisbus to co-owner Iveco and its logistics subsidiary CAT France to Global Automotive Logistics. Following the sale of the Renault Véhicules Industriels truck and bus division to Volvo in 2001, the company retained a minority (but controlling) stake (20%) in the Volvo Group (Volvo passenger cars are now a subsidiary of the Zhejiang Geely Holding Group). In 2010 Renault reduced its participation to 6.5% and in December 2012 sold its remaining shares. In 2004, Renault sold a 51% majority stake in its agricultural machinery division, Renault Agriculture, to CLAAS. In 2006, CLAAS increased its ownership to 80% and in 2008 took full control.

2005

2006

2007

In the twenty-first century, Renault was to foster a reputation for distinctive, outlandish design. The second generation of the Laguna and Mégane featured ambitious, angular designs which turned out to be successful, with the 2000 Laguna being the first European family car to feature “keyless” entry and ignition. Less successful were the company’s more upmarket models. The Avantime, a bizarre coupé / multi-purpose vehicle, sold very poorly and was quickly discontinued while the luxury Vel Satis model did not sell as well as hoped. However, the design inspired the lines of the second-generation Mégane, the most successful car of the maker. As well as its distinctive styling, Renault was to become known for its car safety. The Laguna was the first car ever to achieve a 5 star rating; in 2004 the Modus was the first to achieve this rating in its category.

2008

2009

In April 2010, Renault-Nissan announced a new alliance with Mercedes-Benz parent company Daimler with Renault supplying Mercedes-Benz with its brand new 1.6 L turbodiesel engine and Mercedes-Benz to provide a 2.0 L four-cylinder petrol engine to Renault-Nissan. The resulting new alliance is to also develop a new model to replace the Smart with a new model based on the Renault Twingo.

2010

In February 2010, Renault opened a new production factory near Tangier, Morocco, with an annual output capacity of 170,000 vehicles. Initially, it manufactured the new Dacia Lodgy and Dacia Dokker models and, starting from October 2013, the second generation Dacia Sandero, the output capacity being increased to 340,000 vehicles per year with the inauguration of this second production line. The site is located in a dedicated free trade area, neighboring the Tanger Automotive City, an industrial platform focused on automotive business. According to Renault, the new factory emits zero carbon and industrial liquid discharges. Over 100,000 vehicles were produced there in 2013, and Renault expects to eventually increase production at the Tangier plant to 400,000 vehicles per year, according to a report by the Committee of French Automobile Manufacturers.

2011

In December 2012 the Algeria’s National Investment Fund (FNI), the Société Nationale de Véhicules Industriels (SNVI), and Renault signed an agreement to establish a factory near the city of Oran, Algeria, with the aim of manufacturing Symbol units by 2014. The production output was estimated in 25,000 vehicles. The Algerian State will have a 51% stake in the facilities’ property.

2012

Corporate governance

Renault is administered through a Board of Directors, an Executive Committee and a Management Committee. As of May 2014, members of the 19-seat board are, among others, Carlos Ghosn, Alain J. P. Belda, Charles de Croisset, Thierry Desmarest, Yuriko Koike, Marc Ladreit de Lacharrière, Franck Riboud and Pascale Sourisse. The Executive Committee is composed by Ghosn, Thierry Bolloré (Chief Competitive Officer), Marie-Françoise Damesin (Executive Vice President, Human Resources), Jose-Vicente De Los Mozos Obispo (Executive Vice President Manufacturing and Supply-Chain), Gaspar Gascon Abellan (Executive Vice President Engineering), Philippe Klein (Executive Vice President, Product Planning, Programs), Stefan Mueller (Executive Vice President, Chairman of Europe region), Mouna Sepehri (Executive Vice President, Office of the CEO), Jérôme Stoll (Executive Vice President, Chief Performance Officer) and Dominique Thormann (Executive Vice President, Chief Financial Officer, Chairman and CEO, RCI Banque). The Management Committee is composed by the members of the Executive. There are five regional management committees which focus on certain geographic areas.

2013

Head office

2014

Renault’s head office is in Boulogne-Billancourt. The head office is located near the old Renault factories; Renault has maintained a historical presence in Boulogne-Billancourt, as the historic Boulogne-Billancourt plant had Renault’s activity since 1898.

This were all the photographs with date.

Now the ones without:

Renault vehiculos industriales

MERCURY School and Highway Buses New York USA

This is not the MERCURY what this blog is about.

1954 Mercury XM-800 Dream Car

Is it about some beautiful Mercury’s?

No it’s about

MERCURY Buses

Mercury Brockway Buses – built by Mercury Aircraft, Hammondsport, NY

Penn Yan Buses Division of Hammondsport,New York.
Mercury Buses were built there from 1945 -48. They built school buses sold mostly in New York State.

In 1945, Mercury Aircraft decided to diversify their company and purchased Penn Yan Bus Bodies Inc. of Penn Yan, New York.

Penn Yan Bus Bodies Inc. was located on Liberty Street in Penn Yan and was formed when Whitfield and Sons Coach Builders Co. of Penn Yan went bankrupt in 1933.

Brockway-Mercury Bus

Whitfield and Sons Coach builders had been building coach and bus bodies since 1885. During the mid 20’s to the early 30’s, they built school buses too.

Willet Wetmore of Penn Yan bought the bankrupt Whitfield and Sons Coach Builders Co. and leased property and buildings from the Penn Yan Boat Co. on Liberty Street in Penn Yan and formed Penn Yan Bus Bodies Inc. of which he was president.

In 1941, the Penn Yan Bus Bodies Inc. building was seriously damaged in a fire that also damaged equipment and inventory. This may have been what lead Mr. Wetmore to seek a buyer for his company.

Back to 1945, this is when Mercury Aircraft steps in according to the article from the Geneva Times, and purchases remaining equipment and inventory belonging to Penn Yan Bus Bodies Inc. They opened a new Facility in Hammondsport, New York — Mercury Buses, Penn Yan Buses Division. Here they built 250 -300 school buses between 1945-48 utilizing techniques borrowed from their success in aircraft manufacture. Their school buses were built using aluminum frames and bodies that incorporated chassis by Brockway, Mack, Dodge, Ford, and International.

Here are examples of their construction sent to me by Mercury —

A model of a Mercury Bus resides in the Glen Curtiss museum in Hammondsport —

In 1948, Mercury decided to sell the Penn Yan Buses Division. Karl Kreutziger, who had been the sales manager of Mercury Buses, bought the division in 1948 to full fill Mercury’s contract for 100 unfinised school buses. From this purchase he formed Coach and Equipment Mfg, in Penn Yan, New York. They are still in business and one of the big success stories in New York State.

More pictures of Mercury Buses —

1967-68 Mercury-Bus

Buses bodybuilders AUTOKORI OY —- OY DELTA PLAN AB Turku Finland

AUTOKORI OY

Bus bodies were built in Turku already in the late 1920s. Two body building factories – “Nieminen body factory” (later known as Turun Autokoritehdas) at Tehtaankatu and a vehicle equipment factory “G.W.Wulff Ajokalutehdas” at Itäinenkatu – produced bodies, and competition between these two factories was quite tough.

1936 Autokori Oy perustettiin vuonna

After the Great Depression, the demand for buses increased remarkably and three bus company owners Verner Arvela, Emil Heikkilä and Volmar Mäkinen decided to join forces and start their own body manufacturing factory in 1935.

Turun Autokoritehdas

This is regarded as the start of the company. The official date of establishing the new factory is February the 1^st 1936. The company was named Autokori Oy. The facilities were rented from the Turku City Administration and were situated in the fields of Pispala, which is today known as the Ikituuri suburban.

“Chevrolet 157”. Matkustajaluku 20. Turun autorakenne Oy, 20.1.1934

“Diamond 311.C”. Matkustajaluku 27. Turun autokorirakenne Oy, 26.10.1935.

During the war the factory was involved in producing orders for the Finnish Defense Forces. After the war, the country experienced a serious lack of buses, but the sudden demand couldn’t immediately be satisfied, as the factory also experienced a lack of chassis and components for the production.

1934 Autokori Oy n REO 1D

1938 Autokori Oy, 10.2.1938. International D.30 173

1938 Autokori oy n Mercedes Benz OP 3750

1938 Autokori Oy Sisu SB 10

1938 Studebaker S.K.20.B-001. Matkustajaluku 31. Autokori Oy.

1938 Volvo LV 84 Bus

1938 Volvo LV.84.B. Matkustajaluku 24. Autokori Oy, 26.9.1938

1938 SISU SH-7 i104655

“Opel 183 (Blitz)” Matkustajaluku 26. Autokori Oy, 10.2.1938.

In 1950, Autokori rented a site in Itäharju. A new factory was established there and in August 1951 the whole body production was moved from Pispala to Itäharju. At the bus exhibition in Helsinki 1955 the company’s bus was awarded a gold medal for its steel reinforced wooden body.

1957 Autokori Oy Airisto

The first steel based body was manufactured by Autokori in 1957, and from April 1960 onwards steel was the base material for all the bodies. The most popular body models at the time were the Airisto and the Aura.

AURA

New ideas started to grow in the company in 1964 with the introduction of new ownership in form of an engineer, Aimo Laukka. It was in these times the production started to speed up and the annual volumes started to increase. Before Laukka, the annual production was 40-45 bodies, but already in 1965 Autokori manufactured a total amount of 83 bodies. The company started to sell products outside of Finland, and the first buses to be exported were delivered to Sweden in 1966. In 1969, the annual production capacity was 129 bodies, of which an amount of 19 were delivered to foreign customers.

This are not all buses from Autokori Oy, but from the same period and from scandinavian karosseri fabrike

OY DELTA PLAN AB

In the late 1960s, a new site was bought in Nuolemo, Lieto. A decision to build a new factory was made and the body production moved to the new site in 1973. Simultaneously, the company name was changed from Autokori Oy to Oy Delta Plan Ab and the new Delta body models were introduced. The export market continued to expand and the first bused to Norway and Iceland were manufactured in the 1970s. In 1976 the company made a record in the volume of produced bodies as the total amount of completed units rose to 246. 77 of these buses were delivered to the export market. The company’s buses were also awarded more prizes at many international exhibitions, including an exhibition in France.

After five years of operations in Lieto, the factory became inadequate and new facilities were acquired in Yliskulma, Lieto. The former dairy facility had already been used for metal industry for some years. The chief Supervisor of the factory, Mr Helmer Forsman, was a very creative manager who invented various special machinery and tools for body production. The roofmaking tool that Forsman invented is still in use.

The year 1979 was very significant for Delta Plan. The company acquired the assets of Erikoiskori Oy, a special vehicle factory in Iisalmi. The purpose was to add production of fire engines to the product range. However, only one fire engine unit was built and Iisalmi became the production facility for short buses. During 1980 an amount of 186 bus bodies were produced.

The prototype of the Delta Star – model was completed and this model participated in an exhibition in Nice during the autumn in 1981.

In January 1982 Oy Delta Plan Ab was sold to Ajokki Oy and the 18 year long career of engineer Aimo Laukka in the head of Delta Plan ended. The company continued its growth and a new model, Delta Superstar, was introduced in 1983.  The  same year, the model was exhibited at the Nice Salon with great success. Annual production was 173 units. 59 buses were delivered to export market.

The 50th anniversary of the company was celebrated in August 1985. In the same year the most popular body model of the company, Delta Star, was introduced. Shortly after the Delta star 50 model was completed, some new models were launched including the doubledecked Jumbostar and the smaller coach Delta Star 30.

CARRUS OY

In 1986, Ilmari Mustonen, the owner of Wiima Oy bought Ajokki and Delta Plan. The production at this time was 171 bodies of which 96 were exported. In 1988, the products included models like the Star 301, Star 501, Superstar and Jumbostar. In 1989 the company changed its name to Carrus Oy. Consequently, the Lieto factory got the name Carrus Oy Delta.

In 1991 the body frame material was changed to stainless steel, and Carrus Stainless was used as the base material in all the bodies manufactured by Carrus factories. In the mid 1990s, the Carrus Oy Delta body models were completely updated taking into account new safety requirements for modern bus bodies. The new models were named the Star 602, Star 502 and the Star 302.

The Turku factory is known for innovative solutions proved by the many body models introduced. Also, an own passenger seat was developed during the 1990s.

VOLVO BUS FINLAND OY

In 1997, a new page was turned in the company’s history as the company was sold by Ilmari Mustonen to Volvo Bussar AB, and Carrus became a subsidiary for Volvo.

In these times the factory experienced significant growth in international relations and today there are still several bus models which have been developed at the Lieto factory that are manufactured today by Volvo in countries like Mexico, Poland and India.

The name Carrus Oy Delta was changed to Volvo Bus Finland Oy Turku in June 2004. In the year 2004 185 buses were produced at the Lieto factory.

CARRUS DELTA OY

The last drastic change happened in 2008, when the company operations were transferred back to Finnish ownership. The traditional company name was restored, which lives on today. This is the story of Carrus Delta Oy.

Buses bodybuilders JONCKHEERE Belgium

 JONCKHEERE

2002 Stadsbus van Yokohama Jonckheere Monaco

2010 Jonckheere Transit 2000 bus in Belgium. De Lijn operator

JONCKHEERE

is een autobusfabriek in het Belgische Beveren bij Roeselare. Tot 2011 voerde het bedrijf de naam Jonckheere, Nu is het een onderdeel van VDL (van de Roeselare) Daarover bij de V.

Geschiedenis

1930 Jonckheere Willeme

Henri Jonckheere

Het bedrijf startte in 1881 als koetsenatelier. De oprichter was Henri Jonckheere (1851-1910). Het atelier kwam er op de plaats waar hij voordien een herberg met smidse uitbaatte. Voor de bouw van paardenwagens en koetsen stelde hij heel wat mannen uit het dorp tewerk. Vanaf 1902, met de opkomst van de automobiel, werden ook koetswerken voor auto’s gemaakt. Aanvankelijk waren dit houten koetswerken die op het chassis van beroemde auto’s zoals Minerva, Rolls Royce en FN werden gebouwd. Jonckheere was daarmee één van de oudste Europese carrosseriebouwers.

1930 Citroën T45 Jonckheere

In 2005 werd de Brabantstraat waar een deel van het latere bedrijf Jonckheere gevestigd was, omgedoopt tot de Henri Jonckheerestraat als verwijzing naar de stichter van een van de belangrijkste bedrijven uit Beveren.

Joseph Jonckheere

1930 jonckheere mercedes benz

Vanaf 1922 richtte zoon en opvolger Joseph Jonckheere zich meer op het bouwen van autobussen en touringcars. In de jaren 1930 werd de productie van automobielkoetswerken stopgezet. In Beveren zelf waren er dan meerdere carrosseriebedrijven waardoor de concurrentie er moordend was. Het bedrijf hield zich toen niet alleen met carrosserieën bezig, maar waagde zich ook aan lichte en zware plaatconstructies. Voor die deeltak richtten Joseph en zijn zoon Henri in 1947 de firma Sadef in Gits op. Het bedrijf in Beveren zou zich daarna weer op carrosserieën toeleggen. Het was ondertussen Belgisch marktleider voor autobussen geworden. Na de Tweede Wereldoorlog nam de behoefte aan wegtransport toe. Jonckheere speelde hierop in en het productengamma werd verder gediversifieerd.

Henri Jonckheere

1936 minervabus Jonckheere

Vanaf 1964 leidde Henri Jonckheere, kleinzoon van de stichter, het bedrijf. Het honderdjarig bestaan van het bedrijf werd in 1981 gevierd met een nieuwe touringcar die de naam ‘Jubilee’ mee kreeg. De opvolgers ‘Deauville’ en ‘Mistral’ werden eveneens succesvol.

VDL

1946 Jonckheere Ford v8 b

In 1994 werd het bedrijf opgekocht door de Berkhof Groep. Die groep werd in 1998 opgekocht door de VDL Groep. In 2003 voerde de VDL Groep naamsveranderingen door, waardoor het busbouwbedrijf werd ingelijfd bij de ‘VDL Bus Groep‘ en vanaf nu werd aangeduid als ‘VDL Jonckheere’. De busjesbouwer Denolf en Depla, die sinds 1991 onderdeel was van de Berkhof Groep en in 1993 nog een nieuwe vestiging kreeg, werd opgeheven en de productlijn ging op in de Jonckheere-fabriek. Op 25 september 2010 veranderde de naam ‘VDL Bus Groep’ in de naam ‘VDL Bus & Coach’. De naam Jonckheere is in 2011 geheel komen te vervallen. Bussen die in de fabriek worden geproduceerd, krijgen nu de merknaam VDL.

1946 Scania Vabis Jonckheere België

1948 Auto Miesse Jonckheere België

1948 Volvobuss Med Jonckheere kaross.

1951 jonckheere aec bus

1951 jonckheere chevrolet-perkins bus

1952 JONCKHEERE DAF

1952 Jonckheere Brossel Chevrolet Perkins

1953 Brossel A77 DLV Jonckheere België

1953 Jonckheere Magirus Deutz België

1954 Van Hool – Jonckheere Sammlung

1955 jonckheere brossel bus

1956 Jonckheere daf16-ansichtkaart

1957 DAF autobus met Jonckheere opbouw

1957 Jonckheere Auto Miesse Bus

1957 Jonckheere DAF bus

1958 Auto Miesse Jonckheere Bus

1958 Leo Kors bus-18-daf-jonckheere

1958 Van Hool Jonckheere brussels museum van hool

1958 AEC Jonckheere atom omnibus © VDL Jonckheere

1959 DAF B1500 P533 DAF carr Jonckheere GTW 19

1959 Jonckheere mercedes benz O302 bus

1959 O302 Mercedes Benz Jonckheere Alt © Serge Pietgen

1959-daf-b1502-ds533-jonckheere-bus-20-21

1960 DAF TB 160 DS 520 DAF carr Jonckheere GTW20

1960 DAF TB160DS520 carr. Jonckheere, Roeselaere, B TB-86-84

1961 Jonckheere Guy bus

1962 BAK 16-1 Büssing Jonckheere

1962 DAF JONCKHEERE

1962 Jonckheere Verleyen AEC

1963 JONCKHEERE Sedert 1881

1964 DAF carr. Jonckheere

1964 DAF Jonckheere bus Rijkswacht B

1964 DAF JONCKHEERE

1964 Jockheere stic43

1964 JONCKHEERE AEC 1144

1964 Jonckheere Scania Vabis bus © Arie van der Vaart

1964 JONCKHEERE Solenza op DAF

1965 DAF TB BOVA Jonckheere © Fraassen

1965 Mercedes-Benz O 321 H Jonckheere bodywork

1966 Jonckheere Daf TB bus

1967 Leyland, RTW Jonckheere

1967 staan aan het station van Doornik twee Jonckheere-Volvo van de exploitant

Chaval klaar voor een volgende rit. © P Shearman

1968 AEC-Jonckheere © Verleyen

1968 Daf jonckheere

1968 Volvo B57 60 Jonckheere

1970 Daf Jonckheere Bus Philips

1970 DAF Jonckheere Texel

1970 DAF Jonkheere

1970 jonckheere TB 2100 daf bus

1971 DAF Jonckheere EHAD Philips Special

1971 daf touringcar met Jonckheere opbouw

1971 DAF-Jonckheerebus 44 van Mulder uit Hoensbroek

1972 DAF Jonkheere

1972 DAF-Jonckheere Rijkswacht

1972-vdl-jonckheere-bussen-voor-ghana-roeselare © Paul Bennink

1972 Volvo Jonckheere 60 23 GB

1973 Volvo Solenza Jonckheere 11900cc 280ps

1974 DAF, SB1602DH530 Jonckheere

1974 Jonckheere Dafb

1974 Jonckheere leyland bus

1975 SCANIA BR86+Jonckheere

1976 Eagle M31Jonckheere Bus

1976 Jonckheere Nefkens2

1977 SCANIA BR145 Jonckheere

1977 Volvo B58-60-Jonckheere semi-tourwagen met 54 zitplaatsen Schutte48

1977 VOLVO JONCKHEERE B59-55S

1978 Jonckheere leyland worldmaster bus

1980 Jonckheere TransCity Volvo Litouwen

1981 Jonckheere Jubilee Estland

1981 Jonckheere jubilee

1982 Jamaica-Volvo VDL Jonckheere Bus

1982 Jonckheere Litouwen

1982 Jonckheere

1983 JONCKHEERE Jubilee

1984 Jonckheere Mercedes Benz Bermuda

1988 Jonckheere Deauville België

1990 128 ESA 182 arch JHarmsen 182 Magirus Deutz M130-R81 Jonckheere

1990 Futura FVD BOVA Jonckheere

1991 Volvo Berkhof Duvedec Jonckheere

1992 Volvo Jonckheere Arrow 50 Denemarken

1993 Jonckheere Scania Jubilee Estland

1996 Volvo Jonkheere in Oban Scotland

1997 Jonckheere Volvo Communo

1997 JONCKHEERE Mistral (Car&Bus)

1998 Volvo Berkhof Jonckheere 2000NL NoordNed 4748-III

1998 Brussels A Volvo B10M Jonckheere bus Marcel Sloover

1999 Berkhof Jonckheere GVB469

1999 JONCKHEERE Mistral 70 Millennium (Car&Bus)

1999 JONCKHEERE TRANSIT 2000 (Car&Bus)

2000 Jonckheere Premier

2001 Jonckheere Catherine de Buyl Horse Insurance © BuzzyBeeForum

 

2001 JONCKHEERE Immage

2002 Berkhof Jonckheere VDL 2000NL

2002 B-DAF Jonckheere TB 2100-Belgian Army

2002 JONCKHEERE Arrow

2002 Jonckheere Monaco UK

2002 JONCKHEERE Procity Peugeot

2002 Premier-Solingen Berkhof Trolley

2002 ST2000 als BBA T-bus

2002 Stadsbus van Yokohama Jonckheere Monaco

2003 Berkhof Jonckheere GVB173

2004 Jonckheere Volvo 331447 van Modern Toerisme

2004 Procity of Parade BR-HG-37(NL)

2005 Jonckheere Mistral 70 Volvo

2006 Citea

2006 Parade-Procity

2006 Pro City Frysker bus

2006 ST2000 van Novio uit Nijmegen

2007 Diplomat

2007 Futura hoogdekker

2007 Jonckheere Transit

2007 Parade1902

2007 TCT-NEW-Jonckheere-Kortrijk-VP

2008 Ambassador 200

2008 Citea

2008 Jamaica-Volvo VDL Jonckheere Articulated Bus

2008 Jonckheere Transit 2000 België

2009 Ambassador

2009 APTS Phileas 1203

2009 Lexio Bus in Mannheim

2009 Mistral 30

2009 Premier

2010 Ambassador

2010 Citea

2010 Jonckheere Transit 2000 bus in Belgium. De Lijn operator

2010 Mistral 50

2011 Ambassador van Connexxion die op proef in Arnhem op waterstof rijdt en een wielnaafaandrijving heeft

2011 Citea CLF 120 Hybrid

2011 Jonckheere SH UK

2011 Jonckheere SHV

2011 Mistral 50 Jamaica

2012 Citea XLE

2012 Futura

2012 Jonckheere SHV

2013 Synergy

2014 Citea SLFA

THE END

 

 

Buses body + coach builders HAINJE Heerenveen The Netherlands

Hainje was een Nederlandse carrosseriefabriek en busbouwer in Heerenveen die op 11 november 1907 werd opgericht door Bartele Hainje.

Het bedrijf werd bekend als hoofdproducent van de CSA-standaardstadsbus en nam ook deel aan de bouw van de standaard streekbus. Hainje is op 1 januari 1989 overgenomen door de Berkhof Groep te Valkenswaard, die op zijn beurt werd overgenomen door de VDL Groep.

Het bedrijf is sinds najaar 2010 als VDL Bus Heerenveen onderdeel van de busdivisie VDL Bus & Coach van de VDL Groep.

Geschiedenis

Bartele Hainje kwam als knecht uit Roordahuizum naar Heerenveen. Hij verdiende een loon van elf gulden in de week. In november 1907 kocht hij met tachtig gulden in de kas en een geleend kapitaal van 2000 gulden een Heerenveens bedrijf en begon zijn Rijtuig- en wagenmakerij B. Hainje. In het bedrijf werden onder meer kruiwagens en bakkerskarren gemaakt. In 1922 vroeg een klant om een “bak” op een Ford-chassis te bouwen. Deze bus was het begin van de carrosserie- en bussenbouw in de fabriek van Hainje. In 1925 droeg Bartele Hainje het bedrijf over aan zijn zoon Abe, die een halve eeuw directeur bleef. Door het personeel werd in 1957 ter gelegenheid van 50 jaar een maquette van de fabriek gemaakt. Ook toen het na 1962 geen familiebedrijf meer was, bleven de Hainjes aan de leiding, want in 1975 nam zijn zoon Bart Hainje de directie over.

De fabriek was jarenlang gevestigd aan het zuideinde van de Leeuwarderstraatweg te Heerenveen. Later werd aan de Leeuwarderstraatweg een nieuwe vestiging gebouwd, ruim 200 meter noordelijker dan de eerste. Op 14 november 1980 legde Abe Hainje de eerste steen voor de nieuwbouw op het industrieterrein Area Kanaal aan de Wetterwille te Heerenveen. Reeds op 17 augustus 1981 reed als opening de eerste bus van de band.

In 1962 werd Hainje een dochteronderneming van de Verenigde Machinefabrieken (VMF), waarvan ook Werkspoor–Utrecht deel uitmaakte. Omdat de uurtarieven die Werkspoor-Utrecht in rekening moest brengen te hoog werden – en ook omdat de streekvervoerbedrijven van de Nederlandse Spoorwegen geen afnamegarantie wilden afgeven – had Werkspoor de bouw van bussen gestaakt, waarna die naar Hainje werd overgeheveld. Hainje bleef door de overname wel volledig zelfstandig. In de jaren ’60 ging het slecht met VMF. Bij Werkspoor vielen massaontslagen: 1900 mensen kwamen op straat te staan. In 1965 ging VMF verder onder de naam Verenigde Machinefabrieken-Stork. In 1971 werd Hainje ondergebracht bij Stork.

De naam Hainje verdween op 1 januari 1989 nadat het bedrijf werd overgenomen door de Berkhof Groep. Deze wijzigde de naam in Berkhof Heerenveen. Volgens oprichter-directeur A.G. Berkhof was de naamswijziging noodzakelijk omdat Hainje op dat moment, zoals hij zei, een “kwaliteitsprobleem” had en vrijwel uitsluitend werd geassocieerd met standaard-stadsbussen. Andere door Berkhof overgenomen bedrijven zoals Kusters en het Belgische Jonckheere (nu VDL Bus Roeselare) mochten hun naam behouden. Het huidige VDL Bus Heerenveen bouwt in de vestiging Heerenveen nog immer vooral stads- en streekbussen.

Hainje-producten

Stads- en streekbussen

Al in de jaren 1950 en 1960 bouwde Hainje enkele series stadsbussen voor de RET. Voor het streekvervoer op het platteland kwamen in die periode veel Scania-Vabis– en DAF-bussen uit deze fabriek.

Het bedrijf ging nadat de Werkspoor busdivisie was overgenomen vanaf 1962 ook zelfdragende bussen met Leyland-componenten bouwen, deels van het type bolramer, in licentie van Werkspoor. Doordat Hainje vanaf de jaren zestig steeds meer overging op seriebouw voor grote stads- en streekvervoerders en daardoor geen maatwerk meer kon leveren, moesten trouwe klanten als de Friese particuliere busbedrijven LABO, LAB en ZWH uitwijken naar andere busbouwers, zoals Smit Joure.

Standaard-stadsbus

Hainje werd vooral bekend door de rode standaardbus (CSA). Dit bustype werd gebouwd tussen 1966 en 1988. Het ontwerp was gekocht van Werkspoor. Hainje was wel verantwoordelijk voor de bouw van verreweg de meeste bussen van dit type. Een beperkt aantal standaardbussen is in de late jaren zestig gebouwd door derden, namelijk Verheul en Den Oudsten. In 1982 presenteerde Hainje de tweede generatie standaardbus. Deze werd geproduceerd tot en met 1988.

In 1977 toonde Hainje een gelede bus voor het GVB Amsterdam met een standaardbus-carrosserie. In de jaren ’80 ontwikkelde Hainje ook enkele korte midibussen met een standaardbus-carrosserie.

Standaard-streekbus

In de jaren 1974-1984 bouwde Hainje ook de standaardstreekbus. Deze bussen op DAF-chassis werden geleverd aan BBA, Centraal Nederland, DVM, GADO, NZH, VAD en ZWN. Ook werden er bussen op Volvo-chassis gebouwd, voornamelijk aangeschaft door BBA, Tensen, VAD, CAO en TET.

Standaardbus 2000

In 1987 presenteerde Hainje de Standaardbus 2000, bedoeld als opvolger van de standaard-stadsbus. Omdat het principe standaardisatie werd afgeschaft is van deze opzet weinig terechtgekomen. Dit type bus werd voornamelijk geleverd aan de Zuidooster. In 1989 ontwierp Duvedec een moderner front voor de Standaardbus 2000.

Portretten van Hainje-producten

1922-chevrolet-hainje-sneek

1922 Hainje Chevrolet B-10303

1923 Chevrolet Hainje Bus

1924 Chevrolet Hainje col lTD Cupido 6 Terschelling

1924 Chevrolet Hainje 20pers B-7257B

1925 Ford T Hainje Heerenveen B-5225

1927 Chevrolet Hainje

1927 Chevrolet Hainje Heerenveen Hoofdbrug B-7257

1928 Ford V8 Hainje Heerenveen B-9274

1930 Hainje Ingebracht door Bangma Oosterzee

1931 Ford-Hainje Cupido 8 collTD

1931 International Hainje Heerenveen

1932 Diamond T Hainje

1932 Diamond T.van de LAB (Leeuwarder Autobedrijf) met een carrosserie v Hainje Heereveen B-13888

1932 ESA 5 Dodge Hainje

1932 ESA 7 G.M.C. TX Hainje.

1932 ESA 9-1 Kromhout 5 LW Hainje

1933 Chevrolet carr Hainje B-4862

1933 Chevrolet Hainje NTM

1934 De Dion Bouton Hainje

1934 Diamond T Hainje Heerenveen

1934 Diamond T North Bay to Huntsville, Ontario

1934 ESA 4 Renault Hainje

1935 ESA 8 REO. Kromhout. Hainje

1935 Esa 12-1 Chevrolet, Hainje. (Ex Habo Haulerwijk)

1935 Ford V8 Hainje B-20623 Rally Monte Carlo

1935 Oldsmobile Hainje 20 zitpl

1936 ESA 16-1 Kromhout Hainje 5 LW. (Al in 1940 naar D.W)

1936 Ford V8 Hainje

1936 Ford V8T carr. Hainje Heerenveen B-7387

1936 Ford-Hainje uit 1936, gefotografeerd © door Jan Voerman op 4-8-1940 in Den Bosch

1936 Hainje-Kromhout-B-4LK Hainje werd op 11 november 1907 in Heerenveen opgericht

1937 Ford van Koopmans Jubbega met carroserie van Hainje

1938 Brockway Car Hainje

1938 Diamond T Hainje B-4935 OEHOE

1938 Diamond-Hainje, 30 zitplaatsen

1938 Diamond-Hainje,  © foto van Jan Voerman te Noordwijk

1938 Ford A Hainje Heerenveen

1938 Ford Hainje B-21375

1938 Ford V8, 798W, Hainje

1938 Kromhout Hainje

1938 Opel nr 6 Hainje

1938 Volvo bus met Hainje carrosserie, nr.25

1939 Diamond T, carr. Hainje Hoekstra – de Jong Oudega HO

1939 Opel-Hainje foto genomen op 7-4-1941 © door Jan Voerman DABO 30 Assen station

1940 Ford met carrosserie van Hainje

1940 Kromhout TB4S carr. Hainje Heerenveen B-24595

1941 Opel B183 Hainje

1941 Opel Hainje Heerenveen B-12212a

1942 Hainje fleet Holland number plate B-26324

1945 Dodge-Hainje, © foto genomen door Jan Voerman

1946 Leyland Hainje  B-31744

1947 Scania Vabis Hainje © Jan Voerman

1948 Scania Vabis Hainje Heerenveen B-22594

1948 Scania Vabis met een Hainje carrosserie

1948 Scania-Vabis nr. 61 met carrosserie van Hainje

1949 Volvo carrosserie van Hainje Schutte17

1949 Kromhout nr.19 met tweede carrosserie van Hainje Schutte

1950 Ford F5 V8 Hainje Heerenveen B-33225

1950 Hainje op bus RAI stand 40

1950 Kromhout Hainje NB 35 43

1951 Guy-Vixen. Carrosserie. Hainje

1952 Albion Hainje B-30004 uit Nederland

1952 NB-10-15 Saurer carrosserie Hainje

1952 Saurer N4C-H-CT2D carr. Hainje  NB-69-68 © RJM v d Zant

1952 Scania Vabis Hainje gefotografeerd © door Jan Voerman

1953 NB-78-49 Bedford SB with Hainje coachwork

1956 Scania Vabis Hainje, © Wim Vink

1957 DAF Hainje » 6311 TB-38-98

1957 DAF Hainje » 6315 UB-32-43 NTM

1957 DAF Hainje » 6315 UB-32-43 NTM

1957 DAF Hainje 6320 UB-47-75

1957 DAF Hainje 6325 UB-70-82

1957 ScaniaVabis Hainje » 3251 GADO

1958 Groninger Autobusdienst Onderneming (GADO) bus 7414 van het type Hainje – Leyland-Werkspoor LE-WS te Bolsward

1958 Leyland-Hainje-reiswagen VAD 7427

1958 Scania Vabis Hainje KHvdZwaard

1958 Scania Vabis-Hainje © Wim Vink

1958 Scania Vabis-Hainje © Wim Vink

1960 DAF-Hainje © Wim Vink

1962 ESA 73  Kromhout Hainje TB 50 (Ex NTM Heerenv.)

1963 DAF Hainje

1964 Leyland Hainje

1964 ZVTM 4 Leyland Hainje Zeeland

1965 Hainje van het Mercedes Benz type LP 1113-57 naar Sneek bij Makkum

1965 Leyland-Hainje © Wim Vink

1965 Leyland-Hainje WimVink

1966 De eerste donkerrode standaardbus van de Amsterdamse bus.GVB 301-III

DAF-HAINJE

1967 Holland Saurer 4HK-HO Hainje 37 zitpl.47 stpl. © RJM v d Zant

1968 Daf – Hainje UB-39-33, door overname van de WATO,

bij de T.E.T. in gebruik genomen. Opname 1975 voor depot-garage Nijverdal

1968 DAF-Hainje © Wim Vink

1968 DAF-Hainje © Wim Vink

1969. Bus 128 ex WATO 28 Daf B1300 carr. Hainje

1971 DAF carr. Hainje-bus van Autobedrijf De Zuidwesthoek ZWH 88

1971 DAF Hainje » 6532 UB-03-35 ZO  Venray

 

1971 DAF-Hainje 191

 

1971 Leyland TC Hainje

 

1972 DAF Hainje MB 200 DO © O Nordsieck

 

1972 DAF-Hainje 211

 

1972 DAF Hainje

 

1972 Typisch Hainje-model, gebouwd voor streekvervoer en Koninklijke Landmacht. FRAM 630

 

1973 DAF Hainje 237

 

1973 DAF-Hainje ( 251 in 1986 gesloopt ) 241

 

1973 Volvo B58-50-Hainje nr.28 met ondervloermotor met 32 zitplaatsen

 

1973 Volvo-Hainje Wim Vink

 

1974 DAF Hainje SB200DKDL554 De RET 562 in Almere

 

1974 Daf TB Hainje Beverwijk

1975 DAF Hainje SB200

1975 DAF-Hainje ( 251 in 1986 gesloopt ) 316a

1975 HAINJE Heerenveen St Stdsb

Zie dat prachtige Centraal Station R’dam

1975 HAINJE St Stdsb

1976 DAF-Hainje © Wim Vink

1976 HAINJE Persmap

1976 Volvo met carrosserie van Hainje

1977 DAF SB Hainje Yearmodel

1977 DAF-Hainje 319

1977 Mercedes Schenk-Hainje gelede GVB 264

1978 Volvo DKDL554 met een Hainje opbouw

1978 HTM standaardbus 356 van het type Hainje-DAF

1979 DAF-Hainje-MB200DO-Linienb-GSM-1363

1980 Hainje Cuba

1980 Hainje Groningen

1980 Volvo met carrosserie van Hainje passeert als lijn 50 de grenspost Glanerbrug-Gronau

1982 DAF-Hainje ( 379 in 1985 gesloopt ) 350

1982 Op Kreta rijden in Rethymnon een viertal Neoplan DAF-Hainje Midibusjes

1982 Volvo B6 FA Midibus 119  met carrosserie van Hainje. Belbus voor de minder drukke lijnen

1982 Volvo B6FA Midibus nr. 119 met carrosserie van Hainje

1984 DAF-Hainje (eerste z.g tweede generatie ) 001

1984 Volvo B58 van VSL met carrosserie van Hainje

1986 DAF Hainje SB201DKDL554 RET 310

1986 DAF-Hainje  401a

1986 HAINJE 2e Gen Stadsbussen

1986 Hainje Daf 2e gen. BBA 102 Goirle Nieuwe Rielseweg

1986 Hainje ST2000 Tbus Tilburg

1986 Volvo B10 R met carrosserie van Hainje

1986 Volvo B10R nr. 10 met carrosserie van Hainje

1986 Volvo B10R nr. 505 met carrosserie van Hainje

1988 Hainje DAF Litouwen

1988 HAINJE Persmap RAI

1988 Volvo nr. 519 met carrosserie van Hainje onderweg naar Groot Driene in Hengelo

1988 Volvo nr. 522 met carrosserie van Hainje onderweg naar de Nijverheid in Hengelo

1988 Volvo-Hainje Wim Vink

1996 Hainje Uitvaartbus 24-10-2009-012 © wietze-buzzybeeforum

END

 

 

 

Buses Carrozado Geronimo GNECCO Argentina

In 1902 startte Geronimo GNECCO in Buenos Aires een bedrijf wat auto’s en bussen ging bouwen.

Ik kan alleen weinig leesbaars voor mij vinden en de site die ik hebben moet. cocheargentino.com.ar doet het niet.

Dan doen we het maar met plaatjes.

1922 FORD TT GNECCO METRO POLITANO BSAS

1924 Omnibus Vomag con imperial, línea 2 de la Italo Argentina, carrozado por Gnecco.

1926 ACLO carrozado por Gnecco para la Cía

1928 Chevrolet Campeón Gnecco

1934 Chevrolet Gnecco

1935 Chevrolet – GMC – Geronimo Gnecco – La Unión

1935 Chevrolet – GMC – Gnecco – Línea 1

1935 Chevrolet – Gnecco – Record & Ford – Record © Omar Nazaremo Carbonari

1935 Chevrolet carrocerias Geronimo Gnecco

1935 Ford V8 – Gnecco – Aconquija

1935 Ford V8 Gnecco

1935 microómnibus Chevrolet – Gerónimo Gnecco

1936 Chevrolet – Gnecco – Chevrolet – El Cóndor

1937 CORTE CHEVROLET GNECCO LISA R7 © Freewheel69

1936 Commer carrozados por Gerónimo Gnecco

1936 Mercedes-Benz – Geronimo Gnecco – T.A. Chevallier

1936 Mercedes-Benz – Gnecco Comodoro – Gamba

1936 White – Gnecco – T.A. Chevallier

1937 Bedford WTL – Gnecco – Omnibus de Lomas © Sergio Ruiz Diaz

1937 La Independencia-GNECCO-Chevrolet 1937 ACLO 1948 Mercedes Benz 1962 © Freewheel69

1938 International – Gnecco – Interprovincial Rosarina © Sergio Ruiz Diaz

1938 International D 30 – Gnecco – La Union © Sergio Ruiz Diaz

1938 Commer carrozados por Gerónimo Gnecco

1938 Oldsmobile – Gnecco – C.C.D

1939 DODGE GNECCO

1940 Gnecco Aclo -LA ESTRELLA

1940 International – Gnecco en Agosti

1941 Chevrolet – Gnecco – Línea 59

1941 Chevrolet ET 160 – Expreso Lomas carroceria GNECCO © Sergio Ameijeiras

1941 FORD COE Geronimo Gnecco -camioneta

1941 Leyland – Gnecco – M.T.N. El Cóndor

1942 Aquí vemos un Chevrolet de 1942 a 1946 carrozado por Gnecco

1942 Geronimo Gnecco Mercedes Benz

1942 International Gnecco Expreso Quilmes Buenos Aires

1943 Bedford J6LZ1 – Gnecco – M.O.G.S.M.

1943 Ford Gnecco

1943 Ford, ACLO + Chevrolet Geronimo Gnecco

1944 Aclo – Gnecco – El Cóndor © Jimena Reyes

1944 Aclo-Gerónimo Gnecco. Interno 18

1944 Morris Commercial LC 3 – Gnecco – Omnibus de Lomas © Sergio Ruiz Diaz

1945 Ford – Gnecco – Río De La Plata

1945 International Gnecco

1946 Aclo Regal Gnecco © Freewheel69

1946 Chevrolet – Gnecco – Expreso Lomas

1946 Chevrolet Gnecco Linea 165

1947 Aclo Chevallier Geronimo Gnecco © Sra Maria del  Carmen Pistone Cortesia Gustavo Rodolfo Manzanel

1947 ACLO Geronimo Gnecco Chevalier 50 © Sra Maria del  Carmen Pistone Cortesia Gustavo Rodolfo Manzanel

1947 Chevrolet GNECCO © ?

1947 Gnecco-Ford Rural 1947

1947 Gnecco-Skoda Rural

1947 Gnecco-Skoda Rural

1947 Gnecco-Willys Ambulancia

1947 Gnecco-Willys Rural

1948 ACLO Geronimo GNECCO © Sra Maria del Carmen Pistone Cortesia Gustavo Rodolfo Manzanel

1948 Dennis Gnecco

1949 MERCEDES 911 CONVECIONAL CARROCERIA GNECCO

1950 Skoda-Gnecco-EMTR

1954 Mercedes-Benz OP 312 – Gnecco Superamérica © Freewheel69

1956 Ford B600 Gnecco

1957 Mercedes-Benz L 312 – Gnecco – Santa Fé

1958 28 MB OP312 carr GNECCO

1958 Mercedes-Benz OP 3500 312carr GNECCO mod 58

1960 el Gnecco Bedford Superamérica.

1960 MB L312 483 Gnecco América

1960 Mercedes-Benz L 312-483 – Gnecco Superamérica © Freewheel69

1961 Mercedes-Benz L 312 – Gnecco – Micro Ómnibus Norte

1963 Mercedes-Benz L 312 – Gnecco – M.O.N.S.A. © Freewheel69

1964 CORTE Mercedes Benz L312 GNECCO L99 © Freewheel69

1965 CORTE MB L312 GNECCO L81 © Freewheel69

1968 CORTE Mercedes Benz L312 GNECCO L78 © Freewheel69

1968 Mercedes Benz OP 312 Geronimo Gnecco Varios 138

That’s what I could find. Good Day