Suzuki Carry

The is a kei truck produced by the Japanese automaker Suzuki. The microvan version was originally called the Carry van until 1982 when the passenger van versions were renamed as the . In Japan, the Carry and Every are "kei cars" but the Suzuki Every Plus, the bigger version of Every, had a longer bonnet for safety purposes and a larger 1.3-liter 86 hp (63 kW) four-cylinder engine. They have been sold under a myriad of different names in several countries, and is the only car to have been offered with Chevrolet as well as Ford badges.
Introduction.
In their home market, the Carry truck and van (and Every van) have traditionally competed with a number of similarly sized vehicles, such as the Kurogane Baby, Honda Acty, Subaru Sambar, Mitsubishi Minicab, and the Daihatsu Hijet. Some of these are also competitors in export markets, mainly the Carry and the Hijet.
The first two generations of Carrys were sold with the Suzulight badge rather than the company name Suzuki, emphasizing the company's focus on "Light Cars" (better known as Kei jidosha).
First generation (FB/FBD; 1961).
The Carry series was born in October 1961 with the FB Suzulight Carry, a pickup truck with the engine underneath the front seat but with a short bonnet. The layout has been referred to as a "semi-cabover". The FB Carry underwent some light modifications in October 1963, for the 1964 model year. A glassed FBD Carry Van was added in September 1964. The engine too was called the FB, a air-cooled, two-stroke two-cylinder with . This engine remained in use, in three-cylinder form, until late 1987 in the Suzuki Jimny (as the LJ50). Top speed was no more than . FB suspension was rigid with leaf springs, front and rear. A panel van (FBC) was also available from July 1962.
Second generation (L20; 1965).
In June 1965, the rebodied L20 Suzulight Carry replaced the FB. The ladder-frame chassis was modified, now with independently sprung front wheels (by torsion bars). While output remained 21 hp, the engine benefitted from Suzuki's patented CCI (Cylinder Crank Injection) lubrication system. The Carry Van was replaced by the new L20V in January 1966, and there was also a dropside pickup (L21). Finally, there was the L20H, a pickup with a canvas canopy and a rear-facing seat placed in the bed, providing seating for four. Top speed for the second generation was down to 75 km/h. The Carry Van had a horizontally divided two-piece tailgate, and sliding rear windows.
Production of this more traditional version continued in parallel with the cab-over L30 Carry, ending only with the 1969 introduction of the L40.
Third generation (L30/L31; 1966).
The new L30 Suzuki Carry (the "Suzulight" label was being retired) is a full cab-over design, with the same FB engine mounted horizontally underneath the load area. The starter and generator were combined and mounted directly on the front of the crankshaft. Introduced in February 1966, the L30 was built alongside its more traditional predecessor until they were both replaced by the L40. A canopied L30H, similar to the L20H but with the seats in the bed facing each other, was available right from the start. There was also an L31, with a drop-side bed. Performance and mechanics were very similar to its bonneted sister, but the load area was considerably larger. Maximum load capacity was still .
A short-lived Carry Van version of the L30 ("L30V") was not introduced until March 1968, but offered four doors and a two-piece tailgate (top and bottom). Bodywork was the same ahead of the B-pillar.
Fourth generation (L40/L41; 1969).
In July 1969, the Giugiaro designed L40 Carry was introduced. In November of the same year, a van version with two opening side doors and a top-hinged rear gate was added. Giugiaro's design was more obvious in the Carry Van iteration, very symmetrical with similar looks to the front and rear. The L40's design was not overly utilitarian, limiting interior space and being a bit too modern for the usually very orthodox Japanese commercial customer base. On the other hand, the L40 did benefit from an updated, reed valve version of the now venerable FB engine. Dimensions, dictated by kei jidosha regulations, remained and . Max load was for the truck and for the van versions. Top speed increased considerably to .
As part of a minor facelift in April 1971, the Carry received a 27 PS (still at 6,000 rpm) version of the well-known FB engine, featuring Suzuki's CCIS (Cylinder Crank Injection and Selmix) lubrication system. This engine also found its way into the recently introduced LJ10 Jimny. Torque was at 5,000 rpm. There was also a Panel Van version, with a boxy unit mounted on the rear of a Carry truck chassis. In 1971, a V40FC Camper version of the Van was also added.
While the truck versions were replaced in May 1972, the L40V continued for another three months before an L50 Van took its place.
Fifth generation (L50/L60; 1972).
The fifth generation L50 Carry truck debuted in May 1972, followed by a new Carry van in August. The new model echoes Giugiaro's design, but without ventilation windows in the front doors and with a more traditional appearance. Headlights are now round, while the van version receives a more square rear body and with a sliding rear side door. The engine is a water-cooled design (L50), otherwise similar to the previous engine but now with . Max load was back up to .
In December 1972, a five-door van (L50VF, with sliding side doors) was added. Three months later, the dropside L51 went on sale. In November 1973, the Carry underwent a minor facelift, receiving a new grille and modified front bumper. The interior was also updated, with a new dashboard and finally hanging gas and clutch pedals. The fifth generation Carry led Suzuki to great market success, with Suzuki selling more kei trucks than all others during 1973 and 1974.
In September 1975, a special export version was introduced, aimed at customers who wanted more loading ability. The new L60 series received a larger, 446 cc (also L60) version of the L50 two-cylinder. 29 PS (as opposed to 26 for export market 360 cc models), a stronger differential "to transmit the generous torque" and sturdier springs meant load capacity increased to . For 1975, the Carry received minor changes allowing for the fitment of new larger license plates. In December 1975, the domestic market L50s' engine lost two horsepower (down to 26) in the effort of fulfilling new, stricter emissions standards.
This car was known as Suzoolate (سوزولیت) in Shiraz, Iran, where green van models were used as taxis. They were later phased out due to the pollution of its two-stroke engine.
Sixth generation (ST10/ST20/ST80; 1976).
In May 1976, responding to changed standards for the Kei class, Suzuki released the Carry 55, chassis code ST10/ST10V. It had the larger, water-cooled but still two-stroke three-cylinder LJ50 engine of 539 cc but was otherwise hard to distinguish from the preceding L50 series. The only two differences in appearance were bigger (albeit slimmer) bumpers which no longer enveloped the bottom of the front, as well as slightly altered doors with a slight bump in the swage line to accommodate the door handle. There was also an ST11 version with a drop-side bed. The ST10 (along with the LC20 Fronte) was the first Suzuki to enter CKD production in Indonesia, in 1976. In 1977 it was replaced by the larger ST20.
Soon thereafter, in September 1976, the interim ST10 (only built for four months) was gradually replaced by the widened and lengthened ST20 pickup version which also has a longer wheelbase. Marketed as the Suzuki Carry Wide 550, it now reached the maximum dimensions set for the Kei class. In November, the ST20 Van took its bow - this version was shorter than the truck as it reused the shorter rear side bodypanels of the L50 and ST10 versions. Some special variants of the ST10 (such as refrigerated versions, panel vans, etcetera) remained on sale alongside the ST20 for a little while longer until new versions could be developed and old stock be sold out. There was also an ST20K model available: the "K" refers to the "trucklike" nature of the vehicle in that it had three drop-sides as opposed to the utility version which had only a tailgate and formed sides. The ST20 range retained the three-cylinder 539 cc two-stroke engine of the ST10 and has a carrying capacity of . Maximum power remained at 4500 rpm. In October 1977, after about 187,000 had been built, the ST20 underwent a light facelift, with increased equipment and all versions (excepting the base truck) now featuring a front grille.
Equipment levels were base, Standard, and Super Deluxe. The base version has no front grille, the Standard has a black grille, while the Super Deluxe features chrome trim on the grille as well as chromed hubcaps. By October 1977, the Custom Van was available in the Japanese market. Well equipped, with metallic paint, reclining fabric-covered seats, and chrome bumpers, this was aimed squarely at use as a private car. This heralded the development of the future "Every" range of passenger microvans.
By 1977, the export only ST80 appeared - this version was the first Carry to be equipped with a four-stroke engine, the inline-four 797 cc F8A as recently introduced in the LJ80 Jimny. In the Carry, however, the engine only developed at 5500 rpm. The ST20 Carry was also produced in Indonesia from 1978 until at least 1983, where it was nicknamed "Turungtung" (or Truntung). This is an onomatopoetic word for the sound made by the Carry's two-stroke engine. The ST20 Carry was the first Suzuki product to be built in Indonesia, where it saw extensive use as an Angkot. The ST20 was only offered as a truck in Indonesia, but local body builders such as Adi Putro and Liling Putra came up with multi-seat taxi bodies and other variations. The Indonesian ST20 has a claimed at 4500 rpm and of torque at 3000 rpm, being unaffected by emissions regulations.
Seventh generation (ST30/ST40/ST90/ST100; 1979).
In March 1979, the new ST30 series arrived. The dimensions remained the same as before, as did the two-stroke engine, although it was moved forward and now resided underneath the front seat. At the time of the ST30's introduction, the Carry had been the bestselling Kei truck in the Japanese domestic market for eight straight years. For export markets, the ST90 version was equipped with the larger four-stroke F8A engine of 797 cc, entering production in August 1979. In October 1980, the domestic market Carry became available with the new 543 cc four-stroke F5A engine (ST40), although the torquey two-stroke engine remained popular. Later, export models were also fitted with the 970 cc four-cylinder engine; they received the ST100 chassis codes.
In December 1982, the Van portion of the Carry range became separated in the Japanese domestic market and was now sold as the Suzuki Every. The Every was only available with the four-stroke engine, as the two-stroke could not pass the tighter emissions standards for passenger cars. New for May 1981 was a four-wheel drive version, originally only available as a pickup. This received the ST31/41 chassis code. A four-wheel drive van version was added in November 1982.
Export models.
Pakistan.
In Pakistan, Pak Suzuki Motors, a big affiliate of the Suzuki Motor Corporation, still assembles and distributes the Suzuki Bolan, based on the ST90V version of the Carry (also known as Hi-Roof) with the three-cylinder F8B 796 cc carburetor engine with output of 37 hp (28 kW). The four-speed manual transmission allows for a top speed of . As of 2021 it is available as either a plain, panelled Cargo Van with vinyl seats or as the seven-seater VX variant which features air conditioning. The Bolan is widely used as an ambulance all over Pakistan and as a taxi in parts of the country. There is also a pickup version, called Ravi.
Taiwan.
The Ford Pronto is a rebadged Carry ST, which was manufactured between 1985 and 2007 by Ford Lio Ho, a joint venture between Ford and Lio Ho in Taiwan. The Pronto was only available in the Taiwanese market, where it was introduced specifically to compete with China Motor Corporation's Mitsubishi Minicab and Sanfu's Subaru Sambar in the local minivan market. In 2007, Ford Lio Ho ceased to produce the Pronto because the engine couldn't be made to meet revised local environmental regulations.
Indonesia.
In Indonesia, the seventh generation Carry and Super Carry were assembled by Suzuki Indomobil Motor beginning in 1983, fitted with the well-known 970 cc F10A engine with . This carried the ST100 model code, and was also available as a minivan. Thanks to a locally developed rear body with a longer overhang and a wheelbase extended by , it was about longer than the Carrys sold elsewhere, which allowed a third row of seats to be fitted.
In 1986, it was updated with a new half-trapezium front headlight, but only lasted for less than 6 months and was replaced again with square headlights by the end of 1986 (until the end of production in 2009) with new front and larger bumpers; this model was originally sold as the "Super Carry Extra". This model, available as a van or truck, reached in overall length and is wide. These dimensions remained true until the end of Carry 1.0 production in Indonesia. Unlike most markets, Indonesian Carry trucks could legally seat three people. In 1989 the Super Carry received a five-speed transmission, as well as a tachometer.
Late in the model's life, the engine was updated to meet the Euro 2 emissions standards, which took effect in Indonesia in 2007. This meant that the old F10A engine was updated with multi-point fuel injection and a catalytic converter, increasing power to . Although removed from the regular price lists in 2006, this version of the Carry was still built to special order until 2009, alongside the larger Carry Futura (based on the eighth generation Carry). Until 1987, when surpassed by the Daihatsu Zebra and Toyota Kijang, the Carry was Indonesia's best selling vehicle.
The seventh generation Carrys in Indonesia, alongside the eighth generation Carry Futura, are widely used as transportation minibuses known locally as "angkot".
India.
The Maruti Omni is a microvan manufactured by Suzuki's Indian subsidiary Maruti Suzuki. The first version of Maruti Omni had a inline-three engine, same as the Maruti 800 city car. Sold simply as the Maruti Van, this was the second vehicle to be launched by Maruti Suzuki. It arrived one year after the 800, in 1984. The name was changed to "Omni" in 1988. It received a facelift in 1998, and further minor revisions in 2005, when improvements were made to the exterior and the interior, and new colours became available. Later version of the Omni includes the:
The Omni could be divided into two categories: the family version and the cargo version. The newer family version has two extra seats directly behind the front seating and facing away towards the rear of the van making it an eight seater. Older versions are modified by individual owners to add additional capacity this way. The cargo version is completely devoid of back seats. Both versions have sliding back doors and hatchbacks.
The Omni (E) has the following official specifications (2010):
The initial versions were so basic that the interior dashboard even lacked a fan blower opening as a standard.
In April 2019, Suzuki announced they would discontinue the Omni after 35 years of production. The Omni was not able to meet India's updated safety and emission standards implemented the same month, which requires new vehicles to have a driver's airbag, antilock brakes, seatbelt reminders, speed warning beeps and rear parking sensors. The flat front of the Omni also prevented the addition of crumple zones. Its replacement is the Eeco.
Eighth generation (DA71/DB71/DA81/DA41/DB41/DA51/DB51; 1985).
The eighth generation Carry (and second generation Every) appeared in March 1985. It was modernized and the range again expanded, with a more powerful fuel injected engine available on top. The chassis codes became quite confusing, with DA/DB71 used for the F5A engined model (DB signifying four-wheel drive) and DA81 for the two-stroke truck which remained available until the Carry underwent a facelift in July 1986. T, B, and V suffixes were used to denote trucks, trucks with tip decks, and vans. Beginning in late 1987, a turbocharged engine was available in the Every, while the Carry truck received a three-valve, supercharged version of the F5A engine with . There was also a short-lived nine-valve version with available for better equipped versions of the Every; the regular six-valve version had to make do with . In May 1989 the more modern multi-valve F5B engine entered the lineup; it received the DA/DB41 chassis code and replaced most of the F5A engines. This new engine also became available in the badge-engineered Autozam Scrum, sold by Mazda (DG/DH41).
Facelift.
With the rules regarding the size and engines of kei-cars being altered for March 1990, Suzuki had to update the Carry/Every which now carried the DA/DB51 chassis code. The larger 657 cc F6A engine provided somewhat more power, ranging from , and new more rounded bodywork provided a more modern look. The least powerful engine received an upgrade in the passenger-oriented Every models in September 1990, increasing output to at 5500 rpm while torque went up from at 4000 rpm. This engine became standard fitment for the lower end Carrys as well in March 1991, but only six months later the DA/DB51 was replaced by the reshelled ninth generation Carry and Every.
Export models.
Post-1985 European market Carrys still used the 797 cc four-cylinder F8A familiar from the ST90 Carry, while Super Carrys were equipped with the F10A 970 cc four. Chassis codes are SK408 and SK410, while power outputs are 37 and 45 PS respectively (27.5 and 33 kW), top speeds 110 and 115 km/h. Heftier bumpers meant overall length was up 10 cm, for a total of 3295 mm. Production of export models began in July 1985. The SK408 (sometimes called the DA11) was discontinued in October 1989. Later Super Carrys received the same 1.3 liter inline-four as fitted to the Samurai. In much of Europe this generation of the Carry was also sold as the Bedford, Vauxhall, or GME Rascal. These were built at the GM plant in Luton, to circumvent JAMA's voluntary export restrictions.
In Australia, this model was sold as both the Super Carry (in ute, van, or wagon form) and as the Holden Scurry, which was not available as a "ute". In Australia, the Scurry was designated as the NB series.
The Super Carry continues in production in Vietnam for local markets, as a truck or panel van, with a Euro 2 emissions compliant engine. The 970 cc engine has electronic fuel injection and develops at 5500 rpm. The long truck is the best selling truck in Vietnam and the engine was updated to meet the Euro 4 emissions standards in 2017.
Bedford Rascal.
The Bedford Rascal (later Vauxhall Rascal), also built as the Suzuki Super Carry, is a kei truck and microvan that was developed as a joint venture between the American car company General Motors (GM) and the Japanese automaker Suzuki. It was sold under GM's British-based Bedford marque as well as in Suzuki form. Other names were used in a few international markets, such as GME (General Motors Europe) for those continental European markets where Suzukis were generally not marketed and where the "Bedford" and "Vauxhall" brands were largely unknown.
The van was produced at the IBC Vehicles plant in Luton, England, adjacent to the main Vauxhall factory (GM's British-based passenger car marque). Alongside the Bedford, the Suzuki-branded twin was manufactured for the European market (where Bedford is a less established brand).
Sold from 1986 to 1994, the Rascal, like the Super Carry, is a small and economical van intended for many purposes. The vehicle's strengths were its diminutive size and maximum payload weight; 550 kg for the van and 575 kg for the pickup. The principal visible difference between Bedford and Suzuki versions is the front trim: the Super Carry has two separate plastic headlamp surrounds and the Rascal has a single full width one with "Bedford" moulded in the middle.
Timeline:
Rascals were mainly sold as vans; pickup and camper versions were also made.
ST/SL (Futura) models (ST130/SL413/ST150/SL415/ST160/SL416; 1991).
Indonesia.
In Indonesia, the Carry received a redesign which made its debut in mid-February 1991. This was a response to the 1989 introduction of the 1.3-liter Daihatsu Zebra; somewhat larger it was now long and also ten centimeters wider than before. It has a wheelbase of . Overall length then grew to , the width to . It has a 1,360 cc G13C engine, later enlarged to 1,493 cc (G15A, introduced around 2000) and then 1,590 cc. Internal codenames for these models are ST130, ST150, and ST160 respectively; the ST130 Suzuki Carry Futura was also referred to as the SL413, ST150 as the SL415 and ST160 as the SL416. Beginning in 1994, the rear doors received wind-down rather than sliding windows. In March 2005, the 1.5 engine was upgraded to fuel injection rather than the earlier carburettors. Unlike the Mitsubishi version, Suzuki also offers a factory-bodied minibus version. The bare chassis version is usually converted into a microbus by local bodybuilders, for use as an "angkot", or share taxi.
For the Indonesian market, the Carry Futura is also offered as the Mitsubishi Colt T120SS. The name is a continuation of the first generation Mitsubishi Delica, which was marketed as the "Colt T120" in many countries including Indonesia. When production began in 1991, it replaced the Minicab-based "Jetstar". The T120SS is based on the locally developed Carry Futura, with which it shares everything aside from the engines. Overall length is 3,720 mm (3,940 mm for the "3-way wide deck" version).
The Colt T120SS is available as either a bare chassis, a fixed-side pickup truck, or one where all three sides fold down, called "3-way wide deck". The engine used is either Mitsubishi's carburetted 4G17 or the bigger fuel injected 4G15. The smaller engine puts out at 6000 rpm. This engine had the same specs from its time of introduction in 1991 until it was replaced in 2005, except for one major difference: in 1996 it was redesigned and is no longer an interference engine. The larger unit, which meets Euro 2 emission standards, produces at 5750 rpm. Both engines feature three valves per cylinder. The bigger engine arrived in March 2005 with 1.5-litre Multi Point Injection, when the T120SS was also lightly facelifted, with a new grille featuring a triangular central portion. From 1997 to 2019, Mitsubishi Motors built 324,960 units of the T120SS.
The Indonesian market Carry Futura was facelifted several times, in August 1997, March 2005 and April 2010, and again in January 2017, with a redesigned grille and bumper. The Colt T120SS only received a single facelift (in 2005).
The Carry Futura and Colt T120SS were discontinued in 2019, few months after Indonesia's enforcement of rules for Euro 4 emission standards as both manufacturers asked for an extension of the Euro 4 deadline that was set in October 2018. The last T120SS rolled off the production line at PT Krama Yudha Ratu Motor plant in Pulo Gadung, East Jakarta on 22 January 2019, while the Carry Futura continues to be produced at Suzuki Indomobil Motor plant in Bekasi until February 2019.
India.
Starting in 2016, Maruti Suzuki has produced a rebadged version of the Carry Futura in India as the Super Carry. This model receives a two-cylinder engine with at 3500 rpm. and 75 Nm of torque connected to a 5-speed manual transmission. The minuscule engine is not able to power an air-conditioning system. It is also available with the CNG-powered G12B 1.2-liter inline-four engine. The diesel engine was discontinued in March 2020 as the engine is not compliant with the Bharat Stage 6 emissions standard.
Philippines.
The Super Carry was also imported to the Philippines from India from late October 2016, with the same diesel engine as the Indian version. It is available as a flat-bed truck, utility van, cargo van or prepared to be fitted with Jeepney bodywork. It is long, with a wheelbase of , a cargo bed of , and can take a load of as well as two occupants. After the all-new model Carry arrived in the Philippines in 2019, the Super Carry continued to be sold alongside it.
Ninth generation (DC51T/DD51T/DE51V/DF51V; 1991).
The ninth generation Carry (and third generation Every) appeared in September 1991. The 657 cc F6A engine remained from the previous generation, but an all-new bodywork was much smoother, originally with slim, small rectangular headlights. The chassis was largely unchanged for the truck (albeit with a somewhat longer wheelbase), but the vans had a considerably longer wheelbase and an engine mounted midships, just ahead of the rear axle. Chassis codes changed accordingly, and were now different for the Carry and the Every. The trucks are DC/DD51T and the vans are DE/DF51V ("DD" and "DF" for four-wheel drive versions). Two different front treatments were available, one with small rectangular aerodynamic headlights and one with large, round units (used on lower-spec models).
The ninth-generation Carry received a very gentle facelift in September 1993, which meant that the front drum brakes were switched to discs on all models. Two months later the Carry Van line switched to the Every nameplate and the division between trucks and vans was made clearer yet. Another light change occurred in July 1995, when the front turn signals were changed from clear to amber and the bolt pattern was changed from 114.3 to 100 mm. This generation continued to be built until 1999. Most export markets continued to receive the previous generation Carry, with bigger engines and most commonly with van bodywork. The older Super Carry is generally more rugged than the DE/DF51, which was fitted with a coil sprung De Dion rear axle not as suitable for carrying heavy loads. In those rather few foreign markets where the ninth-generation Carry was available, it was sold as the SK306 and with a version of the 657 cc engine used in the Japanese Domestic Market. In late 1997, the retro-styled Suzuki Every C arrived.
Tenth generation (DA52/DB52/DA62/DA63/DA64/DA65; 1999).
The tenth generation Carry was introduced in January 1999. It retained the F6A engine (albeit modernized) and was sold as the DA/DB52 T and V (Carry truck or Every van, "DB" signifying four-wheel drive). This marked the end of using "Carry" badging on vans in the Japanese domestic market. In June 1999 the DA52W (Every Wagon, only with two-wheel drive) appeared, along with the bigger Every Plus. In 2001 a version with the more powerful timing chain equipped K6A (still of 660 cc displacement) appeared, as the DA62T/V/W. This model has also been built by Chang'an (Chana) in China, as the "Star" ("Zhixing") bus and truck (originally SC6350, SC1015). in which they have gone through many revisions since 2009.
The Carry truck was completely rebodied in May 2002, but the existing Every Van and Wagon continued to be produced until replaced in August 2005, as the two lines continued a process of divergence begun with the introduction of the Every in 1982.
Suzuki Every Plus (DA32W).
The Every Plus, was an enlarged seven-seat MPV version of the Every (passenger version of the Carry). With chassis code DA32W It was fitted with the considerably larger 1.3 litre G13 engine. The image to the right is of the Every Plus, introduced in June 1999. The name was changed in May 2001 to Every Landy, accompanied by a facelift introducing a large chromed grille.
With Carry 1.3 badging (chassis DA32) Truck and Van versions of the Every Plus were sold in various right hand drive export markets, including the United Kingdom and Australia. The truck version was available with constant four-wheel drive. The Wagon model was also sold as the Suzuki E-RV in Malaysia. It was also sold in certain other markets, such as Chile, as the Carry SK413 (truck) or as the Mastervan (van).
The "Maruti Versa" is a licensed variation of the Suzuki Every Plus for the Indian subcontinent and was built by Maruti Suzuki from October 2001. It is the second van released by Maruti Suzuki since the Maruti Omni was released in 1984. About seventy percent of the vehicle components are made within India. The Versa was discontinued in late 2009, after only having been built to order in small numbers for some time.
There were two basic versions of this car produced; the two 8-seater DX/DX2 versions and the 5-seater STD version. The DX2 version of the Versa was equipped with twin air conditioners for front and rear. The Versa was fitted with the same 16-valve, 1.3-liter four-cylinder engine generating at 6000 rpm as the Every Plus. It is controlled by a 16-bit engine management system.
The initial target audience for this vehicle were customers who planned to buy a sedan like the Maruti Esteem or a utility vehicle like Tata Sumo. The engine is located under the front seat. The Versa can reach from 0–60 mph in 13.5 seconds.
Maruti Eeco was introduced in India by Maruti Suzuki in January 2010. This car is a refresh of the Versa, but equipped with a new 1196 cc four-cylinder in-line engine. The Eeco makes 55 kW (73 bhp) at 6000 rpm, 101 Nm (74 ft lb) at 3000 rpm. It is delivered in either 5-seater or 7-seater versions.
Chang'an/Chana Star (SC6320G) is a licensed variation of the Suzuki Every Plus for the Chinese market. Changan has the license due to the Changan Suzuki joint venture. The front DRG of the Star was completely redesigned, but from the rest of the body panels, the relationship with the Suzuki Every Plus was still clearly visible. Newer models of the Chana Star are still available for production as of 2020. Examples include the Chana Star 5 truck and Chana Star 3 minivan.
Further re-badged versions were sold under the Tiger Truck brand in North America.
Suzuki Every fifth generation (2005).
The fifth generation Suzuki Every was introduced in Japan in August 2005.
Eleventh generation (2013).
Japan (DA16T/DA17V/DA17W; 2013).
The eleventh generation Suzuki Carry was introduced in Japan in August 2013, followed with the sixth generation Suzuki Every in February 2015.
International (DC61T/DN61T; 2019).
The widened and restyled version of the eleventh generation Carry with different front fascia, door trim and dashboard design is assembled in Indonesia by Suzuki Indomobil Motor. Larger than the kei-class Carry sold in Japan, it uses the 1.5 L (1,462 cc) "K15B-C" engine. It was launched at the 27th Indonesia International Motor Show on 25 April 2019 and is planned to be exported to nearly 100 countries. It was also launched in Thailand on 16 August 2019 and in the Philippines on 26 September 2019.
The Carry received a facelift on 21 January 2021.
Export versions.
Early Suzuki Carrys are popularly called "half loafs" in South Africa, referring to "half a loaf of bread" (still a staple of many South Africans). In Cape Town and Durban, many of these little vans are seen painted in bright yellow with green artwork and a chopped-off open rear end. These are part of large fleets of privately owned public transport vehicles which fit between normal taxis and city buses. Customers literally hop on the back, and pass the driver a rand or two, and simply jump off at their destination.
The Suzuki Carry has been marketed under several different badges around the world: Bedford Rascal (UK), GME Rascal (France), Daewoo Damas (Worldwide), Chevrolet Super Carry (Colombia and Venezuela), Chevrolet CMV/CMP (Central America), Holden Scurry (Australia), Maruti Omni, Maruti Versa (India), Ford Pronto, Mazda Scrum, and Mitsubishi Colt T120SS.
Daewoo Damas.
The Daewoo Damas is a badge engineered version of the Suzuki Carry/Every produced by the South Korean automaker Daewoo since 1991. It is currently in its second generation and is available in van and pickup body styles, the latter of which was marketed as the Daewoo Labo. Since 2011 the Damas and Labo are sold in South Korea without branding, essentially making "Damas" and "Labo" the brands.
In some export markets, the Daewoo Damas was known as the Daewoo Attivo and since General Motors' takeover of Daewoo it has been known in some markets, such as Central America and Tunisia, as Chevrolet CMV for the passenger van (Damas) and Chevrolet CMP for the pickup truck (Labo).
The Damas and Labo both come with the three-cylinder SOHC 796 cc "F8C" engine rather than the smaller 660 cc units originally used in Japan, to provide more power and comfort. Both the Damas and Labos are only available with a manual transmission. Air conditioning is optional. The engine was originally made for petrol but is recently only available in South Korea as an LPG-powered unit.
The Damas microvan is available as a 7-seat coach, 5-seat coach, or 2-seat cargo van styles and comes with various options based on DLX (deluxe) and SUPER models. The Labo is also available in STD (standard), DLX (deluxe) and SUPER models. Two main choices of the Labo body type are the cube van and the drop-side pickup truck. The pickup has an optional electric tailgate lift.
The Damas (but not the Labo) received a facelift in July 2003, stretching the nose by to meet stricter safety regulations for passenger vehicles. This was marketed as the Daewoo Damas II in South Korea. Over the years the Labo has been equipped with a number of the various grille and headlight combinations originating with the Japanese Carry and Every variations. In January 2007, Labo and Damas production was halted as they could not be made to meet emissions regulations. Production resumed (as the New Damas) in April 2008, although now only with LPG engines for the home market. In March 2011 the "Daewoo" badging was dropped, leaving the cars without a "family name" in the South Korean market.
In December 2013, production was again halted, as the Damas and Labo would not meet requirements for all motor vehicles produced after 2014 to have oxygen sensors installed. The Damas and Labo also do not fulfill South Korean requirements for on-board diagnostics to be installed, although they have been exempted from such regulations. A campaign by small business owners, stoking fear of a flood of Chinese imports replacing the domestic-made trucklets, pushed the government to create an exemption for the Damas and Labo, and production recommenced in August 2014. South Korean production was extended to 2020, when the government's moratorium on meeting the emissions requirement was to run out. In 2019, however, the Korean government further extended this exemption, allowing the little trucks to remain in production for another year at least.
VIDAMCO of Vietnam produced the Damas in complete knock-down kit until 2018.
The Damas is the predominant form of public transport in Uzbekistan. In Damas "marshrutkas", generally far more than seven passengers are crammed. Local production at the newly established UzDaewoo Auto began in 1996. The Damas and the Labo, alongside the Tico, were the company's first products. Local parts content has gradually increased over the years. In 2004, the Daewoo Labo truck was discontinued, but it was returned to production as the "Chevrolet Labo" in 2015. The Labo is only built in UzAuto's Khorezm Plant, in the town of Pitnak. The longer-nosed Daewoo Damas II replaced the original design in 2006. Subsequent to General Motors' takeover of the UzDaewoo plant in 2008, the name of the Damas II was changed to "Chevrolet Damas." Since about that time, the Chevrolet Damas has been offered in a basic Van trim or as the 7-seater Deluxe, with a colorful graphic along the flank.


InterContinental New York Barclay Hotel

InterContinental New York Barclay Hotel is a historic luxury hotel in Midtown Manhattan, New York City.
History.
In 1926, the Vanderbilt family funded the building of The Barclay, a luxury hotel in Manhattan. The New York Central Railroad built the hotel on air rights of its subsidiary the New York State Realty and Terminal Company and it was known to be elegant, glamorous and popular in social circles. The Barclay was designed by the architects Cross & Cross who also designed the Tiffany & Co. flagship store. In 1931, after the completion of Grand Central Terminal, the InterContinental Barclay got power from hydraulic tanks in the basement of Grand Central. Twelve years later, in 1938, Cornell Club of New York took over the entire third floor.
In 1978, InterContinental Hotels purchased The Barclay from Loews Hotels which had bid on hotel assets of The Penn Central Corporation (ex- New York Central Railroad) which operated four Grand Central City hotels, including The Barclay, through their Realty Hotel Group. After a $32 million, four-year renovation, it became the Hotel InterContinental. Another restoration in 1995 restored the lobby and public areas at a cost of $20 million.
Hotel InterContinental celebrated its 75th Anniversary in 2001 by reclaiming its roots and rebranding the property InterContinental, The Barclay New York. In 2009, the hotel went under another name change, the InterContinental New York Barclay, combining both names from the history of the hotel. It also began a holistic sustainable hospitality program, “Sustainability in the City”.
Tenants.
Caswell-Massey had its flagship store in InterContinental New York Barclay for over 80 years. Caswell-Massey, the oldest chemist and perfumer in America, was the first and oldest tenant of the Barclay.
Famous guests.
Bette Davis, Gloria Swanson, Mary Pickford, Marlon Brando, Jimmie Durante, Debbie Reynolds, Ernest Hemingway and David O. Selznick all called the Barclay home. In 1992, when Bill Clinton first ran for President, the Barclay was his New York headquarters.


Kansas City Streetcar


Flxible Metro

The Flxible Metro was a transit bus that was assembled and manufactured by the Flxible Corporation from 1983 until 1995. From 1978 until early-1983, when Flxible was owned by Grumman, the model was known as the Grumman 870, with a Grumman nameplate. The earlier model 870 experienced a large number of major design defects and deficiencies, some of which led to the filing of lawsuits against the company by purchasers, and the successor "Metro" model addressed those defective design issues.
Over the combined 17-year production history, a total of 14,456 were built, of which 4,642 were model 870 and 9,814 were Metros.
History.
Under the ownership of Rohr Industries since 1970, while their very popular Flxible New Look was still in production, Rohr began development of what would become the "Grumman 870 Advanced Design Bus". The Grumman 870 bus was one of two advanced-design buses (the other being the Rapid Transit Series (RTS II) developed by rival General Motors and later taken by MTS). Both models were compromises by the Urban Mass Transit Administration (UMTA), which sought to develop a "Transbus" design that would be "attractive, roomy, comfortable", and easier for elderly and disabled customers to board, accepting these two models as compromises. At the time, the federal government would subsidize the purchase of only the 870 or the RTS II.
In 1978, Rohr sold Flxible to Grumman for US$55 million, with the sale including the sale of two prototypes of what would become the 870. In spite of the fact that the second prototype failed testing as the result of a cracked "A" frame, and with an endurance test not yet performed, Grumman decided that the 870 was ready for production, and discontinued the Flxible New Look almost as soon as the purchase closed (more in "Litigation resulting" below). The first 870 rolled off the assembly line in spring 1978. Under Grumman ownership, Grumman-Flxible (as the company was called at the time) received a major order of buses from the New York City Transit Authority along with other agencies. The NYC Transit Authority order, built in 1980, is notable because this batch would expose the design flaw in A-frame noted during testing: the inability of the bus to withstand wear and tear in cities where potholes were a problem, forcing all 870s built until that time to be taken out of service beginning that December while repairs to the A-frame were made, which would cost Grumman $7 million to fix. A total of 2,656 buses, including buses in Atlanta, Chicago, Connecticut, Houston, Los Angeles and Orange County, California needed to be fixed.
Eventually, Grumman was forced to sell the line to General Automotive Corporation in 1983 for $41 million, a 25-percent loss after developing the "Flxible Metro" which addressed all of the shortcomings of the Model 870 in 1982. Under the ownership of General Automotive, the Flxible nameplate was restored to the buses.
Production continued until late 1995, when financial problems prompted the company to suspend production and lay off most of its workforce at the Delaware, Ohio, factory. The layoffs were initially planned to be temporary, but ultimately became permanent, and in 1996 Flxible was forced into Chapter 11 bankruptcy and liquidated. Parent company General Automotive would meet the same fate as Flxible (bankruptcy and liquidation) the following year.
The last Flxible Metros delivered were ones delivered in November 1995 to Monterey-Salinas Transit (Monterey, California), and the Baltimore Metropolitan Transit Authority (Baltimore, Maryland). However, neither of these orders included the Metro with the highest serial number (106591), which had been delivered the previous month to Columbus, Ohio. The official production total for the Metro model from company records is 9,820, but there is strong evidence indicating that the last six of the 25-bus order for Baltimore were never built, and this makes the total more likely to be 9,814 units.
In 1995, some used 870s were purchased from the Central Ohio Transit Authority (Columbus, Ohio) by Kirov, Russia, where they were used until 2004.
Litigation resulting.
The Grumman era of production would result in a number of lawsuits related to defects in the A-frame of the 870, involving either Flxible's former owner Rohr or the Metropolitan Transportation Authority of New York.
Model history.
The model history of the Grumman 870/Flxible Metro is as follows:


Nissan Vanette

The Nissan Vanette is a cabover van and pickup truck produced by the Japanese automaker Nissan from 1978 until 2011. The first two generations were engineered by Nissan's Aichi Manufacturing Division for private, personal ownership, with the last two generations built by Mazda, rebadged as Nissans and refocused as commercial vehicles, based on the Mazda Bongo. The van has also been sold as the Nissan Sunny-Vanette or Nissan Van. The private purchase passenger platform was replaced by the Nissan Serena in 1991, renamed Vanette in various international markets, and came equipped with multiple engine and drivetrain configurations.
2WD and 4WD versions were produced, with manual, automatic, floor and column shift options available. While no longer produced for the Japanese market, it was still available in other markets around the world such as Malaysia. Production ended around 2010, eventually being replaced by the Nissan NV200.
History.
The first appearance of a cabover truck/delivery van appeared in 1962 with the Datsun Cablight, a rebadged version of the earlier Kurogane Mighty Nissan acquired when they assumed the operations of Tokyu Kogyo Kurogane. As the Cablight was reengineered, it was offered as a cab-over truck and van called the (C20) introduced in 1969, and was one size smaller from the Prince Homer truck and the Prince Homy van. The cabover approach allowed the exterior dimensions to remain unchanged while increasing the length of the cargo area of the Nissan Sunny truck. The Sunny Cab Van/Cherry Cab Van passenger van could accommodate five passengers and an extended length coach that could carry eight people. Both Cab Vans didn't have sliding passenger doors, instead they had conventional front-hinged doors with extended lengths on the passenger side. The rear tailgate was a clamshell design where the door separated into two pieces that would extend up, with a tailgate on the lower half of the door.
The commercial model was basic, that kept the price low. The Sunny Truck continued to be built after the introduction of the second generation passenger version, and was only replaced in early 1971 by the new B120-series truck. The Cabover trucks were renamed the Nissan Vanette and the Nissan Cherry Cab/Vanette or Vonnate.
First generation (C120; 1978–1988).
Introduced by Fakhriah Audit off Nissan in October 1978 as a replacement for the 1969 Nissan Cherry Cab/Sunny Cab C20 and Nissan Sunny Cab Van/Nissan Cherry Cab Van, the first Vanette was exported as the Datsun C20 (later the Nissan C20) or as the Nissan Datsun Vanette (later the Nissan Vanette). In the home market it was initially marketed as either the 'Nissan Sunny Vanette' or the 'Nissan Cherry Vanette', depending on the distribution network, although in engineering terms it borrowed heavily from the rear-wheel drive generations of the Sunny line—in particular the B210 and B310 series models, with which it shared engines and transmissions. The Sunny Vanette was sold through "Nissan Satio Store" and the Cherry Vanette was sold through "Nissan Cherry Store" locations. These two models had somewhat differing front-end treatment. In March 1980 a Datsun Vanette version was also added, sold through the "Nissan Bluebird Store" dealer network. The Datsun Vanette received twin headlights, while its related models had single headlights. It was a junior model to the larger Nissan Caravan.
Initially it was available in three lines: a truck version, vans (usually with passenger accommodation), and as a 9-seat minibus (Vanette Coach). The Coach received a A14 four cylinder, producing at 5,400 rpm. The van and truck versions originally had to make do with the lesser A12 of and at the same engine speed. Later, the 1400 engine became available in Van and Truck versions as well. In July 1979 a high-roof version was added, as well as a long wheelbase van and ten-seater Coach version. This was stretched by 33 cm between the front and side doors, LWB versions were never available with the A12 engine. Some versions received separate air conditioning outlets for the rear.
In June 1980 the Coach version changed from the A14 to the larger (1,487 cc) A15 engine, offering . There was also a luxurious SGL version of the Vanette Coach added, with an available sunroof and swivelling captain's chairs in the rear – both firsts for the segment in Japan. To indicate its luxurious nature, the SGL received double square headlights for a more modern appearance. In June 1981 the LD20 diesel engine was added, as was a 2-litre gasoline version (Z20) for the top-of-the-line SGX version.
In 1981, Nissan introduced a smaller passenger vehicle which had sliding passenger doors on both sides of the vehicle, with conventional front doors, called the Nissan Prairie, making the Vanette/Largo no longer the smallest cargo van offered.
In October 1982, minor changes occurred (along with the introduction of the bigger "Largo"). The dashboard was redesigned, while the base 'CT' model received front disc brakes, the optional air conditioning system was modernized, and an inexpensive 'FL' Coach version was added. In October 1983 a DX-A version was added, followed by modifications to the transmission carried out in August 1985. The next month, production of Van and Coach models ended as they were replaced by the C22 Vanette. The truck versions of the C120 Vanette remained in production (with light modifications carried out in August 1986) until September 1988.
Vanette Largo.
The Vanette Largo (GC120) was introduced in October 1982 and was a wider (by 90 mm, to stay just beneath the important Japanese 1,700 mm tax threshold) and somewhat longer version. This was then developed into a cargo version built in Spain (by Nissan Ibérica), called the Nissan/Datsun Vanette Cargo. This largely supplanted the smaller Vanette versions in European markets. Engines were the A15 and Z20 gasoline versions, accompanied by the diesel LD20 (also available turbocharged). The Spanish-built versions were originally intended to be built with a Spanish-made Perkins diesel motor but this did not materialize. There was a minibus 'Coach' version of the Largo as well, with a luxurious "Grand Saloon" version topping the range.
The Vanette Largo continued in production until a GC22 successor arrived, in May 1986. From this point the Vanette name was dropped and the Largo became a separate, more luxurious model in its own right. In the Japanese market, the C120 vehicle was either marketed as the Datsun Vanette Largo or as a Nissan with the Cherry and Sunny prefixes. The Spanish C220 received a facelift and continued to be built into the 1990s, and was mostly sold in markets which hindered the import of Japanese-built vehicles.
Second generation (C22; 1985–1994).
Japan.
5 Trim levels, 4 engine options and 2 transmission options were available for the C22 Vanette COACH series launched in Japan.
SC - 5/6 seater, available in 1.5L A15 (67ps) petrol engine and 2L LD20.II (67ps) diesel engine. Manual only transmission. Distinguished by round headlamps and no rear screen wiper.
GL - 8/9 seater, available in 1.5L engine and 2L diesel. Manual only transmission. Square headlamps.
SGL- 8/9 seater, available in 1.5L and 2L diesel engine. Automatic transmission optional. Rectangle headlamps with high roof. All SGL variants has collapsible seats, rotatable middle row seat and rear air conditioning. Longer body length of 4050mm vs the SC and GL at 3980mm
SGL Panorama Roof - Similar to SGL except with the optional glass sunroof that stretches from driver seat row to 2nd row seats.
SGL EXCEL - 8 seater, available in 2L petrol Z20S or 2L diesel LD20.II engine. Later models came with CA20 petrol engine. Automatic transmission optional. Top of the range model which comes with color coded bumpers, chrome trimming, central locking, panorama glass roof, factory fitted audio and cooler box mounted in the center console.
A late model update with enlarged version similar to the US market Nissan Van was again sold in Japan as the Largo, until 1992 when the Serena-based Nissan Largo was launched.
United States.
The Nissan C22 was modified for the United States market to compete with the similar sized Toyota Van and Mitsubishi Van, and to join the growing minivan market in the US. This van was sold as the "Nissan Van" in the US from 1986–1989, where it was billed as a cheaper alternative to Chrysler's minivans. Most of the vans were sold in the Sun Belt states, particularly California, Texas, and Florida, and sales were strongest for the first two years. Nissan had to engineer its larger 2.4 liter Z24i engine into the C22 to handle American market requirements which included air conditioning and highway driving. The C22 was not originally designed for such a large engine, and the resulting tight quarters would later contribute to overheating and engine fire issues.
In 1994, after four safety recalls did not end the engine fire problems, and with a class action lawsuit pending, Nissan took the unprecedented step of recalling every Nissan Van sold in the US. Van owners were offered Kelly Blue Book value or more for their van, and most accepted, but a few opted to keep their vans. Critics argued that Nissan had been long aware of the problems with the vans (the first reports of fires appeared in 1987, shortly after they went on sale in the US), but did not take action for years, after which they had been replaced by the Nissan Quest. By the time of the recall in 1994, at least 135 fires had been reported, although none of them had resulted in deaths or injuries. The class-action settlement offered discounts on the purchase of a new Nissan vehicle. The vehicles which were recalled were crushed "en masse".
The Nissan Van was intended mainly as a stopgap for the North American market until a proper minivan could be introduced, and it was replaced by the Nissan Quest in 1993, a vehicle designed in a joint venture with Ford.
Malaysia.
The C22 Nissan Vanette was built in Malaysia at the Tan Chong assembly plant in Segambut (Kuala Lumpur) until 2010. After 13 years in production, it was the longest running model built in Malaysia. There was a chassis cab, a truck, a panel van, and a window van version. Malaysian Vanettes have the venerable 1.5 liter pushrod A15 engine, with . While it has had a few facelifts over the years, the basic body was still the same. The 1980s interior is still intact. Malaysia was the only place where the Vanette was built for many years, being exported from there to many other markets. After a brief hiatus, it was replaced by the Nissan NV200, which retains the "Vanette" name in the Malaysian market.
Philippines.
The Nissan Vanette was available in the Philippines until the end of 1999 as the Nissan Vanette Grand coach. In its final version it remains essentially the same Vanette as in previous years except for a different wheel design, upgraded seat materials and a faux wood trim dashboard. The sole engine available is the Z20 2.0 liter gasoline engine. Unlike in other Asian countries, no diesel variant was offered or available, which was an oversight on Nissan's part that could have made the difference in the van's popularity.
India.
The C22 Vanette also provides the basis for Ashok Leyland's "Dost", the Indian truck manufacturer's first entry into this market segment.
Third generation (S20, SE, SK; 1994–1999).
A badge engineered Mazda Bongo, also rebadged as Ford Econovan and Ford Spectron.
Fourth generation (S21, SK; 1999–2011).
A badge engineered Mazda Bongo/Ford Econovan. The successor of the Vanette van is the Nissan NV200 Vanette.


Dala dala

Dala dala are minibus share taxis in Tanzania. Often overcrowded and operated at unsafe speeds, these minibuses developed as a response to an insufficient public transport system in the country. While the name may be a corruption of the English word "dollar", they are also referred to as "thumni".
Before minibuses became widely used, a truck with benches placed in the bed was the typical Tanzanian privately owned public transport. Called "chai maharagwe", these were popular c. 1990.
While "dala dala" may run fixed routes picking up passengers at central locations, they will also stop anywhere along their route to drop someone off or allow a prospective passenger to board.
In contrast to most of these minibuses, in Dar es Salaam some "dala dala" are publicly operated as of 2008.
History in Dar es Salaam.
The "dala dala" developed as illegal taxis in Dar es Salaam, the largest city in Tanzania, due to a deteriorating system of government-run public transport in an environment of rising demand for such services. Between 1975 and 1983, the year "dala dala" were legalized, the number of buses operating in Dar es Salaam declined by 36% while the population increased by around 80%. In 1983, the government transport company was allowed to sub-contract to private entities, but due to high tariffs, this did little to substantially increase the numbers of licensed "dala dala".
Further reforms in the late 1990s caused the amount of legal minibuses to swell, and between 1991 and 1998 their numbers rose by 450%. Large amounts of pirate minibuses continued to exist, however, and in 1998 it was estimated that these comprised nearly half of all "dala dala" in operation. By 1998 "dala dala" had almost completely superseded government run public transport; in that year a total of 12 government operated buses plied the streets. Around that time there were somewhere between 7,650 and 6,300 "dala dala" in operation.
Conductor.
"Dala dala" are often operated by both a driver and a conductor. Called a "mpigadebe", the name for "dala dala" conductors literally means "a person who hits a debe" (a 4-gallon tin container used for transporting gasoline or water) in reference to the fact that conductors will hit the roof and side of the van to attract customers and notify the driver when to leave a station.
Regulation.
These vehicles for hire have their routes allocated by a Tanzanian transport regulator, Surface and Marine
Transport Regulatory Authority (SUMATRA), but syndicates (informal groups that fix fares, collect dues, and manage stations) also exist. Prior to 1983, all forms of privately owned public transport were illegal in Tanzania, and as of 1991 and 1998 at least half of all "dala dala" continued to operate without a license.
In 2002 it was noted that the "dala dala" market "seems to remain under conditions close to classical perfect competition."


List of tram and light rail transit systems

The following is a list of cities that have current tram/streetcar (including heritage trams/heritage streetcars), or light rail systems as part of their regular public transit systems. In other words, this list only includes systems which operate year-round and provide actual transit service, not ones that are primarily tourist services, are seasonal-only, or are excursion-type tram operations.
Some transit systems branded as "light rail" such as the Ampang Line and Kelana Jaya Line of Kuala Lumpur, Malaysia qualify as metro systems (see medium-capacity rail system) and thus are not listed here – see List of metro systems.
Only "currently operational" tram and LRT systems are included in this listing – tram and LRT systems that have "suspended operation" or are presently under construction are "excluded".
Asia.
All systems in Russia, including those in Asia, are listed together, for convenience, in the Europe section of this article.
Europe.
All systems in Turkey, including those in Europe, are listed together, for convenience, in the Asia section of this article.
North America.
The following systems provide regular transit service daily and year-round in North America. The bottom of the table lists those specific systems or lines using vintage or faux-vintage streetcars. For other heritage streetcar lines, ones with more limited service, see Streetcars in North America. North America, specifically more so the United States, once had extensive tram networks inn almost all cities, but almost all were removed for bus operations in the 40s and 50s. These systems are listed at List of streetcar systems in the United States.


Trolleybuses in Dushanbe

The Dushanbe trolleybus system forms part of the public transport network of Dushanbe, the capital and largest city of Tajikistan. In operation since 1955. The system presently comprises eight routes as of 2006.
History.
The development of electric transport in Dushanbe (then called Stalinabad) was authorised on 6 April 1955, when, according to decision no 106 of the Stalinabad City Council executive committee, a trolleybus management agency was established.
On 1 May 1955, amidst great festivities, the first city trolleybuses operated the inaugural services along the main thoroughfare of the republic - then named Lenin Avenue (now Rudaki Prospect). They were Engels MTB-82D trolleybuses, produced at the Uritskogo plant. The first route extended only from the city centre, and ran from via Lenin Avenue to the railway station.
In 1957, line no 2 was opened, and in 1958 line no 3. By the time the second trolleybus depot was commissioned in 1967, the length of the overhead wire network had increased to . There were nine routes, 65 trolleybuses, and 700 workers.
With the collapse of the Soviet Union and disruption of oil supplies that periodically occurred in Tajikistan in the 1990s, urban transport in Dushanbe experienced significant problems. The fleet of conventional buses all but ceased to exist, and therefore the main forms of passenger transport in the streets were trolleybuses. During the oil shortage, all the existing electric rolling stock was pressed into service, including maintenance trucks and KTH-1 trolleybuses produced by the Kiev electric factory. The number of trolleybuses that were in operation in the late 1980s had reached 250 ZiU-682 vehicles; by the end of the 1990s, the fleet had declined to 45-50 units and the route network had shrunk.
Since independence, Tajikistan has acquired 27 second hand trolley buses, each a minimum of 10 years old. In an effort to maintain existing rolling stock made in the mid-1990s, a batch of trolleybuses was sent to Kazakhstan for major repairs at the Alma-Ata tram and trolleybus plant, but due to a lack of funding they were never repaired, and there was no money to "return" them back to Dushanbe.
In summer 2000, to solve the problem of updating the Dushanbe trolleybus fleet, Ikarus 260 and Ikarus 280 bus bodies, intended for conversion into trolleybuses, were delivered to the 1st trolleybus depot. The task of designing and installing power equipment was assigned to the leading electrician at the depot, N.H. Salahitdinovu. His crew of mechanics and electricians coped with the task - six buses were converted to trolleybuses during 2001 - giving them two extra years of service life.
On 9 September 2004, the mayor of Dushanbe, Mahmadsayid Ubaydullayev, and the CEO of the Russian JSC "Trolza-Market", Paul Berlin, signed a contract for the procurement of 100 new trolley buses to meet Dushanbe's public transport needs. The first deliveries of new trolleybuses under this contract began in the summer and autumn of 2005, and the last, one hundredth, machine arrived in April 2006. With the commissioning of the new machines, older trolleybuses in the fleet were withdrawn.
Services.
As of 2006, Dushanbe had eight trolleybus lines: nos 1, 2, 4, 5, 8, 10, 12 and 14.
The Dushanbe trolleybus system has a few operational features that have become conventional in recent years.
As of 2017 the first concerns the method of payment for travel and loading procedures. Each serving trolleybus has a crew of 2 persons. One is the driver and the second one collects the ticket fee and remounts the collector in case it jumps off. A ticket costs currently 1 Somoni for an adult.
Due to the significant deterioration of the overhead wire network, the current collectors come down frequently. The ticket person is therefore trained and able to remount the collectors in less than one minute.
Fleet.
As at August 2011, the current fleet of Dushanbe trolleybuses was based upon the standard ZiU-9 trolleybus design:
All Dushanbe trolleybuses are painted in the system's standard white and green livery.
Depots.
The Dushanbe system has two depots.


Yellow Cab Company

The Yellow Cab Company was a taxicab company in Chicago which was founded in 1907 by John D. Hertz.
In 1920 the Yellow Cab Manufacturing Company was formed to manufacture taxicabs.
During the 1910s and 1920s the company was involved in considerable illegal activity relating to mobsters and in particular to the Chicago Outfit. Yellow Cab was involved in a bitter rivalry with Checker Taxi at the time which led to a number of shootings, deaths, and firebombings.
By 1925 the company was a subsidiary of the Chicago Yellow Cab Company, a public holding company with shares equally divided between Hertz, Parmelee, and a small group of other investors. Hertz sold the Yellow Cab Manufacturing Company to General Motors in 1925.
He sold his remaining interest in the Yellow Cab Company in 1929 to Morris Markin, who had established Checker Cab Manufacturing Company as a driver cooperative with the Checker Taxi. Hertz had decided to focus on car rentals (later Hertz Rent-a-Car which incidentally still uses a yellow logo). The sale was also prompted by the violence associated with the business that culminated in 1928 in his racing stables being destroyed in a $200,000 fire in which 11 thoroughbred horses were burned.
From 1930 till 1982 Yellow Cab of Chicago sourced all of their operating taxicab fleet from Markin's Checker Motors Corp. of Kalamazoo, Michigan. Holding a near monopoly of taxicab operations in Chicago, the majority of Chicago taxicabs were largely purpose built Checker Cabs spanning three generations.
Yellow Cab Co. was sold again in 1996 to Patton Corrigan, who in turn sold controlling interest in 2005 to Michael Levine, a third-generation taxicab operator from New York City. The Levine/Corrigan group has also purchased the Checker Taxi Affiliation in Chicago, to reunite the two companies once again. In 2015, Yellow Cab of Chicago filed for bankruptcy. Yellow Cab Co eventually split into multiple companies across the nation bearing the Yellow Cab name. In January 2016, San Francisco's Yellow Cab filed for bankruptcy protection.


Casswell station

Casswell is a station on the Port Authority of Allegheny County's light rail network, located in Bethel Park, Pennsylvania. The street level stop is designed as a small commuter stop, serving area residents who walk to the train so they can be taken toward Downtown Pittsburgh.
Casswell is sometimes referred to as Caswell, which seems to be a historic variation, as the PAT route map and station signs use Casswell, whilst the PAT stop finder uses Caswell and local businesses use both.


List of trolleybus manufacturers

Since the invention of the trolleybus, well over 200 different makers of trolleybuses have existed. This is a list of trolleybus manufacturers, both current and former.


MAN NDxx3F


Hiroden Hakushima Line

The is a streetcar line of Hiroshima Electric Railway (Hiroden) in Hiroshima, Japan. The line has operated since 1912.
The total distance of the line is 1.2 kilometers. Route 9 operates on the line. The line has five stations, numbered W1 through W5.


Kenilworth Inn

Kenilworth Inn is a large Tudor Revival building located in Asheville, North Carolina. Originally designed to replace an earlier hotel, it became a military hospital as soon as it was built. As it changed hands, it was used as a mental hospital, hotel, and other purposes until 2000, when it became an apartment building. It is listed on the National Register of Historic Places.


Ndiaga Ndiaye

A Ndiaga Ndiaye is a small public bus used in Senegal, similar to a Ghanaian Tro Tro, a Central America Chicken Bus, or a Haitian Tap Tap. The name is taken from a pioneering mechanic in Senegal, who developed the most common design and owned more than 150 of the buses. They are commonly used for inter-city transport of people and goods across all of Senegal.
The Ndiaga Ndiaye buses are most commonly Mercedes-Benz 508d Diesel trucks, converted to include bench seating. The outsides are generally painted white, and covered in prayers, Wolof phrases, and silhouettes of holy men. A large cargo rack on the roof may be used to carry personal bags, spare parts and agricultural goods. Seating is 5 across, 2 fixed seats on either side the central aisle and a hinged middle seat to allow passage through the vehicle. Up to 3 passengers may be seated in the front passenger seat as well, depending on size and the preferences of the driver. Each vehicle is capable of carrying at least 42 passengers.
Each bus is manned by a driver and at least one apprentice, though many of the buses carry 2 or 3. The apprentice is responsible for collecting passenger fares, loading cargo, and identifying stops. Apprentices generally stand on the rear bumper, holding on to the door or cargo rack while the bus is in motion, signalling stops to the driver by banging on the body panel. Seat prices are generally fixed for a given route, but baggage prices must always be negotiated before boarding.
Citing the aging bus fleet, pollution and danger associated with the vehicles, the Senegalese government is attempting to replace them with newer Tata buses in 2018.


Arriva Max

Arriva MAX is a premium brand used by various Arriva bus subsidiaries in the United Kingdom.
History.
In September 2014, Arriva launched the MAX brand for interurban express services. The first services were launched by Arriva North East, which is cited as the creator and home of the brand (alongside jointly managed Arriva Yorkshire), with routes X10 and X11 from Newcastle to Blyth using refurbished double-deck vehicles.
The brand has since additionally been rolled out by Arriva Buses Wales, Arriva Shires & Essex and Arriva Southern Counties, as well as Arriva Yorkshire, while Arriva North East has drastically increased the number of MAX branded routes within the region. Each new route is launched with Titan the Robot, to celebrate and create interest in each upgrade.
Routes.
As at April 2019, there were 37 Arriva MAX routes.
Vehicles.
MAX branded vehicles have leather seats, free WiFi and a modified livery, some also include charging points (standard from early-2016), furthermore some buses also include air conditioning. Initially only refurbished vehicles were used with Arriva North East and Arriva Yorkshire opting for Wright Gemini 2 bodied VDL DB300s.
Since then, Arriva North East have also refurbished Scania OmniCitys and Alexander Dennis Enviro400s and more recently have purchased brand new stock in the form of further Alexander Dennis Enviro400s, Wright StreetLites and Volvo B9TLs. Meanwhile, Arriva Yorkshire has refurbished a mixture of Wright Gemini 2/VDL DB300s and Alexander Dennis Enviro400s as well as purchasing new Alexander Dennis Enviro400s. Elsewhere, Arriva Shires & Essex have refurbished Mercedes-Benz Citaros while Arriva Buses Wales have refurbished Wright Pulsar bodied VDL SB200s
Arriva Yorkshire upgraded 4 Volvo B7RLE Wright Eclipse Urbans for the MAX 229 service between Leeds and Heckmondwike when the frequency increased. They have since been moved to the 254/255 service, with the 229 upgraded to Arriva Sapphire.


Trolleybuses in Cleethorpes

The Cleethorpes trolleybus system once served the holiday resort of Cleethorpes, in Lincolnshire, England. Opened on , it replaced part of the Great Grimsby Street Tramways, a tramway that had served both Cleethorpes and the neighbouring seaport of Grimsby. It was closed on .
By the standards of the various now-defunct trolleybus systems in the United Kingdom, the Cleethorpes system was a very small one, with only one route, and a maximum fleet of just 13 trolleybuses. It was operated jointly with the Grimsby trolleybus system.
History.
Cleethorpes had been served by a tramway since 1877 when the Great Grimsby Street Tramways, which had been operating in Grimsby since 1881, extended their main line over the boundary and along Grimsby Road to terminate at the junction with Poplar Road. Like so many similar tramways at the time, the horses were replaced by electric tramcars, with the new vehicles taking over from 7 December 1901. The tramway continued in private ownership until in 1922, Grimsby Corporation exercised their rights under the Tramways Act (1870) to buy the portion of it that was in the borough. Negotiations took nearly three years to complete, but on 6 April 1925 they paid the tramway company £109,848, and took over 70 percent of the system and 13 tramcars, leaving them just the in Cleethorpes, some tramcars and the main depot. Grimsby converted the Riby Square to Welholme Road branch to trolleybus operation on 3 October 1926, extending it to Weelsby Road, but the main Grimsby to Cleethorpes route remained a joint operation between Grimsby Corporation and the Tramway company.
In 1928, Cleethorpes obtained the Cleethorpes Urban District Council Act (1928), giving them powers to operate the tramway within their area, which would give them time to convert it to a trolleybus route should they decide to buy it. No action was taken immediately, but in 1932 the Tramway company were looking seriously at the possibility of running trolleybuses in Cleethorpes instead of the trams, and reached an agreement with Grimsby that if they converted their part of the joint route between the towns, Grimsby would reciprocate, allowing a through service to continue to operate. Both sides were ready to proceed by 1935, but the Tramway company agreed to sell the remainder of the tramway to Cleethorpes in 1935, and once negotiations were completed, Cleethorpes paid £50,000 for the tramcars, the power station and the depot, taking over responsibility on 15 July 1936. Cleethorpes became a municipal borough on 23 September 1936, and the transport department became Cleethorpes Corporation Transport.
Grimsby had converted their part of the route by late 1936, and began running trolleybuses to the borough boundary at Park Street on 22 November. For the next eight months, the Grimsby part of the route was served by both trolleybuses and trams running over the same section. Cleethorpes meanwhile were converting their overhead wiring, and extending it for a short distance beyond the Kingsway tram terminus to a new turning circle at Bathing Pool on the seafront. Trolleybuses took over from trams on 18 July 1937, and through running between the two systems began. For the opening of the system, the fledgling Transport department purchased ten two-axle rear-entrance trolleybuses from Associated Equipment Company (AEC), to be supplemented a year later by three more. They also installed a turning circle at Park Street, enabling them to run short workings within the borough.
Being a seaside town, Cleethorpes saw a reduction in traffic levels during the Second World War, whereas many towns saw increases in traffic, but were unable to purchase additional vehicles as most of the manufacturers were engaged in war work. Cleethorpes therefore sold four of their trolleybuses to Nottingham in 1940, where they continued in service until 1952. Traffic levels improved after hostilities ended, so they bought four trolleybuses from British United Traction in 1950, and two from Crossley Motors in 1951.
Amalgamation and demise.
The idea of amalgamating the Transport departments of Grimsby and Cleethorpes had first been mooted in 1938, but did not result in any action being taken. Serious discussions began again in 1953, and after many months of negotiations, an agreement was reached. The Grimsby-Cleethorpes Joint Transport Committee was created, and took over the operation of both trolleybus systems from 1 January 1957. Both Corporations also contributed a number of motorbuses to the new undertaking. A new blue and cream livery was applied to the vehicles, replacing the maroon and cream of Grimsby and the blue and grey of Cleethorpes. All remaining vehicles were moved to the Victoria Road depot in Grimsby, enabling the depot on Pelham Road in Cleethorpes to be closed on 2 March 1957. The Cleethorpes vehicles had 100 added to their fleet numbers. The joint venture was short lived, as Sunday services were withdrawn in 1958, and in October 1959 a report was produced suggesting that the system should be closed down completely. Both Corporations ratified the decision in November, and the final day of trolleybus operation was .
All of Cleethorpes' post-war vehicles were sold on to Walsall, where they continued to operate until 1970, when that system closed. Two of the vehicles have been preserved, and are part of the collection at The Trolleybus Museum at Sandtoft, where they are in various stages of restoration.
Fleet.
For the opening of the Cleethorpes system, ten trolleybuses were obtained from Associated Equipment Company in 1937. They were fitted with electrical equipment by English Electric and 56-seat bodywork by Park Royal Vehicles of West London. Three more vehicles of the same design were obtained in 1938. When traffic levels dropped during the Second World War, they sold the four newest vehicles, Nos.59 to 62 to Nottingham in 1940. Post-war, the fleet was supplemented by six further vehicles, four from British United Traction, obtained in 1950, and two from Crossley Motors of Manchester, purchased in 1951. These last two were an unusual choice, as all of Crossley's post-war production had been built for Manchester or Ashton-under-Lyne, and were fitted with Crossley's all-metal bodywork, whereas Cleethorpes two chassis received bodywork by Charles H. Roe of Leeds. They were the last two chassis supplied by Crossley, as they ran into financial difficulties soon afterwards, and stopped marketing vehicles. They were also the only Crossley trolleybuses ever to work for more than one operator, being owned successively by Cleethorpes Corporation Transport, Grimsby-Cleethorpes Transport, Walsall Corporation Transport and the West Midlands Passenger Transport Executive.
Preservation.
Two of the Grimsby-Cleethorpes Transport vehicles have been preserved.


Taxi Industry Inquiry

The Taxi Industry Inquiry or the Fels Inquiry was an inquiry commissioned in 2011 into the taxi industry and taxi services in the State of Victoria, Australia, by the Taxi Services Commission. The Inquiry was headed by Professor Allan Fels, the former head of the Australian Competition and Consumer Commission, assisted by Dr David Cousins.
Announcement.
The Inquiry was announced on 28 March 2011 by the Premier of Victoria, Ted Baillieu. According to Bailleu, the key problems with the Victorian taxi industry were:
Inquiry scope.
Baillieu announced that Professor Fels would investigate every aspect of the current industry.
The Premier indicated that reforming the Victorian taxi industry would occur in two stages. In the first stage, the Fels Inquiry completed a comprehensive inquiry into the service, safety and competition issues in the Victorian taxi industry. In the second stage, a Taxi Services Commission will take over the role of industry regulator, giving it the powers and tools necessary to reform the taxi industry.
The Premier indicated that the current taxi industry regulator, the Victorian Taxi Directorate (VTD), will operate as normal until the Commission was established. During the second stage staff and resources from the VTD will move to the new body as it assumes the ongoing role of regulator.
Terms of reference.
The terms of reference issued for the Inquiry were to review the sector and its performance against the following principles:
The overall aim of the inquiry was to instigate major and enduring improvements to service, safety and competition to Victoria's taxi and hire car industry. The inquiry should be wide-ranging and consider all point to point transport services including taxis, hire cars and other demand responsive services with a particular focus on service outcomes.
The inquiry should conduct broad ranging consultation to determine the views at all levels, including consultation with the general public and expert industry and other key stakeholders.
The inquiry will report regularly to the Minister for Public Transport and make a final report and recommendations focusing in particular on the following:
State of the industry.
The Inquiry issued an issues paper on 12 May 2011 called "Setting the Scene". The paper set out the background to the Inquiry and raised a number of issues about the performance and state of Victoria's taxi industry. The Inquiry called for public submissions in response to the paper by 24 June 2011.
The "Herald Sun" newspaper reported on 12 May 2011 major problems with the performance of taxi services in Melbourne under a headline "Customer satisfaction with Melbourne's taxi services hits all-time low." "The Age" newspaper included a similar report on 13 May 2011.
Legislative basis.
The Victorian Government introduced legislation in early June 2011 to provide support to the Inquiry including by establishing a statutory authority, the Taxi Services Commission, to give clear organisational separation to the Inquiry and to provide the inquiry with sufficient powers to obtain information and report to Government.
Minister's comments.
Introducing the "Transport Legislation Amendment (Taxi Services Reform and Other Matters) Bill 2011", the Minister for Public Transport, Terry Mulder commented that the measure -
Effect of the legislation.
The resultant Act established the Taxi Services Commission as a body corporate under the Transport Integration Act 2010 along with the other central transport bodies. The Act has four parts. Parts 2 and 3 set out the two major stages for the Commission. In its first stage, the Commission is conducting a comprehensive inquiry, i.e. the current Taxi Industry Inquiry. Accordingly, the Act essentially provides the Commission with secure powers and authority to enable it to fulfil its task.
The Minister made a number of comments about the wide scope of the Inquiry -
Magnitude of reform task.
Professor Fels has indicated that the reform task in the Victorian taxi industry is substantial. He has warned that the taxi industry required a "very deep review that looks at fundamental questions about how the whole system works.
"It's not just about patching the system up with a little bit of regulation here and modification there," he said. "We need to look at an industry that is not performing well systematically."
Professor Fels said the Inquiry's "Setting the Scene" paper had received more than 140 submissions, with 40 from people with disabilities. He has reported finding disturbingly high rates of poor taxi services across Victoria. He has indicated the Inquiry would consider the cost of a taxi licence - currently about $500,000 - and whether this allowed enough access to the industry.
The industry's regulatory body, the Victorian Taxi Directorate, is also in his sights. "The whole system of regulation is on the agenda and it is also true the Government has legislated already to set up a Taxi Services Commission to come into play after our report," he said. "The VTD at the moment is a separate regulatory body we are reviewing because regulation is part of the set of problems."
Industry reaction.
The Victorian Taxi Association (VTA), which represents taxi networks and operators, has indicated "...support for an inquiry but not an inquisition". The Chief Executive of the VTA has commented that:
However, the head of the Taxi Industry Inquiry, Professor Allan Fels observed that "This is an industry like any other that is there to serve a customer. We're not there to service them (the industry)."
Current industry issues - Cabcharge.
One of the controversial features of the taxi industry in Australia is the influence of Cabcharge. The Taxi Industry Inquiry considered this issue as part of the Taxi Industry Inquiry and the company has been the subject of several observations by Professor Fels since the Inquiry commenced.
The Cabcharge account payment system was established in 1976 to provide a way to pay for taxi fares throughout Australia and participating countries. Cabcharge listed on the Australian Securities Exchange in December 1999 and is an ASX 200 company. It has since diversified and its key activities now include technology, taxi payments and major acquisitions in the Australian bus industry through ComfortDelGro.
The company's activities are sometimes controversial and it has faced criticism at times from inquiries and regulatory bodies. Cabcharge has been the subject of recent Federal Court proceedings over alleged anti-competitive practices including predatory pricing activities and was subjected to a record high $15 million settlement for these behaviours. The company is also facing criticism of profiteering for the 10% surcharge it imposes on taxi fares paid by card and the matter is currently being investigated by the Reserve Bank of Australia.
Outline.
Cabcharge's principal activities include:
Concerns about Cabcharge activities.
Cabcharge's commercial activities have been controversial at times and the company has faced regular accusations of excessive charging or profiteering and predatory and anti-competitive practices. The company was recently subject to adverse court proceedings and a major settlement arising from these behaviours.
10% surcharge on taxi fares paid by card.
Cabcharge provides EFTPOS terminals, free of charge, to approximately 97% of taxis in Australia. The company incurs the costs associated with transactions including card and other product production, in-taxi processing, administration, fraud protection and investigation, provision of statements and driver education. However, this situation also allows the company to exert substantial and anti-competitive control over most of the Australian taxi industry and to engage in profiteering activity.
Cabcharge was criticised for the 10% surcharge it collects on taxi fares paid by credit and debit cards and for the general anti-competitive control it exerts on other industry participants through its control of electronic payments and other areas of the taxi system such as vehicle and related repairs and installation of in-vehicle equipment, insurance, vehicle leasing and training. Criticism has emanated from various sources including the chair of the Taxi Industry Inquiry, Professor Fels, the former head of the Australian Competition & Consumer Commission, and leading card companies. The 10% charge is currently being reviewed by the Reserve Bank of Australia.
In 2011 Professor Fels approached the Reserve Bank of Australia to help lower the 10% surcharge. He has been reported as observing monopolistic behaviours by Cabcharge.
Representatives from major credit card operators Visa and MasterCard have also criticised the 10% fee:
In an article in Victoria's "Herald Sun" newspaper, John Legge noted that customers in that state paid at least $350 million in taxi fares with banking cards, for which 95% of Victoria's taxis use the Cabcharge system. Legge noted that Australian Competition & Consumer Commission (ACCC) penalised Cabcharge $15 million for abusing its industry dominance.
Reserve Bank (RBA) data is reported as showing that banks charge merchants an average fee of 0.81 per cent to process Visa or MasterCard payments, while the average fee passed on from the merchant to customers is 1.9 per cent for Visa and 1.8 per cent for MasterCard. The RBA considered that some companies charges are excessive and, as a result, it is drafting new rules to compel offenders to limit their charges to the costs actually incurred by merchants.
Taxi Industry Inquiry findings relating to Cabcharge.
The Taxi Industry Inquiry made a number major criticisms of Cabcharge and its activities in its interim report.


Centennial Park station

Centennial Park is a TECO Line streetcar station in Tampa, Florida. The station has one track and one side platform on the north side of 8th Avenue. It is the first station on the streetcar and was the location of the opening ceremony of the first train. There is parking for the station just north.


Crossman station

Crossman is a light rail station operated by Santa Clara Valley Transportation Authority (VTA), located in Sunnyvale, California. This station is served by the Orange Line of the VTA Light Rail system. It is located in an industrial area; nearby buildings include the headquarters of NetApp.


Downtown Plano station

Downtown Plano station is a DART Light Rail station in Plano, Texas. It is located at the intersection of 15th Street and Avenue J and serves the and . It opened on December 9, 2002.


SNCF Class Z 27500

The Z 27500 is a type of dual-voltage electric multiple unit trainset for the French National Railway Company (SNCF) intended to the TER network (French commuter rail).
The train is the electric variant of Bombardier AGC, often referred to as ZGC. It the most important fleet of all other AGC variants. It is capable of operating on a 1.5 kV DC or 25 kV AC electricity supply.
A total of 211 trainsets have been built by Canadian conglomerate Bombardier at its factory in Crespin (near Valenciennes, France) since 2005. The first set (Z 27503/27504) was placed into regular passenger service on March 24, 2005 for the Basse-Normandie region.
Design.
Bombardier vehicle design is articulated using bogies between carriages. The Z 27500 are available in three or four-car unit. The train can be operated as a multiple-unit control with up to three units, with other Z 27500 or the dual-mode version Diesel/1.5kV DC (B 81500). The train is equipped with 2 pantographs on the intermediate car.
Their capacity offers 160 seats in a three-car unit, 220 in a four-car set. The inter-carriage passages have wide, open gangway connections, limiting bottlenecking.
The Z 27500 from Lorraine region can be operated as a multiple-unit control with the Diesel variant (X 76500), specifically equipped with a command to raise the pantograph.
Whereas the first trains were delivered in their three-car set version (with an intermediate car), several regions later added a second intermediate car, in order to increase their capacity from 160 to 220 seats.
Future.
SNCF has announced on March 18, 2021 that 40 % of the TER (French commuter rail) fleet will be renovated in the next 10 years, included Z 27500 Class.


Freighthopping

Freighthopping or trainhopping is the act of surreptitiously boarding and riding a freight railroad car, which is usually illegal. In the United States, this became a common means of transportation following the American Civil War as the railroads began pushing westward, especially among migrant workers who became known as "hobos." It continued to be widely used by those unable to afford other transportation, especially during times of widespread economic dislocation such as the Great Depression. For a variety of reasons the practice is less common today, although a community of freight-train riders still exists.
Technique.
Typically, riders will go to a rail yard where the trains switch out crew. They will either know from other riders of a spot to hide and wait, or they will find one themselves. Depending on the size and layout of the yard, riders may have to get on the train while it is moving; doing this is known as "catching on the fly."
Safety concerns.
Freight train cars are not designed for human riders; hopping on (or off) moving trains bears serious risk of dismemberment or death. In March 1899, Welsh "tramp-poet" W. H. Davies lost the lower part of his right leg after jumping a train at Renfrew, Ontario. The incident is recounted in his 1908 book "The Autobiography of a Super-Tramp".
The 1944 Balvano train disaster involved (and was partially caused by) hundreds of freighthoppers. YouTube user hobestobe, aka Stobe the Hobo, was sadly killed while freighthopping when he got snagged on a passing Amtrak train.
Riding the rods.
In the 1900 to 1920 days of wood frame freight car construction, steel truss rods were used to support the underside of the car in order to provide it with the strength to carry heavy loads. There could be four or more of these truss rods under the car floor running the length of the car, and hobos would "Ride the Rods." Some would carry a board to place across the rods to lie on. Others would lie on just one rod and hold on tightly. Riding the rods was very dangerous. When a train moved at high speed, the cars could bounce and rock violently if the track was rough, and rock ballast might be tossed up which could strike a rider.
Modern day hopping.
Hopping trains happens all over the world and varies from place to place. Some places are more critical and consider freight hopping a crime, and other places are more lenient.
United States.
Union Pacific Railroad in the United States encourages people who witness transients on freight trains to report them to its dispatch center. According to a sheriff's deputy from Lincoln County, Nebraska train hoppers no longer write symbols on trees and buildings, but there is still a network of train hoppers that occurs mostly online.
Mexico.
It is estimated that yearly between 400,000 and 500,000 migrants, the majority of whom are from El Salvador, Guatemala, and Honduras, hop freight trains in the effort to reach the United States.
Mauritania.
In the Mauritania Railway, freighthoppers can ride with their cargo freely due to the lack of road between Zouérat and Nouadhibou


Glen Burnie station

Glen Burnie station (formerly Cromwell / Glen Burnie) is a Baltimore Light Rail station in Glen Burnie, Maryland. It is one of the system's two southern terminals, and one of two stations in Glen Burnie. Trains depart Cromwell/Glen Burnie bound for Timonium station (during peak commuting hours on weekdays) or Hunt Valley station (at all other times). Unlike the nearby Ferndale station, there are currently 795 free parking spaces and connections can be made to MTA Maryland's Route 14 bus from here. South of the station, the lines terminate on an embankment on the northwest corner of Maryland Route 648 and Maryland Route 176 to the east of Interstate 97, and the right of way is replaced by the Baltimore and Annapolis Rail Trail.
Nearby attractions.
Being the southernmost Light Rail stop, Cromwell Station provides access to numerous points of interests throughout northern Anne Arundel County. The Baltimore & Annapolis Trail provides a direct cycling link (13.3 miles) from the station to Maryland's capital, Annapolis. Nearby attractions include:


Leyland Tiger

The Leyland Tiger, also known as the B43, was a mid-engined bus and coach chassis manufactured by Leyland between 1981 and 1992. This name had previously been used for a front-engined bus built between 1927 and 1968. It replaced the Leyland Leopard, which had been in production for over 20 years.
History.
The Leyland Tiger was released in 1981. Initially only one engine was offered, the turbocharged Leyland TL11, which could be rated up to 260 hp. The Leopard had enjoyed huge success as a bus in Scotland, usually with the Alexander Y-type body, but had lost some Scottish Bus Group orders to Seddon's Pennine 7, owing to Leyland's unwillingness to offer a Gardner engine in the Leopard.
When Leyland launched the Tiger, it continued this same unwillingness, just as Dennis was developing the Gardner-engined Dennis Dorchester, which similarly had the potential to win Scottish Bus Group orders away from the Tiger. Faced with this possibility, Leyland offered Gardner 6HLX-series engines in the Tiger from 1984. To facilitate this, the Tiger chassis had to be modified, as the Gardner engine was significantly larger than the TL11. Although the threat from the Dorchester was successfully warded off, there proved to be a limited market for the Gardner-engined Tiger outside of Scottish Bus Group.
A North American engine, the Cummins L10, was also made an option by 1987. The Cummins engine was being specified more often from around 1988, and with this engine, the gearbox would usually be a ZF as opposed to the Leyland Hydracyclic.
Volvo took over Leyland in 1988, and from 1989 the Tiger was offered with the Volvo THD100-series engine (as fitted in the best-selling B10M). The large majority of Volvo-engined Tigers went to Northern Ireland. At around this time, the TL11 and Gardner options were dropped, leaving only the Cummins and Volvo options available.
Like the Leopard, the Tiger was also sold as a bus. Usually it would have a downrated engine, and leaf springs in place of the standard air suspension.
Operators.
The Scottish Bus Group bought batches of Tigers usually with Alexander TS-type bodywork and Gardner 6HLXCT engines. It was also popular with National Bus Company subsidiaries. Shearings purchased many Tigers for use as coaches.
The Tiger also proved to be very popular in Northern Ireland, with Ulsterbus and Citybus purchasing 747 between 1983 and 1993. The last Tiger to enter service did so in Northern Ireland in August 1993.
Exports.
The Tiger was popular in Australia. The biggest customer for the Tiger was Ventura Bus Lines, Melbourne who purchased 65 Tigers over a five-year period from March 1984, as well as a few more second-hand. Another large purchaser was North & Western Bus Lines, Sydney. Premier Illawarra, Wollongong, Rover Motors, Cessnock, Surfside Buslines, Gold Coast and Thompsons Bus Service, Brisbane all built up large fleets of new and second hand Tigers. A number of three-axle chassis were bodied as coaches. The last Tiger to be bodied in Australia had been imported in 1984, but it was not until 1993 that its owner, Bass Hill Bus Service, had it bodied.
Articulated bus.
At least one articulated chassis was built, being bodied by Superior in Australia in June 1987.
Volvo ownership.
Leyland Bus was acquired by in a management buyout led by Ian McKinnon in January 1987, and it looked like the Tiger would continue as before. Just over 12 months later in March 1988 Volvo purchased the business, bringing the United Kingdom's two best-selling coaches, the Leyland Tiger and Volvo B10M, under common ownership. Volvo was aware that Leyland had a loyal following, and that the Tiger had a good reputation, and so the Tiger continued.
Despite accounting for 50% of all UK bus sales in February 1989, sales slowed and in 1990 in an attempt to shift stock, Volvo had Plaxton body forty chassis. Twenty-five of these bodies were the only Plaxton 321 bodies built, this being the Plaxton derivative of the Duple 320 body acquired when Duple closed.
Volvo acknowledged that the Tiger and B10M were broadly similar, and whereas Leyland had sold 3,500 Tigers since the model's launch, Volvo had sold 20,000 B10Ms during the same period. The penultimate major buyer of the Tiger, Shearings, switched to the B10M for 1991, and Volvo decided to cease production and close the factory at Farington.


Kia Combi

The Kia Combi (originally marketed as the Asia Combi) was a series of mini-buses built from 1983 until October 2002 by Asia Motors, and later Kia. Asia Motors has been owned by Kia since 1976.
In October 1983, the 24-seater Asia Motors AM805/807 "Combi" minibuses were launched, entering full production in 1984. Most versions received the Mazda ZB six-cylinder engine of 4,052 cc. This produced at 3,600 rpm. They succeeded the first generation Mazda Parkway, while being based on the second generation Parkway (itself based on the second generation Mazda Titan). In 1988 or 1990 the twin headlights were changed, introducing single, "cats-eye" headlights (AM815). In 1994 the AM815 Hi-Combi was added to the lineup.
For the 1996 model year another modification took place, introducing more modern smaller four-cylinder Hyundai engines with more power as well as a re-designed dashboard. These later models (AM825) also feature twin round headlights. The new inline-four engines included Hyundai's new turbocharged 3.3 L D4AL and 3.9 L D4DA, producing and respectively. Following the 1999 merger of Kia and Hyundai, the Asia sub-brand had vanished by 2000. The vehicle was therefore rebadged as the Kia Power Combi. With stricter South Korean emissions regulations on the horizon for 2003, the Combi was then discontinued without a successor on October 28, 2002.


Hotel Alcazar