Volvo B7TL

The Volvo B7TL is a low-floor double-decker bus chassis which was launched in 1999 and replaced the 2-axle version of the Volvo Olympian (its 3-axle version was replaced by the Volvo Super Olympian). It was built as the British bus operators seemed hesitant to purchase the B7L double decker with a long rear overhang (although some have since entered service in Glasgow, Scotland as 12 m long double deckers).
The B7TL chassis was designed by the Leyland Product Developments consultancy based at the Leyland Technical Centre. It was initially built in Irvine, North Ayrshire, Scotland. In 2000, production was gradually transferred to Sweden. In mid-2004, production of the MkII version of the B7TL was started.
Like the Olympian, the B7TL features a transversely-mounted rear engine and a shorter rear overhang, but the radiator was mounted on the right side of the engine compartment. It was equipped with Volvo D7C engine and ZF or Voith gearbox. The B7TL was initially available with Alexander ALX400 and Plaxton President bodywork, later followed by East Lancs Vyking and Myllennium Vyking bodies, and also the Wright Eclipse Gemini.
The Volvo B7TL was very popular in the United Kingdom, with a large number being purchased by most of the major bus groups such as FirstGroup and Arriva. Also Travel West Midlands purchased over 320 B7TLs with Plaxton President, Alexander ALX400 and Wright Eclipse Gemini bodies. Translink of Northern Ireland also purchased over 150 B7TLs.
The last Volvo B7TLs entered service with First Glasgow with the Wright Eclipse Gemini bodywork in April 2007.
Orders.
United Kingdom.
Southern Vectis at the end of 2001 ordered seven Volvo B7TLs with Plaxton President Bodywork.
The model was popular in London, with a number of operators having placed orders.
Ireland.
It was also popular in the Republic of Ireland, Dublin Bus acquired 648 B7TLs between 2000 and 2007, all with Alexander/TransBus/Alexander Dennis ALX400 bodywork. Bus Éireann also purchased more than twenty B7TLs.
South Africa.
On the other hand, a batch of 150 B7TLs had been delivered to Johannesburg, South Africa in 2002 and were fitted with Marcopolo Viale DD bodywork.
Incidents.
A Volvo B7TL with East Lancs Vyking bodywork operated by Lincolnshire RoadCar was involved in an accident in Ingoldmells, Lincolnshire, on 11 April 2004 in which five people died and six more were injured, two critically. Despite the bus being found to have faulty brakes following the accident, this did not contribute to the accident, and there have been no further reports of similar braking problems involving Volvo B7TLs.
Replacement.
The Volvo B7TL was superseded by the 2-axle version of the Volvo B9TL in late 2006.


Combination bus

A combination bus, also called a truck bus or shift bus, is a purpose-built truck with a "passenger container" fulfilling the role of a bus. Such vehicles used to be common in developing countries. Alternative combination buses can be a passenger/cargo module/container mounted on a truck chassis, or a bus with a large open or closed in cargo area known as a bruck.
Truck buses have been mainly used by the military, the police anti-riot units, public utilities, as school buses, and by state owned companies on short routes for employees.
Construction.
Combination buses are built by installing a complete box body equipped for transporting people onto a truck chassis. The body is independent and separate from the driver. There is usually no passage between the cab and box body but there is usually an intercom system. The body is equipped with windows, a separate internal lighting and heating and/or air conditioning systems. Related bodies are different types of mobile workshops or specialized military superstructure. Passenger comfort is generally minimal.
Some companies such as Ha'argaz manufacture combination buses by installing a partial bus body on an all-wheel-drive truck chassis.
Usage.
Due to the minimum of comfort provided by the combination bus, they are suitable for transport over short distances only. Specifically, the distribution of workers in large workplaces under the open sky such as a large construction site, agricultural labor, quarries or surface mines. Often these vehicles built on off-road vehicle chassis. These vehicles are also used as police intervention units, commandos and anti-terrorism units.


Bombardier Flexity

Bombardier Flexity is a family of modern trams, streetcars and light rail vehicles manufactured by Bombardier Transportation, since 2021 a division of French company Alstom. As of 2015, more than 3,500 Flexity vehicles are in operation around the world in Europe, Asia, Oceania, and North America in 100 cities among 20 countries internationally. Production of the vehicles is done at Bombardier's global production plants and by local manufacturers worldwide through technology transfer agreements.
Inside Alstom, the Flexity supplements the Citadis range. Third-party competitors include Siemens Mobility's Combino, Avanto and Avenio, Stadler Rail's Tango and Variobahn, CAF's Urbos, and AnsaldoBreda's Sirio globally, and Siemens USA's S70, U2, SD-100, SD-160, SD-400, SD-460, and S200, along with LRVs and streetcars from Kinki Sharyo, Brookville Equipment Corporation and Škoda/Inekon/United Streetcar in North America.
Overview.
Flexity trams and LRVs usually belong to one of six standard models. Manufactured from corrosion-resistant carbon steel and featuring driver's cabs made with glass-reinforced plastic, they have a modular design that is customizable to meet specific operators' demands, including a variety of track gauges and voltages. The modules can also be replaced easily in case of damage.
Flexity trams can be built for both bi-directional and uni-directional systems. A low-floor design with multi-purpose areas is standard on most models, allowing easy access to the vehicles for wheelchair users. There are also high-floor configurations for Flexity LRVs, and can be designed for tram-train operations.
Flexity 2.
As Bombardier's premium tram model, the Flexity 2 tram is a 100% low-floor vehicle with improved corrosion resistance, impact protection, energy efficiency, and a more spacious interior resulting from the reduction of its sidewall widths. It is also compatible with Bombardier's PRIMOVE conductive battery charging system. These vehicles are currently used in Blackpool, , Basel, and Antwerp, among others.
Flexity Classic.
Being of a traditional appearance but with the same design features and technology as other vehicles, the 70% low floor Flexity Classic requires comparatively less maintenance compared to other Flexity tram models. They are primarily focused on providing high-capacity public transport in densely spaced urban areas. These vehicles are currently used in Adelaide, Dresden, Essen, Frankfurt and Kassel, among others.
Flexity Outlook.
With a 100% low floor, the Flexity Outlook range encompasses two different designs: the Eurotram and Cityrunner. Eurotram was originally conceived by Socimi of Italy as a distinctive, train-like tramcar with large windows and modules with both powered and unpowered bogies. Cityrunner has a more conventional appearance, but highly customizable and is future proof with its easily repairable modules. These vehicles are currently used in Strasbourg, Porto, Brussels, and Marseille, among others.
Flexity Swift.
Designed as a bi-directional low or high-floor light rail vehicle, the Flexity Swift was conceived for use on high-speed interurban railways and light metros, with different body lengths and the ability to form multiple unit sets and be constructed to meet high crashworthiness standards. These vehicles are currently used in Cologne, Minneapolis, London, and Manchester, among others.
Flexity Link.
The Flexity Link tram-train has dual voltage capabilities and is compatible with mainline railway regulations (e.g. BOStrab) that permit operation on both urban tram networks and mainline railways, reducing transport infrastructure costs. Although this particular model is only used in Saarbrücken, a recent order has been made for dual-voltage Flexity Swift vehicles in Karlsruhe, where the tram-train concept was pioneered.
Flexity Freedom.
The Flexity Freedom is targeted at the North American market. Like the rest of Bombardier's Flexity models, it is locally made out of 100% low-floor modules, and features the same multiple unit capability as the Flexity Swift, with air conditioning and an easily configurable interior layout. Designed for the Transit City network in Toronto, Kitchener-Waterloo and other LRT projects in Ontario, the model has been selected for Edmonton's Valley Line and is being marketed by Bombardier for future orders within North America.
Customized solutions.
Variants of Bombardier's Flexity trams and streetcars have been specially designed for use in certain cities, such as Berlin, Vienna, and Toronto.
Berlin.
The Flexity Berlin was developed for the Berlin tram network, and is based on the older Incentro model developed by Adtranz. With a full 100% low floor interior, both uni-directional and bi-directional versions are used with either five or seven sections.
Vienna.
The Flexity Wien was developed for the Vienna tram network. Derived from the Flexity Berlin with elements of the Flexity 2 line, it is a five-section, 100% low-floor, uni-directional tram with a floor height of 215 millimeters, permitting sidewalk-level boarding in line with the Siemens ULF.
Toronto.
A derivative of the Flexity Outlook was created for the Toronto streetcar system to replace the aging CLRVs and ALRVs built by UTDC. It is five-section, air-conditioned, built to the TTC's unique track gauge of TTC gauge, and fully compatible with the existing network.
Other models.
Bombardier has also manufactured other models of tram which they do not place in the Flexity family, including the Cobra for Zürich and the Incentro for Nantes and Nottingham. These models are no longer in production and have been succeeded by Flexity vehicles.


Chiswick Road station

Chiswick Road is a light rail station on the MBTA's Green Line B branch, located in the median of Commonwealth Avenue north of Chiswick Road in the Brighton neighborhood of Boston, Massachusetts. Chiswick Road consists of two side platforms, which serve the B branch's two tracks.
Proposal for closure.
In 2003, Chiswick Road was one of five stops on the B branch proposed for closure, due to having a low average daily ridership and being located quite close to nearby, better-used stops. Chiswick Road was dropped from the proposal shortly after it was announced due to opposition from residents of a local housing project for the elderly served by the stop. The other four stops (Fordham Road, Summit Avenue, Mount Hood Road, and Greycliff Road) were provisionally closed on April 20, 2004, which was made permanent on March 15, 2005.


Toyota Transmover


List of trolleybus systems in the United Kingdom

This is a list of trolleybus systems in the United Kingdom by Home Nation and by regions of England. It includes:
There are currently no operational trolleybus systems in the UK.
In the United Kingdom the first trolleybus systems were inaugurated on 20 June 1911 in Bradford and Leeds, although public service in Bradford did not commence until 24 June. Coincidentally, the UK's last trolleybus service also operated in Bradford, on 26 March 1972.


Nuffield Oxford Taxi

The Nuffield Oxford Taxi, initially produced as the Wolseley Oxford Taxicab was the first new taxicab designed to comply with the Metropolitan Police Conditions of Fitness for London taxicabs to be launched on the British market after the end of the Second World War.
Royal wedding.
The Oxford was introduced at the Commercial Motor Exhibition of 1947, and a fleet of new cabs served to carry guests from the wedding of Princess Elizabeth and Philip Mountbatten (now Queen Elizabeth II and the Duke of Edinburgh) at Westminster Abbey in November of that year.
Design.
The prototype, designed by Morris-Commercial, registration number EOM 844 was built in 1940 and was fitted with a landaulette body by Jones Brothers of Westbourne Grove, London. It accumulated a recorded 300,000 miles (480,000 km) in tests throughout the Second World War.
New regulations.
Changes in the Conditions of Fitness after the Second World War banned the landaulette style of body and the production vehicle was fitted with a fixed head body, of pressed steel over a wood frame. With its limousine configuration and open luggage platform beside the driver, it was in every other respect the same style as all previous London taxis. It was the last new design to be launched at the historic Ward End, Birmingham, plant which had been Wolseley's home since 1919.
Specification.
It was powered by an 1802 cc petrol inline-four engine with a dry sump, based on an industrial version of an engine used in pre-war Morris and MG cars. The gearbox had four speeds with synchromesh on second, third and top. The brakes were mechanically operated by rods and the back axle was worm gear driven. A four-door hire car version was also made.
Manufacture and distribution.
Production was transferred to Nuffield's Adderley Park factory in 1948, and continued until 1953. The previous year, Nuffield had merged with Austin to form the British Motor Corporation, and the new management, headed by Leonard Lord axed the Oxford in favour of the Austin FX3, which had been launched in 1948. Beardmore Motors would go on to produce a cab of their own once more.
Manufactured.
A total of 1,926 of all models were made.
Distribution, sales and servicing were carried out by Beardmore Motors of Hendon. Beardmore, once a part of William Beardmore and Company had been taxi makers since 1919, but had ceased production of their last model before the outbreak of war.
Revisions.
Three models were produced, each a detail improvement of the previous. The Series I of 1947 had artillery wheels. The Series II, introduced in 1949 had pressed steel wheels and the Series III of 1950 had what was, in effect a six light body, although of course the luggage platform had no door and thus no window.
Wolseley.
Note: The Oxford is known by many as a Wolseley model, as it was designed and first built at the Wolseley factory at Ward End. The manufacturer's name as recognised by the DVLA, and shown on some Road Fund Licence ('tax') discs and V5 registration documents is Nuffield. However, it should be understood that the DVLA is not authoritative on manufacturer names. The 1948 instruction manual for the Oxford Taxicab makes it clear that this was a Wolseley model, as does the manufacturer's plate under the bonnet.


Hiroden Streetcar Route 9

Hiroden Streetcar route #9 is a streetcar route operated by the Hiroshima Electric Railway. It runs between Hatchobori Station and Hakushima Station. Around five to six trips per day continue to Eba Station via the Hiroden Main Line and Hiroden Eba Line.
Lines.
Hiroden Streetcar route #9 runs on the Hiroden Hakushima Line. A few trips continue via the Hiroden Main Line and Hiroden Eba Line.


Jamaica Omnibus Service

The Jamaica Omnibus Service (JOS), operated a municipal bus service for the Kingston Metropolitan Area, from 1953 until it was wound up in 1983.
Pre JOS.
In June 1898, the existing mule car service in Kingston was phased out and a transition to electric trams, initially operated by the West India Electric Company and later by the Jamaica Public Service Company, was undertaken. This transition to the electric tram was completed on March 31, 1899. This tram service continued to operate, but the inflexibility of a tram service could not keep pace with a growing city, and the tram service ceased on August 7, 1948.
Kingston's first bus service operated by a company called Jamaica Utilities commenced on August 8, 1948. Initially communities served included, Rockfort, Hagley Park, Mountain View and Three Miles. The service operated by Jamaica Utilities was unsatisfactory, mainly due to the poor condition in which the fleet was maintained. Efforts to get overseas professional advisers was rejected by the House of Representatives as were efforts to get financial support from government.
The government eventually revoked the franchise of Jamaica Utilities, paving the way for the takeover of bus service in Kingston by the Jamaica Omnibus Service (JOS) on December 15, 1953.
Inception and Replacement.
At its inception in 1953 the JOS was owned and operated by the British Electric Traction Company Limited, until it was nationalized by the government of Jamaica in 1974. The JOS replaced the first operator of public bus transit services in Kingston, Jamaica Utilities. The JOS was replaced by a hodgepodge system of private operator owned buses, and franchisees, which provided very unreliable and unstructured services and was very unpopular with the public. In 1998, the Jamaica Urban Transit Company (JUTC) was established and continues operations to this day, (2018).
Fleet and Infrastructure.
The JOS inherited a very dilapidated depot and bus infrastructure from Jamaica Utilities, and the JOS gradually built new facilities, including a depot at Lyndhurst Road and upgraded the existing depot on Industrial Terrace. The JOS also refurbished the existing US built fleet with British built Leyland Engines. By the late 1970s the entire fleet consisted of various models of British built Leyland buses.
Route Network.
At its peak, the JOS had a fleet of over 600 buses, and serviced an area ranging from Spanish Town and Portmore in St. Catherine in the western extremities of the Greater Kingston area, Border, Mt. Charles, Irish Town and Mavis Bank in north rural St. Andrew, Port Royal to the south, and Bull Bay (10 Miles) in east rural St. Andrew.
A partial listing of JOS routes;


Trolleybuses in Stavanger

The Stavanger trolleybus system was the shortest trolleybus network in Norway, in both route length and time span. The system was opened on 26 October 1947 and closed on 11 January 1963. It was operated by Stavanger Buss-Selskap.
History.
The first plans for public transport in Stavanger was launched in 1916 with plans for a tramway. Permission was given, and track and wires were bought, but in the end there wasn't enough money to build the system. In 1933 a plan for trolleybuses was made for Stavanger, in combination with diesel buses. But things came in the way, and it was not until after the end of World War II that the system was constructed. In 1947 the first line, Line 1, was opened from the city square to Hillevåg, a 3 km stretch. The line was equipped with wires in both directions, but a 2 km line to the depot was only equipped with one wire. On 26 June 1949 the system was supplemented with Line 2 that went between the city square and Våland, as a partial circle line. During the 1950s there were serious plans for a Line 3 to Tasta. Line 1 operated at a 10-minute headway while Line 2 had a 20-minute headway.
The system was closed in the 1960s due to a new route policy of driving the buses through the city, a system that did not work well with the existing trolleybuses. Line 2 was closed in 1962 and on 11 January 1963 the last trolleybus was driven in Stavanger. The route change was originally to take place on 17 February but a national strike that lasted until 9 February resulted in trolley buses being taken out of service early. None of the five trolleybuses from Stavanger have been preserved.
It was announced in 2016 that a new trolleybus system will open in the city in 2021.


Hino Ranger

The Hino Ranger () is a medium or heavy duty commercial truck manufactured by Japanese automobile manufacturer Hino Motors since 1964.
Outside of Japan, it is also known as the '500 Series' and as part of the 'F-Series,' 'G-Series' and 'S-Series'. There has also been a partial divergence into a heavier and a lighter range, with the latter distinguished by various prefixes or suffixes such as "Day Cab Ranger" or "Ranger 2". In certain countries, the Ranger was only available as a medium or heavy truck before models with low weight ratings, like the FA and FB, were replaced by the Hino Dutro.
1st Generation (1964–1983).
The first Hino Ranger appeared as the 3.5-tonne "Ranger KM300" in June 1964, landing in Japan's newly competitive middleweight truck category. There was also a short wheelbase model called the KM320. The long-wheelbase KM340 appeared in December, and the cabin became a three-seater (rather than two) in 1966. The first model had a body-colored grille and separate headlamp surrounds; this was changed with a facelift in November 1967, when the headlights were integrated into the grille. Until they were changed in 1968, the Ranger had suicide doors. In November 1969 the design was changed again, now with twin headlamps in a grille painted a contrasting colour. More importantly, the cab was made longer, improving comfort. The Ranger KM was not a very strong seller, being limited to cargo capacity while the licensing system favored 4-tonne trucks.
The original engine produced . Along with the 1967 facelift came ten extra horsepower, although the six-cylinder DM100 unit still displaced . In April 1971 the wheelbases were changed across the range, meaning new model numbers: KM310 (regular), KM330 (short), and KM350 (long). In April 1978 the engine was switched to the new DQ100 and various safety improvements (high-backed seats, larger rear view mirrors) were introduced. The new DQ100 engine displaced and output increased to . The line was now designated KM500, with the short wheelbase (usually sold as a dump truck) called the KM520 and the long wheelbase model called the KM540.
In 1978, the 2-tonne Hino Ranger 2 was launched, a rebadged Toyota Dyna (also sold as the Daihatsu Delta) with Daihatsu or Toyota engines. This then spawned a 3-tonne version, called the Ranger 3. By late 1979, the Ranger KM received a name change as well becoming the Hino Ranger 3M. The Ranger also met the latest (1979) emissions regulations. When the emissions were tightened again in 1983, the Ranger 3M received its last modifications to meet them and was now equipped with a chrome-bordered grille. In 1984, production of the KM ended as it was replaced by the Day Cab Ranger.
2nd Generation (1969–1980).
The Hino Ranger KL was introduced in Japan in 1969. The Ranger also served as a replacement for the Toyota Massy Dyna which was discontinued in 1979. In Australia, it was sold as the Toyota KL300. The Ranger KL-series was offered as the short wheelbase KL300, medium wheelbase KL340 and KL350, as well as the long wheelbase KL360 and KL380. The Ranger line-up further spawned into KB, KR, KQ, and other models. Engines offered were the 4.5 liter DQ100 and 5.0 liter EC100.
3rd Generation (1980–1989).
Introduced in Japan in 1980, early models (marketed as Wind Ranger in Japan) have twin round headlights, while facelift models (marketed as Ranger +5 and ONE UP Ranger +5 in Japan) come with slimmer rectangular units. The engine range was also updated. The cab design was inspired by European trucks and was 35 percent more aerodynamic than its predecessor according to Hino. The cab was assembled by robots.
From 1982, Ford Motor Company and Hino signed a deal for badge-engineered trucks to be known as the Ford N series for release in the Australian and New Zealand markets to replace the Ford D series trucks. The deal lasted 15 years.
From 1988 to 1998, the third generation Ranger was manufactured under license by Kia Motors and sold as the first generation Kia Rhino in South Korea.
The third generation Ranger was the first Hino model sold in the United States with the first variants FE17, FE19, FF17, FF19, FG19 and FG22 introduced in 1983 for the 1984 model year. In North America, the Ranger name was not used and all trucks were sold under their model numbers. After 1987 the lineup consisted of the four-cylinder Day Cab Ranger FA and FB models (Class 3 and Class 5, respectively), the larger Class 5 Hino GC (six-cylinder 160-hp diesel), the Class 6 FD with the same engine and the turbocharged larger FE (still Class 6). The heaviest Hino sold in the United States was the Class 7 FG- and SG-series, also from the Ranger family. Production of the third generation for the North American market ended in 1992 when it was replaced by the fourth generation model.
Japanese model production began tapering off in 1989 (export models and special use versions continued to be manufactured until 1992 at least), while Indonesian models lasted until 2003.
Models in Indonesia are FF172, FF173, FL176, FM226, and SG221. The FF and SG were marketed as Super Ranger, the FL and FM are Jumbo Ranger. The well equipped FF Super Ranger was introduced in late 1985 and offered features such as dual circuit power brakes, a tilt steering wheel, and a diesel engine.
Day Cab Ranger (1984–1995).
The original KM-series Ranger was finally discontinued as the new, medium-duty Day Cab Ranger debuted in June 1984. Unlike competitors from other manufacturers, who used cabs from their light truck production, the Day Cab Ranger was a dedicated design. It was available as a 3.5-tonner ("3B") or a 4.5-tonner ("4C"). The available engines were all diesels: the "W04D" four-cylinder, the "W06D" six-cylinder with , or the "H07C" for heavier-duty applications. Power outputs were for the four-cylinder, for the six-cylinder engines. In November 1988, the Day Cab Ranger was facelifted, receiving a new, smoother grille.
In May 1990, the Day Cab Ranger received a thorough facelift, with new glazed doors and a new front treatment. The engines now met the 1989 emissions standards. The "W04D" remained, although output was increased to , while the "W06D" was replaced by the "W06E" rated at and the "H07C" was replaced by the "H07D" rated at . The 3B and 4C names were dropped and they were now mainly referred to as Ranger FB and Ranger FC. In 1995, the Day Cab Ranger was replaced by the lighter versions of the (fourth generation) "Rising Ranger" although production continued for North America until the end of model year 1997. North American market Day Cab Rangers were sold as the Hino FA and FB, fitted with a version of the "W04D" engine.
1984 also marked the appearance of the second generation Ranger 2/3, a series of two- and three-tonne trucks which were actually rebadged Toyota Dynas.
4th Generation (1989–1999), Space Ranger (1999–2002).
In Japan, the fourth generation Ranger was introduced in 1989 and marketed as Cruising Ranger, then Rising Ranger and Space Ranger following each of its two facelifts in 1994 and 1999, respectively. The lightweight models, introduced in 1995 as part of the Rising Ranger line, replaced the earlier "Day Cab Ranger" as all models were unified.
Hino entered three Ranger FTs in the 1997 Dakar Rally, and results were 1-2-3 Overall in the Camion (Truck) Category.
In North America, Hino continued using model numbers instead of the "Ranger" name for its medium truck. Introduced in 1992 for the 1993 model year, the initial models were FD2218, FD2218LP, FE2618, FF3018, FF3020, SG3320, SG3323 and SG3325. The lineup was refreshed in 1997 for the 1998 model year with a minor facelift, new engines, new gross vehicle weight ratings and new light-duty models namely FA1517 and FB1817. The refreshed medium-duty and medium-heavy lineup consisted of FF2220, FD2320, FE2620, FF3020, SG3320, and SG3325. The first two digits indicate the Gross Vehicle Weight Rating (GVWR), and the last two digits refer to engine power. FA1517 means the smallest truck with , and around . The fourth generation was the last generation of Ranger sold in North America, replaced by the 600 series following its discontinuation after the 2004 model year.
Production of the Japanese models began tapering off in 2002 (export models and special use versions continued to be manufactured until 2004 at least).
The fourth generation Ranger was not sold in Indonesia, since the third generation was manufactured locally until 2003. From 1998 to 2003, the fourth generation Ranger was manufactured under license by Kia Motors and sold as the second generation Kia Rhino in South Korea.
5th Generation (2001–present).
The 5th generation Ranger was marketed in Japan as the Ranger Pro, or Hino 500 Series for export. In Indonesia, Super Ranger and Jumbo Ranger names were used on the locally produced third-generation model it replaced. In Malaysia, it was called Validus. The Ranger series was marketed as the Hino Mega in Thailand. The light-duty fourth-generation FA and FB models sold in some markets were discontinued with this generation and replaced by the 300 Series or light-duty versions of the 600 Series.
In Australia, the Ranger was marketed as the "Ranger Pro" until 2008. Afterwards, it was sold as the Hino 500 with new engines and transmission choices.
The Ranger was available with combination of various cabins, standard or wide, standard roof or high roof, short cab or full cab. The FD is also available as Double Cab.
A "High Grade" Package with chrome bumper, discharge headlights, wood panel, and other interior upgrades is offered in the Japanese Domestic Market.
A diesel hybrid-electric version is also available in Japan.
6th Generation (2015–present).
Some minor changes were introduced on January 15, 2015. The New Hino Ranger Series now has a new look with a refreshed upside-down trapezoidal shape front grill with dark grey color, new headlamp, semi-floating suspension, and revised chassis. Besides that, there is a minor upgrade on the axles – all of the New Hino Ranger Series now uses 10 wheel studs instead of the usually found 8 wheel studs in previous generations. This 10-wheel-stud design is not new to Hino because some heavy-duty series Hino Ranger, usually the cement mixer version, had already used this design several years before. However, since 2015, the 10-wheel-stud design is now a standard feature for all Hino Ranger Series.
In April 2017, this facelifted version was revealed along with the facelifted Profia. The exterior has been redesigned with a brand's trapezoidal shape grille, new headlamps, and a unique stylish bumper. The interior has also completely redesigned with a new dashboard comprising a 4-spoke steering wheel, a 7-inch Multi Information Display (MID) and a selection of options. The MID is also equipped with hands free function and Bluetooth connectivity with On-board failure diagnostic device (J-OBDII). The new Ranger mid-cycle update also debuts the all-new 5.1-liter A05C engine that replaces both J05E and J08E engines. Transmissions should continue to with manual (6-speed or 7-speed), Allison automatic (6-speed) and Pro Shift semi automatic (6-speed or 7-speed). Sales began in Japan later in 2017.
Motorsports.
The Ranger made its motorsport debut in 1991 through its introduction into the Dakar Rally. In 1997, the Rangers entered by the factory backed Hino team finished the Dakar Rally in 1-2-3 positions. The Ranger would dominate the 10-liter class until 2002 when it was abolished. After the reinstating of the class in 2005, the Ranger won in its class in the 2005 season and held another class win in the 2007 season. The Ranger would then go on to take back to back wins between 2010 and 2020.


Alexander Dennis Enviro300

The Alexander Dennis Enviro300 (previously known as the TransBus Enviro300) is a light-weight full-size single-decker bus that was built by Alexander Dennis and its predecessor TransBus International between 2001 and 2015. The design was the first of the new Enviro range of buses from TransBus and also the first bus to be built as an integral bus by TransBus.
The Enviro300 was introduced in order to fill a gap in the manufacturer's product range. At the beginning the Cummins ISBe220 5.9-litre Euro III engine was provided as standard, but for Euro IV and V, the engine was the 6.7-litre ISBe with 225 hp for Euro IV and 225 or 250 hp for Euro V. There was a choice of 3 gearboxes: ZF Ecomat (originally 5HP502C, then 6HP504C), Allison T280R and Voith DIWA 854.5 (originally DIWA854.3E). The second generation Enviro300, with front end redesigned to match the Enviro200 and Enviro400, was launched in 2007.
Production of the Enviro300 ceased in 2015 with the introduction of a long-wheelbase Enviro200 MMC. More than 1,000 complete buses were produced.
First generation (2001–2008).
The TransBus Enviro300 was launched in 2001 by TransBus International, becoming the first member of the Enviro range; with the collapse of TransBus in 2004, successors Alexander Dennis took over production and rebranded the Enviro300 as the Alexander Dennis Enviro300. In 2005, a school bus version was launched.
A common design was used primarily that the bus has a single-curvature windscreen with a peaked roof dome and a separately mounted destination sign. The bus was developed to compete with the European-built heavy-weight single-decker buses sold in the United Kingdom, the most notable being Volvo. Many full-size (12m or more) single-decker buses are primarily designed for use on the continent and to carry a large number of standing passengers which is commonplace on the continent, but the Enviro300 was designed solely for the UK market where large numbers of standing passengers are not often carried. TransBus therefore believed that operators could make significant fuel savings by operating light-weight buses and produced a vehicle which is claimed to be lighter than its continental rivals but offer more seating capacity.
The Enviro300 had not sold as well as the manufacturer had hoped, though sales were not helped by the collapse of TransBus International in 2004. First Midland Red purchased 35. Arriva purchased at least 40. A small number of original style Enviro300s were sold to Stagecoach Group and Cardiff Bus.
The Enviro300 chassis was also able to be fitted with bodywork by other manufacturers, with Courtney Coaches purchasing East Lancs Esteem bodied examples in 2006. This was the first time the Enviro300 chassis being constructed with bodywork by another manufacturer.
Second generation (2007–2015).
In late 2007 Alexander Dennis introduced a second generation version of Enviro300 which featured styling cues similar to the Enviro200 Dart and the Enviro400. It had a single-piece windscreen covering the destination display (no longer a peaked roof dome similar to the Marshall Capital and the MCV Stirling). It was also available on MAN 18.240 and Volvo B7RLE chassis. The second generation Enviro300 was far more successful sales wise than its predecessor, with Arriva, FirstGroup and Stagecoach purchasing examples.
Stagecoach ordered 100 Enviro300 bodied MAN 18.240s in 2007 Further orders boosted the total number to over 350. In mid-2008 Ulsterbus ordered 45 Enviro300 bodied Volvo B7RLEs, which were the first to feature Volvo chassis since the introduction of this option, they were also built to a rural specification featuring unusual modifications such as narrower entrance doors, side wheelchair access door and 55 seatbelted seats in the form of 2+3 layout.
In January 2011, Stagecoach placed an order for 50 Enviro300s on the diesel-powered Scania K230UB chassis. These were followed by further 28 examples in 2012/13 and 28 in 2014/15.
In April 2013 Reading Buses took delivery of 20 gas-powered Enviro300SG buses based again on a Scania K UB chassis. These buses were jointly developed by Alexander Dennis and Scania, who had a demonstrator on loan to other operators from March 2013. Stagecoach North East purchased 40 Scania K270UBs in 2014.
Production of the Enviro300 ceased in late 2015 with the introduction of a long-wheelbase variant of the new Enviro200 MMC. The final Enviro300s were delivered to Stagecoach Merseyside & South Lancashire in December 2015.
In the UK in 2019, DVSA (Driver & Vehicle Standards Agency) issued an instruction to all operators of the Enviro 300 to carry out additional safety checks of suspension components following several safety concerns raised by DVSA. ADL are expected to implement a number of technical measures and recalls to resolve these issues.


Norwich park and ride

Norwich Park and Ride is a park & ride bus service in the English city of Norwich, East Anglia. The first of the park and rides was opened in the early 1990s at Norwich Airport in Hellesdon, while the sixth (and currently final) site was opened in Thickthorn in 2005. With the addition of the final site, the Norwich Park & Ride became the largest park and ride services in the United Kingdom, and provided the scheme with over 5,000 permanent car parks – at the time the highest number for a park and ride scheme in the country. The scheme was awarded the British Parking Association Park and Ride award in 2004, and in the 2006/2007 financial year, 3.3 million people used the service, keeping 940,000 cars out of the city centre.
Thickthorn Park & Ride.
Thickthorn Park & Ride is located near Thickthorn services in Hethersett (NR9 3AU). The site first opened in 2005, making it the newest Park & Ride site in Norwich.
It has 726 car parking spaces and is the only site to open 7 days a week.
Harford Park & Ride.
Harford Park & Ride is located on Ipswich Road, Norwich (NR4 6DY), and is accessed via an exit off the Harford Interchange where the A140 meets the A47.
The site has 1088 car parking spaces, including electric vehicle charging points, cycle parking and recycle facilities. A car boot sale is held at the site on a Sunday, when no services are in operation.
In 2015, First Eastern Counties began to operate service 600 which travelled between the site and Norfolk County Hall on weekday mornings and evenings. This service was taken over by Konectbus when the new park and ride contract began in September 2015.
Airport Park & Ride.
Airport Park & Ride is located on Buck Courtney Crescent, next to the entrance to Norwich Airport. The site has 620 spaces and is open Monday to Saturday. The site also has facilities for recycling and electric vehicle charging.
Costessey Park & Ride.
Costessey Park & Ride is located next to the Royal Norfolk Showground in Costessey, Norwich. It has 1,100 spaces and is open Monday to Friday. From September 2015, it became the only site which has no service to the City Centre at all. Services instead run from the site to the Norfolk and Norwich University Hospital and The University of East Anglia only.
Postwick Park & Ride.
Postwick site is located on Yarmouth Road at the junction with the A47 road NR13 5NP. It's open Monday to Saturday. It has 552 car parking spaces.
Sprowston Park & Ride.
Sprowston site is located on Wroxham Road. It opens Monday-Saturday and has 792 spaces. A boot sale takes place there on Sundays.
2005-2010 contract.
Between 2005-2010 the sites were managed and operated by three companies:
2010-2015 contract.
From 2010 until September 2015, the Harford, Thickthorn and Costessey sites are operated by Konectbus, and Sprowston, Postwick and Airport by Norse.
Konectbus purchased a fleet of Alexander Dennis Enviro400 double deckers painted in a blue livery to operate the Harford contract. Pink livery Wright Eclipse Gemini double deckers operate the Thickthorn service, while ex London General articulated Mercedes-Benz Citaro buses run between the Costessey site, the University of East Anglia and the city centre.
Norse operated a fleet of Plaxton President bodied double deckers to operate all their services, with Airport having a light blue livery and Postwick and Sprowston sites being merged, operating via the city centre and Norfolk County Hall.
2015 contract.
On 7 September 2015, Konectbus commenced a contract to operate all six park & ride service for a five-year period. A fleet of 18 Alexander Dennis Enviro400s painted in a new green livery were purchased.
Proposed development.
Expansion of Postwick site.
It is proposed to add 500 places to the Postwick site as part of the Postwick Hub development which is associated with the Norwich Northern Distributor Road development.
Incidents.
In May 2011, a Norse double decker operating on the Postwick park and ride service, caught fire on the A47. The bus was completely destroyed by flames after suffering an engine failure. Passengers were evacuated by the driver after stopping the vehicle on a roundabout, before the Broadland Business Park. Nobody was injured. Bus operator Norse, found the rest of the fleet to be in good working order
In January 2013, passengers on board an Airport Park and Ride bus operated by Norse were evacuated while at the Airport Park and Ride site after the double decker bus caught fire. According to witnesses, black smoke was seen billowing from a vent above the drivers seat. Fire crews had extinguished the blaze within ten minutes and the bus remained in a decent condition.


Randwick Bus Depot

Randwick Bus Depot is a bus depot in the Sydney suburb of Randwick operated by State Transit.
History.
In 1881 the Randwick Tramway Workshops were established on the corner of Darley Road and King Street, Randwick as the main workshops for the Sydney tram network. It also had a depot attached. In 1902 the workshops were renamed the Randwick Tramway Workshops.
The workshops grew rapidly to become one of Sydney's largest engineering establishments peaking in the 1920s. and performed all heavy maintenance on the fleet, Randwick Workshops were also instrumental for the construction of the L and LP classes that were completely rebuilt from the F class. O/P class, The PR and 2 of the PR1 classes were all converted by Randwick workshops out of trams that had been involved either in accidents or required major overhaul.
During the First and Second World Wars workers from the Tramways Workshops were diverted to manufacturing armaments and artillery. The 1917 General Strike began with the 3,000 workers from Eveleigh Railway and Randwick Tramways Workshops and spread across Australia to become one of the largest strikes in Australian history.
With the gradual closure of the Sydney tram network in the late 1950s, the need for the workshops declined and they closed in 1960. It then became a storage place for withdrawn trams prior to them either being used as outdoor buildings or being burnt on "Burning Hill". Tram 1979 was the last tram to leave Randwick Workshops in 1971, 10 years after the final closure of the Sydney system and is restored and running at the Sydney Tramway Museum.
The western side was redeveloped and today is part of the University of New South Wales and Randwick TAFE. The eastern end remains in use as a State Transit depot.
As of December 2020, it has an allocation of 166 buses.
Operations.
The Randwick Tramway Workshops consisted of:


Toyota LiteAce

The Toyota LiteAce and TownAce are a line of light commercial and derivative passenger vans produced by the Japanese car manufacturer Toyota. These vehicles originally utilized the cab-over-engine configuration, although since 1996 a semi-cab-over arrangement has featured instead. The LiteAce launched in 1970 as light-duty truck, with commercial and van/wagon body variants added in 1971. In 1976, Toyota released the larger TownAce van/wagon that derived from the LiteAce; a TownAce truck arrived later in 1978. Between 1982 and 1992, the series accommodated the MasterAce Surf—an upscale TownAce passenger wagon.
The two model lines existed separately until 1982 when TownAce trucks became rebadged LiteAce trucks—then in 1992 LiteAce vans became rebranded TownAce vans—thus unifying the once separate vehicle lines. In Japan, the LiteAce retailed at "Toyota Auto Store" dealerships, with the TownAce sold at "Toyota Corolla Store" dealerships. The LiteAce and TownAce have been commonly exported to Africa, Asia and Australia. Over the years, select LiteAce/TownAce models have also been available with Daihatsu Delta badging in Japan. Originally sold as the Delta 750 based on the LiteAce truck, later versions have been badged Delta Wide and based on the TownAce van. For the final Delta retailed between 1996 and 2001, the "Wide" suffix disappeared.
The LiteAce followed the introduction of the more compact MiniAce and larger HiAce in 1967, acting as an intermediacy between these two models in size and carrying capacity. By the mid-1970s, the MiniAce had been retired and the HiAce had grown, thus creating a void in the market resumed by the TownAce. The "Ace" moniker references the Toyota ToyoAce medium-duty truck sold starting 1956. The "Lite" in LiteAce refers to its light-duty capability, and the "Town" in TownAce alludes to the suitability of the model for urban areas.
M-series.
1970–1979 (M10) LiteAce van/truck.
The LiteAce was developed by Toyota Auto Body, a Toyota's subcontracting subsidiary. Toyota released the first generation LiteAce M10 truck in November 1970 as a larger, upscale model line to sit above the MiniAce that had been introduced in 1967. In effect, LiteAce filled the gap between the smaller MiniAce and larger HiAce whilst keeping within Japanese vehicle size regulations concerning exterior dimensions and engine displacement. This meant that buyers would not be liable for additional taxes for a larger vehicle as they were with the HiAce. LiteAce had also been developed following the growing popularity of affordable cab-over-engine trucks that could carry up to . Whereas the MiniAce truck had just a payload capacity, the LiteAce truck offered with a three-seat front bench. The cargo bed was available in high- or low-deck.
Toyota later released a one-box van/wagon version of the LiteAce in February 1971. Initially featuring just a single sliding door on the passenger side (curbside), the van/wagon was offered in three seating configurations, of one, two, and three rows—providing for three (van), six (van), and nine (wagon) passengers, respectively. A five-door, dual sliding door version arrived in September 1973 as an option, along with a new high-roof wagon model. The nine-seater wagon was retired in 1975 as it did not satisfy new Japanese emission standards. Later in October 1976, the TownAce (R10) was released—a larger model heavily based on the M10 series LiteAce.
Design-wise, the front-end was distinguished by vertical, black resin grilles above each headlamp. A single chrome recess held both the lamp and the black panel in place; this extended from the windshield to just above the bumper. The van/wagon featured a top-hinged back door, and ornate resin panels were placed above the tail lamps in accordance to the similar design upfront.
The LiteAce was designated KM10 when fitted with the 1166 cc "3K" inline-four engine producing . In February 1978, this was replaced by the larger 1290 cc "4K-J" engine (KM11). At the same time, there was a small facelift including a design change to panels above the headlamps and new badging.
This model (truck only) was also marketed in a slightly different badge engineered form as the Daihatsu Delta 750 (D10 series) from March 1971. Still with the "3K" engine (and the chassis code KD10), this received a small front grille and other detail differences and was available with most of the same bodywork as the LiteAce. As per the donor Toyota, this was later updated in 1978 to the "4K-J" engine (and now receiving the KD11 chassis code). A double cab pickup truck was also available of the KD11.
1979–1985 (M20) LiteAce van/truck, TownAce truck.
Second generation LiteAce van/wagons and trucks were released to the Japanese market in October 1979. Widely exported for the first time, the M20 included seating for up to eight in the wagon with a 2/3/3 arrangement, including fully reclining seatbacks for the second and third rows. Options included dual-zone air conditioners, a four-speaker audio system, and aluminum wheels. The high-roof GXL wagon grade also offered a moonroof option. Truck versions now included a "just low" model—created by fitting 10-inch double tires to the rear wheels (as opposed to 13-inch for the front wheels) to lower the bed floor further.
Toyota fitted the 1290 cc "4K-J" inline-four engine (designated KM20 with this engine) with to the van and truck initially, with the wagon receiving the 1770 cc "13T-U" inline-four (TM20) good for . Both engines were teamed with a four-speed manual transmission. Updates to the wagon in December 1980 brought an optional three-speed automatic or five-speed manual as well. Further to these revisions, a flagship FXV grade joined the range and new second row seats with a swivel function to face either the forward or backwards position became optional in the wagon. In 1981, a "handy-cab" version that could accommodate a passenger in a wheelchair was introduced. A Montana package arrived in January 1982, complete with removable loft beds and electric curtains. Simultaneously, an eight-seat version with rear-facing second-row seats was introduced (being a 2/3/3 configuration). Then in April 1982, a medium roof height body variant with a twin moonroof was introduced.
Minor changes to the M20 series LiteAce arrived for November 1982, including a front-end facelift and the adoption of power steering. The van gained the option of a 1626 cc "1Y" (YM20) engine with . Toyota also upgraded the wagon's "13T-U" engine to the 1812 cc "2Y" (YM21; ) while proving a new 1839 cc "1C" diesel option () across the various body variants range (CM20).
When the second generation R20/R30 series TownAce van/wagon arrived in November 1982, the M20 LiteAce truck became the donor model for the next TownAce truck, with minor trim changes distinguishing the two. The subsequent generation of LiteAce van/wagon arrived in September 1985, but M20 manufacture continued until October 1986 when the truck variant came to the market.
Like the previous M10 series, the M20 TownAce again provided the base for the rebadged Daihatsu Delta 750 (D20 series) truck sold between October 1979 and October 1982. The "4K-J" engine was fitted and designated KD20.
1985–2007 (M30, M40, M50, M60, M70, M80) LiteAce van/truck, TownAce truck.
The third generation LiteAce van/wagon (M30/M40 series) were placed on the market in September 1985 with four roof variations—a standard roof, a high roof, a high roof with panoramic moonroof ("Skylite" roof), and a high roof for the SW grade. Dimensionally, body width increased at the expense of length. Improvements to stability and ride comfort were courtesy of an overhauled rear suspension type from a semi-elliptical leaf spring design to a four-link type with a Panhard rod. Further improvements were made by switching to rack and pinion steering.
The interior was designed so that the driver's seating position was virtually the same as in a sedan. Seating options included standard first rows on the cargo van, plus second-row positions on the wagon (five- or six-seater) and optional third-row seats that could be stowed sideways to for additional luggage space. Select trims levels heralded a fully reclining driver's seat and with some, the second-row seats could be turned three-ways (forward, sideways, and backward).
The engine is reached through a small hatch beneath the front seat; this does not open very wide and the limited access came in for some complaint. Engines fitted to the van/wagon included the 1486 cc "5K-U" () and 1812 cc "2Y-U" () gasoline engines and two 1974 cc diesels—the "2C" () and the turbocharged "2C-T" (). In October 1985, a part-time four-wheel drive model was added to the model lineup.
Truck variants of the third generation LiteAce and TownAce launched in October 1986, designated M50/M60/M70/M80. These came installed with the 1998 cc "3Y-U" gasoline engine or the "2C" diesel. TownAce trucks were sold in two levels of trim, the unbadged DX and the more expensive Super X.
In a minor model change in August 1988, the front and rear of the van/wagon were redesigned, increasing the body length by . This facelift was for Japan only. At the same time, Toyota Electronic Modulated Suspension (TEMS) was employed for the first time in a one-box wagon, and the output of the turbocharged diesel engine was boosted to . In September 1989, the new Super SW specification was added, and a five-door version with dual sliding doors could be specified in conjunction with the SW grade. The manual transmission increased from four- to five-gears in August 1990 along with the fitment of a center high mount stop lamp. Then in October 1991, the four-wheel drive system became available with the truck body.
Although the van/wagon lines were fully redesigned in January 1992 with the rebodied R20 series, the truck line was not renewed until the S400 series in 2008, leaving the M50/M60/M70/M80 model in production until July 2007. Toyota issued a minor front-end facelift in November 1996 with a redesign of the single-piece plastic panel surrounding both headlamps—this now included the attachment of the modern-day Toyota logo. More substantially updated LiteAce and TownAce trucks were released in June 1999, with the front section of the body and dashboard thoroughly redesigned—however, the design of the doors and all parts rearward carried over verbatim. The optional four-wheel drive switched from part-time to full-time configuration, anti-lock brakes were made standard, and airbags an option. The gasoline engine was upgraded from to the 1781 cc "7K-E", and the "2C" diesel engine made way for the 2184 cc "3C-E" which remained in the market until discontinued in August 2004. From December 2004, production switched from the Honsha plant at Toyota, Aichi to the Hamura, Tokyo plant operated by the Toyota-owned Hino Motors.
R-series.
1976–1982 (R10) TownAce van/truck.
The first TownAce (R10 series) made its sales debut in October 1976 as a widened and lengthened version of the LiteAce (M10), still using the same doors and some other panels. In the Toyota model hierarchy, TownAce occupied the position in between the LiteAce and HiAce. At first three- or six-seater vans were offered, the more popular TR10 receiving the 1588 cc "2T-J" engine (), although the smallest KR10 has the 1166 cc "3K-J" (). Eight-seater wagons have the desmogged "12T" engine rather than the "2T-J" (TR11G chassis code rather than TR10V), and therefore lower power at . The second and third rows of seating could be laid fully flat, and the third-row seats could be folded to expand the luggage compartment. The "4K-J" motor with replaced the "3K-J" in February 1978. That October, the wagon engine was uprated to the 1770 cc "13T-U" (TR15), and high-roof models with heights of were introduced. Further changes in October 1978 included suspension revisions, the release of the flagship "Custom Extra" grade with manual sunroof. October 1979 changes adjusted the trim surrounding the headlamps, introduced a revised dashboard, and resulted in the "Custom Extra" being renamed "Super Extra".
Truck body styles were added to the lineup in October 1978 (having entered production the previous month), including low-deck, high-deck, and "just low" models—these further lowered the bed floor by employing radial tires which had smaller diameters despite the identical 13-inch wheel size. Each of the three models offered standard- and long-wheelbase versions, the latter with as much space as the larger HiAce truck (albeit with a lower payload) and carrying the RR20/RR21 chassis codes—confusing, since the R20-series was generally reserved for the second generation TownAce. At first, trucks received the 1587 cc "12R-J" engine (), until October 1979 when emission standards compliance necessitated the fitment of the 1770 cc "13T-U" motor shared with the wagon. At the same time, the "just low" model adopted 10-inch double tires for the rear wheels, lowering the bed floor to the same level as that of light trucks.
December 1980 introduced a small facelift with rectangular headlamps, plastic bumpers, and other adjusted trimmings—along with further suspension refinements, an optional cool box, and a new electrically-retractible moonroof (the manual version continued in some grades). In conjunction with this facelift, the scope of the wagon was expanded, reflecting the rising demand for this one-box vehicle type in the market. For example, by adding three-speed automatic and five-speed manual transmission models, sliding second-row seats that could be made to face either forward or backward, and the release of Grand Extra model with its lavish cabin. Furthering this, a campervan package titled "Canyon" came to the market in February 1982, featuring a moonroof, loft beds, powered curtains, and bronze-tinted glass.
When this generation was replaced in November 1982, the TownAce van/wagon and truck range parted—the former based on the new R20/R30 series and the truck becoming a rebadged model of the LiteAce M20.
The TownAce was also sold as the Daihatsu Delta Wide (B10 series) between October 1976 and October 1982. Originally, this series came as a van/wagon supplied with the "3K-J" (KB10) and "2T-J" engines (TB10). The "4K-J" (KB11) replaced "3K-J" in February 1978—updated as the KB12 alongside a revised "2T-J" (TB11) in October 1979. A model with the "13T-U" unit entered production in September 1978 (TB15).
1982–1991 (R20, R30) TownAce van, MasterAce Surf van.
The second generation TownAce van/wagon arrived in November 1982. As a response to the growing popularity of one-box vehicles, Toyota released the higher-end MasterAce Surf at the same time sold only at "Toyota Store" locations—although it was mechanically identical to the lesser TownAce with minimal cosmetic changes. The TownAce used a front mid-engine layout where the driver and front passenger sat directly above the front axle; optional four-wheel drive was introduced in December 1985. Much of the vehicle's mechanicals were based on the Toyota Hilux, including suspension components. The leaf spring rear suspension of the R10 was replaced with a four-link coil rigid suspension with a Panhard rod for the first time among Japanese cab-over-engine type van/wagons. The front suspension was of a double wishbone and torsion bar spring design.
Stylistically, the R20/R30 featured a sharply sloped front, in contrast to the upright flat found in the larger Toyota HiAce. Three roof heights were available (low, medium, high) and for the latter two, a dual moonroof was optional (the front tilted and rear opened fully). As with the TownAce wagon, the MasterAce Surf came equipped with either the medium- or high-roofed body with dual moonroof options for both. Exterior design differences of the MasterAce Surf when compared to the TownAce included larger US-style bumpers and rectangular quad headlamps. In the Japanese market, a wide range of accessories were available, including a refrigerator with ice maker, a seven-speaker audio system, and a color television. The Catalina package for MasterAce Surf included a removable loft bed that became bunk beds with the second- and third-row seats laid flat.
Toyota facelifted the TownAce and MasterAce Surf in August 1985, restyling the headlamps and garnish between them. In addition, the tail-lamps were reshaped and the strip above the license plate was extended to the edges of the back door. A "Skylite" roof model arrived with this update, further increasing model variations. A second, more extensive facelift and full interior update arrived in August 1988 for Japan only which was shared with the MasterAce (although both continued to uphold slight cosmetic differences). This time the option of Toyota Electronic Modulated Suspension (TEMS) was made available.
Initially, the only available engine was the 1812 cc "2Y-U" engine outputting in a rear-wheel drive configuration. Transmission choices comprised a five-speed manual and a four-speed automatic with overdrive (the first for this type of vehicle). By 1983, additional gasoline engines: the 1290 cc "4K-J" inline-four engine with , the 1626 cc "1Y-J" inline-four giving , and the 1998 cc "3Y-U" with had been made available. Some markets gained the option of the 1974 cc "2C" diesel engine with in May 1983. In May 1983, the 1998 cc "3Y-EU" engine with electronic fuel injection (EFI) rated at was made available. The following year in May, a high performance specification same engine was released with was made available. A new turbocharged "2C-T" diesel model displacing 1974 cc and proving or was introduced in August 1984, followed by part-time four-wheel drive models with a sub transmission in November 1985 (with the 1998 cc "3Y-EU" gasoline or 82 PS "2C-T" turbo diesel engine). For exports, the 2237 cc "4Y-E" engine arrived with the August 1985 facelift and provided and .
Toyota released the Estima in May 1990—a larger vehicle than the TownAce and MasterAce Surf. While the R20/R30 models were typically discontinued in export markets in 1990 with the release of this new model (usually badged Previa overseas), for Japan, production continued until January 1992. This was because unlike the R20/R30, the Estima did not fall under the "number five" tax bracket regarding Japanese vehicle size tax legislation. To comply, dimensions had to remain under for width and in length, plus 2000 cc for engine displacement. It was not until January 1992 that Toyota released smaller, complying versions of the Estima in Japan under the names Estima Emina and Estima Lucida. These cars replaced the high-end MasterAce Surf, with a rebodied version of the R20/R30 TownAce continuing on until 1996.
As with the previous generation, the TownAce was sold by Daihatsu as the B20 series Daihatsu Delta Wide van/wagon between November 1982 and January 1992. At launch, the van models were retailed in 1300 and 1600 forms—in-line with their engine displacements. The 1300 model had three-seater bench with cargo payload. The 1600 increased this to , unless a second row of three seats was fitted which reduced this to . Passenger wagon models offered four levels of specification, the entry-level SD, followed by the SG, SE, and flagship SQ. Both gasoline and diesel engines could be specified, with automatic transmission available with the gasoline version. Updates including facelifts were as per the TownAce.
Toyota distributed the R20/R30 model worldwide under several names with either TownAce or MasterAce frontal styling depending on market. North American markets called it the "Toyota Van" (VanWagon in early press materials), while Australia referred to the vehicle as the Toyota Tarago (named after Tarago, New South Wales). In parts of Europe it was known as the "Toyota Space Cruiser", but in Germany, Sweden, Norway, China and some countries of Latin America it was sold as the "Toyota Model F". Export models were partially replaced with the Toyota Previa in 1990.
North American market sales started in 1983 for the 1984 model year as the "Toyota Van" with styling shared with the MasterAce Surf. The 2.0-liter "3Y-U" EFI () came at launch, but was replaced with the 2.2-liter "4Y-E" engine with for the 1986 model year facelift. Rear-wheel drive versions were sold in the United States between 1983 and 1989, while four-wheel drive models were sold between 1987 and 1989. The four-wheel drive models came with skid plates, with manual transmission models including a transfer case with low and high ranges (automatic models lacked a low range). All trim levels starting in 1986 had a cornering lamp system. Toyota's advertising campaign referred to the passenger vans (DLX and LE trim levels) as the "Wonderwagon" while the CRG trim level was referred to as the "Cargo Van". Deluxe and LE (Limited Edition) versions were offered as well as an ice maker/refrigerator between the front seats. The Van also offered dual air conditioning, captains chairs (LE for the 1986 to 1989 model years), twin sunroofs, digital clock, satellite radio controls (LE for the 1987 to 1989 model years), fog lights (LE for the 1986 to 1989 model years with power window package), tachometer, power locks, power windows, and a tinted glass privacy package. LE models had color matched bumpers and front grille along with power mirrors, chrome headlight bezels, and chrome Toyota emblems. Base models came with black bumpers and grill with white Toyota emblems. Base models have the reverse lights incorporated into the tail light assembly whereas the LE models had them incorporated into the rear hatch. In 1986, a special EXPO86 version was available in Canada only. The 1986 model year Espirit model was finished in a unique light blue color with a white wave pattern on the lower half on the side profile. A unique bronze colored plaque was affixed to the B-pillar behind the drivers and passengers doors that said "Spirit of 86" inside a globe.
For the Australian market, the Tarago eight-seater launched in February 1983. Like European models, Tarago frontal styling mirrored the TownAce rather than MasterAce Surf—therefore single-unit headlamps and slimmer bumpers were on offer. At launch, three levels of trim were on offer—base DX, GL and luxury GLS—all fitted with the 1.8-liter "2Y-C" gasoline engine rated at and (designated YR20). The 2.0-liter "2C" diesel giving and arrived in July 1983 as an option for the DX trim (designated CR21RG). Five-speed manual transmission was standard, with four-speed automatic on the GLS model that also added power steering, dual zone air-conditioning, power windows, a moonroof, alloy wheels, an ice box, and from October 1984—cruise control and front seat armrests. Gasoline models received an engine upgrade in March 1984 to the 2.0-liter "3Y-C" rated at and (designated YR21), with the DX and GL now gaining the option of a three-speed automatic. With an October 1985 facelift, the MasterAce Surf styling updates were specified—thus twin headlamps and bulky bumpers now featured alongside trim and equipment upgrades. At the same time, the YR21 GL became the GX, and a series of 2.2-liter "4Y-E" gasoline models with and appeared in the new manual-only GLi and updated automatic GLS (YR22). The GLS also gained a high-roof skylight and individual second row chairs, which reduced its carrying capacity to seven people. A new GLi Xtra Trak four-wheel drive also arrived in October 1985 with the 2.2 gasoline engine (YR31). By early 1987, escalating sales led to the introduction of a budget-conscious RV 2.2-liter gasoline manual (rear-wheel drive). By 1988, the optional three-speed automatic had completely made way for the four-speed unit on the DX (YR21), GLi (YR22) and GLi Xtra Trak (YR31). In late 1988 the GX gained the 2.2-liter engine to become the GXi; at the same time a series of refinements were implemented across the range.
1992–1996 (R20, R30 rebodied) LiteAce van, TownAce van.
The rebodied R20/R30 was introduced in January 1992 and produced until September 1996. For this series, the mechanicals were largely carried over (hence the retention of the R20/R30 chassis codes), but the styling fully refreshed. At this time, the LiteAce van became a derivative of the TownAce line, sharing the latter's body work. Thus, from this time, the entire LiteAce and TownAce range (van and truck) were unified. The rebodied R20/R30 had a much more streamlined design. The LiteAce and TownAce commercial vans were very similar, differing by the TownAce receiving extra headlamps adjacent inside to the main units and a small air intake slit. The LiteAce did not have this intake, but instead had additional grilles where the extra lamps in the TownAce were. Passenger wagons of both models had different styling again. Here, the LiteAce front end featured two separate headlamp units that tapered inwards towards the Toyota logo. TownAce wagons had headlamps that sat flush with a translucent garnish that gave the appearance of a large, single headlamp. Rear styling also differed between the commercial vans and passenger wagons, although both models used the same rear-end regardless if badged LiteAce or TownAce.
Toyota Australia released the TownAce commercial van in April 1992. Then in October 1993, the eight-seater model arrived as the Toyota Spacia. The powertrain fitted comprised the 2.2-liter "4Y-E" with and paired to a five-speed manual or four-speed automatic transmission. Equipment levels were sparse, although basic amenities like power steering, cloth trim and a radio/cassette player were fitted.
As with the original B20 series, Daihatsu Delta Wide van/wagon versions continued to use TownAce body work (and front-end styling). This B20/B30 update was strictly badge engineering, with no other material detail changes. Wagon trim levels were the basic SE and better equipped SQ.
1996–2007 (R40, R50) LiteAce van, TownAce van.
Fully redesigned for the first time since 1982, the R40 and R50 LiteAce and TownAce appeared in October 1996. Offered in van/wagon configurations only, the van sold as the LiteAce and TownAce, with wagons now designated LiteAce Noah and TownAce Noah and fitted with a different, more luxurious interior. As with previous generation, LiteAce and TownAce were differentiated by their front grille designs. Vans were badged DX (for cargo purposes) and GL (dual purpose). Noah models received standard anti-lock brakes and optional twin moonroofs (the Skylite roof was discontinued).
To meet new occupant safety regulations, the cab-over, mid-mounted engine was moved in front of the passenger compartment (semi-cab-over), giving the car an all-new look, although a move inline with the vehicle's competitors. Despite the trend among its Japanese competitors of switching to the front-wheel drive layout, the R40/R50 maintained its rear-wheel drive. Full-time four-wheel drive was optional, replacing the part-time configuration from the previous series. Body dimensions remained complaint within the limits of the "number five" category, and standard- and high-roof heights were on offer. Noah passenger models had three-row seating with either six, seven, or eight occupant positions—made up by having either three rows of two bucket seats, two rows of buckets and third-row bench seat, or buckets up front and benches for the two back rows. A flat floor allowed for walk-through access between the rows.
Vans were supplied with several gasoline engines, including the 1486 cc "5K" (discontinued in July 2002) and two 1781 cc units, the "7K" and "7K-E". Diesel options were the 1974 cc "2C" until June 1999 and after this, the 2184 cc "3C-E". Powertrain options for the Noah twins comprised either the gasoline 1998 cc "3S-FE" good for or turbocharged diesel 2184 cc "3C-T" with . Transmission were either a five-speed manual with a floor shifter or a column-mounted four-speed automatic.
In January 1998, there were minor improvements, including a navigation system that became optional for the Noah, and an increase in performance of diesel engines. In December 1998, the Noah passenger models were facelifted with reshaped headlamps, new grilles and front bumpers, plus clear turn signal lamps for the tail-lamps and revised wheel trims. Vans were facelifted in June 1999 with new grilles and clear turn signal new tail-lamps. In November 2001, production of the LiteAce Noah and TownAce Noah models ended in favor of the new Toyota Noah/Voxy. Diesel engines were discontinued in August 2004 as they did not comply with emissions standards. Vans were again facelifted in July 2005, with fender mirrors added in conjunction with the existing door-mounted wing mirrors. This series was manufactured at the Honsha plant Toyota, Aichi until December 2001, before switching to a Toyota Auto Body plant in January 2002 until end of manufacture in July 2007.
Toyota Australia offered the KR42R series TownAce commercial vans from January 1997 to 2003, with a 1999 facelift. TownAces featured the "7K" engine with and and five-speed manual or four-speed automatic.
Eight-seater passenger vans were released in Australia as the single-grade Spacia in January 1998. With the "3S-FE" rated at and and five-speed manual or four-speed automatic, the Spacia offered standard dual front airbags, power door locks, power steering, windows and mirrors. Anti-lock brakes and second-row air-conditioning were optional. Facelifted models arrived in January 1999 and the Value Pack of 2000 and 2001 added dual air-conditioning, a CD player, and parking sensors. The model line was discontinued during August 2002.
This generation was also sold as the Daihatsu Delta Van/Wagon between October 1996 and November 2001. The grille treatments were as per the TownAce (van) and TownAce Noah (wagon) styles.
S-series.
2008–present (S400) TownAce van/truck, LiteAce van/truck.
The latest S400 series of LiteAce and TownAce van (S402M/S412M) and truck (S402U/S412U) was released to the market in Japan in February 2008. Now a badge engineered model, the S400 series derived from the Daihatsu Gran Max manufactured in Indonesia. A semi-cab-over-engine body continued, but now with the engine mounted underneath the front seats. The van offers only a standard roof (low roof), and the truck comes with a high deck. Toyota imports models fitted with the 1,495 cc "3SZ-VE" engine and five-speed manual or optional four-speed automatic. Rear-wheel drive is standard (S402), with the option of full-time four-wheel drive (S412) arrived in July 2010.
The TownAce received a facelift in June 2020 with a newer 1,496 cc "2NR-VE" engine along with the discontinuation of the "LiteAce" nameplate due to integration of Japanese Toyota dealers.


Volvo B57

Volvo B57 was a front-engined single-decker bus chassis manufactured by Volvo between 1966 and 1982. Since 1970 it was also available as the Volvo BB57, with the engine mounted on top of the front axle, giving the buses very little front overhang. The BB57 became a kind of replacement for the smaller B54, but as it was larger, the B54 got its true replacement later. The predecessor to BB57, the B615 had gone out of production in 1965, but apparently the demand for such a model was so high that they had to bring it back almost half a decade later, as the B54 proved to be too small.
Both B57 and BB57 could be built in three different wheelbase lengths: 5 metres (B57-50), 5.5 metres (B57-55) and 6 metres (B57-60).
This chassis type was rare in the United Kingdom, but was quite popular in rural parts of the Nordic countries.
Singapore.
Singapore Bus Service introduced a fleet of 350 New Zealand Motor Bodies bodied B57s between 1980 and 1983 following a successful trial of a Metal Sections-bodied demonstrator in 1979. Of these, the first 200 units were fitted with Version 1 of the bodywork, which hard a raised angular roof for the front destination signage, and the balance 150 units fitted with Version 2 of the bodywork, which had a curved roof for the front destination signage. All units were retired and sold to Bus Éireann, Ireland between 1994 and 1998 for use on school bus duties in rural areas.
Pakistan.
In Pakistan, the Punjab Urban Transport Corporation placed 300 in service in Lahore.
Australia.
In Australia, four B57s were purchased by Neville's Bus Service while another was purchased by Cairnstrans.


Trams in Oslo

The Oslo tram network (, short from "", 'electric') is the tram system in Oslo, Norway. It consists of six lines with 99 stops and has a daily ridership of 132,000. It is operated by , a subsidiary of the municipally-owned who maintain the track and 72 tram vehicles on contracts with the public transport authority . The system operates on standard gauge and uses 750 V DC overhead. Depot, workshops and headquarters are at (at the terminus of lines 13 and 17). There is also a depot at (along lines 18 and 19) that is home to the technical company InfraPartner, which maintains the track for the tram and metro systems in Oslo, and a small office building for .
History.
The first tram in Oslo was opened in 1875 with a short line between Homansbyen west of the city centre, Oslo West Railway Station and a sideline to Grønland, east of the city centre. The first "trams" were in fact horse-drawn vehicles on flanged steel wheels. The first expansion of the line came in 1878 with a line to Grünerløkka just north-east to the city center.
Electric tram service was initiated in 1894 with a line over Briskeby to Majorstuen, a route south of the original Homansbyen line. Horsedrawn service was entirely replaced with electric service in 1900. For a long time, there were two tram companies operating in Oslo, "Grønntrikken" ("The Green Trams" with a green and yellow livery) and "Blåtrikken" ("The Blue Trams" with a blue livery). These companies were merged in 1924. During the 1910s, 1920s and 1930s, the network continued to expand, with the most notable addition being the construction of Ekebergbanen, a line up along the hill along the east side of the Oslo Fjord, south of the city. It was operated by a separate company. It was originally built to Sæter in 1917, the line was completed to Ljabru in 1941. The tram network reached its greatest extent in 1939 with the opening of the northeastern line to Sinsen.
After World War II, the tram network started being gradually being replaced with diesel buses, closures started in 1947, and in 1960, the city council decided to aim for a complete dismantlement of the entire tram system. A number of lines had been replaced with the T-bane subway system, and the versatility of buses was attractive to the local politicians. However, in 1977, the city council rescinded its decision to close the tram system. An order was made for a set of new articulated trams to supplement the aging fleet. The first of these trams, the SL79 was delivered in 1982.
The tram network was expanded slightly in the 1990s. A line over Aker Brygge was added in 1995, and in 1999 an extension of the northwestern Ullevål line was extended past the University of Oslo campus, to the new Rikshospitalet national hospital. A further renewal of the tram fleet by the addition of Italian double-articulated SL95 cars was also started. In 2002 the tram appeared to fall on hard times again. Oslo Sporveier was strapped for cash, and the board passed a decision to close down much of the tram system and replace it with buses. However, such a drastic change of operations forced a general assembly to meet, and most of the closures were cancelled. Finally, only the northernmost line to Kjelsås was closed in November 2002. In 2003, the tram system which had been part of Oslo Sporveier, was fissioned out to a separate company, Oslotrikken. However, Oslotrikken was instructed to drop the "Oslo" prefix in their name shortly after, making Trikken their official name. The line to Kjelsås was reopened in 2004, exactly two years after it was first closed.
The tram network has had a considerable expansion in passenger figures since 2003, but the number of tram departures has only increased by 22.7%. Lack of vehicles is a hindrance for further expansion of the tram service, and although orders for more vehicles are being planned, Ruter have said it will take years before the tram service can be expanded.
Routes.
Tram lines in Oslo go either through downtown, or, more rarely, terminate there. As of 2017 there are six lines, all of which operate daily, usually on a schedule with a 10-minute headway, or 20-minute schedule during late evenings and weekends. Many stretches are operated by two or more lines. In central areas, served by more than one line, there is a maximum of 5-minute headway between trams, a concept named "Rullende fortau" (rolling sidewalk) by the tram company.
Two of the sections are light rail that run on separate tracks rather than in the road:
The lines are color-coded, and the colors appear on the line map as well as destination signs (but not any more on the SL-79 trams since they have digital destination displays). Line 11 and 13 share colors, as do lines 18 and 19. Some tram maps distinguish between them by giving line 11 a lighter green than line 13, and by making the yellow of line 19 more orange. Up until the 2005 restructuring of the tram system there was also a line 10 (Jar-Skøyen-Aker Brygge-Jernbanetorget-Ullevål-Rikshospitalet), color-coded blue and a line 15 (Grefsen-Trondheimsveien-Nationaltheateret-Majorstuen), color-coded red.
Destinations in italic brackets are only served during off-peak hours except for Bekkestua which is served every 20 minutes as opposed to every 10 minutes. Lines 11 and 12 are run jointly. A line 11 tram arriving at Majorstuen continues as a line 12 and vice versa. The same applies to the lines 17 and 18 at their terminus Grefsen.
Since lines 11, 12 and 19 run over Majorstuen, where several turns are too sharp for the newer SL-95 trams, they are operated with the lighter SL-79 trams. Lines 17 and 18 run to Rikshospitalet, which need to be operated by the bidirectional SL-95 trams. Both tram types are operating on line 13 but SL79 turns at Lilleaker instead of Bekkestua, where there is no loop.
Rolling stock.
Current rolling stock.
The Oslo tram system has 72 trams.
The upcoming 87 SL18 trams will replace all these 72 current trams by 2024.
There are also some old trams which are brought out on special occasions. During the summer, tram no. 70 together with trailer no. 647 operates scheduled trips on Sundays. It was built by Falkenried in Hamburg, Germany in 1913 for Grønntrikken. It remained in regular passenger service until 1968 and continued to serve as a maintenance vehicle. For the tram's 100 year jubilee, the no. 70 tram was restored in 1994. Trailer no. 647, complete with the classical open platforms, is a replica of an old trailer, built from parts from tram no. 71.


Ohmer fare register

The Ohmer fare register was, in various models, a mechanical device for registering and recording the fares of passengers on streetcars, buses and taxis in the early 20th century. It was invented and improved by members and employees of the Ohmer family of Dayton, Ohio, especially John F. Ohmer who founded the Ohmer Fare Register Company in 1898, and his brother Wilfred I. Ohmer of the Recording and Computing Machines Company of Dayton, Ohio. This latter company employed up to 9,000 people at one time and was a major manufacturer of precision equipment during World War I. It was subsequently renamed the Ohmer Corporation and in 1949, acquired by Rockwell Manufacturing Company.
Fare registers on city buses were replaced by fare boxes by the middle of the 20th century, and today by ticket or card machines. Ohmer fare registers can be found in use and on display at trolley museums throughout the U.S.
A station on the Sacramento Northern line through Concord, California, was called "Ohmer", named for the Ohmer company and its fare register. The site is now occupied by the North Concord/Martinez Station of the Bay Area Rapid Transit system.


Harry Katsiabanis

Harry Katsiabanis is an Australian entrepreneur and public transport operator known for founding P2P Transport, TaxiLink, CABiT, and Ride247.
Early life and education.
Harry Katsiabanis attended Melbourne High School and La Trobe University. He worked as a real estate agent for a decade before deciding to enter the taxicab industry. He began driving taxi cabs in 1988, and bought his first taxi license at the age of 21. Katsiabanis attended Swinburne University of Technology from 2011 to 2013, and graduated with a master's degree.
Career.
TaxiLink, TaxiEpay, Greek immigration.
Katsiabanis founded the Melbourne-based taxi network Taxi Link in 2003 and is the company's executive director. e also created TaxiEpay, an EFTPOS system, that same year. Katsiabanis is the spokesperson for Taxi Industry Stakeholders Victoria, and became known for opposing Allan Fels' position in the 2011 Taxi Industry Inquiry, and protesting government plans to reduce the value of taxi licenses.
In 2012, Katsiabanis started an initiative to encourage Greeks to immigrate to Australia and work as taxi drivers in the Melbourne-area during the Greek financial crisis. The initiative was motivated by changes in Australian immigration laws which reduced immigration from India, thereby creating a shortage of taxi cab drivers in Australia. That same year, Katsiabanis founded the Australian Taxi Academy, offering free training and seminars to Greeks who enrolled in the program. In June 2012, Katsiabanis he a series of seminars about the initiative in Athens.
In May 2013, it was reported Katsiabanis and two other taxi operators bought the rights to Taxiplon, a Greek taxi-booking app.
In November 2013, Katsiabanis announced his plans to launch Taxi Link Pink, a pink fleet of cabs driven by women for female passengers. He stated that the initiative was inspired by an article in "The Age", which reported on sexual harassment by cab drivers in Victoria.
CABiT.
In 2014, Katsiabanis founded CABiT, an Australian vehicle for hire service that combined the fleets of Taxi Link, Ambassador, Cabways, and Kensington Taxis. Katsiabanis has stated that the company was modelled after the Indonesian taxi group Blue Bird. On August 24, 2015, CABiT launched a fleet of green-painted, hybrid cars.
P2P, Ride247.
Katsiabanis co-founded P2P Transport, a vehicle rental company, in 2017. He initially raised $30 million in funding for the company with a group of investors in mid-2017, and the company opened on the Australian Securities Exchange in December.
In 2018, Katsiabanis announced plans to launch Ride247, a mobile phone app which would allow users to book taxis, rideshare cars, and limousines.
Personal life.
Harry Katsiabanis is a Greek Australian.


Transit bus

A transit bus (also big bus, commuter bus, city bus, town bus, urban bus, stage bus, public bus or simply bus) is a type of bus used on shorter-distance public transport bus services. Several configurations are used, including low-floor buses, high-floor buses, double-decker buses, articulated buses and midibuses.
These are distinct from all-seated coaches used for longer distance journeys and smaller minibuses, for more flexible services.
Specifications.
Generally, a transit bus will have:
Modern transit buses are also increasingly being equipped with passenger information systems, multimedia, WiFi, USB charging points, entertainment/advertising, and passenger comforts such as heating and air-conditioning (as opposed to historically where actually necessary). Some industry members and commentators promote the idea of making the interior of a transit bus as inviting as a private car, recognising the chief competitor to the transit bus in most markets.
Operations.
As they are used in a public transport role, transit buses can be operated by publicly run transit authorities or municipal bus companies, as well as private transport companies on a public contract or fully independent basis. Due to the local authority use, transit buses are often built to a third-party specification put to the manufacturer by the authority. Early examples of such specification include the Greater Manchester Leyland Atlantean, and DMS-class London Daimler Fleetline. New transit buses may be purchased each time a route/area is contracted, such as in the London Buses tendering system.
The operating area of a transit bus may also be defined as a geographic metropolitan area, with the buses used outside of this area being more varied with buses purchased with other factors in mind. Some regional-size operators for capital cost reasons may use transit buses interchangeably on short urban routes as well as longer rural routes, sometimes up to 2 or 3 hours. Often transit bus operators have a selection of 'dual-purpose' fitted buses, that is standard transit buses fitted with coach-type seating, for longer-distance routes.
Sometimes transit buses may also be used as express buses on a limited-stopping or non-stop service at peak times, but over the same distance as the regular route.
Fare payment.
Fare payment is done via:
and is done upon:
Doors.
Depending on payment systems in different municipalities, there are widely different rules with regard to which door, front or rear, one must use when boarding/exiting.
For rear doors, most buses have doors opened by the driver controls or patron (with touch-to-open, motion sensor or push bars). Most doors on buses use air-assist technology, the driver controlled doors, use air pressure to force them open, patron-operated doors, can push them open, however, the doors are heavy, so the touch-to-open or push bar mechanism, sends pressurized air to open the doors. Most doors will signify that they are unlocked and open with lights, this gives guide to those who are going up or down the door steps to not trip and fall.
Unlocked or open doors, will trigger a brake locking mechanism on the bus to prevent it from moving while someone could possibly be entering or exiting the bus, when the door is closed, the lock will release, this is mostly implemented on rear doors, not really on front doors, since the driver will be paying attention to the front door.
Types.
Transit buses can be single-decker, double-decker, rigid or articulated. Selection of type has traditionally been made on a regional as well as operational basis; however, with the advent of global manufacturing, all of these types can be seen in the same location or country. Depending on local policies, transit buses will also usually have two, three or (for articulated) four doors to facilitate rapid boarding and alighting.
In cases of low-demand routes, or to navigate small local streets, some models of minibus and small midibuses have also been used as transit type buses.
The development of the midibus has also given many operators a low-cost way of operating a transit bus service, with some midibuses such as the Plaxton SPD "Super Pointer Dart" resembling full size transit type vehicles.
Developments.
Due to their public transport role, transit buses were the first type of bus to benefit from low-floor technology, in response to a demand for equal access public service provision. Transit buses are also now subject to various disability discrimination acts in several jurisdictions which dictate various design features also applied to other vehicles in some cases.
Due to the high number of high-profile urban operations, transit buses are at the forefront of bus electrification, with hybrid electric bus, all-electric bus and fuel cell bus development and testing aimed at reducing fuel usage, shift to green electricity and decreasing environmental impact.
Developments of the transit bus towards higher capacity bus transport include tram-like vehicles such as guided buses, longer bi-articulated buses and tram-like buses such as the Wright StreetCar, often as part of bus rapid transit schemes. Fare collection is also seeing a shift to off-bus payment, with either the driver or an inspector verifying fare payments.
Commuter bus service.
A commuter or express bus service is a fixed-route bus characterized by service predominantly in one direction during peak periods, limited stops, use of multi-ride tickets and routes of extended length, usually between the central business district and outlying suburbs. Commuter bus service also may include other service, characterized by a limited route structure, limited stops and a coordinated relationship with another mode of transportation. They may closely follow the routing of a conventional bus route but not stopping at every stop or not making detours such as into residential or commercial areas that conventional routes may take.


Prince Homer

The Prince Homer was a small commercial vehicle manufactured by the now integrated Prince Motor Company. It was available as a van, called the Homy, a double cab, or regular cab truck. The first model was known as the T64, and was sold as the Prince Homer or PMC T64. The T640 was introduced in 1966 and was sold as a Nissan (without any modifications aside from badging) due to Prince merging with Nissan. It was shared with the Nissan Cabstar which was sold at "Nissan Bluebird Store" Japanese dealerships. Production of the T640 ended in 1968. The Homer was exclusive to Japanese Nissan dealerships called "Nissan Prince Store", when Prince was merged with Nissan in 1966. The Homer name was discontinued in 1982, while the Cabstar name remained when Nissan refocused "Nissan Prince Store" vehicles as private purchase products.
The T641 Homer was introduced in 1968 and the slotted grille was replaced with a new 'cat-whiskers' grille. It was rebadged as the Nissan Homer for the Japanese domestic market, and was marketed in Europe and Australia as the Datsun Homer. There was also a Van version, codenamed V641. While the T641 was in production, a 1.25 ton version was built, called the T642. Unlike the T641, the T642 was not available in a van version. The Homer was sold in Taiwan by Yue Loong, originally as the "Yue Loong YLN-251".
Changes.
The T20 Homer was introduced in 1972, replacing the T641. The T20 used the same grille as the previous model, but the front signal indicators were taller. T20 production ended in 1976. The final Homer, the F20, was produced from 1976 to 1982 and had all-new bodywork. In September 1979 the F21 was introduced, the new model could pass the 1979 emissions standards and had also received a light facelift. The F20 version was also sold as the Nissan Cabstar in Japan (Datsun Cabstar abroad). Production ended in February 1982, when the Homer line was subsumed into Nissan's own new light truck, the F22 Nissan Atlas. Use of the Homer nameplate continued in Taiwan by Yue Loong on the F22 Atlas and on the Nissan Caravan E23 minibus ("Homer 747").
Specifications.
The Homer T640 was first fitted with the 1,484 cc OHV G1 engine found in the Prince Skyline 1500. In 1967, after the Nissan-Prince merger, it was refitted with a single carburettor version of the Datsun Fairlady's 1,595 cc in-line four R16 engine. The "T20" model produced from 1973 to 1976 was powered by the J15 engine (1,483 cc) or the J16 engine (1,567 cc). The "PF20" model with a 1,982 cc H20 engine was produced from 1976 to 1981, and the final model, the PF21, was produced from 1980 to 1982.


DFW Airport North station

DFW Airport North station is a TEXRail commuter rail station and future DART commuter rail station. It is located on Dallas/Fort Worth International Airport property in Grapevine, Texas.
Trinity Metro commuter rail station.
Trinity Metro operates TEXRail from T&P Station in Fort Worth to DFW Airport/Terminal B station in Grapevine. The DFW Airport North station will provide transfers to the future DART Silver Line while serving employees of the airport, and promoting transit-oriented development. A bus loading and kiss-and-ride area (connected to the platforms via a pedestrian walkway) is located west of this station. After announcements that TEXRail was green-lit, DFW Airport has said that they will provide $40 million to operate only the DFW Airport/Terminal B station, leaving Trinity Metro to operate this station.
Revenue service commenced on January 10, 2019.


Bristol MW

The Bristol MW (MW stands for "Medium Weight") is a bus and coach chassis. designed and built between 1956 and 1966 by Bristol Commercial Vehicles in Brislington, Bristol.
Design and construction.
It had a horizontally mounted engine under the floor between the two axles allowing an entrance ahead of the front axle and a flat floor for its entire length and thus suitable for "one-man" operation. The chassis then had a body mounted upon it by a bodybuilder, either a bus body or a coach body. The MW replaced the earlier LS (Light Saloon) which was designed to be built into an integral bus or coach only by sister company Eastern Coach Works (ECW) in Lowestoft. This prevented the sale of the mechanical underframe to other bodybuilders when a change in control of the company allowed this to happen. A few chassis were sent to Alexander at Falkirk to receive bodies to the specification of companies within the Scottish Bus Group.
Unlike the earlier LS, which experimentally housed AEC and Rootes TS3 engines and the later RE experimentally using a horizontal and turbocharged version of Bristol's own BVW engine, all MW chassis were fitted with Gardner 5HLW (5-cylinder) or 6HLW (6-cylinder) engines. The chassis type designation was either MW5G or MW6G. These engines were deep in their horizontal form causing the floor height of the finished vehicle to be high, resulting in steep steps at the entrance. The transmission was by way of a manual 5-forward speed gearbox made by the company. It incorporated synchromesh cones, but these did not wear well and gear changing still required drivers to adjust engine to road speed. The rear axle was available in three ratios 5:1, 5.5:1 and 6:1. 5.5:1 was by far the most popular and 6:1 was the standard for bus versions built for Bristol Omnibus Company
The vehicle was built to the contemporaneous legal maximum limits of size, namely and . When regulations allowed longer () and wider (8 ft  in or 2.5 m) vehicles, BCV did not extend this chassis and moved to a new concept with a rear engine. Despite this, as late as 1962, an option was designed to incorporate major modifications to the chassis to fit air springs instead of the traditional multi-leaf springs. The air sprung version was popular for chassis intended for coach bodywork, just before the 36 ft model for fitment to the RE chassis. Few customers specified air springs for bus versions. Bristol Omnibus Company was the main one and it was on the basis that the better suspension caused less stress and damage to the chassis and bodywork and reduced lifetime costs of operating the vehicles would outweigh higher initial purchase price. Their chief engineer at the time, Mr E Hardy, was sorely displeased when the option was withdrawn for the last year of production.
There were some options for this chassis introduced later in production to improve fuel consumption and vehicle heating. This included the replacement of the underfloor radiator and its constantly engine driven fan by a front-mounted radiator with "Varivane" wax capsule operated radiator shutters backed up with a thermostatically controlled electric fan. The provision of an "exhaust-boiler" was also available. This had a temperature controlled valve which could divert the exhaust gas from the exhaust pipe through a heat exchanger incorporated into the engine cooling system, thus allowing quicker heating up to engine operating temperature and assisting passenger comfort in colder weather when the engine was not providing enough waste heat in the normal way.
Some chassis were fitted with an exhaust brake for some time, though many so-fitted had the equipment removed later.
A total of 1,965 Bristol MW chassis were built. Those with bodywork fitted by ECW were driven by road by a weather-swept crew of drivers. Rail transport was used for those going to Alexander.
Sanctions.
Production of chassis was authorised by the Board of Directors of BCV in tranches by type, known as "sanctions". Each vehicle received a cast number plate which was bolted to the chassis in the form "135.001" being the first vehicle of the 135 sanction. This number was not always the same as the "build number" allocated by production control and not used after the chassis left the factory.
The sanctions for MW chassis are summarised below. The details are taken from lists compiled from Bristol Commercial Vehicles records showing the customer, fleet number, registration mark for every chassis made and dates constructed and cross checked with individual fleet operators fleet lists.