Mercedes-Benz Actros

The Mercedes-Benz Actros is a heavy-duty truck introduced by Mercedes-Benz at the 1996 Commercial Vehicle IAA in Hanover, Germany as the replacement for the SK . It is normally used for long-distance haulage, heavy duty distribution haulage and construction haulage. It is available in weights starting at 18 tonnes and is powered by an inline-6 diesel engine with turbocharger and intercooler. Daimler Trucks/Lorries launched the version II of the Actros in 2002, and the version III in 2007. The fourth generation of the Actros, named officially "the New Actros", launched in July 2011.
First generation (MP1, 1996–2003).
The first generation Actros was introduced in 1996 and production continued until 2003 and had a Innovative features such as Electronically Controlled Air Brake System, Intelligent Disc Brakes on both front and rear, introduction of the Controller Area Network (CAN) Technology for the chassis and drivetrain. Electro-pneumatic circuit on the new transmission models and the introduction of the new OM 500 V6 and V8 diesel engines with Telligent engine control.
Chassis and Powertrain
The Actros was the first truck to emerge with the collaboration between designers and aerodynamic engineers, the manufacturer was able to reduce the flow resistance by 17%.
The chassis of the Actros is available in two, three or four axles with the option of air suspension. A total of 3300 mm and 6300 mm wheelbase can be selected, the construction version of the Actros is available between 3300 and 5100 mm wheelbase with the option of Leaf or Air Suspension on the front axle and Parabolic leaf springs on the rear.
The Construction variant of the Actros with 4x2 axle configuration are equipped with drum brakes.
Engine and Transmission
The Engines for the MP1 Actros is equipped with OM501LA V6 or OM502 V8 mated to a 16-speed manual gearbox or 16-speed hydropneumatically-operated automatic gearbox.
Fuel Processing
Another new feature of the Actros is the Pump-Line Nozzle Fuel injection system, an improvement for the plug-in pumps that have been used for decades. Each Cylinder has its own injection pump which is driven by its own camshaft.
Second generation (MP2, 2003–2008).
The second generation Actros was released in 2003 with upgraded interior and exterior components such as the new Bi-Xenon headlamps and the updated Euro 3 emission compliant. A lighter rear axle and new special equipments as well
Mercedes Benz released a new special edition of the Actros, the Black Edition series which is only limited to 250 units. This Black Edition Series comes with a 612 hp OM502LA V8 engine with upgraded interior and exterior components such as Birds-eye maple, leather-wrapped steering wheel and seat covers with Mercedes-Benz "Star" badge, a specially-designed grille with chrome clasp, a new front apron with stainless steel grill, chrome-framed headlights and chrome-plated side mirrors.
Third generation (MP3, 2008–2012).
The third generation Actros was introduced in 2008 at the IAA Commercial Vehicles and it was the last facelift of the previous Actros.
The Changes for the MP3 Actros is the side mirror that were adapted from the special edition models of the previous generation and has closed brackets and a slightly revised Bi-Xenon headlamps.
The third generation Actros ended production in 2011 and replaced with the New Actros but production continues in Asia and other countries.
Engines.
The Mercedes Benz Actros is equipped with two types of engines. The OM 501 LA-541 and the OM 502 LA-542. The OM 501 is a 12-litre V6, and has outputs ranging from 310 HP to 480 HP. The engine management system employed by this engine is the PLD (Pumpe Leitung Duese-German abbr) which incorporates single plug-in pumps for each cylinder supplying fuel under pressure (up to 1,600 bar) to the injection valves. A control unit MR monitors all engine operating conditions via several sensors and varies the injection pressure to suit each operating condition. OM502 is a v8 engine, has an output ranging from 350 HP to 652 HP.
The fourth version offers several engine options in either Euro-5 or Euro-6 .In Euro-6 use inline six engine both series OM471 with 12,8 litre engine range power output:422 HP to 530 HP and OM473 with 15,6 litre engine range power output:517 HP to 626 HP, with common rail pressure 2800 bar and double camshaft with 4 valve per cylinder to compliant models.
Gearbox.
The second generation comes with an electronic sequential gearbox that Mercedes-Benz has dubbed the "Telligent Gearbox". It pushes forward the principle used in some earlier Mercedes-Benz tractors; using the gearshift lever to command a pneumatically actuated system that changes the gears. The Telligent gearbox utilizes a computer, together with a load-sensing system on the fifth-wheel coupling, to estimate the proper gear that the truck must be in. For example, if you want to upshift, the computer estimates the load on the tractor and the current engine mode, and gives you the proper gear for decreasing engine On the other hand, if you want to downshift, the computer assumes you wish to overtake, and gives you a proper gear for acceleration.
There's an automatic version which works like the Tiptronic system found in Mercedes-Benz cars.
The fourth-version launched in 2011 offers exclusively the 12-speed "Powershift" transmission.
Operation.
The system consists of a small lever mounted under the right armrest and a flat switch underneath. The lever is slightly tilted, so that it matches the natural curve of the driver's hand when it's on the armrest. The lever has two buttons on either side. When at a standstill, the driver must push the right button, then (while holding it), push the lever forward and release it select fourth fast. The current gear is shown as a large number on the main display. After doing this, the driver steps on the clutch pedal and waits for approximately two seconds. After the gearshift has completed, a double click is sounded through the speakers, and the driver proceeds with pulling off as normal.
Once moving, the driver has two choices. He or she may push or pull the lever to let the computer choose the gear for them, or they can use the splitter switch (the small switch under the lever) to pre-select gears. Either way, the gear is selected first, then the clutch is depressed. For example, if you're in fourth fast, pulling the splitter switch up once pre-selects fifth slow.
The left button (known as the 'flush button', as it is flush with the lever) is used to switch to neutral.
Cabin.
The Actros cabs come in four types:
Electronics.
Depending on model either Actros 1,2 or 3 the electronics may vary. For example, the braking system known as EPB or BS from Wabco incorporates ABS and ASR functions. This system is very reliable and efficient. The stopping distance in the Actros was drastically reduced as compared to its predecessor the SK. In later models of Actros 2 and all Actros 3 models the braking System was improved to EPB 2.
The Electronics in the Actros 1 are networked via Controller Area Network (CAN) in a system known as IES (Integrated Electronics System) with the instrument cluster as the Central Gateway (CGW) or the interphase. In the Actros 2 and 3 the electronics are networked also by CAN in a system known as KontAct (Concept of the Electronic systems in the Actros).
There is a wide range of other electronic features, offered as extras. These include lane assist (warns the driver if they inadvertently leave their lane), Autonomous Intelligent Cruise Control ART (which engages the brakes if the vehicle in front suddenly stops), side looking radar for warning the driver about a vehicle in their blind spot, and many more, mostly oriented towards safety. All of them are marketed as "Telligent".
Military variants.
Actros Armoured Heavy Support Vehicle System (AHSVS) is a military armoured truck (86 ordered by Canadian Army in 2007) using the civilian Actros platform with a protected cab developed by Land Mobility Technologies in South Africa in cooperation with Composhield of Denmark for Mercedes-Benz.
Singapore uses military variants of the Actros for its Singapore Army - in heavy-lift logistical support roles, designated as the HMCT (High Mobility Cargo Transporter), recently as a launch platform for the air defense system and the intercontinental ballistic missile trailer. SAF operates 19 different version of Actros.
in 2010 New Zealand purchased four Actros to haul adjustable-width quad-axle low-loader semitrailers primarily for the transportation of LAVs (Light Armoured Vehicles).
New Actros (2011–present).
In 2011, The New Actros appeared for the first time. Components are not shared with its predecessors.
New Actros With MirrorCam (2018-present).
In September 2018, Mercedes Benz revealed the revised 2019 Actros at the IAA Commercial Vehicles Show in Hannover, Germany. The vehicle now has 2 colour displays (touchscreen and infotainment display behind the steering wheel) replacing the conventional instrument cluster on old Actros models and can be integrated with Android Auto or Apple CarPlay. Its outside mirrors were replaced with a camera and it can do semi-automated driving, using Active Drive Assist.


Sleeper bus

A sleeper bus is a type of specially adapted coach which is designed for the passengers to sleep in.
Private Charter.
Also known in the US as an entertainer coach and in Europe as a nightliner, a sleeper bus is often used to transport bands and their technicians and road crew between cities and shows. Other terms used are band bus, crew bus, entertainer bus, NightRider, sleeper coach, and tour bus.
In Europe, such vehicles are full-sized coaches but are designed internally to carry only between 8 and 18 passengers. There are always full galley facilities, comfortable lounges and bunk beds to allow the passengers to eat, relax and sleep during the journey to the next gig or concert. Such vehicles sometimes have blacked out or mirrored windows, allowing passengers to see out, but preventing fans from peering in. They are well equipped, as the comfort of the passengers is paramount. DVD players, large screen TV, and game systems are now the norm, while some vehicles even have personal DVD players and screens in each bunk.
Well-known bands such as Bon Jovi or U2 may use as many as seven or eight sleeper buses on their tours to accommodate the many road crew members required. However, such bands themselves rarely travel on the bus but usually use air transport or limousines or a luxury splitter Tour Bus, leaving their crew members to travel by bus. Smaller, less well-known bands will usually travel on the bus along with their tech crew.
Sleeper coaches have come a long way from the old days, when ex-National Express coaches were retired into sleeper coach use. Now, the leading companies are buying new coaches, which, after fitting out, cost over £350,000 (), though the rates for these coaches are not much more than conventional coaches.
Some travel companies use them as mobile hotels, taking tourists to locations where there is no hotel or there are long distances overnight.
Public transport.
China.
In China, sleeper buses are a common means of long-distance transportation. They are slightly more expensive than trains, but also a little faster, and tickets are more readily available. There have been a number of fatal crashes involving these buses in China.
Due to increased safety incident, sleeper bus was banned from registration start 2012.
India.
In India, these buses are used for inter city travel and are operated by both the government and private bus companies. They are operated between cities which are 6 hours to 10 hours apart by road. The journeys usually start late in the evening or at midnight and are scheduled so that most of the travel is at night. This service is a good alternative to trains, as seats in trains get booked well in advance. Also, these buses are seldom filled beyond capacity.
Several State Transport units such as the Maharashtra State Road Transport Corporation (MSRTC), Karnataka State Road Transport Corporation (KSRTC) and the State Express Transport Corporation (SETC) also operate sleeper bus services.
United Kingdom.
Sleeper services, open to the general public, are known to have existed in the late 1920s and early 1930s. At least two such services operated, from London to Liverpool (The Albatross Sleeping Car Co.) and London to Manchester/Liverpool, run by a company called Land Liners Ltd. But the vogue passed, until 2011.
On August 2, 2011, the Stagecoach Group announced it was launching a new Sleeper coach service, open to the general public, using 'bendybuses'. This service is operated under the Megabus brand, offering overnight travel on a budget. Trial journeys started on 5 September 2011. The service officially started on 21 October 2011. The service was officially terminated on 21 May 2017 with the company stating that while "the service was popular, unfortunately, the overall level of demand dropped".
United States.
A San Francisco–Los Angeles sleeper bus began operation in July 2017.


Primm Valley Resort

Primm Valley Resort & Casino (formerly Primadonna Resort & Casino) is a hotel and casino located in Primm, Nevada. It is one of the Primm Valley Resorts, owned and operated by Affinity Gaming. It is named after the Primm family, benefactors of the hotel and casino properties by Ernest and Gary Primm.
The hotel offers 624 rooms and suites. The casino has of gaming space, with 773 slot machines, 26 table games, and a William Hill race and sportsbook. The resort is adjacent to the Fashion Outlets of Las Vegas shopping centre.
Free shuttle buses operate between the Primm Valley Resort and Primm's other hotels, Whiskey Pete's and Buffalo Bill's. Primm Valley Resort had an exhibit featuring the bullet-riddled car that Bonnie and Clyde were driving when they were killed. As of October 2011, the car is located inside the casino of Whiskey Pete's.
History.
Built by Primadonna Casino Resorts and opened in 1990 as Primadonna Resort & Casino.
The Fashion Outlets were added as a part of the Primadonna Resort & Casino in 1998.
On October 31, 2006, MGM Mirage announced plans to sell the Primm Valley Casino Resorts, which includes the Primm Valley Resort & Casino, to Herbst Gaming for $400 million. The sign in front of the resort had been renamed from Primm Valley Resort and Casino to Terrible's Resort and Casino in 2007 and was renamed back as Primm Valley Resort and Casino in 2011.
As of March 23, 2009, the Herbst family relinquished control of the Terrible's Primm Valley Casino Resort, along with both other properties, to their lenders.


Neil Renilson

Neil Renilson (born April 1955 in Edinburgh, Scotland) is a businessman who works in the travel and tourism industry. He has held high-ranking positions at a number of large bus companies including Go-Ahead Group, Stagecoach Group and Lothian Buses, and is currently a director of Jacobite Cruises and City Sightseeing.
Early life.
Renilson was born in Edinburgh in 1955, and showed an early interest in public transport: he states that his mother said the second word he spoke was "tam" ( tram ) After leaving school he spent two years as a trainee at what was then Edinburgh Corporation Transport, before taking a degree in transport management and planning at Loughborough University. While there he shared a flat with runner Sebastian Coe.
Renilson joined National Bus Company's graduate training programme in 1977, and on completion moved up their management structure, holding posts at NBC companies United Automobile Services, Yorkshire Traction, City of Oxford Motor Services, United Counties Omnibus, Trent Motor Traction -Area Manager Derbyshire - and Northern General Transport Company - Operations Director
Strathtay and Stagecoach.
Renilson returned to Scotland in 1987 to become the managing director of recently-formed Dundee based Scottish Bus Group subsidiary Strathtay Scottish. He stayed at the company for two years before joining Stagecoach Group in 1989.
His move to Stagecoach saw Renilson take over as chairman of the group's operations in Scotland and Africa. A string of improvements in performance culminated in the Aberdeen headquartered Bluebird Buses (now Stagecoach Bluebird) subsidiary coming first at the Bus Industry Awards 1996. He left Stagecoach in 1998 following a management shake-up in which Stagecoach founders Brian Souter and Ann Gloag gave up overall control of the group's bus division.
Lothian Buses.
In 1998 it was announced that Renilson would be moving to council-owned Lothian Buses to take over as its chief executive. He took charge in January 1999. He chose his own management team, bringing in a number of his former team from Stagecoach.
Renilson's time at Lothian saw a number of notable successes. A flat fare system was introduced to reduce complexity, three of the company's four garages and works were dramatically improved and updated, and all of the fleet was replaced, with top of the range highly specified vehicles. Passenger numbers increased from 82 million to 114 million per year between 1998 and 2008, and the company was named the best in the UK four times. Following Lothian's victory at the 2007 UK Bus Operator of the Year Awards, Renilson himself was runner-up at the Passenger Transport Professional Awards in 2008.
Despite these successes, Renilson was not popular with a few Lothian staff members, with a group of drivers setting up a website to anonymously criticise him. His tenure saw dramatic modernisation of staff terms and conditions, which was largely achieved without industrial relations problems, but In 2005 a one day strike occurred over pay.
For eight years Renilson was also the managing director of Lothian, but from June 2006 was assisted in this capacity by the appointment of Ian Craig to the newly created post of General Manager, so henceforth Renilson could concentrate on his role as chief executive of the council-owned transport Transport Edinburgh Ltd. the umbrella public transport company for the city This included responsibility for the new Edinburgh Trams development intended to begin operation in 2011. Renilson would later state that following Craig's appointment he had spent about 80% of his time working on the tram project.
In October 2008, following ten years at the company, Renilson announced his intention to take early retirement aged 54.
This followed a difficult financial year in which heavy congestion caused by tram works in Edinburgh city centre led to sharply increased operating costs resulting from the need to deploy 30 additional buses and drivers to maintain services, and to a drop in passenger numbers as passengers avoided the city centre shops due to extensive tram building works and road closures. He stated that he had intended to retire aged 55, but had moved aside early to allow the company time to adjust to his departure before the trams commenced operation.but it was widely believed he left following intense frustration with mismanagement of the tram project by others.
After Renilson announced his retirement, Lothian revealed that the position of chief executive would not be filled immediately, with control instead passing to Craig. This reflected the fact that for the previous 3 years Renilson had been primarily devoting his time to Transport Edinburgh and the tram project
Renilson was paid £324,000 on leaving the company. The level of the payment received some criticism, but was strongly defended by the company with then-chairman Pilmar Smith stating to the press: "During Neil's ten-year tenure at the helm of Lothian Buses he orchestrated constant passenger, revenue and profit growth."
Post-Lothian.
In announcing his retirement Renilson also stated that he did not want to continue in bus industry management. Despite this, there were several rumours that Renilson intended to take another job in the industry, with some suggesting that he would be Stagecoach's next UK Bus managing director. All proved to be unfounded.
Renilson joined Inverness-based tourist cruise firm Jacobite Cruises as a non executive director in May 2010, working for the firm on a part-time basis. He had previously worked in the area with Stagecoach Bluebird and was pleased to be able to return, stating that he was "thrilled with the new position". Renilson is also a board member of the South East Scotland Transport Partnership - SESTRAN, City Sightseeing - the operator of open top tour buses, and holds other non executive posts in the travel and tourism businesses.


Royal Poinciana Hotel

The Royal Poinciana Hotel was a Gilded Age hotel in Palm Beach, Florida, United States. Enlarged twice and doubling in size each time, it became the largest wooden structure in the world, with 1,700 employees and accommodations for 2,000 guests. It closed and was razed during the Great Depression.
History of the hotel.
The six-story, Georgian-style hotel was built as a winter retreat for the elite by Henry Flagler, an oil, real estate and railroad tycoon. When he began buying tracts of land here "at any price," Palm Beach was a desolate barrier island on Florida's Atlantic coast. That began changing, however, when Flagler extended his Florida East Coast Railway to West Palm Beach.
The Royal Poinciana Hotel, built beside the Lake Worth Lagoon, was intended to accommodate his railroad's passengers escaping cold northern winters.
Ground was broken May 1, 1893, and the hotel opened on February 11, 1894—welcoming 17 guests.
Flagler built a spur line across Lake Worth to Palm Beach, allowing the wealthy to arrive directly at the hotel's entrance in their own private railway cars. Palm Beach quickly developed into a popular tourist destination for parties, golf, tennis, boating, bathing and fishing.
The social season originally ran between mid-December and February 23 (the day after Flagler's annual George Washington Ball held at "Whitehall", his 1902 mansion). Enlarged to handle the crowds, the hotel stretched 1,800 feet (549 meters) along Lake Worth. Its hallways totaled more than three miles (5 kilometers) in length. Bellhops delivered messages and packages from the front desk to the guest rooms by bicycle. On the Atlantic Ocean beach side portion of the property, Flagler erected in 1896 The Palm Beach Inn, later renamed The Breakers Hotel in 1901 because guests often requested rooms "over by the breakers." Patrons were shuttled between the two hotels along a pine trail in wheeled wicker chairs, often referred to as an Afromobile, powered by hotel employees, with a separate palm trail reserved for pedestrians.
Pre-Negro leagues baseball team.
In the winter of 1915–1916, the Royal Poinciana Hotel hired the services of C.I. Taylor and many members of his Indianapolis ABCs pre-Negro league baseball team to take on another pre-Negro league baseball team hosted by the Breakers. The games hosted Negro league baseball stars of the day, including Ben Taylor, C.I. Taylor, Candy Jim Taylor, John Donaldson, Ashby Dunbar, Jim Jeffries, Jimmie Lyons, and Spot Poles.
The 1920s and 1930s.
In the 1920s, tourists began to consider Victorian hotels as relics, and attendance at the Royal Poinciana declined. In 1925, the Breakers burned and was rebuilt, reopening in 1926 with new luxuries which attracted guests away from the Royal Poinciana. The 1928 Okeechobee hurricane hit the old hotel hard, especially the north wing, which shifted off its foundation. It was repaired, but then the Stock Market Crash of 1929 and subsequent Great Depression dealt fatal blows. The sprawling structure closed in 1934, and was torn down by Labor Day of 1935. In 1960, a marker was placed at the redeveloped site of the grand hotel which had helped establish Palm Beach.


Lowbridge double-deck bus

A lowbridge double-deck bus is a double-decker bus that has an asymmetric interior layout, enabling the overall height of the vehicle to be reduced compared to that of a conventional double-decker bus. The upper deck gangway is offset to one side of the vehicle, normally the offside (or driver's side), and is sunken into the lower deck passenger saloon. Low railway bridges and overpasses are the main reason that a reduced height is desired.
Origins.
The lowbridge design was introduced and patented by Leyland in 1927 on their Titan TD1 chassis. Early examples were delivered to Glasgow Corporation amongst other operators. One of the Glasgow vehicles is preserved at the Scottish Vintage Bus Museum, Lathalmond, Fife.
Disadvantages.
A major disadvantage of this layout was the inconvenient seating layout, with four-abreast seats upstairs making it difficult for passengers to manoeuvre past each other if those farthest from the gangway needed to alight first. A second disadvantage was the restricted headroom for passengers on the offside of the lower deck, as a result of the encroachment of the upper deck gangway. It was often the case that passengers would bump their heads on it when standing up to alight.
Alternatives.
At first, there was no viable alternative to the lowbridge design, apart from the use of single-decker bus. However, the lowbridge type started to become obsolete when low-height chassis were developed, which used a dropped-center rear axle to enable the lower deck gangway to be lowered. That enabled a low-height vehicle to be built without the need for the cumbersome seating layout upstairs. The first such design was the Bristol Lodekka, which was introduced by Bristol in 1949. It had a height of around compared to a typical height of around for a conventional highbridge double-decker. It was, however, available to only nationalised bus companies (Bristol itself being part of the state-owned sector at that time). Other low-height double-deckers included the Dennis Loline (a version of the Bristol Lodekka built under licence); the AEC Bridgemaster and Renown; and the Albion Lowlander (a low-height version of the Leyland Titan PD3). The rear-engined Daimler Fleetline and Bristol VR were also low-height chassis. Nonetheless, despite the advent of the low-height chassis, the last lowbridge double-decker was not built until 1968.
When the rear-engined Leyland Atlantean was first introduced in 1958, it did not have a dropped-centre rear axle, even though the prototype had featured one. As a result, some Atlanteans were built to a "semi-lowbridge" layout, with the front half of the upper deck laid out conventionally, and a side gangway with raised seating area towards the rear.
A special situation existed in Beverley, in the East Riding of Yorkshire, where buses had to pass under the arched structure of Beverley Bar. To facilitate, East Yorkshire Motor Services had a number of double-deckers built with special roofs of severely-arched profile to match the shape of the arch.
Similarly North Western ordered a number of single-decker buses with an unusual roof profile to clear a very low road bridge under the Bridgewater Canal at Dunham Massey. The buses also had smaller wheels than normal buses.
Notable vehicles.
A notable lowbridge bus is Barton Transport's no. 861, registered 861 HAL. It is unique in combining a low-height chassis (Dennis Loline II) with lowbridge bodywork, built by Northern Counties. With the combined effect of both these height reduction techniques, the height of the vehicle is less than , which remains the lowest ever for a British closed-top double-decker.
The last lowbridge double-decker to be built was bought by Bedwas and Machen UDC, a small municipal bus fleet in south Wales, in 1968. It is a Leyland Titan PD3 with bodywork built by Massey of Wigan, and is registered PAX 466F. Following its sale by B&MUDC's successor, Rhymney Valley District Council, it was operated by Stevensons of Uttoxeter and subsequently by MK Metro of Milton Keynes.
Both of them have been preserved.


Butterfield station

Butterfield is a side platformed Sacramento RT light rail station in La Riviera, California, United States. The station was opened on September 5, 1987, and is operated by the Sacramento Regional Transit District. It is served by the Gold Line. The station is located at the intersection of Folsom Boulevard and Butterfield Way just northeast of Highway 50. From its opening through the opening of the Mather Field/Mills station September 6, 1998, this served as the eastern terminus of the original RT light rail alignment (the Watt/I-80–Downtown–Butterfield line).


Austin FX4

The Austin FX4 is a hackney carriage (taxicab) that was produced from 1958 until 1997. It was sold by Austin from 1958 until 1982, when Carbodies, who had been producing the FX4 for Austin, took over the intellectual rights to the car. Carbodies continued production until 1984, when London Taxis International took over rights and continued producing it until 1997. In all, more than 75,000 FX4s were built.
Design and launch.
The FX4 London taxi was the successor to the Austin FX3 (produced between 1948 and 1958). In its day the FX3 was the most widely used taxi in London. Like the FX3, the FX4 was designed by Austin in collaboration with Mann & Overton, the London taxi dealership that commissioned it (and paid for half of its cost) and Carbodies, the coachbuilder that built the body and assembled the cab ready for sale. The design team included Albert Moore from Austin's engineering division, Jack Hellberg from Carbodies and David Southwell of Mann & Overton. The original design was by Austin's Eric Bailey and it was engineered for production by Carbodies' Jake Donaldson. It would be the first London taxi to go into production that had four doors, since earlier London taxis had featured a luggage platform that was open to the elements on the pavement/sidewalk side in lieu of a front passenger seat.
Like the FX3, the FX4 had a separate chassis, but with independent front suspension and dual-circuit hydraulic brakes. FX4 front steering feature Ackermann steering geometry which allowed the car to make U-turns in just 7.6 m (25 ft), a requirement for the narrow roads of London.
The first FX4, registration number VLW 431, was delivered in July 1958 and went on test with York Way Motors. The official launch was later that year at the Commercial Motor Exhibition.
Austin era.
FX4.
The first model of FX4 was fitted with a 2178 cc Austin diesel engine and a Borg-Warner automatic transmission. In 1961, the manual transmission from the Austin Gipsy was added as an option. From 1962, the Austin 2199 cc petrol engine was available. However, almost all FX4 taxis were fitted with a Diesel engine.
With the sudden demise of the intended replacement in 1969, the cab was revised and updated to address shortcomings of the original. The original Austin design had a small rear light cluster and roof-mounted turn indicators (commonly known as "bunny ears"). On the revised model, the rear wings were modified to accept the taillights and turn indicators from the MkII Austin 1100/1300. Front indicators were also provided below the headlights and repeater indicators fitted to the front wings. and "bunny ears" were abandoned. More important to the drivers of the FX4, the interior was also revised. Sound deadening, black vinyl seats and an altered partition (with an additional 4 inches of legroom) were warmly welcomed.
FX4D.
In 1971, the 2178 cc diesel engine was replaced by a larger, 2520 cc version. This engine proved to be better for use with an automatic transmission and gradually fewer cabs with manual gearboxes were sold. The petrol engine was discontinued in 1973. This model was available from 1971 through 1982.
In 1973, Carbodies' owner BSA, by now confronting imminent bankruptcy, was bought by Manganese Bronze Holdings, who were happy to continue making the FX4. Detail changes, such as burst-proof door locks and push-button door handles, safety steering and moulded rubber overriders (designed because the original tooling for the chrome overriders had worn out) were implemented. BLMC was turmoil themselves by this time, so while on paper they were involved with the FX4, in reality they did little more than rubber stamp changes that Carbodies undertook.
Carbodies era.
FX4R.
In 1982, Carbodies (who had been producing the FX4 for Austin and Mann & Overton) took over the cab's intellectual property rights when BL (Austin's parent company) lost interest in it; Carbodies thereafter produced it under their own name. The old Austin engine was no longer available because, during Michael Edwardes' reconstruction of British Leyland, the plant had been sold to India. Carbodies selected the Land Rover 2286 cc diesel engine in its place and also offered the similar-sized Land Rover petrol engine as an option. The new model was branded the FX4R, with R standing for Rover. The FX4R had some improvements over the previous FX4 models, including power steering and full servo brakes, but its performance and reliability were poor and the cab gained a bad reputation.
Some proprietors replaced the Land Rover engine with the Perkins/Mazda 2977 cc diesel, which improved the performance of the cab dramatically. Whilst powerful and reliable, the Perkins conversion gained a reputation for being noisy at idle and, mistakenly, for causing cracks in the chassis. The chassis problem, which was also occurring on late model Austins, was traced to a manufacturing fault.
FX4Q.
In order to regain lost sales due to the FX4R's failure, Carbodies took old chassis and suspension components and refurbished them, fitting new bodywork and the original-type 2520 cc diesel engines re-imported from India. Because these vehicles used refurbished chassis and suspension components, they were required to have a registration mark starting with the letter Q rather than the current year letter and thus this model was known as the FX4Q. All were fitted with automatic gearboxes, but not the power steering fitted to the FX4R. Sold by the dealer Rebuilt Cabs Ltd, they were marginally cheaper than the FX4R.
LTI era.
FX4S.
In 1984 London Taxis International (LTI) was formed after Manganese Bronze Holdings bought the London taxi dealers Mann & Overton. LTI replaced the 2286 cc Land Rover diesel engine with the new 2495 cc version. The new model was called the FX4S. New rocker switches replaced the old toggle switches on the dashboard, the wipers were controlled by a stalk on the steering column and draught proofing was added to the bottoms of the doors and black rolled steel bumpers fitted, but basically it was an updated version of the cab that had been around for almost 30 years. At this time, Carbodies were developing a replacement for the FX4, the CR6, which is why this 'stopgap' FX4S was introduced. However, the CR6 was abandoned in 1985 and MBH decided to carry on making the FX4 until such time as it could fund a new cab.
FX4S-Plus.
The FX4S was superseded in 1987 by the FX4S-Plus, which had a rear compartment redesigned to allow five passengers, the trim changed to grey. A new grey plastic moulded dashboard was also fitted. This was received very well by the trade, as a sign that their needs were actually being listened to.
FX4W.
The Department for Transport was keen to see wheelchair accessible taxis and the FX4W wheelchair conversion, which was available from early 1986, enabled the FX4 to provide that facility. In this, the kerb side passenger door was made capable of opening 180° and the nearside part of the partition could be moved forward to accommodate the rearward facing wheelchair in place of the nearside tip-up seat.
Fairway.
In February 1989 the Fairway was introduced. It was fitted with a 2,664 cc Nissan TD27 diesel engine. This made the FX4 a faster and more reliable cab. It had full wheelchair accessibility, in line with a new law that came into force in January 1989. The Fairway was the best version of the FX4 ever built, and enabled LTI to sell to overseas markets, as well as move into provincial UK markets they had not been able to tackle. Much of this increase in sales was due to local authorities insisting on wheelchair accessible cabs being used in their areas.
Fairway Driver.
As part of a programme to develop a replacement model, AP Lockheed were commissioned to design and develop front disc brakes, and in conjunction, GKN designed a new suspension system to allow disc brakes to be fitted whilst maintaining the mandatory 7.6 m turning circle. These modifications were fitted to a new model, the Fairway Driver, which was introduced in February 1992. The very final Fairway made, with registration mark R1 PFX (i.e. RIP FX), was built on 1 October 1997 and was presented to the National Motor Museum, Beaulieu.
End of an era.
Transport for London, (TfL) who had taken over control of the Public Carriage Office ruled that by 2006 all taxis licensed in London should comply with Euro 3 exhaust emission regulations. The Fairway, and for that matter its replacement the TX1, used the same Nissan engine which complied with Euro 2. Most proprietors were reluctant to get rid of their very reliable and economical Fairways. In the face of pressure from the trade, TfL allowed different conversions systems to be developed that could be fitted to the Nissan engine to make it comply. These were the STT Emtec Clean Cab turbocharger system and the Van Aaken exhaust gas recirculation system. Only 80 Austin and Rover-engined cabs remained on the road, which made it uneconomical to develop conversions for them so they were granted an exemption. Although some owners of older Fairways got rid of them, many owners opted to spend almost £2,000 having their cabs converted. They did this rather than buy a new or second-hand TXII, which was considered to be very unreliable. In late 2009, only six of the earlier Rover or Austin-engined cabs remained in service the street, most having covered more than a million miles each.
The Fairway was replaced in late 1997 by the TX1, which was subsequently replaced in 2002 by the TXII. This in turn was replaced in 2007 by the TX4.
Non-taxi versions.
FL2.
The Austin FL2 Hire Car was the limousine version of the FX4. Introduced at the same time as the FX4, it was aimed at the private hire, limousine and funeral trade and this market was the main reason why the petrol engine was offered in the vehicle. It had forward-facing occasional seats, a second front seat and carried no roof sign. It could also be ordered with special trim at extra cost. It was also the base of a few hearses.
The FL2 was relaunched in 1982 as the FL2 London Limousine, based on the FX4R. Air conditioning was offered as well as a wider range of luxury interior options, including a cocktail cabinet and custom sound systems. Three stretch versions were built, with four doors and an 18-inch extension between the front and rear doors. A six-door version of the FX4S was also built. The FL2 designation was dropped around 1987, but limousine versions of the Fairway were ordered, the most prominent being that belonging to the Crown Prince of Tonga.
The FL2 and the FX4 were also sold to private customers. FL2 customers included Prince Philip, Duke of Edinburgh and Laurence Olivier. Stephen Fry owned a Fairway as his own private transport. An FL2 limousine was the official car of the Governor of the Falkland Islands, Rex Hunt at the time of the Argentine invasion.
FX4 in popular culture.
The March 1960 Look at Life documentary short entitled Taxi! Taxi! focused on the life of a London taxi driver, and featured early FX4's.
The FX4 was featured at the end of the movie The Knowledge about a group of young people attempting to gain their licence to drive a London Taxi.
Between 2011 and 2012 the It's on the Meter expedition drove a heavily modified FX4 43,319.5 miles (69,716.12 km) around the world, through more than fifty countries, and set new world records for the longest journey ever by taxi and the highest altitude ever reached by taxi.
The FX4 is featured at the Racing game Forza Horizon 4.


Kurogane Baby

The Kurogane Baby was a "keitora" and microvan built by the Japanese Kurogane company from April 1959 until January 1961, sold only in Japan. It was developed by a company of which Kurogane had assumed operations, called Ohta Jidosha, but was introduced under the Kurogane brand and was only available until 1962. It had a 356 cc water cooled, overhead valve two-cylinder engine installed in the back of the vehicle, with rear-wheel drive. The more competitively priced Subaru Sambar and the Suzuki Carry proved to be more popular and the Baby was discontinued after less than two years. It was available in two bodystyles, a van and a pickup.


Volvo B9L

The Volvo B9L (also known as the Volvo 7500, Volvo 7700 or Volvo 7900 for integral models) was a fully low-floor single-decker bus chassis constructed by Volvo Buses from 2005 until 2013, replacing the Volvo B7L and Volvo B10L. An articulated model, known as the Volvo B9LA, is also available. It was superseded by the Volvo B5LH in Europe.
The engine is mounted vertically on the rear left overhang of the chassis similarly to with the B7L, allowing B9Ls to be low-floor throughout the whole length of the bus due to a lack of underfloor equipment. The Volvo B9L is available as an integral bus bodied by Volvo (7500/7700/7900) or as a chassis only, with bodies by other manufacturers.
Additionally, the B9L reintroduced CNG engines, an option unavailable in its predecessor, the B7L. These versions replaced much older predecessor, the B10L. It was the last low-floor bus chassis from Volvo to be available with such option.
Large orders for B9Ls were placed in Malmö, where they form the majority of the fleet, as well as in Stockholm, Kristianstad, and Örebro. Despite this overall sales of the B9L were poor, especially outside of Sweden, with many operators instead preferring the existing B7RLE or new B9S. Outside of Europe, ComfortDelGro Bus of Singapore had also purchased a fleet of SC Auto-bodied Volvo B9L buses in 2015 for its National University of Singapore internal shuttle service.
In Mainland China, Volvo B9L chassis is bodied with Volvo 7900 three-door bodywork manufactured by Shanghai SUNWIN Bus, a joint venture of SAIC Group and Volvo Bus, assembly named SWB6128V8LF. The D9B engine is replaced by Weichai WP7.270E50 or Shanghai Diesel Engine SC9DF260Q5 designed and manufactured domestically.
In Greece, specifically in Thessaloniki, the local operator OASTH introduced 44 B9LAs in 2007 with 20 more coming in 2010, while 20 B9Ls were also introduced in 2010, all constructed by ELVO.


Ford E-Series

The Ford E-Series (also known as the Ford Econoline and Ford Club Wagon throughout various stages of its production) is a range of full-size vans produced by the American automaker Ford. Introduced for the 1961 model year as the replacement for the Ford F-series panel van, the model line is currently in its fourth generation.
Produced in multiple design variations for both retail and commercial sale, the E-Series was developed as a van for either cargo or passenger use, and as a cutaway van chassis and stripped chassis (a chassis without bodywork). Since the 2015 model year, only the latter two designs are offered, as Ford replaced E-Series vans with the Ford Transit. From 1980 to 2014, the E-Series van was the best-selling full-size van in the United States.
The model line entered its 60th year of production for 2021, second only to the Ford F-Series (in production since 1948) within Ford Motor Company in terms of longevity. The E-Series is assembled by Ford at its Ohio Assembly facility at Avon Lake, Ohio, which has produced the model line since 1975. Prior to its closure, Lorain Assembly (Lorain, Ohio) assembled the model line from 1961 to 2005.
First generation (1961–1967).
Ford released the first-generation Ford Econoline on September 21, 1960 for the 1961 model year. Beginning development in 1957, the model line served as a replacement for the Ford F-Series panel delivery (and the smaller Ford Courier sedan delivery). Three models were available, a cargo van, a passenger van (also sold under the Station Bus and Club Wagon names), and a forward-control pickup truck.
Competing directly against the rear-engine Chevrolet Corvair van and Volkswagen Transporter, the Ford Econoline established multiple design precedents adopted by successive American vans, including the Chevrolet Van and Dodge A100. While also a forward-control vehicle, Ford introduced a mid-engine configuration. To improve cargo access by creating a flat load floor and enlarging the rear doors, the engine was placed between the front seats.
Chassis.
The first-generation Ford Econoline was based on the Ford Falcon compact car range. To accommodate its 90-inch wheelbase (the shortest for a Ford since 1908), the Econoline adopted a mid-engine configuration, placing the engine behind the front axle; consequently, the layout precluded the use of a V8 engine.
The Econoline was initially powered by the 144 cubic-inch inline-six (the standard engine of the Falcon); a 170 cubic-inch inline-six was introduced as an option. For 1965, the 170 six became standard, with a 240 cubic-inch six introduced as an option. A three-speed manual was standard, with a Dagenham four-speed manual introduced for 1963 and discontinued in 1964; the 170 cubic-inch engine was offered with a 3-speed automatic in 1964, and the larger two engines were both offered with a 3-speed automatic as an option thereafter.
In contrast to the Falcon, the Econoline was fitted with a solid front axle and a solid rear axle suspension with leaf springs for all four wheels.
Body.
In its body design, the Ford Econoline adapted several elements of the Volkswagen Type 2 while making major departures with other design features to accommodate its mid-engine layout. In line with Volkswagen, the Econoline positioned the front seats above the front axle, making it a cabover-style configuration (similar to the Jeep Forward Control). The grille placed below the headlights was a design feature borrowed loosely from the Ford Thames 400E (a predecessor of the Ford Transit).
The mid-engine placement enlarged the cargo area, as the engine compartment was located forward of the flat load floor. While Volkswagen would market rear-engine vans in the United States until 1991, Chevrolet/GMC and Dodge both adopted the design of the Econoline, introducing mid-engine vans for the 1964 model year.
Through its production, the first-generation Ford Econoline was offered in several variants. Alongside the standard 6-door cargo van, an 8-door version (adding 2 doors on the driver side) was added for 1963. For 1964, a panel van was introduced, deleting side loading doors altogether. For 1965, a "Super Van" extended-length body was introduced, extending the body 18 inches behind the rear axle. Econoline cargo vans (except panel vans) were offered with or without side windows in several configurations.
Variants.
Alongside the Ford Falcon, the Ford Econoline was expanded into a product line including several vehicles. In Canada, the Econoline was marketed through both the sales networks of both Ford and Lincoln-Mercury (as a Mercury), to increase its presence outside of urban areas.
Passenger van.
Introduced alongside the cargo van in 1961, Ford introduced two passenger variants of the Econoline (branded as part of the Falcon range). Alongside the Station Bus (branded as both a Falcon and Econoline), Ford marketed the Club Wagon. While the Station Bus was largely intended for commercial/fleet use, the Club Wagon was marketed as an alternative to station wagons. A five-seat configuration was standard, with an eight-seat configuration offered as an option.
Pickup truck.
Introduced as a bodystyle for 1961, the Ford Econoline pickup truck derived its body from the cargo van. Similar in configuration to the Chevrolet Corvair pickup, the Econoline pickup bed saw no engine intrusion related to the engine compartment. While far shorter than the similar-GVWR F-100, the Econoline pickup was designed with a 7-foot long pickup bed (sized between the two F-Series offerings). Two versions of the cab were offered, a standard "3-window" cab and an optional "5-window", which added wraparound windows to the cab corners.
The introduction of the 240 cubic-inch engine for 1965 necessitated a larger engine compartment, intruding slightly into the cargo bed (to provide clearance for the transmission bellhousing). The same year, a "Spring Special" package was offered as a trim option.
At the time of its launch, Ford projected the Econoline pickup truck to outsell the van, but buyers reversed the trend, with the van outselling the pickup truck nine-to-one. The bodystyle ended production after the 1967 model year, remaining unique to the first generation.
Mercury Econoline.
The first-generation Econoline was sold by Ford of Canada by both Ford and Lincoln-Mercury. When branding its truck offerings under the Mercury brand, Ford of Canada maximized its presence in rural area serviced by either Ford or Lincoln-Mercury (but not both). As with the Mercury M-series trucks, the Mercury Econoline was largely identical to its Ford namesake (differing primarily in badging); the model was marketed in Canada as a cargo and passenger van and a pickup truck.
For 1961, Ford of Canada began production Mercury-brand Econolines at Oakville Assembly in Ontario; later that year, Mercury Econoline pickup was shifted to Lorain Assembly in Ohio. For 1962, production of the entire model line returned to Oakville. After 1965, production of the model line was sourced from the United States.
Production numbers of Mercury Econolines were low; for example, a total of 1,291 Mercury Econoline pickup trucks were built in 1965. Following the 1968 model year, Ford of Canada ended the sale of Mercury-brand trucks, leaving the Mercury Econoline as the last Mercury-brand van until the 1993 Mercury Villager minivan.
Second generation (1968–1974).
As the result of a lengthy United Auto Workers strike in 1967, the launch of the second-generation Econoline van was delayed almost four months until January 1968. Instead of calling it a 1968 or 1968.5 model, Ford decided to call it the 1969 model. Shedding its Falcon roots, the second-generation Econoline became a heavier-duty vehicle, sharing many of its underpinnings with the F-series full-size pickups.
Chassis.
While the unibody construction of the previous-generation van was carried over, a major change was made in the overall layout in the body and chassis of the Econoline. To build a heavier-duty chassis, the mid-engine forward-control layout was abandoned in favor of a front-engine layout with the axle placed forward; this also allowed the use of the "Twin I-Beam" front suspension used in the F-series trucks. The redesign in the configuration resulted in major growth; the wheelbase was increased ; while the longer long-wheelbase model became the largest full-size van offered in North America at the time.
As they had become introduced as options in Dodge and Chevrolet/GMC vans, Ford introduced a V8 engine option into the powertrain line.
Body.
With the change of chassis and axle configurations, the Econoline gained a conventional hood for engine access (though most engine access remained from the interior). To aid in engine compartment ventilation, the model was given a conventional grille, styled similar to the F series.
For 1971, the grille was redesigned to match the updated F series. For 1972, a sliding rear door became an option; introduced on a cutaway van chassis was the Hi-Cube van, a cab-chassis version of the Econoline with a box-van body. The introduction of the cab-chassis variant would become popular in the recreational-vehicle industry (a Class C RV), a segment still dominated by the E series in the 2010s.
Interior.
Inside of the Econoline, the shift of the engine location moved the engine housing from between the seats to in front of the driver and front passenger, under the windshield. While the Econoline cargo van remained, it was joined by an Econoline passenger van (replacing the Falcon van). To attract more buyers to passenger vans, Ford introduced two new trims of the passenger van, the Ford Club Wagon and Ford Club Wagon Chateau. Based on the long-wheelbase version, the Chateau had air conditioning, houndstooth fabric on all seats, an AM/FM sound system, and the option of 12-passenger seating.
Third generation (1975–1991).
For 1975, the Econoline/Club Wagon were given a complete redesign. Based on an all-new chassis, Ford became the first American manufacturer to adapt body-on-frame construction to a full-size van.
The new-generation Econoline would become common not only in its own right, but as the basis for other vehicles. With a full frame, the Econoline became popular as a cutaway van chassis; the design served as a basis for many ambulances, and various types of trucks and buses. The shared drivetrain with the F-Series marked the beginning of aftermarket four-wheel drive conversions. During the 1970s, the Econoline became popular as a basis for van conversions. Using the sparsely-equipped Econoline cargo van as a basis, a luxurious interior was fitted, along with extensive customization of the exterior.
Chassis.
To increase the versatility of the full-size van line, the Econoline was developed using body-on-frame construction for the first time. In addition to increasing the strength of the chassis, the configuration allowed more commonality with the F-series trucks. As before, the Twin I-Beam front suspension was used. In its new configuration, the engine was moved further forward and lowered relative to the body. The van grew in size: the short-wheelbase configuration was a half inch longer than the previous long-wheelbase chassis; the new long-wheelbase chassis was , the longest wheelbase full-size van sold until 1990. After the 1984 model year, the 124-inch wheelbase Club Wagon passenger van was discontinued, and the 124-inch wheelbase Econoline Cargo Van was discontinued after the 1990 model year, leaving the 138-inch wheelbase as the sole option.
In 1982, to increase the fuel economy of the Econoline without a major loss in engine output, Ford introduced the option of a 6.9 L IDI diesel V8 produced by International Harvester; in 1988, this was enlarged to 7.3 L. The diesel V8 engines were available only in Econoline 350s (or Club Wagons sold on the same chassis). The cutaway version was available with the larger (5.8 or 7.5 L) gasoline V8s or the diesel V8.
Due to the popularity of automatic transmissions in full-size vans, Ford discontinued all manual transmissions after the 1989 model year. The column-shifted 3-speed departed after 1986, leaving the floor-shifted 4-speed overdrive manual as standard. The four-speed was replaced by a Mazda-sourced 5-speed M5OD for 1988.
Body.
Unlike its predecessors, Ford designed the 1975 Econoline with a "two-box" layout. Similar to the Ford Transit of the time, the configuration moved the engine as far forward as possible and lower in the chassis than in its predecessor; although the hood was nearly twice as long, the hoodline was much lower. A higher degree of parts commonality with the F series made itself known in the bodystyling: the vent windows, taillights, bumpers, and wheels were common items between the two vehicles.
During its sixteen-year production run, the exterior of the Econoline/Club Wagon would remain nearly unaltered. In 1978, the Super Van/Super Wagon was introduced; based on the 138-inch wheelbase, it was a rear body extension allowing for extra cargo room or an extra row of seating (for up to 15 passengers). In 1979, a minor facelift updated the grille design; round headlights were replaced by rectangular units. In 1983, the Ford Blue Oval was added to the grille, replacing the "FORD" lettering on the hood.
Although the 1986 Ford Aerostar minivan would introduce styling far different from the Econoline, the basic styling of the full-size van would heavily influence the Ford Ranger (and its SUV offspring, the Ford Bronco II).
Interior.
Inside, the redesign of the chassis expanded interior room, though the rear of the engine still remained between the front seats; an engine cover still provided access for servicing. Sharing many controls with the F series, the new design also improved interior ergonomics. In three body sizes, the Econoline was produced in a cargo van and passenger van, with the latter produced in three trim levels; base, Custom and Chateau. In addition, the Club Wagon was produced solely as a passenger van. After 1980, this was replaced by F-series nomenclature of XL and XLT. In line with the F-Series, the Econoline/Club Wagon was sold in 100/150/250/350 variants, with the Econoline 100 discontinued in 1983 (Club Wagon chassis variants were not denoted).
Fourth generation (1992–present).
For the 1992 model year, Ford introduced the fourth generation of the Econoline/Club Wagon. While the third-generation chassis was largely carried over, the body and interior underwent a complete redesign. As with the smaller Ford Aerostar, the fourth-generation model line was offered two body lengths on a common wheelbase.
The fourth-generation Econoline/Club Wagon underwent several revisions during its production. For 1999, to adopt a nomenclature closer in line to that of Ford full-size trucks, the Econoline was renamed the E-Series.
In June 2014, production of E-Series passenger and cargo vans was discontinued as sales of the Ford Transit began in North America. From 2015 onward, the E-Series has remained in production solely for commercial markets in cutaway-cab and stripped chassis configurations. For the 2021 model year, the E-Series receives mechanical and functional updates to improve performance of second-party equipment; it remains in production solely as a commercial vehicle.
Chassis specifications.
The fourth-generation E-Series (Econoline/Club Wagon) shares the VN platform of the third-generation Econoline, introduced in 1975. Sharing many components with F-Series trucks, the E-Series retained the "Twin I-Beam" front suspension used by rear-wheel drive Ford trucks in North America from the 1960s to the early 1990s. The rear suspension was a live rear axle with rear leaf springs.
For the 2008 model year, the chassis underwent its largest revisions of the fourth generation. In an effort to improve handling and safety, larger brakes were added, improved steering, rollover stability control, and a higher GVWR. The twin I-beam layout was retained, making it the second last Ford vehicle to use it.
Powertrain.
At its 1992 launch, the fourth-generation E-Series (Econoline/Club Wagon) carried over its powertrain line from the third-generation model line (sharing it with the ninth-generation F-Series). A 4.9L inline-six was standard, with a 4.9L V8, a 5.8L V8 offered as options. On 250 or 350-series vans, a 7.5L V8 and 7.3L Navistar diesel V8 were also optional; the diesel became turbocharged in 1993. During 1994, the IDI diesel was replaced by a 7.3L Ford Powerstroke diesel V8 (also sourced from Navistar).
For 1997, the E-Series underwent a revision of its engine lineup, retaining only the 7.3L diesel. Sharing its gasoline engines with the tenth-generation F-Series, a 4.2L V6 replaced the inline-6 and a 6.8L V10 replaced the 7.5L V8. The 5.0L V8 and the 5.8L V8 were replaced by 4.6L and 5.4L V8s, respectively.
For 2003, the 7.3L diesel was replaced by a 6.0L diesel from Navistar. While gaining an intercooler over its predecessor, due to the lack of airflow in the engine compartment (compared to Super Duty trucks), Ford had to detune the E-Series version of the 6.0L V8. For 2004, the 4.6L V8 became the standard engine (the first American full-size van with a standard V8 engine)
The 6.0L Power Stroke was offered until 2009 in the Ford Econoline vans (model year 2010), even though Ford Super Duty trucks were upgraded to the 6.4 version in 2007. Diesels were no longer offered after the 2010 model year. For 2009, the E-Series gained flexible-fuel capability with 4.6L and 5.4L engines (allowing them to use E85).
In May 2014, the final 4.6L V8 was produced for the E-Series, with the 5.4L V8 becoming the standard engine for 2015. For 2017, the 6.8L V10 replaced the 5.4L V8 as the standard engine, with a 6.2L V8 becoming the optional engine; along with flex-fuel capability, both engines were offered with options for conversion to CNG or LPG/propane. For its 2021 model year revision, the E-Series cutaway cab adopts the 7.3L V8 of the 2020 Super Duty trucks as the only engine option.
Body.
During its production, the fourth-generation E-series underwent minor revisions in 1997 and 2003, with a major revision in 2008; for 2021, the model line underwent an additional update.
In line with the F-Series, the Econoline was sold in 150, 250, and 350 series, denoting ½, ¾, and 1-ton chassis (the Club Wagon was not designated by chassis size). The body was available in two lengths, with the extended-length version exclusive to the 250 (3/4-ton) and 350-series (1-ton) chassis for both cargo and passenger vans. The cargo van was sold as a two-passenger vehicle, with the passenger van sold in various configurations, including 5, 8, 9, 12, and 15 passengers.
Trim.
During its production, the fourth-generation model line underwent several name changes. As with the previous generation, the Econoline was sold as both a cargo van and as a passenger van (Econoline Wagon) with the Ford Club Wagon sold only as a passenger van. For 1992 the luxury-oriented Chateau trim line of the Club Wagon, dormant since 1989, made a return, slotted above the XLT trim. For 1992, the Club Wagon Chateau was awarded Truck of the Year by "Motor Trend."
Toward the end of the 1990s, Ford began to phase out the use of the Econoline and Club Wagon nameplates. For 1999, the Club Wagon nameplate was discontinued (in favor of Econoline Wagon). After the 2000 model year, the Econoline was renamed the Ford E-Series in the United States, in line with the Ford F-Series trucks (done by Ford Canada in 1995). For 2001, the Chateau was dropped, replaced by the E-150 Traveler; due to low sales, it was dropped after a single model year.
For 2011, to commemorate the 50th year of production, Ford offered a 50th Anniversary Edition of the E-Series. Offered on XLT Wagons, the option package was distinguished by blue metallic paint, embroidered seatbacks, and exterior badging.
Model history.
1992–1996.
For the 1992 model year, the body of the Econoline underwent a complete redesign. In contrast to its GM and Dodge competitors, the two-box body configuration made a return. To optimize the aerodynamics of the van body, the hood was angled slightly downward and the windshield was raked back (though far less than the Aerostar). If specified, all side and rear window glass was flush-mounted to the body, along with wraparound taillamp lenses; flush-mounted composite headlamps were an option (standard on all Club Wagons). For 1992, the Econoline/Club Wagon became the first full-size vans produced with a center-mounted brake light.
When redesigning the interior of the E-series, the driver compartment underwent extensive modernization. While space between the front seats was again dominated by the front-mounted engine, a redesign of the engine cover freed up additional passenger room. Sharing controls and components with the F-Series and Aerostar, the model line became the first full-size van equipped with a standard driver-side airbag (except for 350-series models, exempted by their GVWR). The instrument panel received more legible instruments (but no tachometer); a 6-digit LCD odometer replaced the previous 5-digit analog unit.
For 1994, CFC-free R134a air-conditioning refrigerant was adopted beginning with September 1993 production.
For 1995, the taillamps were revised, removing the amber turn signals.
1997–2002.
For 1997, the E-series underwent a revision of both its exterior and interior, largely to bring its appearance in line with other Ford trucks. The previous egg-crate grille was replaced by an eight-hole oval-shaped cutout (matching the Explorer and F-150).
The interior underwent a complete redesign, adopting an all-new dashboard. Following the adoption of dual airbags (for all versions), the "brick"-style steering wheel was replaced by one with a center-mounted horn. To improve the convenience of interior controls, rotary switches for climate controls were introduced, along with a double-DIN radio. The instrument panel was redesigned, reintroducing an analog odometer. The front seats underwent a redesign, relocating the seatbelt mounting to the B-pillars.
2003–2007.
For 2003, the E-series underwent an exterior update, adopting the grille introduced by the 2002 E-550 Super Duty (see below). The new grille shifted the Ford Blue Oval emblem from the hood to the center of the grille (for the first time since 1991); based on trim, the grille was either dark gray or chrome. The front turn signal lenses were changed from clear to amber (their first change since 1992).
Coinciding with the exterior revision, the interior saw several updates. While the dashboard remained essentially unchanged, the engine cover was redesigned (including redesigned cup holders); the design now included a center-mounted glovebox (absent from the E-Series since 1974). For 2004, the instrument cluster was updated with a digital odometer; heavy-duty vans now offered a tachometer (as an option).
Ford E-550 Super Duty.
For 2002, Ford introduced the E-550 Super Duty as the highest-GVWR version of the E-Series. Offered solely in a cutaway-cab design, the E-550 largely bridged the gap between the pickup truck-derived F-450/550 Super Duty and the F-650 medium-duty trucks.
Sharing a number of chassis components with the F-550 Super Duty, the E-550 was distinguished by a grille styled in line with Super Duty pickup trucks (with a three horizontal slots between two vertical openings). To accommodate the wider, heavier-duty front axle, the van body was fitted with a larger front bumper and plastic fender flares (shared with the F-550 truck). Several wheelbases were offered, ranging between 159.5 inches and 233.5 inches; as with the Super Duty and the E-350/450, the E-550 was powered by either a 6.8L V10 or a 7.3L V8 turbodiesel.
Following the 2003 model year, Ford ended production of the E-550 Super Duty (the E-450 currently remains in production).
2008–2014.
In 2008, the E Series received a restyled front end design similar to that of the newly-introduced Ford Super Duty lineup of trucks. The interior design from the older model E Series was still used for the 2008 model year.
For the 2009 model year, Ford introduced a new interior design for the E Series. The instrument panel was now larger and easier to read, and included an enhanced message center that could display warning messages, and other useful information, and the front interior door panels were redesigned with 'E SERIES' branding embossed into the panels. Radios were also revised, with an auxiliary audio input jack being offered as standard equipment on all radios for the first time. The Ford Sync entertainment system, designed by Microsoft, and adding USB integration and hands-free Bluetooth calling and wireless A2DP stereo audio streaming capabilities was now also offered as an option. Finally, an optional touchscreen GPS navigation system radio was also offered, and included HD Radio on select models. Certain interior aspects, such as the seats, HVAC control panel, and steering wheel were carried over from the 2008 model year.
Starting with the 2011 model year, the 6.0L Ford Power Stroke Turbodiesel V8 engine was discontinued, and the E Series was no longer offered with a diesel engine.
2014 was the final model year for the E Series Cargo Van and Wagon (Passenger Van), as both models were replaced by the all-new Ford Transit Cargo Van and Wagon (Passenger Van) for the 2015 model year. At this time, the base 4.6L V8 Ford Modular engine was also discontinued, as the E Series became the last Ford product to use that engine. Due to its popularity with Recreational Vehicle (RV) and bus conversions, the E Series continues to be offered as either a Cab-and-Chassis (Chassis Cab) or Cutaway model in E-350 and E-450 Super Duty variants.
2015-2020.
For the 2015 model year, Ford discontinued sales of the E-Series passenger and cargo vans, replacing them with the fourth-generation Ford Transit.
While the E-Series had remained the best-selling vehicle in the full-size van segment since 1980, the model line had seen little change since 1992 on a chassis introduced for the 1975 model year. At the time of its 2008 update, 95% of sales were to commercial or fleet users, with nearly half of production represented by cargo vans.
From 2015 onward, the E-Series has remained in production entirely for commercial sale, with all examples produced as incomplete vehicles. The model line is currently offered in two configurations: cutaway-cab (open-cab, to be fitted with second-party rear body) and stripped-chassis (no body, to be fitted with complete second-party body). Prior to 2019, the E-Series was also offered in a chassis-cab configuration.
Sold outside of North America since 1965, the Transit was introduced to the United States and Canada, offering increased fuel economy and additional body configurations over the E-Series. Assembled in the United States, two of the four generations of the Transit have been co-developed by Ford in North America.
Following the discontinuation of E-Series passenger vans, the powertrain underwent a revision, with the 6.8L V10 becoming the only engine for 2016; a 6.2L V8 became offered as an option for 2017.
2021 revision.
For the 2021 model year, Ford introduced an E Series with a new interior design from the Ford Super Duty. The base instrument cluster now included a 3.5-inch (3.5") monochromatic Productivity Screen, with a seven-inch (7.0") reconfigurable Thin Film Transistor (TFT) cluster being introduced as an option. The only available factory audio system option became a single-din A/M-F/M stereo radio with Bluetooth for hands-free calling and wireless stereo audio streaming via A2DP, and a USB input, featuring two front door-mounted speakers. The Ford corporate warning chimes were now included on the E Series, and the steering wheel featured a new design from the Ford Super Duty with more convenient controls. The new instrument panel design allows for the addition of new safety equipment that was previously not available on the E Series, including adaptive cruise control, a forward collision avoidance system, a lane departure warning system, automatic high-beam front headlamps, and automatic braking (these features are optional on the 2021 E Series).
All 2021 Ford E Series models feature the same 7.3L naturally-aspirated gasoline V8 Ford Godzilla engine as the 2021 Ford Super Duty that replaces the previous 6.8L V10 Ford Modular engine (known as the "Triton" in Ford's truck lineup). The same six-speed automatic transmission that was used with the 6.8L V10 engine is also paired with the new 7.3L motor. The exterior design of the 2021 E Series changes little from its 2020 predecessor.


Limited-stop

In public transit, particularly bus, tram or train transportation, a limited-stop (or sometimes referred to as semi-fast service) service is a service that stops less frequently than a local service. Many limited-stop or semi-fast services are a combination of commuter rail and express train.
The term is normally used on routes with a mixture of fast and slow services, and can differ in meaning, depending on how it is used by different transit agencies. The main benefits of limited-stop or semi-fast services is the ability to utilise skip-stop calling pattern to maximise capacity along the line, as opposed to a commuter service stopping at every station which slows trailing express trains down.
Railways.
On railways, the layout of the tracks and number and length of platforms at stations normally limit the extent to which a blend of fast/semi-fast/slow services can be operated.
Australia.
In Australia, particularly in Brisbane and Sydney, limited stop services are formed by commuter trains that run as limited stops or express services from the city centre to the edge of the suburban area and then as all stops in the interurban area (an example of such an express pattern can be seen on the Gold Coast line). The same occurs in Helsinki, Finland, by VR commuter rail.
United Kingdom.
In the United Kingdom, some railway stations have tracks for which there are no platforms, allowing a larger number of fast trains to pass them without stopping. They may go down the middle of the station or down the side such as at , , and (the middle track at Totnes is used only in the summer by Great Western Railway services between and ).
United States.
In the United States, some railway stations have tracks for which there are no platforms. For instance, various commuter rail services run along the same tracks as Amtrak's Acela Express and Northeast Corridor routes with four rails, two in the middle for Amtrak, and two on either side for the commuter rail. There are also Express services within those, as at many smaller stations, the Northeast Corridor trains will split off onto the commuter rail tracks to make a stop, and the Acela trains will continue.
Subways.
The United States also uniquely has subways that use this method. In New York City, they are numbered as separate lines, which are often part-express, part-local, while others are only express at certain times of day. In Philadelphia, they are considered the same line, but with a few different types of services. The Broad Street Line has the local, which makes all stops; the express, which has an early Southern terminus in the city center; the spur, which makes a few more stops than the express but less than the local, and then branches out to service two other stations), and the special, which is run only during sporting events, and runs as the express but then continues nonstop down to the southern terminus of the local, sharing tracks with the local.
Traditional limited-stop bus service.
Traditionally, limited-stop bus services usually operate on an identical or similar route to one or more local bus routes, serve only serve some of the bus stops, and skip others, which are served by local routes. Typically, the stops that are served by limited stop routes are chosen so that stops are evenly spaced or are transfer points, major intersections, or popular destinations.
Limited stop bus service is sometimes viewed as a form of bus rapid transit (BRT) but differs by not sharing most of the common features of bus rapid transit such as unique route branding, off-vehicle fare collection, signal preemption, frequent all-day service, and dedicated right-of-way, such as bus-only lanes. For example, the RapidRide lines in Seattle, Washington are existing local King County Metro routes but with fewer stops and some BRT features being adopted at some stations. In other cities, such as Hong Kong, limited stop bus service currently uses the same branding and has the same features (except stopping less frequently) as regular bus routes.
Other forms of limited-stop bus service.
There are forms of limited-stop bus service other than the traditional type characterized by serving only some of the stops. Some bus routes with portions of the route are non-stop are referred to as limited stop by the transit agency that operates the route.
One form is a route that operates partially on a highway. It is more similar to an express bus route than the traditional limited stop route. However, the non-stop portion of the route is typically shorter than that of an express route, and the fare structure of the transit agency cause a limited stop route to have a lower fare than an express route.
One example of this type of route would be Metro Transit Route 114 in Minneapolis, MN. The route originates at the University of Minnesota campus in Minneapolis, then it travels several miles on Interstates 35W and 94, before it begins to operate as local service through the Uptown area of Minneapolis.
Another form of limited stop bus service includes local routes that may operate certain trips with limited or non-stop sections. For example, to aid commute times for downtown workers, Metro Transit Route 12 in Minneapolis operates during peak hours as non-stop for approximately eight blocks between Franklin Avenue and Uptown Transit Station, but the route serves all stops along that section at other times.


Dennis Dart

The Dennis Dart is a rear-engined single-decker midibus chassis that was introduced by Dennis Specialist Vehicles of Guildford, England in 1989, replacing the Dennis Domino. Initially built as a high-floor design, In 1996 the low-floor second generation Dennis Dart SLF was launched. In 2001, production of the Dart SLF passed to TransBus International, during which time it was sold as the TransBus Dart SLF; Alexander Dennis took over production in 2004, renaming the product as the Alexander Dennis Dart SLF.
More than 11,000 Darts were produced in total during a 19-year production run. Most were purchased by United Kingdom operators, although examples were sold in North America, Australia, Hong Kong and Singapore. In the United States, the Dart SLF, with Alexander ALX200 bodywork, was built and sold by Thomas Built Buses as the Thomas-Dennis Dart SLF 200.
The first generation Dart ceased production in 1998. Production of the Dart SLF continued until 2008, when it was replaced by the Alexander Dennis Enviro200.
First generation (high-floor).
The Dennis Dart was conceived when Hestair Group (owner of Dennis and Duple) decided to produce a bus between a minibus and a full-sized single-decker.
It was launched in 1988 and was originally offered with the Duple Dartline bodywork. It was 2.3m wide and was initially available in the length of 9.0m, but later available in lengths of 8.5m and 9.8m. It was powered by a Cummins 6BT engine and coupled to the Allison AT545 gearbox (the same engine and gearbox were also used in the MCW Metrorider, latterly the Optare MetroRider).
This model was sold to London Regional Transport and to some operators outside London. Soon after it was launched, Duple was sold to Plaxton and the Blackpool plant closed. Plaxton decided not to acquire the design rights of the Duple Dartline and it was sold to Carlyle Works, who continued producing the bodywork from 1991. Production passed to Marshall of Cambridge in 1992 who bodied five Darts to this design. In 1993, Marshall updated the design to the C36 and later, the C37.
In 1990, Wadham Stringer became the next builder to body the Dart with a body called the Portsdown, but it was sold in small numbers and replaced by the UVG Urbanstar in 1995. In the same year, Wright bodied the Dart with the Handybus. In early 1991, Plaxton launched the Pointer (which was initially designated as Reeve Burgess Pointer as it was built at Reeve Burgess's plant, until later in the same year when it was transferred to Plaxton's Scarborough plant). Later in 1991, East Lancs bodied the Dart with its EL2000. In the latter half of 1991, Alexander launched the Dash. Another contender entering the market at the same time was the Northern Counties Paladin. Initially, it was built with a design of a barrel shaped windscreen with quarterlights (which were mainly sold to Warrington Borough Transport), later models had a deep double-curvature two-piece windscreen. It was phased out when Plaxton bought Northern Counties in 1995.
In 1993, Southampton Citybus purchased 16 Dart 9SDL buses adapted to use natural gas, the cylinders being mounted in a pod on the roof.
As the low-floor single-decker buses became more popular in late 1990s, orders for standard-floor Dart dropped heavily and production ceased in 1998, with the final five delivered to Jersey Motor Transport. A total of 3,470 first generation Darts were produced.
Second generation (Dart SLF).
In 1996, Dennis launched a low-floor version of the Dart known as the Dart SLF, with the letters SLF standing for "Super Low Floor" in reference to the new low-floor design. It was 2.4m wide and initially offered in lengths of 9.2m, 10m and 10.6m, with air suspension introduced in place of the taper leaf used in the original design. The driveline of the step-entrance Dart was retained, although some early examples were fitted with Eaton manual transmission.
It was initially offered with the low floor version of the Pointer bodywork (which was notable for being wider), replaced by the updated Pointer 2 in 1997. It was also offered with a wide variety of bodies, namely the East Lancs Spryte, UVG Urbanstar (later renamed as the Caetano Compass; replaced by the Nimbus in 1999), the Wright Crusader, Alexander ALX200 (discontinued in 2001 with the formation of TransBus International and being replaced by the Pointer 2), Marshall Capital (developed from the C37; later built by MCV), Caetano Nimbus and MCV Evolution (since 2005 - a further evolution of the Marshall bodywork).
With the move to Euro III emissions in October 2001, the new Cummins ISBe engine was launched, with the 4-cylinder 3.9-litre model being used in all lengths except the 11.3m version, which uses the more powerful 6-cylinder, 5.9-litre version. The Cummins ISBe Euro IV engine became available on the Dart SLF chassis since late 2006. In 2007 the Dennis Dart SLF was superseded by the Alexander Dennis Enviro200. The last Alexander Dennis Dart SLF was delivered to Park Island Transport of Hong Kong in March 2008. A total of 9,191 Dart SLFs were produced, making it one of the most successful buses of all time.
Cardiff Bus for instance was one operator that took order to many of low floor Dennis Darts and a few high-floor examples (Alexander Dash). These were numbered 23-28 (high-floor), then 301-320, 361-399, 144-199, and 211-244. In 2015, S302 SHB was preserved as one of the first low-floor Darts preserved and goes to many rallies.
Dart SPD.
In 1997, the Dart SPD (short for "Super Pointer Dart") was launched with a length of 11.3m (about the same length as a long Leyland National), typically seating 40 to 44 passengers. The Dart SPD was launched to compete with full-size buses such as the Volvo B10BLE and Scania L94UB, while retaining the more lightweight construction of the basic Dart SLF. The Dart SPD has a more powerful engine and a more heavy duty Allison World Series B300R gearbox than the Dart SLF, but also with an option of a Voith gearbox. Originally offered only with Plaxton Pointer 2 bodywork (hence the 'P' in the name), this larger bus was later offered with other bodywork such as the East Lancs Myllennium, the Alexander ALX200 and a few have also been bodied by Marshall. At least 230 Dart SPDs were produced.
Dart MPD.
In 1998, the Dart MPD (short for "Mini Pointer Dart") was launched. At 8.8m long, the Dart MPD was a model reminiscent of the original 8.5m Darts; it was launched to compete with newly emerging shorter midibuses such as the Optare Solo. The Dart MPD typically seated 23 to 29 passengers, and was available in both provincial and London specifications. As with the Dart SPD, the MPD was launched initially with only the Plaxton Pointer 2 bodywork, although other bodies became available later on.
Narrow width Dart SLF.
In 2002, TransBus launched a narrower-width variant of the Dart SLF at the request of bus operators in the Channel Islands of Guernsey and then Jersey, who replaced the majority of their fleets with slightly narrower Darts designed to comply with the islands' vehicle size restrictions, sporting adapted versions of existing East Lancs Myllennium and Caetano Nimbus bodies respectively. Further examples have since joined them and small numbers of similar buses have entered service with other operators around the UK. Gibraltar also has a fleet of these narrower buses. The last ones entered service in summer 2007 in Gibraltar.
Thomas-Dennis Dart SLF 200.
The Dennis Dart SLF, with Alexander ALX200 bodywork, was constructed in the United States for the North American market by Thomas Built Buses, being sold as the Thomas-Dennis Dart SLF 200 in reference to both the chassis and bodywork.
Exports.
Although primarily sold in the United Kingdom, some were sold overseas:
Australia.
ACTION (25), Brisbane Bus Lines (3), Invicta Bus Services (27) and Transperth (2)
Hong Kong.
In Hong Kong, New World First Bus purchased 76, Kowloon Motor Bus 60, Citybus 30, New Lantao Bus three, Park Island Transport 15 and Discovery Bay Buses five. They were delivered between 1994 and 1999. Most were retired in 2014 - 2017.
Singapore.
In Singapore, Singapore Bus Service purchased 10 Duple Metsec bodied Darts in 1994 for smaller routes (M1, M2, M4 and 183). All the buses were retired in 2010 and replaced by Volvo B10Ms. Several private operators uses Dennis Darts (including SLF), those are being scrapped by 2019.
Earlier front-engined Dart.
The Dart name was originally applied to a front-engined single-decker bus chassis produced by Dennis between 1978 and 1980. However, the front-engined Dart remained unsuccessful, with only two examples produced, both with Marshall bodywork. The first was built for the Iraqi University and exported to Baghdad in 1978; the second was produced for the West Midlands Fire Service as a mobile command centre in 1980.