Trolleybuses in Hobart

The Hobart trolleybus system operated in Hobart, Tasmania, Australia from 1935 until 1968.
History.
The Hobart trolleybus system opened on 29 October 1935 when a route from the Hobart City Centre to South Hobart commenced replacing a tram. Starting at Hobart Town Hall in Argyle Street it travelled along Macquarie Street, Davey Street and Huon Road terminating at the intersection with Congress Street.
On 14 October 1937, a second route began running to New Town station and in mid-1939 was extended to Cornelian Bay. A further service to Cascades commenced on 24 August 1942, being extended along Strickland Avenue on 11 October 1948. Further lines opened to Dynnyrne on 4 June 1945 and Sandy Bay on 7 December 1952.
On 1 March 1955, operation of the network passed from the Hobart City Council to the Metropolitan Transport Trust. A final line opened to West Hobart on 23 February 1958. At this stage the network, extended for 22 kilometres. In February 1967, much of the Strickland Avenue route infrastructure and one bus was destroyed by fire.
The Cornelian Bay line closed in 1959 with the rest of the network closing in stages in 1968.
Services.
Hobart's trolleybus routes were as follows:
Fleet.
Operations commenced with a single Leyland TTB bodied by Hobart Municipal Tramways. A further four were acquired in 1937. Between 1939 and 1946, 22 Leyland TB5s were purchased. Between 1950 and 1952, 36 BUT ETB/1s bodied by City Body Works were delivered with the five Leyland TTBs withdrawn in 1953. In 1964, five second-hand BUT RETB/1s were purchased from Launceston.
BUT ETB/1 no. 235 has been preserved by the Tasmanian Transport Museum.
Depot.
Initially housed at the city tram depot on the corner of Macquarie and Campbell Streets, in 1944 a trolleybuses depot opened on Collins Street. On 29 October 1954, a new depot opened on Davey Street.


Hyundai Porter

The Hyundai Porter (Hangul:현대 포터), also known as the Hyundai H-100, is a cabover truck produced by the South Korean manufacturer Hyundai since 1977.
History.
First generation (1977–1981).
The first generation, launched in January 1977, was called the Hyundai HD1000 and was available in both truck and minibus (3 and 12-seater van, ambulance) versions. The truck was called the Porter. The HD1000 was discontinued in 1981.
Second generation (1986–1996).
In November 1986, Hyundai revived the label with the introduction of the second generation Porter, which was now a rebadged licensed second generation Mitsubishi Delica (L300). While the third generation Delica was also built by Hyundai, it was known as the Grace and was marketed only as a van, in parallel with the Porter truck range. It was built with the following body styles: 2-door truck, 4-door truck, 3-door van and 4-door van.
Upgrade.
The upgraded second generation was a facelifted version of the second generation model. Round headlights, a steering wheel from the 1991 Sonata, and the dashboard from the newer Grace, were the main differences. In The Netherlands, it was called Hyundai H150.
The 1993 Porter was available with a regular cab, an extended cab, or a double cab. The diesel four-cylinder engine was called the Cyclone D4BX, a Hyundai-built version of Mitsubishi's 4D56 2.5 liter four-cylinder.
Third generation (1996–present).
The third generation, called the New Porter that called in upgraded version of 2nd generation Porter, was launched in March 1996. It was built as a 2- and 4-door truck and a 3- and 4-door van. In South Africa, it was known as the Hyundai Bakkie. In The Netherlands, it was called Hyundai H150. In Malaysia, it was known as Inokom AU26. In Pakistan, it entered production in 1999 and was called the Hyundai Shehzore.
Fourth generation (2004–present).
The fourth generation is called the Porter II. In South Korea, it is available as either a single-cabin, extended-cabin or a double-cabin model. The single-cab model is available with a choice of two wheelbases, or ; the extended-cab is limited to the longer wheelbase; and the double-cab is limited to the shorter wheelbase.
There is also a choice of two engines: a "T2 (D4BH)" 2.6-litre inline-four, turbocharged intercooler, which develops a maximum power of at 4,000 rpm and a maximum torque of at 2,200 rpm; or an "A2" 2.5-litre I4 common rail turbo diesel engine which develops a maximum power of at 3,800 rpm and a maximum torque of from 1,500 to 3,500 rpm.
In January 2012, facelift version was launched in South Korea. Engine power was increased to 133 hp, 6 speed manual transmission replaced former 5 speed one, 5 speed automatic transmission replaced
former 4 speed one. Also steering wheel design was changed. Safety features like airbags and reverse parking sensor were added. Convenience features such as steering wheel audio control, 7 inch navigation, hipass rear view mirror, bluetooth handsfree were added.
In August 2013, a four-wheel drive variant was added to the lineup, available only with a manual transmission.
Due to the introduction of new regulation tire pressure monitoring system, stability control and anti lock braking system became standard on every variant since 2015. But driver airbag is still optional instead of 4wd variant which doesn't offers driver airbag as option. Also, passenger side airbag and navigation option was added.
On August 26, 2016, euro 6 model was revealed. Beige color option was added and driver airbag get standard on every Rwd variant. Passenger side airbag gets standard on top line variant.
In 2016, the Porter was the best-selling vehicle in South Korea, with 44,696 vehicles delivered domestically through May 2016 (compared to 39,779 units of the Hyundai Avante in the same period). Globally, Hyundai sold 99,743 Porters in 2015.
In December 2019, EV version was launched in South Korea. It can go up to 211 km when charged.
In October 2019, the Hyundai Class-1 Modern Jeepney in the Philippines, which is based on the H100, was released as part of the Public Utility Vehicle Modernization Program by the Philippine government.


Isuzu Journey-K

The Isuzu Erga Journey-K (kana:いすゞ・ジャーニーK) was a midibus built by Isuzu of Japan from 1984 to 1999. The range was primarily available as a public bus and an intercity bus either as an integral bus or a bus chassis.
It can be either offered as Two Step (known as step entrance) or One Step (known as low entry) in lengths 9m only. It was superseded by the Isuzu Erga Mio in 2000.
Isuzu medium-duty buses.
The CCM370 has Isuzu's 5.8 liter 6BD1 diesel engine with .


Renault Galion

The Renault 2,500 kg (or 2T5) and the Renault Galion were truck/vans with a 2.5-tonne carrying capacity manufactured by Renault between 1947 and 1957 and then by its subsidiary Saviem between 1957 and 1965.
History.
In 1947, Renault launched the Renault 2,500 kg light truck to replace the AHx series. The new vehicle was produced at Renault's main plant in Boulougne-Billancourt. In 1957, the company moved the production of some of its small commercial vehicle range to Saviem's Blainville-sur-Orne plant, which was built on the former site of the Cahen shipyards. They were the Goélette (loading capacity of up to 1.4 tonnes) and the Renault 2 T 5, renamed Galion (keeping loading capacity of up to 2.5 tonnes). The new models continued been marketed as Renault. The Galion and Goélette names were officially introduced in 1959, prior to that they were still sold with the previous 1T4 and 2T5 denominations.
In 1965, following various revisions to the Galion design, Saviem introduced the more modern and powerful Saviem Super Galion range, and the Galion was discontinued.
Technical details.
By 1961, Saviem was producing between 50 and 60 Galions per day. At the time they were offered with at least two inline-four engines: the 3-litre diesel 4 192 supplied by Perkins, with a maximum power output of at 2,400 rpm and a 2-litre petrol Renault unit with a maximum power output of at 3,300 rpm. The truck had a rear-wheel drive transmission through a universal joint, coupled to a 4-speed manual gearbox. The Galion mounted various petrol engines. Some versions used the 668-8 with a maximum power output of at 3,300 rpm and a torque of at 2,000. Other Galion versions used the 2.1-litre 671-2 Étendard. The 671-2 had a power output of at 3,300 rpm and a torque of at 2,000 rpm. At the 1962 Paris Motor Show, Renault announced a new diesel engine for the Galion, replacing the Perkins unit. The new engine, called 580, was a 2.72-litre four-cylinder unit and had a power output of at 2,900 rpm and a torque of .
The truck had a single-disc manually-operated clutch. The suspension was made of leaf springs on both axles, with hydraulic dampers. The steering was a recirculating ball type.
Variants and dimensions.
By 1958, the bus version of the Galion had a length of , a width of and a height of . The R2167 rigid truck version dimensions were , and . For the R2167 flatbed they were , and . For the R2168 with extended flatbed, they were , and .
Codenames.
The petrol versions of both the previous Renault 2T5 and the Renault Galion were codenamed R2160, R2161, R2162, R2163, R2164, R2165, R2166, R2167, R2168 and R2169; the diesel R4166, R4168, R4240, R4242, R4243, R4244, R4245, R4246 and R4247.


Entertainment Center station

Entertainment Center is a station on the River Line light rail system, located on Delaware Avenue in Camden, New Jersey. It is the southern terminus of the River Line, and is named for the nearby BB&T Pavilion the Camden Waterfront.
The station opened on March 15, 2004. Northbound service is available to the Trenton Rail Station with connections to New Jersey Transit trains to New York City, SEPTA trains to Philadelphia, Pennsylvania, and Amtrak trains. Transfers to the PATCO Speedline are available at the Walter Rand Transportation Center.
No connecting service is available at this station.


Bombardier Flexity Classic

The Bombardier Flexity Classic is a model of light-rail tram manufactured by Bombardier Transportation. Although it is marketed as the most traditionally designed member of the Flexity family, it is nevertheless a modern bi-directional articulated tram with a low-floor section allowing good accessibility, especially to passengers in wheelchairs. Flexity Classic trams run on in Australia, in Essen, in Dresden, and in Leipzig.
Flexity models operate in a number of German cities; Norrköping and Stockholm in Sweden; Kraków and Gdańsk in Poland; and Adelaide in South Australia.
The Flexity Classic’s closest competitors are the Alstom Citadis, Siemens Combino, Siemens Avanto and Bombardier's other Flexity trams.
Adelaide.
In 2006 TransAdelaide began to replace the H type cars operating on the Glenelg tram line with 11 Flexity Classic trams built in Bautzen, Germany by Bombardier Transportation. The first of the new cars was delivered to the Glengowrie depot in November 2005 and entered revenue service on 9 January 2006. A further order of four in 2008 brought the total to 15, numbered 101–115.
The Flexity cars are painted in a standard Adelaide Metro colour scheme of white with yellow, blue and red ends. The trams have low floors throughout 70 per cent of their length, and are accessible to pushchairs and wheelchairs through each of the three sets of doors. Their features include air conditioning, heating, recorded video surveillance and automated audio and visual announcements of the next stop. Roving conductors are employed.
The internal layout accommodates 64 seated passengers and another 115 standing. Initial overcrowding owing to the popularity of the rejuvenated Glenelg line and the short route extension through the business area of Adelaide, and the inadequacy of air conditioning in Adelaide's hot summers, led to adverse reactions from commuters and local media, but the faults were soon rectified and supplementation by Type 200 Alstom Citadis trams has minimised overcrowding.
Dresden and Leipzig.
The Flexity Classic XXL model was developed for the Dresden Transport Authority by the German factory Bombardier Transportation in Bautzen. It is long, runs on twelve axles and has a capacity of 260 passengers with 153 seats.
The Flexity Classic XXL (classification NGT D12DD) has, because of Dresden's altitude differences of , a power-to-weight ratio of . The tram has been in service since 2003 and serves tram lines with a high peak load of passengers. The exterior is specially designed for the Dresden Transport Authority, which owns 43 trams.
The Flexity Classic XXL is also in service in Leipzig, Germany (classification NGT12-LEI) with the Leipzig Transport Authority (LVB). Although the exterior design is customized, the tram offers the same capacity. It has been in service since 2005. The LVB first ordered 12 trams of this type, then exercised an option for another 12 trams in September 2005 and a third (slightly changed) batch of 9 was delivered in late 2011/early 2012.
References.
https://web.archive.org/web/20090706051021/http://www.bombardier.com/en/transportation/products-services/rail-vehicles/light-rail-vehicles/flexity-trams/adelaide--australia?docID=0901260d8000bcec


Volvo B5RLEH

First announced in August 2012, the Volvo B5RLEH, also known as Volvo B5RH and Volvo B215RH, is a hybrid-electric single-decker bus chassis manufactured by Volvo since 2013, initially only available in the Asia-Pacific region.
There is also a B215RH model for Latin America, manufactured by Volvo in Brazil, available as both low- and high-floor chassis.
Operators.
In January 2013, Australian operator Transperth took delivery of a Volgren bodied B5RLEH for use on its Perth Central Area Transit network.
In January 2014, a second Volgren bodied Volvo B5RLEH commenced a 12-month trial with Adelaide operator Torrens Transit.
In March 2015, a third Volgren bodied Volvo B5RLEH commenced a 6-month trial with Singapore operator SBS Transit. It debuted on Express 506 from 1 March 2015 and later operated on services 185 and 143 till 10 September 2015. On 11 February 2016, an additional six month-trial was permitted and the bus was redeployed to the Ang Mo Kio Depot for operations on services 268 and 13. At the end of the trial period, the bus was deregistered and returned to Australia, where it was operated by CDC Melbourne until March 2019.
In April 2015, the first Volgren Optimus bodied Volvo B5RLEH commenced a trial with Brisbane operator Brisbane Transport.
Between June 2017 and December 2018, Transport Canberra, the sole government bus operator in the Australian Capital Territory, leased a demonstrator Volvo B5RLEH with a Bustech VSTH body as part of the territory's electric bus trial. It was registered as BUS-712, and was wrapped in a special livery before starting service, as it arrived in the standard Transport for NSW livery. It ran alongside two BYD Toro electric buses as part of this trial.
In June 2019 Hunter Valley based transport operator Port Stephens Coaches begun using two Volvo B5RLEH bodied Bustech VST buses for use on student university shuttles between UON's Newcastle campus and Callaghan campus. one bus wears a special modified TransportNSW livery covered in plant decals while the other is covered in all over advertising (AOA) promoting Volvo's Hybrid bus.
Engines.
D5F, , in-line 4 cyl. turbodiesel (2013–present)


Kingsgrove Bus Depot

Kingsgrove Bus Depot is a bus depot in the Sydney suburb of Kingsgrove operated by Transit Systems
History.
Kingsgrove Bus Depot opened on 22 February 1948. It initially took over the operation of these routes from Burwood Bus Depot:
The depot was formerly equipped with CNG refuelling facilities. However in 2013, the facilities required upgrades due to the high number of gas buses meaning the compressors could not get up to pressure quickly and as they were getting old. There were issues with funding these upgrades, so instead the refuelling facilities were removed and all gas buses were moved to other depots.
As part of the contracting out of region 6, operation of Kingsgrove depot passed from State Transit to Transit Systems on 1 July 2018.
Fleet.
As of December 2020, it has an allocation of 174 buses.
Since the late 2000s, its entire fleet has been made up of Scania buses. It formerly had a small fleet of 14.5m Scania L113TRBL buses to operate route 400 (now route 420), however these were all scrapped by mid 2019 due to their age. Its entire fleet is now made up of the standard Sydney bus: the 12.5 metre rigid.
It formerly had a fleet of Scania L113CRBs, which were all moved to other depots when the CNG facilities were removed. It was also expected to receive Volvo B12BLEA articulated buses to replace the 14.5m buses on route 400. They were sent to Port Botany depot when it was found that route 400 was unsuitable for articulated buses (a speed bump at Westfield Eastgardens could damage the turntable on articulated buses).


Burlington Towne Centre station

Burlington Towne Centre is a station on the River Line light rail system, located on West Broad Street in Burlington, Burlington County, New Jersey, United States within the Burlington Historic District. The tracks run in the middle of the street in a thin trench, so while it does run in the middle of the street, it is not considered "street running." Like many other River Line stations, the Towne Centre station is made up of a raised, accessible platform with ticket machines and a small passenger shelter. Of note, the station name uses the spelling "centre" rather than the more usual "center".
The station opened on March 15, 2004. Southbound service from the station is available to Camden, New Jersey. Northbound service is available to the Trenton Rail Station with connections to New Jersey Transit trains to New York City, SEPTA trains to Philadelphia, and Amtrak trains. Transfer to the PATCO Speedline is available at the Walter Rand Transportation Center.


Bruck (vehicle)

A bruck (blended from the words bus and truck) is a type of bus or coach built to combine goods and passenger transport where it is most profitable or most convenient compared to separate vehicles. The word "bruck" was used in North America. In Australia they were known as passenger-freighters. In Europe they are known as Kombinationsbus (German), seka-auto (Finnish), kombibuss (Norwegian) and godsbuss (Swedish), with even the nickname "skvader". They have for practical reasons mostly been built on front- or mid-engined chassis. In North America and Australia this type of bus was introduced in the late 1940s as a replacement for unprofitable railway lines, while in Europe they have been around since the first buses.
Concept.
A bus of this type is different from an ordinary bus, in that it has a separate cargo compartment that can be either closed or open air, and is by specification built for carrying goods in route traffic.
When the first automobiles were put into route traffic in rural areas, in many places they often took both passengers and cargo, including the mail. Many routes differentiated into separate routes using separate vehicles for every purpose, but some remained multi-purpose routes. Very few are still operating this way. As buses started to be built on truck chassis and later on purpose-built bus chassis, this type of route needed a vehicle with the characteristics of a bruck. The first ones had open air cargo compartments for easy loading and unloading. Later models would feature a canvas roof, wooden cargo boxes, or have the cargo compartment integrated into the bus body. As demands for cargo and passenger transport varied, some buses had only a small cargo compartment, while others were more or less built as a crew-cab truck offering only a few passenger seats. From the early 1980s, cantilever tail lifts have become standard equipment on brucks, making loading and unloading a one-man operation. From the 1990s the cargo compartments have gradually become more boxy and taller than the rest of the bus for maximum capacity.
In general, most brucks have been front- or mid-engined to make best possible use of the cargo space in the rear end, and to make loading height as low as possible, in addition to a better weight distribution. In the Nordic countries front-engined chassis from Volvo and Scania were the most common, while many were built on Mercedes-Benz and DAF chassis too. When the front-engined chassis models disappeared from the European market in the early 1980s, mid-engined chassis from Volvo and DAF became the usual choice. A few were also built on rear-engined chassis from Scania, including some tall doubledeckers in Sweden being bodied by Helmark Carosseri and Van Hool. DAF stopped making mid-engined chassis in mid-1990s, so from then on brucks were almost exclusively built on Volvo chassis. With bus manufacturers taking over manufacturing of both chassis and body, the Volvo 9700 became the most common bruck model in the 2000s. Since Volvo also stopped making mid-engined chassis in late 2009, the production of brucks has dropped. Only around 40 rear-engined brucks have been delivered to Sweden since then. As of March 2015, the last known brucks were delivered to Swedish operator Bergvalls Busstrafik in June 2014.
Reuse.
Brucks are often quite popular on the second hand market, as their unique construction is handy for many different uses. In unconverted form, they can be used by charitable organizations, as band buses, for touring theatre troops, or any group of people needing space for heavy and voluminous luggage. In converted form they are popular for motorsports, where one can use it as a mobile garage. They are also popular to convert to mobile homes, with enough luggage space for most people. They can also be converted to transport horses.
History.
North America.
Canada.
The first brucks in North America were introduced in Canada by Western Flyer Coach in 1943. This is also where the word "bruck" comes from. The company built both new brucks, and some were rebuilt from other buses, for Canadian Coachways, who operated a number of these in the far north. They had a storage compartment accessible from the outside by a rear door, replacing the last rows of seats.
United States.
In the United States, the brucks were introduced in 1951, when Kenworth built a tri-axle one for Northern Pacific Railroad, which had a front part for 17 passengers and a taller, 18 ft long cargo compartment and a 136 hp Hall-Scott engine. Brucks were also available from Crown Coach, both as a 40 ft tri-axle carrying 20 passengers and with a 20 ft cargo compartment, or as a shorter 35 ft two-axle with 12 seats.
Kenworth also delivered a batch of twelve tri-axle brucks to Great Northern Railway in Montana, where the front half was based on the Kenworth Model T-126 SchoolCoach body, while the second half was custom built. They were fitted with a Hall-Scott under-floor "pancake" engine. One of these, that had been doing the local route from Kalispell to Whitefish and Columbia Falls between 1951 and 1971, have been preserved and is exhibited at the Whitefish Depot.
Australia.
In Australia they were known as "passenger-freighters", and were introduced by Western Australian Government Railways in 1949, as a substitute to railway lines that had been closed. The first ones were built on Foden PVSC6 chassis with Gardner six-cylinder diesel engines. They were green and cream in livery. Later they were built on rear-engined Hino RC320P chassis.
Germany.
In 1907, Karl Kässbohrer Fahrzeugwerke in Ulm built the first "Kombinationsbus". It had a wooden bodywork built on a Saurer truck chassis. Unlike other types of brucks, it had sideways-mounted folding seats so that the same space could be used for either cargo or passengers, and probably a combination too. Kässbohrer received a patent for this in 1910. It could accommodate 18 seated and ten standing passengers. It was used by a guest house for carrying beer kegs and also passengers.
Since 2011, a cargo service by bus is offered in the Uckermark district, named "kombiBUS". The service is however operated with conventional buses with underfloor luggage compartments and with trailers, so they have technically little in common with actual brucks.
Nordic countries.
In Finland, Norway and Sweden, brucks were quite common in the rural parts at the beginning of the 20th century. They were a good option not only where building a railway was not economically feasible, but also where the railwaybuilders had yet to arrive or where the landscape didn't allow for any railway line. For many years the transport of milk churns between farms and dairies was one of the major uses, but as milk tank trucks became common, this was no longer needed. The manual loading and unloading of milk churns was one of the main reasons for an open air compartment, and when this was not a factor anymore, brucks started to become more like the modern versions.
Finland.
Today only one Finnish bus operator, the Rovaniemi-based Gold Line (subsidiary of Koiviston Auto), use modern type brucks with tail lift in route traffic. However some other operators also use buses and coaches where the rearmost metre or two is a walk-in cargo compartment with shelves. This compartment can be entered by a large door either on the door side or from the rear side.
Norway.
In Norway, brucks are known as "kombibuss", or alternatively "kombinertbuss". With the exception of highly populated areas around Oslo, including areas where railway lines had been built in the late 19th century, brucks could be found in most of the country up to the 1980s, when standardised buses started to become more common, and the costly brucks were considered ineffective.
Norway's national touring theatre, Riksteatret, has for many years used brucks when touring the country, and for a long time it was Førde-based operator Firda Billag who operated the buses. However, from 1 January 2009 they have been operated by Nordreisa/Tromsø-based coach operator Bussring. Bussring bought one brucks second hand and ordered four new bruck coaches for the assignment. Contrary to all other brucks, these four that they ordered were never intended for use in route traffic, yet they are built to the same specifications. In 2014 they also bought one second hand from Firda Billag.
Firda Billag used to be one of the major bruck operators in Norway with over a dozen brucks in service, but in 2010/2011 they decided to sell the brucks and instead buy mini- and midibuses for the passenger traffic and trucks for the cargo. The passenger and cargo operations were also split into separate subsidiaries.
As of May 2015, brucks can mostly be found in the far north and along the west coast. In addition, two operators in Telemark operate brucks; Drangedal Bilruter operate one bruck between Tørdal and Drangedal Station, while Telemark Bilruter operate three bruck lines with a total of five bruck. The three lines are Åmot-Haukeli, Fyresdal-Vrådal-Seljord and Vrådal-Arendal.
Sweden.
In the 1950s and 1960s, the brucks in Sweden received the nickname skvader, because of their unlikely appearance as two widely different things put together as one, just as the origin of the word "skvader". In more recent years the brucks in Sweden are known exclusively by the word "godsbuss".
The largest population of brucks in the world has most likely always been and still is in Sweden, where they are still used on many long distance routes in the northern parts of the country. Sweden has also seen some special bruck construction. The largest are the nearly 15 metres long and 4.2 metres tall double-decker brucks that have been bodied by Helmark Carosseri and Van Hool. Earlier Van Hool have also bodied some quad-axle articulated brucks, where the passenger compartment and the cargo compartment were separated by the articulation joint. Some of these were later exported to Russia.
Sending of packets and goods with brucks in Sweden is organised through the brand "Bussgods", where both private customers and business customers can send different types of letters and packets or larger types of cargo by bus throughout the entire country. This includes both routes run with brucks and routes run with conventional buses and coaches or with trucks. The Bussgods logo is visible on the majority of Swedish brucks in operation today.


Southeast Division Street station

Southeast Division Street is a light rail station on the MAX Green Line in Portland, Oregon. It is the 2nd stop southbound on the I-205 MAX branch.
The station is located at the intersection of Interstate 205 and Division Street, and offers connections to the I-205 Bike Path. It is adjacent to the I-205 exit ramps to Powell Boulevard. This station has a center platform.
Bus line connections.
This station by the l-205 ramps to Powell Boulevard is served by the following bus line:


Superior Coach Company

Superior Coach was a coachbuilder in the American automotive industry. Founded in 1909 as the Garford Motor Truck Company, Superior is best known for constructing bodies for professional cars (hearses) and school buses. Following major downturns in both segments in the late 1970s, Superior was liquidated by its parent company in 1980. From 1925 to 1980, the company was based in Lima, Ohio.
After its 1980 closure, the Superior name would live on through several other companies. The manufacturing of school buses would play a part of the formation of Mid Bus (acquired by Collins Industries in 2008) and the professional car operations would remain in Lima as part of Accubuilt.
Garford Motor Truck Company (1909-1925).
In 1909, the Garford Motor Truck Company was established in Elyria, Ohio, a small town 30 miles outside Cleveland.
By June 1912, the company was awarded a lucrative contract with the United States Post Office. The first order called for 11 trucks, the following for 20 trucks, for a total of 31 trucks. "This is very significant of the practical efficiency of this most advanced commercial car." The post office had experimented for two years "with practically every truck made." They tried not only all the leading American trucks, but the foreign trucks, as well. The test resulted in the Garford being awarded first honors. The Garford proved to be the most practical truck under all conditions.
Superior Body Company (1925-1940).
During the early 1920s, Garford moved its operations to Lima, Ohio. In 1925, Garford Motor Truck changed its name to the Superior Body Company and opened a new plant housing a large manufacturing facility and administrative offices. The company diversified, introducing a line of hearse and ambulance bodies (known as professional cars) and becoming a major producer of school bus bodies for the U.S. and Canada, as well as export markets.
For its professional-car platforms, Superior signed an agreement with Studebaker, thus gaining instant access to some 3000 dealers and Studebaker's chassis engineering. The company had continuing success for several years, and on the strength of this arrangement, rose to a prominent position in the professional-car business. By 1930, Superior and Studebaker had the only complete line of professional cars in the North American market.
In 1938, having achieved success and having established a dealer network of its own, Superior left the partnership with Studebaker and began building bodies on General Motors platforms.
Superior Coach Company (1940-1980).
In 1940 the company changed its name again, to Superior Coach Company. School bus bodies were built primarily on Chevrolet/GMC, Dodge, Ford, and International Harvester truck chassis. In 1951 the Lima facility was expanded and a new facility in Kosciusko, Mississippi was opened.
Sheller-Globe Corporation.
In 1969 Superior was acquired by the Sheller-Globe Corporation, an industrial conglomerate and auto parts maker based in Toledo, Ohio.
The 1977 model year saw a major downsizing in the Cadillac automobile chassis used for the professional car business. In addition to being smaller, Cadillac's commercial chassis was significantly more expensive. Superior and other ambulance and funeral car manufacturers had to design new bodies and retool their factories, resulting in much higher consumer costs. The ambulance sector switched to larger van-based vehicles or and truck chassis. 1977 also brought new Federal Motor Vehicle Safety Standards for school buses built after 1 April, which increased both costs and engineering challenges. At the same time, a downturn in North American school bus purchase volumes began as the children of the Baby Boom generation completed their elementary and secondary educations.
By 1980, Superior was one of the six major school bus body manufacturing companies in the United States, competing with Blue Bird, Carpenter, Thomas, Ward Body Company|Ward, and Wayne, as well as Gillig and Crown whose buses were primarily sold on the West Coast. Bidding competition for reduced volumes became devastating to profits and even liquidity; in 1979, Ward declared bankruptcy, reorganizing as AmTran the following year, which later became IC Bus.
Faced with these challenges, school bus industry overcapacity, the loss of ambulance business in the professional car sector, and decreased sales of funeral coaches due to higher production and sales costs, Sheller-Globe liquidated its Superior Coach-related investments in late 1980, and portions of its assets were sold.
Post-liquidation manufacturing businesses.
After Sheller-Globe announced the closure of its Lima bus and professional car manufacturing operations in 1980, several small businesses purchased portions of the assets, and carried on successfully with several product lines.
School buses.
Although large school bus manufacturing was discontinued with the 1980 model year, Mid Bus—a new small business based in Lima organized by three former employees—resumed production of the smallest Superior school buses, beginning with a workforce of seven people. The business grew successfully, and after a move to a much larger facility at Bluffton, Ohio, it was acquired by Collins Industries in 1998.
Professional cars.
In 1981 Superior's hearse business was sold to Tom Earnhart. Later that year, it was merged with the largest competitor, the S&S Coach Company. This formed a new company, S&S/Superior of Ohio, to oversee the further development of the two businesses. Manufacturing operations were consolidated at Superior's plant in Lima, which had been expanded 30 years earlier.
As of 2007, S&S/Superior now operates as a division of Accubuilt, using the Superior Coach trade name for its line of funeral cars and specialty vehicles. Accubuilt's flagship facility was also the exclusive production plant for the W.P. Chrysler Executive Series 300, a longer-wheelbase version of the Chrysler 300. In late 2017 Accubuilt was purchased by Sean Myers, owner of Armbruster Stageway, and was once again named S&S/Superior Coach Company.
Accubuilt's Limousine Division also operates a facility in Springfield, Missouri, that manufactures limousines with wheelbase extensions up to .
Bus products.
The partner only lasted for one year.
Carrollton bus disaster.
In 1988, nearly a decade after Sheller-Globe exited the school bus manufacturing business, a Superior bus was involved in a disastrous crash. The bus had been built only 9 days before the more stringent 1977 Federal Motor Vehicle Safety Standards would have required better collision protection of the fuel tank, a wider central aisle for better access to the emergency door, and other safety improvements. Although no legal determination of product liability was ever made, Sheller-Globe and Ford Motor Company each contributed substantially to the settlement funds for those injured and the families of those who were killed. As of 2010, the Carrollton bus disaster remained one of the two worst bus accidents in U.S. history.
The accident and the legal battle afterward were recounted in a 1994 book by James S. Kuen. "Reckless Disregard: Corporate Greed, Government Indifference, and the Kentucky School Bus Crash" was published by Simon & Schuster of New York City. ()


Hiroden Streetcar Route 8

Hiroden Streetcar route 8 is a streetcar route operated by the Hiroshima Electric Railway. It runs between Yokogawa Station and Eba Station.
Lines.
Hiroden Streetcar route 8 runs on the Hiroden Yokogawa Line, Hiroden Main Line, and the Hiroden Eba Line.


Coast Highway station

Coast Highway is a station in Oceanside, California. It is served by North County Transit District's Sprinter light rail line. The station is located at 1304½ S. Tremont Street. It consists of a single platform and track.


Mitsubishi Delica

The Mitsubishi Delica is a range of vans and pickup trucks designed and built by the Japanese automaker Mitsubishi Motors since 1968. It was originally based on a cabover van and pickup truck introduced the previous year, also called the Delica, its name a contraction of the English language phrase "Delivery car". This pickup truck, and a commercial van derived from it has received many names in export markets, being sold as the L300 (later L400) in Europe, Jamaica (discontinued after the third generation) and New Zealand, Express and Starwagon in Australia, and plain Mitsubishi Van and Wagon in the United States. The passenger car versions were known as Delica Star Wagon from 1979 until the 1994 introduction of the Delica Space Gear, which became simply Space Gear in Europe at least. The most recent version (not available as a commercial vehicle) is called the Delica D:5. With the exception of the first, versions of all generations are still being sold in various international markets.
In Japan, the Delica Cargo nameplate was used on rebadged Mazda Bongo Brawny between 1999 and 2010. Since 2011, the Delica D:3 name has been applied to the rebadged Nissan NV200, and since 2011, the Delica D:2 name has been applied to the rebadged Suzuki Solio.
First generation (1968).
The production of the Delica light commercial cab-over pickup began in July 1968. It received the chassis code T100, in line with the recently (January 1968) introduced "T90" Canter. Using a "KE44" 1,088 cc engine producing , its maximum payload was and had a top end speed of . A year later, in line with consumer needs, a cargo van and a passenger van were added to the line-up. The passenger van, discontinued in 1976, was called the 'Delica Coach' and could seat nine people in three rows of seats. The engine was upgraded to in 1969.
In March 1971, a slightly facelifted version, called the Delica 75, arrived. This (the T120) received a small grille rather than the naked metal front of the earliest Delicas, and a new 1.4-liter "Neptune (4G41)" engine rated at was added to the line-up. The smaller 1.1-liter engine may have remained available in a version of the truck but if so, it soon vanished entirely.
After a fall 1974 facelift, the Delica received a new nose with much plastic cladding and double headlights, now mounted beneath the swage line. It was now known only as the "Delica 1400", as this was the only engine with which it was available (mention of a Delica 1200 is most likely apocryphal, perhaps an issue of confusion arising from the "120" chassis code). A longer wheelbase (T121) one-ton truck was added in 1976.
In export markets, this car was usually called simply the Colt T100/T120. It became a massive success in Indonesia, where "Colt" became synonymous with minibus. Mitsubishi dominated the market and the T120 remained in production until 1982. The nametag was revived in February 1991 with a rebadged version of the Suzuki Carry Futura. Record, a Greek manufacturer of agricultural vehicles, plagiarized the Delica T120 design (even using the same windshield) for their fibreglass-bodied "GS2000" truck.
Second generation (1979).
The Delica series was replaced in June 1979 by an all new design, bringing overall width up to the maximum dictated by Japanese regulations for "compact" vehicles. Suspended at the front by an independent wishbone construction and a leaf spring at the rear, the Delica also features a sliding side door and one-piece gas strut tailgate. The line-up was expanded to include ten model variations encompassing a wide variety of passenger (eight seats in a three/two/three configuration), cargo and recreational applications. A four-wheel drive option was made available in 1982, a first in the Japanese van market. Engines were all four-cylinders well known from MMC's passenger cars and included the 1,439 cc, "Saturn (4G33)" and 1.6-liter "Saturn (4G32)" engines. A 1.8-liter "Sirius (4G62)" version producing appeared in May 1980, and a 2.0-liter "Sirius (4G63B)" petrol version became optional in 4WD versions from November 1983. A 2.3-liter "Astron (4D55)" diesel appeared in October 1982 and was replaced by the larger 2.5-liter "Astron (4D56)" in 1986.
The four-wheel drive version of the Delica was first introduced to the Japanese market in October 1982. This versatile vehicle utilized a modified version of the Mitsubishi Pajero's chassis, albeit usually with smaller engines (originally only the 1.8-liter petrol). After the introduction of the third generation Delica, the truck (separate cab) version of the second generation continued to be built until 1994. Japanese consumers were liable for higher amounts of annual road tax due to the larger engines installed in higher trim level packages.
Markets.
Australia.
Chrysler Australia introduced the "SA" series Delica to the Australian market on 14 April 1980 under the name "Chrysler L300 Express" after debuting at the Adelaide Motor Show in 12 April. After acquiring control of the Chrysler Australia operations in the same month, Mitsubishi Motors renamed the firm Mitsubishi Motors Australia in October 1980. This resulted in the rebranding of the L300 Express as a Mitsubishi. Fitted with a 1.6-liter engine and four-speed manual, both van (three-seater commercial) and wagon (eight-seater) variants were offered, with the commercial (van) version available with or without side rear windows. The utility (pickup) version was not sold in Australia, as the L200 Express covered that segment of the market. In November 1981 the "SB" series was introduced, now fitted with radial ply tires on larger diameter wheels, thus increasing the payload capacity from . The following month, Mitsubishi introduced the high-roofed luxury "Deluxe" trim, fitted with electric sunroof and cloth upholstery. The next update to the "SB" series arrived in October 1982, resulting in the "Deluxe" trim being renamed "Starwagon" and gaining a larger 1.8-liter engine—offered with a five-speed overdrive manual or optional three-speed automatic. The "Star Wagon" (this was written either as one or as two words) moniker was also used on examples assembled by Todd Motors in New Zealand, albeit with the 1.6-liter engine. Mitsubishi extended the availability of the 1.8-liter engine to the lower-specification variants, albeit in automatic guise only. The 1.8 was also available in the long wheelbase, high roof, panel van version.
From May 1983, the L300 Express received rectangular headlights in chrome surrounds as part of the "SC" iteration. The "SC" also featured newly designed black resin bumpers and adjustments to the front suspension spring rate to improve ride and handling. The four-wheel drive version, badged "4WD", came in October 1983 as a 1.8-liter model with floor-mounted five-speed manual only, therefore becoming a seven-passenger model by losing the front-row center seat. After another facelift in October 1984, the car became the "SD" series, introducing better equipment and black headlight surrounds along with a black trim piece between the headlights on "Starwagon" and "4WD" trims. The "SD" revision also upgraded the "4WD" to a 2.0-liter engine, with the 1.8-liter standard issue in a new long-wheelbase commercial (van) model. A final minor update, the "SE" series appeared in 1986.
Asia.
This generation has been produced in the Philippines since 1987 as the "Mitsubishi L300 Versa Van" (discontinued in April 2012) as well as the Cab/Chassis variant where local coach builders assemble rear bodies for passenger and cargo hauling purposes. Variations such as the FB (family business), PET (personal and equipment transport), WT (water tight aluminum van) and DS (drop side) have been made to cater to those needs. In 2010, an extended rear body variant for the FB variant called the Exceed was added. In 2014, local truck body manufacturer Centro Manufacturing launched a minibus version of the L300 called the XV Mikrobus. It is built on the FB Exceed platform and is meant to be used as a public utility vehicle, a school bus, or an ambulance. It is also meant to revive the Versa Van and to be an alternative to the FB variant. In 2017, Mitsubishi Motors Philippines announced that the L300's diesel engine will be updated to comply with the Euro 4 standardization project of the DENR and the LTFRB. In April 2019, Mitsubishi Motors Philippines announced that the L300 would be fitted with the "4N14" CRDi engine. From 1987 to 2009, the design of the front fascia haven't changed much for 22 years (although there were minor changes to the interior). The L300 received a facelift in 2010 and was sold until 2017. Mitsubishi updated the styling of the L300 for the 2019 model year, now featuring the new horizontal chrome grille similar to the "Dynamic Shield" design language found on other Mitsubishi models like the Mitsubishi Xpander, Mitsubishi Montero Sport to distinguish it from older L300s.
In 2020, the local production of the L300 reached 200,000 units, and exports has been said under consideration.
This generation is still in production in Indonesia as the Colt L300, equipped with the 2.5-liter "4D56" diesel engine. A petrol engine was also available for a short period, but due to lack of demand, it was discontinued. Since 2010, Isuzu Indonesia have sold this second generation Delica as the Isuzu Bison—available in pickup and minibus versions with an Isuzu Panther-sourced 4JA1L 2.5-litre diesel engine with . The Bison costs a bit more than a corresponding L300. The production of the L300 was moved from the former PT Krama Yudha Ratu Motor (KRM) plant in Pulo Gadung, East Jakarta to the new Mitsubishi Motors Cikarang plant in Bekasi, West Java beginning in April 2018. In April 2018, the Isuzu Bison was discontinued due to lack of demand and later replaced by Isuzu's fully developed Traga.
In South Korea, Hyundai built the second generation Delica as the "Hyundai Porter", replacing an earlier model with the same name. South Korean production of this Porter continued alongside the third generation Delica, which was marketed by Hyundai as the "Grace". This Porter was replaced by an indigenously developed third generation Porter in March 1996.
From 1997 to 2000, the car was sold by Mahindra & Mahindra in India as the "Mahindra Voyager", but priced too high it was taken out of production after only a little over two years. The Voyager did meet with some success as an ambulance and as a cargo van, but this association only further prevented prospective private purchasers. Unique to the Mahindra Voyager is the fitment of PSA's 2.5-liter XD3P diesel engine, producing DIN at 4000 rpm.
Third generation (1986).
In June 1986, the Delica underwent its third full model change. More aerodynamic than previous versions, its monocoque body and extensive safety features proved very popular in Japan's fast-growing recreational vehicle market segment. The more rounded design was referred to as "soft cube" styling by Mitsubishi. Passenger versions continued to be sold as Delica Star Wagon, which became just plain "Starwagon" in Australia. The commercial version is called the "Express" in Australia. Two wheelbases have been offered. In 1990, the Australian market received the naturally aspirated diesel engine as an option; this was the first Delica so equipped in that market.
Although the subsequent L400 Delica and Delica Space Gear were introduced in 1994, production of the Delica Starwagon continued for the Japanese market until 1998. The L300/Delica van versions also remained in production for export markets. These export markets received a facelift in 1999, released in September of that year in Australia. In Japan the commercial Delica range was replaced by a badge-engineered Mazda Bongo under an OEM deal which began in November 1999.
In May 2013, Mitsubishi discontinued the commercial version of the third generation Delica in Australia—badged as the Mitsubishi Express—due to its inferior safety. The Express was the last new car to be sold in Australia with a one-star ANCAP rating. The Express had changed little since it received a minor model change in 2003.
A large range of engines were available, from a 1.4-liter up to a 2.4-liter petrol, and also a 2.5-liter diesel and turbodiesel, plus a 2.6-liter naturally aspirated diesel. Rear- or four-wheel drive, several bodystyles and two different wheelbases made for a particularly extensive line-up. The four-wheel drive chassis was based on that of the contemporary Mitsubishi Pajero, although parts are seldom interchangeable. Late general export market versions received a carburetted 16-valve version of the 2.0-liter 4G63 four-cylinder, with at 6,000 rpm.
Markets.
Asia.
Cargo versions are built by the China Motor Corporation in Taiwan. This generation Delica was also built under license by Hyundai of South Korea, where it was called the "Hyundai Grace" or "Hyundai H-100" in some Eurasian markets. Launched in December 1986, this version originally received the twin headlights as used in the US market versions, but after a front-end facelift the new more aerodynamic version received thinner and more rounded headlights. This version was called the "New Grace". Both the 2.4-liter petrol and 2.5-liter turbodiesel inline-four engines were available, both Mitsubishi designs. Hyundai terminology resulted in the "4D56" diesel engine being renamed "D4BX" / "D4BA". It takes two more minor changes at each 1996 and 2002, production ended in end of 2003. In 1996, the Delica was also rebadged under the Soueast brand, which occurred through 2013. In the Philippines, this generation of the Delica was called the "L300 Exceed" to differentiate itself to the ageing second generation L300 Versa Van which was still being sold there at that time, and was introduced starting from 1997. Although prior to that, Hyundai has already been selling it's pre-facelift rebadged sibling, the Hyundai Grace since the start of the 1990s.
North America.
From 1987 until 1990, Mitsubishi sold this model in small numbers in the United States as the "Wagon" for passenger versions and "Van" for windowless cargo versions. The US versions all received a version of the 2.4-liter "4G64" engine. For model years 1990 and 1991 an LS version of the Wagon was added. Taiwanese-produced CMC Delica vans are sold in Mexico as the Dodge 1000 as of July 2007. The Mitsubishi Expo LRV replaced the Van/Wagon in 1992.
Once the fifteen-year minimum age threshold was reached, enthusiasts began importing Japanese-market Delicas to Canada. The 4WD turbo diesel van is also a common choice for Canadian postal workers who require a right hand drive vehicle. The United States has a 25-year threshold for importing cars, and recently Japanese-market Delicas have begun to gain a following there as well.
Since 2007, the Cargo versions built by the China Motor Corporation in Taiwan are being exported to Mexico wearing Dodge badges.
Europe.
Introduced for 1987, the British market received the L300 with either the 1.6- petrol or 2.5-liter diesel engine. Both wheelbases were available. In continental Europe the car was also sold as the L300, with engine options depending on local taxation and market conditions.
Fourth generation (1994).
1994–1996.
Released on 12 May 1994, the newest Delica received considerably more aerodynamic bodywork. No truck model was available of this generation, and passenger models were now called Delica Space Gear in the domestic Japanese market. Body specifications of the Space Gear in Japan ranged from XR, XG, Exceed, Super Exceed and Royal Exceed, and both long and short-wheelbase versions were available.
The fourth generation Delica shares its engine and transmission with the Mitsubishi Pajero, but unlike the Pajero of its time it is of monocoque construction and lacks a separate chassis. The Delica 4WD still offers ample off-road capabilities, with four-wheel drive, high and low ratio gears and differential locking. It has engine variations from 2.5 liters through to a 2.8-liter intercooled turbodiesel. 2.4-liter and 3.0-liter V6 petrol engines with 12 or 24 valves are also offered. Apart from the 2.8-liter diesel model all are available as two- or four-wheel drive version.
In many export markets, the cargo versions of the fourth generation were called the Mitsubishi L400 while the passenger versions were called Mitsubishi Space Gear – without using the Delica nameplate at all.
In South Korea, Hyundai used the Mitsubishi Delica as the base vehicle for the Hyundai Starex (A1) manufactured between 1997 and 2007.
In Australia, this generation, known as the WA series was available in both cargo (Mitsubishi Express) and passenger (Mitsubishi Starwagon) versions. The Starwagon was available between September 1994 and 2003. The Express launched at the same time, but continued on until 2005. To differentiate the semi-bonneted WA Express from the cheaper, previous generation SJ series that sold alongside it, the WA models were disambiguated with the "Walk-Thru" designation.
The Australian Starwagons were made available in four levels of specification: GL, GLX, GLS and 4WD. Mitsubishi fitted the GL with a 2.0-liter carburetored inline-four, with the GLX gaining a fuel-injected 2.4-liter inline-four, and the GLS a 3.0-liter V6. Both four-cyliner engines were fitted standard with a five-speed manual transmission with optional four-speed column-shift automatic. The 3.0-liter GLS offered a four-speed floor-mounted automatic as its sole transmission option. The facelift model, released in 1996 saw the range rationalised with only the base GL and mid-range GLX models retained.
1996–2007.
In 1996, the Delica was upgraded with a facelift model. The upgrade is mostly cosmetic with changes to the lighting clusters and front bodypanel, with the integration of a moulded bumper in place of the original three section bullbar. The engine was upgraded with an electronic control type distribution type jet pump and an electronic sidestep was made standard on the higher specification versions.
A final facelift was released in Japan in August 2002.
2005–2008 Taiwanese facelift.
In Taiwan, the third generation Delica continued to be produced and sold while the fourth generation Delica was simply named the Mitsubishi Space Gear, and was positioned above the third generation model. Initial versions of the Space gear produced and sold in Taiwan was identical to the series 2 Japanese facelift. However, in 2005 a final facelift was conducted exclusively in Taiwan with minor changes done to the grilles, front and rear bumpers, and front and rear light units.
China.
The Dongfeng Fengxing Lingzhi is a range of MPVs produced by Dongfeng Liuzhou Motor under the Dongfeng Fengxing sub-brand. At launch, the Fengxing Lingzhi was essentially a rebadged third generation Mitsubishi Delica or the Mitsubishi Delica Space Gear. The Delica platform was acquired from Taiwan's China Motor Corporation, a partner of Mitsubishi Motors. Therefore, the initial facelifts from Dongfeng Liuzhou were identical to the Taiwanese China Motor Corporation built Mitsubishi Space Gear. After the China Motor Corporation built Mitsubishi Space Gears were discontinued in Taiwan, Dongfeng Liuzhou continued the production in China and conducted their own facelifts and development of the model.
Three trim levels were developed after the facelift by Dongfeng Liuzhou was conducted, including the Lingzhi M5, M3, and V3, which targets different groups of consumers and were priced differently. The M5 is the premium version, featuring a restyled front DRG and restyled tail lamps with prices ranging from 77,900 yuan to 98,900 yuan. The M3 being the basic passenger version sharing the same front DRG design and same tail lamps with the V3 but with clear DLO with prices ranging from 55,900 yuan to 71,900 yuan. The V3 is the utility cargo version with a sealed cargo area and being the most affordable of the three trim levels with prices ranging from 55,900 yuan to 66,900 yuan. Each trim is available with a long wheelbase version called the Lingzhi M5L, M3L, and V3L respectively all sharing the same tail lamp design.
Fifth generation (2007).
On 30 October 2006, Mitsubishi Motors announced that the next generation of its monobox (one-box) minivan would be called the Delica D:5, based on the Concept D-5 prototype first exhibited at the 39th Tokyo Motor Show in 2005. It is an eight-seater, that features Mitsubishi's AWC four wheel drive system and an "INVECS-III" continuously variable transmission, coupled to a 4B12 2.4 L MIVEC inline-four engine. Based on a new global GS platform, new Delica features Mitsubishi's next-generation "RISE" safety body. A 2.0-liter version of this engine is also available.
It was released in Japan on 31 January 2007, with prices ranging from ¥2,614,500 to ¥3,412,500.
Available for January 2013 is the clean diesel variant of the D:5, which comes with Mitsubishi's brand new 2.2 L 4-cylinder turbo diesel engine (4N14) that produces 148 PS of power and 360 Nm of torque. Mitsubishi claims that this new 4N14 diesel engine is reliable at low revs and smooth acceleration until high revs. With reduced pressure and temperature in the cylinder, it achieves a low compression ratio of 14.9. The Mitsubishi Delica D:5 with Clean Diesel engine has a fuel consumption of 13.6 km/L based on JC08 Mode cycle.
The Delica D:5 was officially sold in Indonesia between 2014 and 2019, where it was imported from Japan. It was launched on 18 September 2014 at the 22nd Indonesia International Motor Show. It is only available in FWD petrol engine variant based on 2.0 G Power Package 2WD trim with seven-seater seating configuration.
2019 facelift.
The 2019 facelift Delica D:5 was unveiled in Japan on 21 November 2018 with "Dynamic Shield" design language, having a 10.1-inch infotainment system and e-Assist. It made its debut to the public at the 2019 Tokyo Auto Salon and was released in Japan on 15 February 2019.
Other models using the name.
Mitsubishi Delica Truck/Van/Cargo (rebadged Mazda Bongo Truck/Van/Brawny).
Between November 1999 and October 2011 (the Delica Cargo was discontinued in August 2010), Mitsubishi Motors retailed a badge engineered version of the Mazda Bongo as the Delica Truck/Van (short wheelbase) and the Delica Cargo (extended wheelbase) in Japan, replacing the cargo versions of the fourth generation Delica in that market.
Mitsubishi Delica D:3/Delica Van (rebadged Nissan NV200).
In October 2011, Mitsubishi Motors replaced the Mazda Bongo-based models with a badge engineered version of the Nissan NV200, sold as the Delica D:3 (wagon models) and Delica Van (van models). The Delica D:3 and Delica Van were discontinued in April 2019.
Mitsubishi Delica D:2 (rebadged Suzuki Solio).
To complement the larger Delica D:5 minivan, a smaller Delica D:2 mini MPV appeared in March 2011. Equipped with a four-cylinder Suzuki "K12B" engine and a continuously variable transmission (CVT), it is a rebadged Suzuki Solio provided under an original equipment manufacturer deal.
Production.
"(Sources: Facts & Figures 2000, Facts & Figures 2005, Facts & Figures 2008, Facts & Figures 2010 Mitsubishi Motors website)"


The Motor Bus

"The Motor Bus" is a macaronic poem written in 1914 by Alfred Denis Godley (1856–1925).
The mixed English-Latin text makes fun of the difficulties of Latin declensions. It takes off from puns on the English words "motor" and "bus", ascribing them to the third and second declensions respectively in Latin, and declining them.
At the time of writing Godley, a distinguished Classical scholar, was Public Orator at the University of Oxford. The poem commemorates the introduction of a motorised omnibus service in the city of Oxford. Corn and High are the colloquial names of streets in the centre of the city; several Colleges of the University are located in High Street. The poem has since been cited in the context of the recent introduction of larger vehicles (including "bendy" buses).
The poem may owe its continued popularity to the large number of pupils who formerly had to learn Latin as a compulsory subject for University entrance exams (not just for Oxford and Cambridge) in the United Kingdom. Most of them will have used a primer in which Latin nouns were declined; for example, "servus", "serve", "servum", "servi", "servo", "servo" (depending upon the order in which Latin's six cases—nominative, vocative, accusative, genitive, dative, ablative—were listed). The poem provided interest to what was a very dry subject for most school pupils.
The poem's rhymes assume that the Latin words are read using the traditional English pronunciation, which was taught in British (and American) schools until well into the 20th century.
Text.
Following each repetition of the phrase "Motor Bus" is the Latin number and case of the words in the original poem.
Citations.
The poem is quoted by Dorothy L. Sayers in her essay "The greatest single defect of my own Latin education" and other texts.
Herbert H. Huxley dedicated to A. D. Godley his short Latin poem "Mars Bar":


Leyland Royal Tiger

The Leyland Royal Tiger was a rear-engined coach chassis manufactured by Leyland between 1982 and 1987. It was intended to counter the offerings of foreign competitors such as the Jonckheere or Van Hool bodied DAF, Scania and Volvo touring coaches, but was not particularly successful, with only between 160 and 170 built.
The majority (around 60%) were built as integral vehicles by Leyland themselves, in which case they were named Leyland Royal Tiger Doyen. Earlier examples were built at Leyland's Charles H Roe subsidiary in Leeds. Production later moved to Workington. The remainder of the underframes were given Plaxton Paramount or Van Hool bodywork.
The Royal Tiger was fitted with Leyland's TL11 engine or in some cases the Cummins L10. Following the takeover of Leyland by Volvo, the Royal Tiger ceased production in 1988.
National Travel East operated the largest number of Royal Tigers with eleven whilst their successor, Ridings Travel, operated the largest number of Doyens, taking eight in 1988. Only a few Royal Tigers have survived.


Asakurajinja-mae Station

 is a tram station in Kōchi, Kōchi Prefecture, Japan.
Adjacent stations.
!colspan=5|Tosa Electric Railway


Mercedes-Benz O305

The Mercedes-Benz O305 was a single deck, double deck and articulated bus manufactured by Mercedes-Benz in Mannheim, West Germany from 1969 until 1987. It was built as either a complete bus or a bus chassis and was the Mercedes-Benz adaptation of the unified German VöV-Standard-Bus design, that was produced by many different bus manufacturers including Büssing, Magirus-Deutz, MAN, Ikarus, Gräf/Steyr, Heuliez, Renault, and Pegaso. The O305 was designed for use as a single-decker bus, however it was later redesigned to accommodate double-decker bodies.
Germany.
Mercedes-Benz unveiled the O305 prototype in 1967, production in Mannheim started in 1969. A slightly elongated "Standard-Überlandbus" suburban model (11.3m) followed in 1970, replaced by the O307 class in 1972. From 1974 the O305 received a more powerful engine and an epicyclic gear rear axle plainly audible by its distinctive singing noise.
An articulated version was named the O305G. In the mid 1970s, the Falkenried rolling stock manufacturer had developed a transmission concept with the engine and the power train placed in the rear part. After Mercedes-Benz had acquired the patent, a 1977 prototype was deployed by the Hamburger Hochbahn public transport operator. Production began in 1978.
After a first converted trolleybus version named the O305T was deployed in Kaiserslautern, Daimler-Benz built five articulated buses with a BBC-Sécheron electrical equipment (O305GT) which served the public transport in Kaiserslautern and the Bergen trolleybus system, from 1985 in Basel, and finally in Brașov, Romania. Four dual-mode bus types were built in 1983 and deployed in Esslingen and Essen. Twenty hybrid electric variants were used by the Stuttgarter Straßenbahnen public transport company and in Wesel. In 1979, the CMTC in Brazil imported one O305T for test until 1980.
From 1984 onwards, the O305 was replaced by the second generation of the German "Standard-Linienbus" Mercedes-Benz O405. Production of the O305 ceased in early 1987.
Hong Kong.
In Hong Kong, the O305 was the first bus model from outside United Kingdom and countries of Commonwealth of Nations to be purchased. A total of 41 buses were introduced, with the prototype in 1983 and the others in 1985. All were withdrawn and subsequently scrapped in 2001/02 except three, which are preserved by groups of bus enthusiasts in Hong Kong and Australia.
Background and history.
For a long period of time, Hong Kong franchised bus operators were required by law to purchase double-decker buses produced in Commonwealth countries. After repealing the requirement in 1983, Mercedes-Benz supplied a two-axle 11-metre double-decker to Kowloon Motor Bus (KMB).
The O305 demonstrator was registered on 4 August 1983. Following successful trials, KMB ordered another 40 in 1985, with improved frontal design and ventilation system. All the 41 buses were fitted with Alexander RH bodies.
KMB later adopted a policy of acquiring 3-axle double-decker buses of similar length. Because Mercedes-Benz did not offer a 3-axle version of the O305, no more Mercedes-Benz buses were purchased by KMB.
In service.
Initially, the first bus ran on route 105, which was new, running between Lai Chi Kok and Sheung Wan. However, Cross-Harbour Tunnel's environment was unsuitable for this model, as well as the fact that the towing of these buses by the tow trucks used by the tunnel authority could result in damage to the chassis, so entire fleet were reallocated to express routes running between Yuen Long and Tsuen Wan/Kowloon. The O305s were renowned for their speed and power, with a maximum speed of over 120 km/h reported.
The buses provided services on the trunk routes in Yuen Long until the mid-1990s. With newer buses (especially those with air conditioning) available for trunk services, the Mercedes were redistributed to North District and Tai Po and served there until their retirement on 22 November 2002.
These buses had a unique livery designed by KMB, but all of them had the livery returned to the standard livery of KMB non-air-conditioned buses shortly before their re-distribution.
Singapore.
In 1982, Singapore Bus Services (SBS) acquired a single Willowbrook-bodied Mercedes Benz O305 double-deck bus in June for trial purposes. A year later, SBS also took in a second Mercedes Benz O305 double-deck demonstrator with a prototype Alexander R-type body make that was previously exhibited at the 1982 Commercial Motor Show in the UK. These buses were retired in the mid 1990s.
Satisfied with the trial, SBS purchased 200 Mercedes-Benz O305 double-deck buses with Alexander-R bodywork in 1984. They featured an 11,412 cc OM 407h engine with its modular W3D 080 R gearbox. At 11.1 metres long and a licensed capacity of 109 passengers, they were the largest non-air conditioned double-decker buses in Singapore. They entered service from 1984 to 1987 and were deployed to Ang Mo Kio, Toa Payoh and Hougang bus depots throughout their lifespan. Withdrawals began in 1996 and the last units were retired by late 2001.
Australia.
Perth.
Perth was the first Australian city to operate the Mercedes-Benz O305. The first units entered service with the Metropolitan Transport Trust (MTT) in 1975. Over a period of eleven years between 1975 and 1986, over 400 O305s were purchased. Transperth (as the MTT was rebranded in 1986) and its contractors began withdrawing this sizable fleet of O305s in October 1999 although it would be 2012 until the last were withdrawn.
The bodies were built by Freighter Industries, JW Bolton, Hillquip and Howard Porter. There were some unusual O305s operating in Perth. Examples include 444, which featured a Mauri (Italy) body assembled locally by JW Bolton and 007, an experimental bus (model OG305) with an LPG-fuelled engine. In 1984, 008 Australia's first CNG-fuelled bus entered service. From the success of the trial gas buses, two O305s (270/1) were converted to LPG operation in the early 1980s, a CNG-fuelled O305G was ordered and entered service in 1987 as 009. In the early 1990s 26 O305s were converted to CNG.
Perth was also the first Australian city to operate the articulated Mercedes-Benz O305G. Three batches were purchased with 18 in 1979, three in 1980, and 19 in 1986/87. The first and second batches had bodywork completed by JW Bolton and Howard Porter and featured model OM 407h 240 hp (177 kW) naturally aspirated engines. To overcome sluggishness, the buses in the third batch (also featuring Howard Porter bodies but built to the VöV-II design) were fitted with model OM 407hA 280 hp (206 kW) turbocharged engines.
Sydney.
The Public Transport Commission and its successors operated the largest fleet of O305s, purchasing 1,287 O305s and 30 articulated O305Gs, all bodied by Pressed Metal Corporation for use in Sydney and Newcastle.
Originally 200 Mercedes-Benz O305s with Galvastress Mark 1 bodywork were delivered between May 1977 and August 1978 with one built with a prototype Mark 2 body. These were followed by an order for 550 Galvastress Mark 2 bodied O305s that remains the largest bus order in Australia. These were delivered between October 1978 and November 1980. Whilst the bodies on the Mark 1s had been an effectively the existing PMC body married with a VöV front, the Mark 2s were of the VöV design with a lower roofline and two-leaf doors.
A further order saw 182 O305s bodied by with the Galvastress Mark 3 body enter service between August 1981 and October 1983 with one built with a prototype Mark 4 body. The revisions to the body were minor, and the most noticeable were a return to four-piece sliding windows to improve ventilation and to 203mm high route numbers at both the front and rear after the 127mm examples proved unpopular. The Mark 3 body was also used on 30 O305G articulated buses. A trial unit was delivered in September 1981 followed by the production units between September 1983 and May 1984.
A fleet of 355 Mark 4 O305s were delivered between July 1984 and August 1987. The chassis on these was slightly revised, being fitted with ABS.
Withdrawals commenced in 1989 with the final examples withdrawn in October 2012. At the time of withdrawal, some of these buses had accumulated more than 1 million kilometres of service.
Canberra.
ACTION took delivery of a fleet of 85 Ansair bodied Mercedes-Benz O305s between November 1981 and March 1985. They were built with standard Mercedes-Benz "StULB" fronts. After being refurbished in the early 1990s, the first were sold in 1995 and then at several other intervals until 1999. All were sold to private bus companies mainly in the Sydney and Melbourne metropolitan areas with 12 being exported to New Zealand to operate in Auckland and Wellington.
Ansair also bodied five Mercedes-Benz O305G articulated buses between February and April 1983. These were sold in 1997/98 to private bus companies around Australia.
Adelaide.
The State Transport Authority purchased 41 O305 and 51 O305G articulated buses for service on the O-Bahn Busway. The chassis were heavily modified at the Mitsubishi Motors plant in Tonsley. The rigid buses had their power increased to 240 hp (177 kW) and the articulateds to 280 hp (207 kW); they were the first buses to travel at a speed of 100 km/h on suburban routes.
New Zealand.
Auckland.
Auckland Regional Authority and its successors had a fleet of over 300 Mercedes-Benz O305 buses which remained in use until 2005. Many of these were sold to other bus operators or converted for other uses including mobile homes. All were fitted with New Zealand Motor Bodies bodies, VoV bodies built under license. One has been preserved at the Museum of Transport and Technology.
After serving the city of Auckland, some were rebuilt with low-floor bodies by DesignLine and Fairfax Industries, for further suburban use.
New Plymouth.
New Plymouth City Transport purchased seven Mercedes-Benz O305 buses over two orders:
Israel.
Egged in Israel purchased large numbers of O305s, some with locally made bodies including by Ha'argaz and Mervakim and others with bodies by Mercedes-Benz.
United Kingdom.
SELNEC.
The South East Lancashire North East Cheshire Passenger Transport Executive purchased two O305s in 1973 and had them fitted with Northern Counties bodies with 43 seats and dual doors. They were evaluated against Leyland National and Metro-Scanias.
Luton Airport.
Luton Airport purchased three O305G articulated buses in 1981 with Lex Services bodies based on Heuliez framing delivered in April 1981, they were fitted with only 35 seats allowing for large amounts of standing and luggage space. As they were used within the airport and not on public roads, they were left hand drive. They were the first rear-engined 'pusher' artics to enter service in the United Kingdom.


Canadian Light Rail Vehicle

The Canadian Light Rail Vehicle (CLRV) and Articulated Light Rail Vehicle (ALRV) were the types of streetcars used by the Toronto Transit Commission (TTC). Two variants have been produced: the standard single-module CLRV and the longer articulated double-module ALRV.
The ALRVs were officially retired from regular TTC service on September 2, 2019, with the CLRVs officially retired on December 29, 2019.
History.
CLRV.
Starting at the end of the 1970s and into the 1980s, the TTC's fleet of PCC streetcars approached (or exceeded in some cases) the end of their useful lives. Many Toronto citizens, and especially a group known as "Streetcars for Toronto" led by transit advocate Steve Munro, had fought successfully against the TTC's plan to convert the remaining streetcar lines to buses, which necessitated a new streetcar model to replace the aging PCCs. The "Canadian Light Rail Vehicle" was an attempt at a new, standardized streetcar design to be used in Toronto and in other new streetcar developments throughout the country. There was also a similar attempt of this "standardized vehicle" concept made in the United States around the same time with the US Standard Light Rail Vehicle, with cars built by Boeing Vertol for Boston's Massachusetts Bay Transportation Authority and the San Francisco Municipal Railway.
Hawker Siddeley Canada proposed their version of a streetcar in 1972 known as the Municipal Service Car, which had a bus-like chassis and a semi-low floor design with front and rear doors similar to that of the CLRV fleet. The project was abandoned the following year when the TTC selected the CLRV design. No Municipal Service Car prototypes were ever produced and only concept drawings remain of this vehicle.
The first six CLRV cars (4000–4005) were manufactured by SIG of Zurich, Switzerland, and used as prototypes for Urban Transportation Development Corporation (UTDC) (now Bombardier) to manufacture subsequent CLRVs at the Thunder Bay works of Hawker Siddeley Canada (today also part of Bombardier). The original order was for 200 CLRVs, of which ten were to be built by SIG and 190 by Hawker Siddeley. However, the order was reduced by four vehicles to 196 in order to provide parts to construct a prototype Articulated Light Rail Vehicle (number 4900). The four CLRVs removed were from the SIG portion of the order; thus, there were no CLRVs numbered 4006–4009. The 190 Hawker Siddeley CLRVs were numbered 4010–4199. CLRV car 4000 had a pantograph when being tested by SIG on the Orbe-Chavornay railway and was converted to trolley pole before being delivered to Toronto.
On December 29, 1977, the first CLRV, SIG-built 4002, arrived at the Hillcrest Complex aboard a railway flatcar. On September 30, 1979, after a year of testing and modification, CLRVs started service on route 507 Long Branch (today the western portion of route 501 Queen).
Twenty-two CLRVs were to run on an open-track Scarborough LRT line (to be later built as an ICTS line). Thus, for suburban operation, the UTDC originally specified an outside-frame bogie that later proved problematic in street operation, and designed the vehicles for speeds up to . The bogies would derail at switches in street trackage and have noise and vibration problems. Replacing the original Bochum wheels with SAB wheels (similar to PCC wheels) corrected these problems. The Bochum wheels had a rubber layer between the hub and the steel tire (rim), which would flex rather than pulling the opposite wheel through a single-point switch.
The CLRV electronics include 1970s-era solid state power controls. In later years, the propulsion control system became unreliable and difficult to maintain as obsolete electronic and electrical parts became difficult to source.
The CLRVs originally had sealed windows and no air conditioning. Later, the windows were modified to allow passengers to open them.
The CLRVs were delivered with couplers for multiple-unit operation. Between 1984 and 1988, the couplers were removed, and a safety shield was placed over the front coupler pocket.
ALRV.
As with the CLRV prototypes, the ALRV prototype, numbered 4900, was tested with a pantograph on standard gauge tracks before delivery to the TTC. Built in 1982, prototype 4900 had features that were not implemented on either CLRVs or production ALRVs such as hand controls instead of foot controls, and electronic destination signs instead of linen rollsigns. The prototype had couplers while subsequent production units did not.
Prototype 4900 ran trials in Toronto from August 10, 1982, until February 25, 1983, with a break when it was displayed at the 1982 Canadian National Exhibition. After completion of the trial runs, car 4900 was stored at the St. Clair Carhouse until March 7, 1987, when it was shipped to the UTDC testing facility in Kingston, Ontario. On March 24, 1988, following a test run, it was rear-ended by another streetcar on the test track and suffered extensive damage. It was scrapped in 1997.
The 52 production ALRV cars were built by UTDC using bogies and articulations supplied by MAN SE of Germany. Assembly of the first 11 cars took place in Thunder Bay, while that of the remaining 41 cars took place in Kingston. They are numbered 4200–4251.
The first production ALRV, number 4200, was shipped to Toronto on June 11, 1987. It underwent further testing and modifications after its arrival. Car 4204 was the first of the production ALRVs to go into revenue service, doing so on the 507 Long Branch route on January 19, 1988.
Marketing.
The previous attempt (made in the United States) to design a US standard light rail car was unsuccessful, and the resulting cars proved troublesome to both transit systems that had purchased them. While the CLRV had fared better for Toronto's streetcar system, other cities in both the US and Canada expressed little interest in the design, which thus remained almost exclusive to Toronto's streetcar system. This made the cars increasingly difficult and costly to maintain, as they required specially-made parts, including electronic modules no longer available.
In 1980, cars 4027, 4029 and 4031 were leased and tested by the Massachusetts Bay Transportation Authority (MBTA) to run on the Green Line. During this time, the cars were occasionally operated as two- and three-car trains. However, the MBTA did not adopt the CLRV design for its light rail fleet.
Other than the TTC, the UTDC had only one other buyer for its light rail products. In the mid-1980s, the Santa Clara County Transportation Agency (now known as the Santa Clara Valley Transportation Authority) purchased 50 vehicles that were double-ended and articulated. Delivery started in March 1987. After about 15 years in service, they were replaced by low-floor LRVs and sold secondhand to Sacramento and Salt Lake City.
CLRVs were built with couplers for multiple-unit control. Although not used in Toronto, the CLRV could be configured for double-end operation and high-platform boarding.
Characteristics.
The design and operation of the CLRVs and ALRVs carried over features from the highly successful PCCs that they replaced, having a similar interior layout, and the same two green bull's-eye lights in the upper corners of the front, above the destination sign, which uses back-lit roller boards. Braking and acceleration were controlled by the operator with the same pedal layout used on the PCC's, including the dead man's switch which was used to apply the parking brake when the vehicle was not in motion.
Other features include fluorescent lighting and chopper controls to save energy.
Unlike the CLRVs, the ALRVs have a large box sitting on the roof of each of the two articulated sections. Each box houses an air intake to ventilate the larger ALRV interior. All of the TTC's ALRVs were delivered without couplers, and a safety shield covers both of the empty front and rear coupler pockets. Compared with the CLRVs, the ALRVs had limited acceleration due to their extra weight and because trolley pole pickup limited the amount of power they could draw.
When the CLRVs and ALRVs were delivered in the 1970s and 1980s respectively, they were equipped with gongs as the sole audible warning signal. Most cars were retrofitted with horns in the late 1990s to combat automobile accidents when the 510 Spadina right-of-way streetcar opened. Initially, the horns were salvaged from retired H1 and M1 subway cars which were replaced by the T1 subway cars. However, during the CLRV/ALRV streetcar fleet overhaul project between 2011 and 2012 the TTC reconfigured the streetcar horns with new air horns or automobile-type electric horns.
CLRV 4041 is the only member of the CLRV/ALRV fleet to have an air conditioning unit, which the TTC installed in 2006. The unit was a long roof-mounted box with beveled sides that gave 4041 a look distinct from that of other CLRVs. TTC operator Stanley Mamaraj described 4041's air conditioning as "The cool air comes down. You can feel it, it's nice and cool." However, after a ride on 4041, transit advocate Steve Munro described the air conditioning as "nowhere near as aggressive as it is on some buses or on the T1 subway cars. Moreover, depending on where you are in the car, you may not feel the effect at all because the cool air does not blow out evenly. When I rode back north on a non-A/C car, I sat beside the open window and was actually cooler than I had been on 4041."
Starting in 2006, the TTC installed a closed-circuit television (CCTV) security camera system on all surface vehicles including the CLRV/ALRV fleet as well as buses. The system is to deter crime on vehicles and help catch trouble-makers. It uses four cameras to make high-quality images stored in a 24-hour loop.
Until at least 2014, CLRV/ALRV streetcars, as well as buses, used a 1970s, pager-like communication system for Transit Control to communicate with operators. It was essentially a text-based system that could send messages to 10 vehicles at a time, and each operator had to acknowledge the message before Transit Control could communicate with other operators. In 2014, the TTC requested funding for a new radio system.
A promotional graphic published by the TTC in 2009 illustrated that an ALRV could replace 55 automobiles carrying 61 passengers (assuming 1.11 passengers per auto) during the AM rush.
Since December 2015, the CLRVs and ALRVs have accepted fare payments by Presto card and have since been installed system-wide including all TTC buses and subway stations as of December 2016.
To coincide with the Presto rollout on the CLRV/ALRV fleets, the TTC also introduced a proof-of-payment (POP) system across all streetcar routes in the TTC network (including the CLRV and ALRV streetcar fleets and the aforementioned replacement shuttle buses that operate in place of streetcars) in an effort to speed up services. The POP system allows riders with proof of payment—such as a paper transfer, TTC pass or Presto card—to board at any door of the vehicle. Riders are subject to random fare inspections, and riders paying by cash or token continue to have to board at the front door of the vehicle to pay at the farebox and are required to take a paper POP transfer from the driver to show when requested.
Operator training.
A mockup of a CLRV which was used to train new streetcar operators is located at Hillcrest. The training simulator consisted of an operator cab, front steps and part of the front of a streetcar.
Operators also train with a real streetcar. The signs on the vehicle identify it as a training car.
Later years.
In 2014, the CLRV and ALRV streetcars began being retired and replaced by low-floor Flexity Outlook vehicles, the first of which were put into service on the 510 Spadina route. The replacements were initiated on the basis of the older vehicles being inaccessible to those with disabilities as well as the age and declining reliability of the CLRV and ALRV fleets.
Accessibility.
The CLRV/ALRV cars, like the PCCs, had high floors and steps at every doorway, and were therefore not wheelchair accessible, severely limiting their use by people with physical disabilities. Furthermore, the doors were separated by vertical stanchions in the centre of each doorway, making each opening too narrow to accommodate wheelchairs, making accessibility retrofits more difficult and costly. With the passage of the Accessibility for Ontarians with Disabilities Act (AODA) mandating all public transport to be fully accessible by 2025, the TTC saw the need to replace them with accessible vehicles as early as 2005. TTC staff explored a number of possible means to make the old fleet wheelchair-accessible, including constructing level boarding platforms, lowering the track level, installing wheelchair lifts, and attaching wheelchair-accessible trailers, but concluded that none of these options were practical, and replacing the cars was the best option.
In 2008, the TTC installed automatic stop announcements on all surface vehicles, including the CLRVs and ALRVs, to satisfy the requirements of the AODA. An LED device displays stop names in text, accompanied by a recorded voice announcing the stop names. This is to aid riders with hearing and vision problems. In 2016, the TTC announced it would also install external announcement systems on all of its surface vehicle fleet, again including the CLRVs and ALRVs, to announce the route and destination of the vehicle to passengers waiting to board.
A TTC report in 2015 proposed that it may have continued to use some high-floor inaccessible CLRV/ALRV vehicles to supplement the low-floor Flexity Outlook streetcars during peak hours on selected routes either until approximately 2024, when projections indicated it would have enough of the Flexity vehicles available to provide accessible service on all streetcar routes or if they become impractical to maintain. By May 2019, however, the TTC planned to retire the remainder of the CLRV/ALRV fleet by the end of 2019.
Winter operational issues.
During the polar vortex winter seasons of 2013/2014, 2014/2015, 2017/2018 and 2018/2019, many of the CLRV and ALRV streetcars broke down operating in temperatures below due to their age. On one of the worst days in January 2014, 48 streetcars failed to run for the morning rush hour. On December 28, 2017, when the temperature was again −20 °C, 45 older streetcars could not leave the carhouse. During an extreme cold snap from January 20 to 22, 2019, the TTC withdrew all CLRV/ALRV cars from service due to the high risk of the cars breaking down in the cold weather. Instead, only Flexity Outlook streetcars along with buses were used. The ALRVs remained out of service for the rest of that winter season.
The older streetcars use pressurized air passing through tubes and valves to operate such things as suspension, braking, windshield wipers, doors and the rail sander (for traction under icy conditions). Condensation can freeze and block the air tubes causing a variety of malfunctions. Over time, salt erodes the air tanks and the tubing gets brittle and leaks leading to less efficient air flow which may cause the compressor beneath the tail of the car to overheat and break down.
To address these problems in December 2015, the TTC performed fixes taking 2–3 days per streetcar to implement. These included the installation of new air tanks and filters, the replacement of old tubing to the windshield wipers, repairs on the valves controlling air flow to the rail sanders, overhaul of the brake valves, and the correction of any suspension system deficiencies.
Replacement parts.
As the TTC's CLRV/ALRV streetcar fleet has aged, many parts used by these older streetcars are no longer available from outside suppliers. If a CLRV or ALRV is damaged in a breakdown, collision or derailment, parts need to be replaced or be bent back into shape. For this purpose, the TTC employed a blacksmith to craft and repair parts. The blacksmith also supplied tools such as switch irons and towing drawbars for streetcars.
The use of salt brine to de-ice city streets has corroded parts on the older streetcars so much that such parts must often be cut off the car. The TTC Harvey Shops must manufacture some of the replacements sections, such as the chevrons which attach the bogies to the car body. The upholstery department constructs the bellows used between the articulated sections of the ALRV. Each set of bellows takes 240 hours to construct from a vinyl-like material using electric sewing machines.
Refurbishment.
In 2006, the TTC was planning to refurbish 100 CLRVs to extend their life and possibly to add air conditioning. This plan was shelved by December 2016, and the only visible outcome was that CLRV 4041, effectively a prototype for refurbishment, became the only CLRV with air conditioning, sporting a visually distinct air conditioning unit on its roof.
In June 2015, the TTC started a program to rebuild and extend the life of 30 CLRVs and 30 ALRVs because of delays in delivery of the new Flexity streetcars. 56 employees were assigned to work on this program. Refurbishing each ALRV was expected to take about 55 days and cost $800,000. The cost for each CLRV was expected to be about $200,000. The total cost was budgeted at $33.1million. The work was to be completed by 2017.
The refurbishment of 30 ALRVs alone was budgeted at $24.5million, with an option to refurbish another 10. The remaining 12 ALRVs were to be stripped of useful parts and scrapped. The refurbishments included repairing corrosion, repainting, installing new energy-efficient LED lights, upgrading the floors, refreshing the seats, and overhauling the pneumatic, brake and traction systems. This was expected to extend the life of the cars until 2024. The first renovated ALRV (4217) entered service on October 15, 2015. However, the TTC stopped the ALRV refurbishment program after completing 20 cars at a cost of $26million. The TTC hoped to have 10 of the refurbished ALRVs in service on any given day, but found that only two or three were fit for service with the others awaiting repairs mainly due to electrical problems. Because of budget constraints, the refurbishing had excluded electrical work.
Decline.
The CLRV and ALRV cars began being retired from service as the Flexity low-floor streetcars arrived and began service. A TTC report in 2015 projected that the last of the older-model vehicles would be retired by 2024. By January 2017, only 170 of the 200 CLRVs and ALRVs could be put into service because of the extra maintenance they required.
In 2016, the TTC proposed using 30 to 40 ALRVs to supplement Flexity streetcars until 2024 to address increased ridership until 60 more low-floor streetcars could be ordered. By September 2018, the CLRV fleet had so deteriorated that the TTC indicated they intended to use ALRVs to supplement some rush-hour services on the busier streetcar lines intended to be operated with CLRVs only. The ALRV fleet was sidelined between February and April 2019. In May, the TTC ran the ALRV fleet for , during which time one ALRV had a failure in its compressed air system. In mid-2019, the remaining ALRV fleet (about 6 or 7 vehicles) remained on standby as spare vehicles for supplemental service.
By June 23, 2019, Flexity Outlook streetcars had fully replaced CLRVs on route 501 Queen between Neville Park Loop and Humber Loop. CLRVs continued to serve the route between Humber Loop and Long Branch Loop (operated as a separate branch of route 501) until Flexity streetcars had fully replaced them by September 1, 2019.
The last day of operation for the ALRVs was September 2, 2019. On that date, ALRVs 4204 and 4207 made commemorative last runs during the afternoon along Queen Street between Russell Carhouse (Queen and Greenwood) and Wolseley Loop (Bathurst and Queen) with free rides to mark the occasion.
In September 2019, 44 CLRVs were in service. In that month, only routes 506 Carlton and 511 Bathurst were using them.
In September 2019, an artist group repainted CLRV 4178 at the Hillcrest Complex in bright colours, replacing its regular red and white colour scheme. The repainting project was dubbed "A Streetcar Named Toronto" and is intended to make 4178 a moving artwork. Leaves in red and white were painted on the streetcar's floor and the ceiling was painted with a floral pattern. The artist group changed the colour of some seat covers and added photographs in the interior. The repainted streetcar ran until the end of the year on regular routes as well as for special events such as Nuit Blanche. The streetcar was expected to be scrapped after its retirement, but was ultimately preserved by the Halton County Radial Railway.
By October 2019, only 18 CLRVs were still in service. By late November 2019, CLRV service seven days per week was planned only for 511 Bathurst. The TTC announced that it would continue to run CLRVs on that route until December 28, but it would also use some CLRVs as extra vehicles on 501 Queen between Bathurst Street and Greenwood Avenue on weekends from November 24 to December 28.
The last day of service for the CLRVs was December 29, 2019. On that day, the TTC offered free service on the CLRVs along Queen Street between 10am and 2pm to commemorate the occasion. At 3pm, three CLRVs made a last commemorative run carrying invited guests from the Wolseley Loop to the Russell Carhouse. Of the six CLRVs running that day, CLRV 4001 was the last to return to Russell Carhouse.
The TTC has retained two CLRVs and an ALRV for special occasions and charters. Other CLRVs will be sold to various transit museums across North America or will be sold as scrap. In July 2020, the TTC indicated it will convert CLRVs 4081 and 4124 into work cars.
The TTC sold CLRV 4187 at auction to a private individual for static display at Glista Family Farms in Priceville, Ontario. As a condition of sale, the TTC stripped the car of its TTC logo. The buyer paid $3,400 for the car, the minimum allowed bid, but shipping increases that cost to an estimated $8,000. The new owner plans to preserve the streetcar's interior, and has constructed a short strip of track to mount the vehicle.
Decommissioning.
Some noteworthy retired vehicles that were scrapped include: