From knowing driver requirements in advance, to maintenance and insurance considerations, to answering the buying-versus-leasing dilemma — and much more — two experts share their tried-and-true advice.
Executive Assistant
Carpenter Bus Sales
Church Executive: What basic information should a church have in hand when visiting a bus dealer?
Mike Brasher: First, they need to know who’s going to drive the bus. Then, they can address whether or not they need a CDL [commercial driver’s license] bus or a regular bus. A bus for 15 or fewer passengers, anyone may drive. More than 15 passengers will require a CDL provided through Homeland Security — it’s more involved.
Gerrit Gustafson: The next most popular bus we have is the 25-passenger. Then, it goes up to 45. But usually, churches will have given some thought, early on, to what size bus they want.
CE: OK. And is there a good way for them to determine the desired passenger load?
Brasher: Well, they’ll have an idea of how they plan to use the bus and how many people are going to be on a given trip, for instance.
Gustafson: If they’re using it to take trips, a 25-passenger bus might make sense.
Regional Sales Manager
Carpenter Bus Sales
But for some churches, the main use will be getting people from the parking lot to the sanctuary. For use as a shuttle, essentially, a smaller bus — to make more runs — might be in order.
Brasher: Yes. Regardless, all this will determine if the church needs somebody on staff who has a CDL — an executive minister or deacon, for example. We see a lot of churches that buy a CDL-required bus and then have a difficult time getting a driver for it because he or she has aged out or changed congregations.
For this reason, we see some churches buy two 15-passenger buses, just for convenience.
Brasher: Right. So, again, the main thing to know is who’s going to drive the bus. But a church should also know how it’s going to use the bus, as well as have a budget in mind.
Gustafson: Added to that, some churches want a bus with a wheelchair lift, and some don’t need it. That’s one of the early questions a salesperson will ask.
Brasher: Driving a bus with a wheelchair lift doesn’t require any extra endorsement, but the church needs to be aware that there’s probably some liability in transporting individuals in wheelchairs; they will need to learn how to secure them properly and safely.
And all our buses have about a 10-inch first step with two handrails to help people up the steps.
Gustafson: Mike, let me ask this question: are there different kinds of CDL licenses?
Brasher: We try to keep our buses under 26,000 GVWR, which means a standard CDL with a passenger endorsement is sufficient.
With buses above 26,000 GVWR, Homeland Security thinks you’re buying it primarily for-hire, and there’s one more additional endorsement to get.
2025 Chevrolet 3500 Starcraft — 13 passengers + 2 wheelchair stations
CE: And what’s GVWR?
Brasher: GVWR stands for gross vehicle weight rating. On a small, no-CDL-required bus, GVWR will be 11,500; 12,500; 14,500. On a larger bus, again, we try to keep GVWR under 26,000 so that anybody with a CDL can drive it. To obtain a CDL above that level requires an air-brakes endorsement or an additional weight endorsement, all of which narrows the pool of people who can actually drive it.
CE: Anything to add regarding safety and driver requirements?
Brasher: Well, as mentioned, there are fewer driver’s requirements if you get a 15-passenger bus or smaller. Even so, you’ll want to come up with some kind of criteria so that every person in church doesn’t want to drive the bus.
Consider establishing a bus committee, with training. Doing this actually weeds out some people upfront — saying, We have a safety class on Saturday to practice parallel parking, and so on.
You might also make some kind of rule that requires a person to be at least 25 to drive the bus. This also eliminates a lot of people right away.
CE: What are the top maintenance considerations when buying a church bus?
Brasher: The main maintenance item neglected on church buses is tire pressure. It’s so important because you’re transporting your closest friends! On a dual-rear-wheel bus, if one of the tires is low, it can get hot and blow out.
Beyond this, I suggest that my church clients do a safety check every six months, at the beginning of the summer and the beginning of winter. They’ll want to get the bus ready for Christmas trips and summer excursions.
I also recommend having a DOT inspection annually. This will alert you if there’s a problem that needs to be addressed. Although the church isn’t required to do this, it protects the church in the event there’s an accident or a problem. Plus, it’s a good safety check and only costs about $150 — well worth it to show intent to make the bus safe for your people.
2024 Ford E350 Collins Multifunction School Activity Bus — 15 passengers; dual rear wheels
CE: And what should church bus buyers know about insurance requirements?
Brasher: I mean, there’s a lot of responsibility in transporting people, obviously. Usually, churches go with the same outfit that insures their property. Most of my church bus clients have some kind of insurance on their vehicle, plus an umbrella policy that covers their facilities.
CE: When is purchasing a warranty or service plan a good idea?
Brasher: It depends on the church and its intended use for the bus.
We’ve found that most churches don’t drive but 4,000 or 5,000 miles a year. So, we include an exclusive warranty on every new church bus at no extra charge. It covers eight years and unlimited miles, parts and labor; this gives the church five more years over the Ford accessories warranty, for example. One client’s ABS went out when the bus was only one month out of factory warranty with 17,000 miles. But our warranty covered $7,512 — we paid the Ford dealer — and the church only paid $100.
With used buses, on the other hand, most of the time you’ll find that the warranty covers the powertrain only; the customer has to pay for the accessories. But our used bus warranty pays for the air-conditioner and all the accessories.
Gustafson: I would just say this: purchasing a warranty is a very good idea in general, I think. All of the big-ticket items are covered. It provides use of the bus without a lot of worry.
CE: When should a church consider leasing a bus instead of purchasing?
Brasher: That’s a good question.
Leasing is basically renting a bus for transportation only. You have no equity, and you’re locked in because the depreciation is gradual with the payments. So, if you lease a bus and need to terminate the lease for some reason, you might have to pay off the whole lease.
I do like the lease option if a church wants a large bus that carries 40 people, say, and has a lot of upkeep and maintenance. In this case, they can basically buy their transportation for, say, $2,500 a month and then turn the bus back in. They get fresh transportation every three to five years.
On the other hand, with a small bus, it’s just a little gas engine, like a pickup truck. For churches who want this, I suggest buying the bus instead — since they’ve got the eight-year warranty — and just wearing it out.
— Reporting by RaeAnn Slaybaugh
