
buses
In the
Chaneysville Incident
(1967), novelist David Bradley equated variations in mass
transportation with
class
and
race
in America. Air travel was elite—important people
(generally
white
) going to important places quickly whatever the expense. Train travel
from great urban stations was
middle class
and mixed. Buses and bus stations, for
Bradley as for much of America, occupied the bottom rung with its cheap but
uncomfortable travel, relegated to marginal travelers without cars—
oor, rural
Americans, blacks,
Latinos
and the elderly Two decades later, trains have declined and
assengers complain that air comfort rivals that of buses. Yet buses remain icons o
marginality
Intercity bus travel initially expanded with interstate highways, competing effectively
with trains in price and access to smaller towns. Rural bus stops could use existing
crossroads, stores or restaurants (see
Bus Stop,
1956). In cities, terminals became art deco
monuments with tiles, glass and lighting that made train stations seem antiquated.
Greyhound Bus Lines, founded by Eric Wick-man to transport Minnesota workers in
1914, became a major interstate carrier in the 1920s. Despite Depression struggles,
Greyhound became the official transportation carrier of the 1933 Chicago World’s Fair.
Other smaller independent companies organized in 1936 as the Trailways system. Both
were active in troop transport and development in the Second World War.
Greyhound’s postwar slogan, “Go Greyhound, and Leave the Driving to Us,” reveals
its killing competitor—the private, family car. In the 1950s, interstate bus travel also
became a site of protest in the civil-rights
South,
facing down
segregation
. As mass
aviation
expanded, bus travel became identified with the carless, and decaying stations
evoked specters of dirt, crime and hustling (e.g.
Midnight Cowboy,
1969). 1980s
deregulation also challenged markets. By 1990 Greyhound faced
bankruptcy
reorganization.
At the end of the decade, Greyhound, Trailways and other lines have coordinated more
effectively with revenues exceeding $1 billion. Targeted consumers include students,
senior citizens, leisure travelers, military personnel and rural dwellers (Greyhound serves
3,700 destinations with over 22 million passengers). Regional charter companies offer
regional tours adapted to group schedules. Intensive routes—for example those
connecting
New York
City, NY or
Philadelphia, PA
and casinos in
Atlantic City, NJ
—
also have permitted renewed competition, even if subordinate to car travel.
Urban buses have echoed the travails of intercity buses. While offering advantages in
terms of infrastructural investment and flexibility buses have competed unsuccessfully
with cars for the
suburban
commuters. In most cities, buses have become municipal
responsibilities, integrated with other mass transportation options, rather than private
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