share some bus info here
sort of ike a mannual or reference section for bus fans and other folks..
revamped:-
this is now an infomation referecne centre. very wiki like info on buses shd be posted here. these are info that we wish to refer back now and again . sort of like the reference section in a library
Of course if the info in "Did you know" thread are really important and need to be referenced, we would post it in here as well =)
sticky would be good
SCANIA BUS MODEL CODES
some of us seem confused over this, so guess its time to clarify
There are 5 generations (the word series can also be used) of Scania bus models
currently in aug 2007 , Scannia released the 5th generation. the very familair N113CRB are 3rd generation Scanias. bellow is a exmaple list
First generation: umm i dun have an example..lol
Second generation: Scania BR112DH - East lancs bodywork = SBS7000 NDD under SBS then.
Third generation: Scania N113CRB - these we are familair with.
Scania L113CRL - SMRT Scanias
Fourth generation - Scania L94UB - volgren CR221L SBS2888T
5th generation : Scania K230UB
note that 5th series you do not see the 5 in the model code. this is due to the fasct that Scania switched to a new format in 2007. However, if u are happy with saying K95UB, its no problem among us.
old format:-(1st to 4th series)
First letter - N K L - denotes how engine is placed (Swedish words)
K is rear engine
N is transverse rear engine
L is tilt rear engine
F is front engine
the one or two digit after the first letter is litre size of engine followed by series
eg: L93CRL is a 9 litre 3rd series bus (um a malayisan citybus btw)
last three letters (for a better explaination - please refer to The_Bus_Guides_post below)
well L stands for low flloor, the rest are Swedish words i dun understand.
I guess the B stands for bus lest the same chassis can be used for a Scnaia truck.
U stands for urban
D stands for Double Decker
A articulated bus
nearer to the end of the 4 series, Scania put horsepower rating badges on their buses.
Example: malaysina coach have thhis 360 at rear meaning the bus is a 360HP rated bus.
The 5th series was launched and Scania decided to ue HP rating in part of its chassis n moel coodes. Following the likes of MAN bus.
The fifth series retaind the first letter codings but replaced the rest of the numbers with HP ratings. the rear letters remain the same type.
Example: Scania K230UB - rear engine (K) - 230HP rating - Urban Bus
Green fuels scania
Scania too produce buses with CN fuel or other alternative fuel like Ethanol electric fuel drive.
these will start with a C where C initially stands for CNG
eg: CN94UA (thats another bendybus model in korea besides the Iveco ones which u have seen pix of)
eg; CN310UD (Ethanol electric fuel double deck scania in UK)
DO NOT think CN means part of he word CNG. it is not. the seocnd letter is still engine placement. it is only because so far all alternaitve fuel models they have to place the engine in the transverse positions which is N in code..
Hope this clears up some misunderstandings on Scania bus
Soruce - Windy's old post..somewhere and my own understanding of the bus industry
ZYX
Acronyms we normally use
Bus Models
Bendy : Normally refers to Mercedes-Benz O405G series of chassis of SMRTbuses
Bubble : Normally refers to Volvo B10BLE series of chassis
Elbo : Only refers to Scania L113CRL buses with ELBO bodywork.
LO2X : Leyland Olympian 2-axle
LO3X : Leyland Olympian 3-axle
LUB : Normally refers to the Scania L94UB series of chassis
Merz : Normally refers to Mercedes-Benz O405 series of chassis
Strider : Normally refers to Mk IV Volvo B10Ms of SBS Transit or Scania L113CRLs of SMRTBus. Is the bodywork moel by Alxeander then. Very common UK bodywork.
VO2X : 2-axle Volvo Olympian
VO3X : 3-axle Volvo Olympian
VSO : Volvo Super Olympian (Volvo b10TL Superbus)
General
Rego: Registration Number of the bus ( eg SBS 9818A / TIB 791H] (proounced: reh-geoh)
Desto : Destination Plate of the Bus ( 190 New Bridge Rd / 80 Sengkang ) Also cna use to refer to a EDS desto.
Cameo : Only applicable to Singapore bus spotting styles:- Buses permanent on a service but doing another service temporarily. usually a one-day special.
EDS : Electric Destination Sign ( used on SMRTBus and some SBS Transit buses )
SMRTB : SMRT Buses Ltd
SMRT : Any SMRT Company, mainly referring to SMRT Trains.
SBST : SBS Transit Ltd
WAB: Wheelchair Accessible Bus
PIW: Passenger in Wheelchair
CNG: Compressed natural gas vehicle
Depots
SMRT Buses Ltd
AMDEP : Ang Mo Kio Depot
KJDEP : Kranji Depot
WLDEP : Woodlands Depot
GKDEP : Geylang Depot
YIBP : Yishun Interchange Bus Park (overnight parking)
SBS Transit Ltd
BRAM : Braddell-Ang Mo Kio Bus Park ( SBS Transit HQ ). ormerly known as TP (Toa payoh depot)
AMDEP : Ang Mo Kio Depot
HGDEP : Hougang Depot
BNDEP : Bedok North Depot (there was once a Bedok (BEDEP) depot. hence a North to diffrentiate bet the two)
BBDEP : Bukit Batok Depot
SLBP : Soon Lee Bus Park
ARBP : Ayer Rajah Bus Park
Original post by Yusry - updated by ZYX in 2008 Oct
ZYX
Nissan Spacerunner Series
A short history.
A Humble start; the U/UA20, U35 series
The
Nissan U31 RCN belongs to the Japanese Domestic Market (JDM) model
Nissan Spacerunner-UA/RA (日産ディーゼル・スペースランナーUA/RA). The Spacerunner-UA
started off in 1970s as the U/UA20 series and designed as a large type
city bus. The engine was chosen to be the PD6H (originally PD6 railroad
diesel engine, H added to denote a horizontal engine) and of 185PS
(182bhp). The designations for wheelbase is also included in the model
number, for the U/UA20 series, H is for 4.67 meters, L for 5.2 and N
for 5.6. Most of the units were sold to operators in Hokkaido. Bodywork
were made by Fuji Heavy Industries, modeled R13/3E. The U35 is later
sold with an engine same to the later K-U/UA30 series, but with
original U/UA20 layout.
Development of new engines; the K-U/UA31, 36 series
In
lieu of the Showa 54 (1980) gas emission requirements, the U/UA20
series was discontinued and production went on to the K-U/UA31 series,
with a new improved engine (Nissan PE6H, 230PS/226 bhp) for direct air
conditioning requirements. Meanwhile, the U35 series, being just
qualified for the year's emission requirements, undergo a series change
to N-U36. The wheelbase numbers also changed; K for 4.76 meters, L for
5.1 and N for 5.5. Bodywork was also by Fuji Heavy Industries, and
features the new R15/5E alongside the old R13/3E bodywork. This was
also the export model for TIBS (presently SMRT) units and labeled as
U31RCN, in which U31 denotes the series and N denotes the wheelbase. No
technical detail related to R and C letters despite research into their
denotation.
Further developments; P-U/UA32 series
The
developments for this model was fast, and in 1984, the older models
were replaced and the new P-U/UA32 series came into force. Notably, the
pre-combustion engine of the previous series was replaced but with the
same model, the PE6H, with a same rating. This was made for the Showa
58 gas emission requirements.
The V age; P-U(UA)33, 50 series
1988
saw a new revision to the Spacerunner-UA model, the newer engine
(Nissan PF6H 235PS/231 bhp) and the option for a strong V8 engine under
the U/UA50 series, powered by a Nissan RE8, 295PS/290 bhp. The
wheelbase also undergo a change, K for 4.72 meters, L for 5.24 and N
for 5.55. The new bodywork modeled R17E and 17B. The interesting thing
for this series is that, although the U/UA50 is aimed at the city bus
market, they are rarely used, presumably for the high engine output!
Express buses and family owned ones are dominant.
Into the 90s; U-UA440, 510 (520)
Heisei
Calendar Year 0 (1990), the older series were all discontinued when yet
another new gas emission requirement came about. The U-U/UA440 series
were introduced, with its wheelbase denotation changed from K to H. All
other figures remain.
The 510 series were aimed at yet again the
high power range, with a new Nissan RE8 V8 type engine delivering
310PS/305 bhp. The 520 series even brought the range up higher with a
340PS/335 bhp, Nissan RF8 V8 type engine! This clearly drawn a line
between highway buses and city type buses.
Mid 90s; KC-UA460, 521 and NE-UA4E0
Heisei
6 (1995), a series revision was on for yet another set of gas emission
requirements (in a period of ten years, every year there had been
revisions aiming at bringing levels down and cleaning the air). The new
series added with a new R wheelbase of 6.0 meters and T of 6.5 meters.
The engines also fell back to the PG6 (235PS/231 bhp) however, with the
powerful V8 still in production with model numbers starting with 5. The
NE variant was introduced for CNG version.
Last of the step buses; KL-UA452
With
population growth and aging population in Japan, it was decided that
bus production are to be converted to pure non-step buses and this
signaled the end of the Spacerunner-UA in high floor city bus. The last
series, KL-UA452 was introduced in 2000 conforming to the Heisei 11 gas
emission requirements. The engines comes in two models, the standard
PF6HTA (240PS/236 bhp) and PF6HTB (300PS/295 bhp). The bodywork comes
in 7E and 7B, with new versions by Fuji Heavy Industries. In 2003, FHI
ended its bus bodywork production and hence these are the last
Spacerunner-UA batch with FHI bodywork.
Into the Non-Step World; The new Spacerunner
As
this section no longer touches on the old Nissan Spacerunner-UA high
floor types, I would consolidate all series under this section.
F Series; UA460KAM
In
1997, this model was first introduced on Nagoya City Bus as a
prototype. The wheelbase features K for 4.8, M for 5.3 meters. The
engine is a similar PG6 (235PS/231 bhp) to the older series. For a new
Heisei 11 emission requirement, the series are then named KL-UA272KAM,
with KL-UA272MAM denoting those with a different wheelbase if both are
of the same and registered in a same company.
N Series; KL-UA272KAM 'Kai'
With
Fuji Heavy Industries ending its bus bodywork line, the bodies for the
new Spacerunner-UA buses go under the NSK Company (西日本車体工æ¥). The model
numbers remain, and CNG versions were produced as well.
G Series; KC-UA460*AN 'Kai'
This series undergo small changes, with the redefining of wheelbase to H with 4.72 meters, L to 5.24, M to 5.3 and P to 5.8.
RA Series; The Successor to the Spacerunner-UA's Long Marathon
ADG-RA273A Series
The
emission requirements change came to a slow down in Heisei 17 (2005),
when a long term requirement was set and bus manufacturers need not
change that frequent to new standards. The new series are non-step and
feature a new MD-92TJ engine (300PS/295 bhp) as a standard. This engine
uses SCR technology and Adblue fluid. Route buses uses 5 speed manual
transmission or 5 speed auto by ZF. Intertown and family use buses
offer 6 speed manual. Series name is formally changed to Spacerunner-RA.
PKG-RA274A/PDG-RA273A Series (Conforming to Heisei 27 Emission Requirements)
The
new buses that are under production now would be able to last the
emission requirements till Heisei 27 (2015). The new buses also
incorporate the technology of the previous series and with changes to
interior of the vehicles only. The other change was an OEM license to
Mitsubishi to produce the PKG-AA274A and AA for Nissan Diesel. The
units by Mitsubishi carries their steering wheel design.
With
the few models of U31 in Singapore, notably the U31SCN (SBS), U31RCL
and U31RCN (TIBS). The TIBS models only differ from wheelbase (refer to top).
Older bodywork of R13/3E would have also existed in the fleet. Another
demonstrator for SBS, U21SXN (SBS2452S) would have been a unique bus,
due to the lower horsepower engine (PD6H, 185PS/182 bhp) and possibly a
R13/3E bodywork. That bus brought in in 1982 would likely fit all the
technical pieces of puzzle together.
Of the entire series, an added A would mean air suspension. Local U31 with the absence of A would mean leaf spring suspension. Also, the 'Spacerunner' name is added with the newest series of low floor buses. However, it can be understandable to extend the name to the entire series of buses produced from the 70s.
Information from Japanese sources and personal research into Japanese technology. Compared with Nissan Diesel sources.
Bus transport in Singapore is the most comprehensive and affordable means of public transport for the masses, with over two million rides taken per day on average on the buses of the two main public transport providers SBS Transit and SMRT Corporation. There are more than 300 bus services covering all parts of Singapore.
Plans released in the Public Transport White Paper by the Land Transport Authority, however, predict the gradual decline of extensive public bus transport with the development of a comprehensive rail-based transport system such as the Mass Rapid Transit. It was due to this concern, that the government worked towards establishing multi-modal transport companies so as to allow them to remain relevant in the future.
However, plans are also underway to revitalize the public bus network, and make it an attractive and practical alternative to private transport. It is hoped that this would increase the ridership onboard public transport, as well as reduce congestion. A comprehensive review of Singapore's public transport and bus system, commissioned by the Land Transport Authority, was completed in early 2008. It has resulted in the relegation of bus route planning to the Land Transport Authority by 2009, among other things.
When Singapore first gained independence in 1965, the state of the public transport system was extremely unsatisfactory. Its capacity was inadequate to cope with the population, while the buses were old and slow. Furthermore, the system was beleaguered with frequent problems such as poor management and substandard services and quality.
The main bus operator was the Singapore Traction Company, plying routes in the city area. Apart from that, there were many small and individual Chinese private bus companies, each plying a small part of the rural and fringe areas of the island, with only a few routes each. Therefore a simple journey from the East to the West of the island could involve several bus transfers, and could last a few hours aboard noisy and rickety buses.
As Singapore Traction Company had a 30-year monopoly and had no direct competition, its services were usually substandard, while the small Chinese bus companies also had a shortage of resources and funds. Moreover, many bus companies had labour problems. There were quite a few cases of labour unrest. In the late 1950s, the situation deteriorated. Militant bus workers, manipulated by communist-controlled unions, resorted to strikes in a demand for better work conditions and pay. These work stoppages plagued the entire bus system into chaos.
A famous bus strike was the Hock Lee bus riots on May 12, 1955, where workers from the Hock Lee Amalgamated Bus Company began to go on strike. They were members of the Singapore Bus Workers' Union (SBWU) and were protesting against bad working conditions, long working hours and a low pay. Students from the Chinese Middle schools even came to join and support the strikers. The situation was so bad that in 1955, the Chinese bus companies were hit by a total of 57 strikes. In 1956, the 'Great STC Strike' lasted 146 days. The strikers crippled the country's transport system. The chaotic conditions usually left the commuters in a lurch.
It was in the early seventies that government stepped in to reorganize the bus system. Many small bus companies were amalgamated into three larger bus companies, namely the Amalgamated bus company Ltd, associated bus services Pte Ltd, and the United Bus Ltd. They were grouped into three regional sectors. The STC continued its monopoly on the central area of Singapore.
Notwithstanding the reorganization, bus services still did not improve much. There were still frequent breakdowns, overcrowded buses, and irregular fare and route structures. During this time, the protectionism of the STC by the government was also removed. The STC could not cope with this new environment and closed down its operations due to large financial losses.
In 1973, The three main bus companies were merged into a one single organization. The new company formed from this merger was the Singapore Bus Service (the predecessor of SBS Transit), which came into operation in November 1973. It was hoped that this would create economies of scale and ultimately improve bus services.
The government mooted the idea of a second bus company in the early eighties. The idea was to provide some degree of competition to SBS. Therefore Trans-Island Bus Services Limited was formed on 31 May 1982, as the second major public bus operator. Trans-Island started operations on 3 April 1983.
Mr Ong Teng Cheong, the then Minister for Communications, remarked that "Each company will act as a natural impetus to enhance the performance and efficiency of the other in the spirit of healthy competition and in the process help bring about a better level of service." In August 1994, the government announced the transfer of 17 SBS services to Trans-Island bus services. This was to help TIBS in its early years.
In 2001, Singapore bus service changed its name to SBS Transit Limited. This was to reflect its status as a multi-modal transport operator, as it had won the tender to operate the new North East Line and the Sengkang/Punggol Light Rapid Transit Lines.
In late 2001, Trans-Island became a subsidiary of the Singapore Mass Rapid Transit Corporation (SMRT). Trans-Island Bus Service was renamed as SMRT Buses Ltd on 10 May 2003. This continues till today.
(info from sgwiki)
How a bus is made (Chassis)
In this review article , we will learn how a bus is constructed from scracth, ore about the bus industry and later apply what we know to our hobby
The construction of a bus can be divided into two stages. Chassis building and body building. I shall concentrate on citybus examples and explanations. In this section, we deal with chassis.
Chassis
Purely in the bus industry, they build the chassis, the skeletal strcuture of the bus base. the dash with steering (and usually the driver's seat), gearbox and engine are them assembbled up on this chassis "pkatform". Natrually drive shaft and air suspension etc systems are fitted as well. the chassis cna be driven by itself as a workabble peice of machinery. You may have seen delivery of bus chassis in Singapore with people literaly driving the bare skeletal things around to depot for deliveries.
Therefore Chassis (bus industry) is defined as the bus skeletal strcuture along with he dash and gearbox etc
A chassis is fitted at a bus maker's plant. For example at a MAN AG germany plant for the MAN bus .using universal modular parts as accordance to MAN's bbus models and specs, chassis are built. therefore one cna identify a bus just by looking at chassis parts. for bus fans, this usualy mean the dash. likewise the gearbox a universal component can be identified at dash. Sometimes even the engine compartment at rear of bus cna give clues to what mmodel a bus is. For example the Lyeland Atleantan enngine compartmen is a uuniversal design and is part of the chassis aseembly process.
However, when identifying a bus, the bus fan should not in any way decide what a bus is by looking at it from outside. This is because the bus bodywork is what u see and not the chassis parts.
In the next section we entail how the bus is built from the chassis by building up the bodywork.
Source - i wrote this from scracth using my own knowledge i have and my own experinces
How a bus is made (bodywork)
Integral bodywork
We deal with the integral bodywork types first. Integral bodywork means buses bodywork that have their bodies built up at the makers plant. Integral bodywork are usually built up from the chassis immediately after the chassis is done using blueprints drawn up by the bus maker themselves.
Bus body - windows , doors, walls, roof. aiir-con pod, CNG pod.... not chassis parts kind of bus parts.
Bus maker - Mercedes benz, volvo, Scania who build bus chassis for their brands of bus.
A bus operator can specify if it wants the bus maker to continue building the bus bodywork using their "integrated product line" or have the chassis shipped locally and built by a local bus bodybuiler.
For exmaple: MAN AG has their own line of bus intergral product. famously known as the MAN Lion's City. o everything is done up at the makers plant nd the bus is shipped CBU to country S for bus operator say ZYXbus.
The term CBU means Completely built up. it means the bus is shipped over to bus operator fully built .
Bus bodywork
Certainly to save costs,bbus operators tend to ship their chassis to their local countys / country to build the bus using a Bus bodywork builder company. One example for Singapore is our dear Soon Chow.
In this case, the chassis and some other parts of the bus will be shipped CKD - Completely knocked down - over to Singapore for bus bodybuilders Soon Chow to build up the bus bodywork. Sometimes the chasis is cut short for easier shipping as in the case for a Scania k230UB chassis whereby a 2m section middle section is not connected yet to chassis During the bodywork assembly process the bodywok builder 9erm gemilang) will have to attach the chassis part to the shortened chassi THEN build the bus body.
How a bus is made (Analysis and applications of knowledge by the bus fan)
So we know roughly the stages of assembing a bus and how some varaitations can be made. lets view the variations
Chassis -> intergral bodywork - shipped CBU to Singapore
Chassis - Ship to Spain build body - Ship CBU to Singapore 9this is for the SMRT mercs)
Chassis -+United ingdom body builder (Alexander) - Ship all parts CKD to SBS > SBS build the bus bodyworkat SBS building plant .
Chassis -> ship CKD -> Australia Volgren bus builder in Sydney - build in volgren CR224L - drive/ ship bus to brisbane for local bus operator
As you can see, different countrys have different ways to build their bus.
Applying the info
We now know that buses can be built by local bus bodybuilders. That creates a problem . These builders like Volgren can use the same desgins on other makes of bus. for example, We can have a mercedes benz OC500LE built in volgren Cr228L in brisbane and worse is thier MAN 18.310 also uses volgren CR228L. Essentially both bus look alike. So how are we to tell them apart by looking at the bus from ar.
nearly impossible.
its like you go japan, u know ahh Hino, isuzu mitshubishis are the norm there..but u land there u see all the buses look alike all in their Japanese NSK bodyworks...bummer man. heck its even possible a neoplan was built in NSK and u wun know for sure.
So how how how?
Dun worry. As mentioned is only bodywork, u forgot about chassis. the bus chassis parts are now the parts u want to look at. ut first, the bus should have make and model badging.
check....
what? see none. tough luck. no badging was put by the bus bodybuilder.
No worries.
Creep up to the bus (lol). have a look at the engine grilles. can tell? still cannot? Creep closer...
Ok have a cursory glance at the dash. because the bus makers make the dash in universal desgins this is the best way to identify a bus. The knowledged bus fna are able to tell main European dash designs apart just by a quick glance at the dash. Of coruse a look at the middle of the steering wheel where the maker's badge is will always be the lst resort if cannot identify still.
For exmaple: one fin day i saw this coach at transtar. The good bus expert bside me had a quick look at the rims and decided it was a Scania. since my eyes really suck and i have no ideas on rims... I did the creep to bus thing. glanced at the dash. its a Scania 4th series bus. So an educated guess will put the coach to be a K124EB coach .
Source - i wrote this from scratch using my own knowledge i have and my own experinces
Chassis of different Heavy Vehicles Companies
SCANIA
Our new Scania city bus chassis is designed to carry a large number of passengers along demanding urban and suburban routes.
Scania manufactures two well-proven and highly competitive city bus chassis: the N chassis for when you want the maximum number of standing passengers; and the cost-efficient K chassis, which offers a lower initial cost, excellent fuel economy due to reduced energy-loss in the powertrain, and easily accessible parts for service and maintenance.
Available in 10.5 to 15-metre versions (the longer with hydraulically steered tag axle), this robust and reliable low-floor chassis offers the following benefits:
A 9-litre engine equipped with Scania EGR guarantees compliance with Euro 4 or EEV at all times and in all driving conditions, with excellent fuel economy and without the use of additives. Available in three outputs from 230 hp to 310 hp, depending on emission level.
Proven engine and chassis parts based on Scania’s industry-leading platform of common components for trucks, coaches and buses. Scania chassis are renowned for their exceptional durability and dependability and an impressively long service life – all of which means more hours on the road and lower operating costs.
High torque from low revs for fantastic starting power and relaxed performance.
The ergonomically designed driver station ensures relaxed and efficient driving, even at the end of a long day. The chassis front is adjustable to ensure the best positioning of the driver’s area.
The uptime-enhancing features include a CAN-bus electrical system with more functionality but less wiring and fewer components.
The fuel-saving features include an innovative air-processing system that uses excess energy to fill the air tanks, and an automatic gearbox that achieves higher torque at low speeds, while enhancing fuel economy.
World-class brake performance – now improved with an electronic brake system and electronic stability program.
Exceptionally rigid chassis frames with air suspension and anti-roll bars for comfort, stability and minimal vibration.
Adapted for low-floor or low-entrance applications, the low-floor version being fitted with a transversely mounted engine.
A choice of 5- or 6-speed automatic gearboxes, the latter with high torque in the starting position and overdrive characteristics in the final gear. Both models improve fuel efficiency.
Plastic low-weight fuel tanks – Scania EGR does not require urea-based additives and thus needs no additive tank on the chassis.
sources: http://www.scania.com/products/bus/chassis_range/city_bus/VOLVO
The B9TL chassis shared the same design of the B7TL. The key difference from both its predecessor, the B10TL Super Olympian and B7TL, is the new 9.4-litre engine originally designed by Renault. The radiator is located at the rear offside, similar the smaller B7TL. The front module design is shared with other low-floor bus chassis built by Volvo, and independent suspension is fitted at the front axle.
The B9TL was initially offered in 3-axle format, and the 2-axle variant was added in 2006 to replace the B7TL. The driveline comprises a Volvo D9A Euro III engine (rated at 300bhp or 340bhp), which was later replaced by the Volvo D9B Euro IV engine (uses selective catalytic reduction technology; two versions were offered - the D9B260 rated at 260bhp for 2-axle version, and a higher powered D9B310, rated at 310bhp, for 3-axle version), and coupled to a ZF 5/6-speed gearbox. Volvo also offer the Voith 4-speed gearbox as an option.
The front wheels of 3-axle B9TL are usually supplied by ALCOA of the USA, but some buses (including the 3 prototypes) have all their wheels supplied by ALCOA.
Singapore
SBS Transit of Singapore placed an order for 150 B9TL chassis, the largest order to date, which were fitted with bodywork from ComfortDelgro Engineering, part of SBS Transit's parent company. These are Singapore's first wheelchair-accessible buses. However, instead of automatic ramps, SBS Transit has decided to use manually-operated ramps. While the ramps would need more time to deploy, they would be more reliable than automatic ones and would be cheaper to install and maintain because of the absence of complicated mechanical parts.
The buses were launched on 15 February 2006 by Singapore's then Minister for Transport, Yeo Cheow Tong. They were supposed to be deployed from April onwards, but this was delayed till June 2006 - they were slightly wider than most other buses in Singapore, bus stops had to be retrofitted for the wheelchair-bound, and it was necessary to survey which bus routes in Singapore had the most pressing need for such buses.
Fourteen such buses were registered initially, in the range of SBS7300P to SBS7320G (not all registration numbers inclusive). Bus Service 21 was the first to receive the buses, where ten were put into service serving between St. Michael's Bus Terminal and Pasir Ris Interchange on 27 June 2006, with an official launch ceremony held at Pasir Ris Interchange on 26 June 2006. Service 21 was chosen after consultations with various welfare organizations serving the needs of the handicapped, as well as the Land Transport Authority. This route also passes the premises of the Handicaps Welfare Association as well as Tan Tock Seng Hospital, among other medical facilities. B9TLs continued to roll out of the bodywork assembly plant at SBS Transit's Hougang depot, being deployed on selected routes served by several Depots, where the routes chosen are expected to serve large numbers of elderly commuters.
SBS Transit placed an additional order for 50 more chassis soon after placing its first B9TLs into operation, bringing the total fleet size to 200. As of 29 September 2006, before the Euro 4 dateline of 1 October 2006 set by the Singapore government for diesel vehicles, all 200 B9TLs have been registered, with registration numbers SBS7300P to SBS7499A. Currently, all 200 B9TLs are out on the roads.
sources: http://en.wikipedia.org/wiki/Volvo_B9TL
The Mercedes-Benz OC 500 LE is a modular, heavy-duty, twin-axle bus chassis produced by Mercedes-Benz/EvoBus in Sámano, Spain. It was designed as a base for low-entry city, suburban, and intercity buses weighing a maximum of 18,000 kg. It has much in common with the chassis used for the Mercedes-Benz Citaro integral bus range. The engine is horizontally-mounted over the rear overhang.
Singapore
SMRT Buses are currently taking delivery of 132 Mercedes-Benz OC500LEs for fleet replacement and expansion. These buses feature bodywork built by Gemilang, engines that meet Euro 5 emissions standards and are wheelchair accessible. They are the first buses in South-East Asia to be fitted with an Euro 5 engine. The first OC500LE began passenger service at end June 2008. The later production buses includes some slight modification, such as a bigger side and rear route number display EDS.
source: http://en.wikipedia.org/wiki/Mercedes-Benz_OC500LE
MAN
Build on MAN.
MAN is among the great marques in the international arena of commercial-vehicle
manufacturing: it is one of the leaders in city bus and touring coach
construction, and extremely successful as a truck manufacturer renowned for
its competence and innovative ideas. A marque that conquers markets – and
successful around the globe. So if you rely on chassis made by MAN you opt
not only for vast experience and expertise but also for a high degree of safety
which only a partner as powerful as MAN can offer.
Above all other things, our chassis offer you excellent quality for first-class
body solutions. Our chassis are body-friendly, reliable and have a long service
life. They set new standards in terms of comfort, ride dynamics and road
safety. They are powerful, achieve low consumption values and are environment-
friendly – and impressively economical with it. In short, ours is a programme
of almost infinite possibilities for bus and coach bodies and vehicles
of every type and tonnage. The choice is yours.
Chassis for bodies of all kinds.
The wide range of MAN bus chassis embraces the whole world
of buses. There are chassis for solo vehicles, articulated buses
and double-deckers – in both the classic and semi-low-floor design
as well as the pure low-floor version. For coaches you have
a choice ranging from the 2-axle type with front-mounted engine
to the 15 m 3-axle model with engine at the rear – and practically
all chassis are available in right-hand and left-hand drive.
Of course, that also applies to club buses, mobile homes or
horse boxes and almost all types of special bodies.
Owing to the great flexibility of the design of MAN chassis models
almost everything is feasible: engine-gearbox combinations,
axle and suspension variants – everything is there for you to
pick. And there are still many more things.
Chassis for midibus bodies 14.280 HOCL
Chassis for low-entry bus bodies 18.240 / 280 / 310 HOCL-NL
sources: http://www.man-mn.com/datapool/mediapool/100/Bus_Chassis_2008_E.pdf
VIN
Just like any other vehciel, a bus has its own ID. this is the INTERNATIONL vehicle identification number.
A string of letters and numbers. the numbera and letters give the "IC" no of the bus.
A VIN is uniqie to the bus and no other bus in the world have the same VIN. its like a DNA or fingerprint.
Bus enthusaists use the VIN to identify a bus if all other looking n er seeing methods fails.There are VIN tables n records online easily on the web accessible to bus enthusaists to identify buses.
Local bus enthusiasts will keep records of the buses and their VINs.
here is a roough guide how to decipher a VIN
example- japan bus
VIN type
chassis - engine
TIB 1248 D -
U31R03684 engine PE6115048H
this a chassis and engine number type VIN, as u can see its just the bus model and then the engine number made by this Nissan Diesel. this form of VIN is not the universal VIn format used.another look around the bus and u should find the universal VIN type. However this type of VIN is sometimes enough to identify the bus in very local context like Japan.
Vin Type
universal 16 chracter type
this one is more in line with the ideas of a unique identification for a bus anywhere in the world.
SFD111AR2YGT21088
thats the VIn for SBS9685R. its a Dennis trident
the first letter generally denotes country. here the S prob stands for UK.
The next few letters and digits denote the bus brand n model type in form of VIN mode. here the D stands for Dennis.
the middle letters like AR2YGT are prob engine and then batch designations
the last 4 digits are the number of the chassis mde. here this is the 1088th chassis of the Dennis trident bus type.
SBS 296P
WDB35700521060926
W is for germany. thats a merc VIN.
YS2K4X20001857474
and thats the VIN of SBS8037 a scania K230UB
YS4NC4X2B01815956
yup a scania N113CRB
its SBS32J
Y is sweden the 4X2 keeps repating yeh? its 4 by 2 axle type scania. They sue the 4 by 2 axle characterisation for the Scania bus VIN.
ZYX
Source - i wrote this from scratch using my own knowledge i have and my own experinces
Originally posted by ZYX2005:VIN
Just like any other vehciel, a bus has its own ID. this is the INTERNATIONL vehicle identification number.
A string of letters and numbers. the numbera and letters give the "IC" no of the bus.A VIN is uniqie to the bus and no other bus in the world have the same VIN. its like a DNA or fingerprint.
Bus enthusaists use the VIN to identify a bus if all other looking n er seeing methods fails.There are VIN tables n records online easily on the web accessible to bus enthusaists to identify buses.Local bus enthusiasts will keep records of the buses and their VINs.
here is a roough guide how to decipher a VIN
example- japan busVIN type
chassis - engine
TIB 1248 D -
U31R03684 engine PE6115048Hthis a chassis and engine number type VIN, as u can see its just the bus model and then the engine number made by this Nissan Diesel. this form of VIN is not the universal VIn format used.another look around the bus and u should find the universal VIN type. However this type of VIN is sometimes enough to identify the bus.
Vin Type
universal 16 chracter typeSFD111AR2YGT21088
thats the VIn for SBS9685R. its a Dennis trident
the first letter generally denotes country. here the S prob stands for UK.
The next few letters and digits denote the bus brand n model type in form of VIN mode. here the D stands for Dennis.
the middle letters like AR2YGT are prob engine and thne batch designations
the last 4 digits are the number of the chassis mde. here this is the 1088th chassis of the Dennis trident bus type.
SBS 296P
WDB35700521060926W is for germany. thats a merc VIN.
YS2K4X20001857474
and thats the VIN of SBS8037 a scania K230UB
YS4NC4X2B01815956yup a scania N113CRB
its SBS32JY is sweden
ZYX
oh...i didn't know about this..
yep u shd go learn about this.
btw i din mention
where to find the VIN
the VIN is usually located at the front of the bus. look for it at the front door entrance, or aove the dirver on some compartment or bbehind the driver seat or at the seat right behind the driver 9for local bus builders of coaches)
The VIN can also be found on bus engine but thats not accesible to you. it is also tagged onto the chassis as well. again not seen by us.
with the VIN in hand, databases will reveal whhat bus it is and which companies have used the bus or bbus was second ahnd from where.
This form of knwledge is usful to vintage bus fans who wish to trace the orgins of a old bus that they have interest on (this is a very European bus enthusaist idea)
in the local context, local bus fan s here have traced the origins of the Sentosa Doeuvle Deck Lo2x to british co XXX (i dunno lah) using this method of VIN record finding.
VIN WMI full list. From Wikipedia and personal source.
Africa:
AA-AH South Africa
AJ-AN Ivory Coast
AP-A0 not assigned
BA-BE Angola
BF-BK Kenya
BL-BR Tanzania
BS-B0 not assigned
CA-CE Benin
CF-CK Malagasy
CL-CR Tunisia
CS-C0 not assigned
DA-DE Egypt
DF-DK Morocco
DL-DR Zambia
DS-D0 not assigned
EA-EE Ethiopia
EF-EK Mozambique
EL-E0 not assigned
FA-FE Ghana
FF-FK Nigeria
FF-FK Madagascar
FL-F0 not assigned
GA-G0 not assigned
HA-H0 not assignedAsia
JA-JT Japan
KA-KE Sri Lanka
KF-KK Israel
KL-KR Korea (South)
KS-K0 not assigned
LA-L0 China
MA-ME India
MF-MK Indonesia
ML-MR Thailand
MS-M0 not assigned
NF-NK Pakistan
NL-NR Turkey
NS-N0 not assigned
PA-PE Philippines
PF-PK Singapore
PL-PR Malaysia
PS-P0 not assigned
RA-RE United Arab Emirates
RF-RK Taiwan
RL-RR Vietnam
RS-R0 not assignedEurope:
SA-SM Great Britain
SN-ST Germany
SU-SZ Poland
S1-S0 not assigned
TA-TH Switzerland
TJ-TP Czech Republic
TR-TV Hungary
TW-T1 Portugal
T2-T0 not assigned
UA-UG not assigned
UH-UM Denmark
UN-UT Ireland
UU-UZ Romania
U1-U4 not assigned
U5-U7 Slovakia
U8-U0 not assigned
VA-VE Austria
VF-VR France
VS-VW Spain
VX-V2 Yugoslavia
V3-V5 Croatia
V6-V0 Estonia
WA-W0 Germany
XA-XE Bulgaria
XF-XK Greece
XL-XR Netherlands
XS-XW Russia
XX-X2 Luxembourg
X3-X0 Russia
YA-YE Belgium
YF-YK FinlandYL-YR Malta
YS-YW Sweden
YX-Y2 Norway
Y3-Y5 Belarus
Y6-Y0 Ukraine
ZA-ZR Italy
ZS-ZW not assigned
ZX-Z2 Slovenia
Z3-Z5 Lithuania
Z6-Z0 not assignedNorth America:
1A-10 United States
2A-20 Canada
3A-3W Mexico
3X-37 Costa Rica
38-30 Cayman Islands
4A-40 United States
5A-50 United StatesOceania (Australia and area):
6A-6W Australia
6X-60 not assigned
7A-7E New Zealand
7F-70 not assignedSouth America:
8A-8E Argentina
8F-8K Chile
8L-8R Ecuador
8S-8W Peru
8X-82 Venezuela
83-80 not assigned
9A-9E Brazil
9F-9K Colombia
9L-9R Paraguay
9S-9W Uruguay
9X-92 Trinidad & Tobago
93-99 Brazil
90 not assigned
On a personal note, I also remember some buses with the VIN. WEB61232321099027. Easy to remember once it takes some time to get the hang of it. Crazy it seems.
For a manufacturer who produces less than 500 vehicles a year can not need to follow the VIN international convention, but their own convention of manufacturer indentification.
U31 VIN might be due to the JDM side as the chassis might have been destined for Japan market. I am not too sure about that point, but Japan buses do have a funny trend of putting model numbers first.
Thanks for reminder by The_Bus_Guide for the point on the first two letters that in fact denote the World Manufacturer Index.
The first character on the VIN doesn't neccessarily mean the country of manufacture. This is a misconception that many people (including myself) had. Actually, it is part of a unique 3-character code called the World Manufacturers Index (WMI). That first character is the country where the manufacturer is based. The OC500 is manufatured in Spain but its VIN starts with WEB. WEB is the WMI for Evobus, a company based in Germany but with manufacturing facilites in other European states. All buses from Evobus, no matter in which country they are made, starts with WEB. Another example is the Volvo B10TL. Its VIN starts with YV3 (Volvo Bus, Sweden) but it was manufactured first in Scotland, then in Poland.
For most cases, the chassis is manufactured from the country where the company is based. For example, Scania (Sweden, YS4 or YS2). However, there are manufacturers with 'sister' companies based in other countries. These companies operate independantly and have their own line of products although they are a part of the same organisation. An example is Mercedes-Benz do Brasil (9BM). Scania have one too. There are Scania buses, like the K124 360, whose VIN starts with 9BS (Scania no Brasil).
Originally posted by ZYX2005:SCANIA BUS MODEL CODES
....
The 5th series was launched and Scania decided to ue HP rating in part of its chassis n moel coodes. Following the likes of MAN bus.The fifth series retaind the first letter codings but replaced the rest of the numbers with HP ratings. the rear letters remain the same type.
Example: Scania K230UB - rear engine (K) - 230HP rating - Urban Bus
....
Scania's Latest Chassii Code
Eg: K 230 UB 4x2 LB
K - Engine Location
K = Longitudinal rear engine
N = Transverse rear engine
230 - Power Code
9-litre Euro 4: 230, 270, 310 hp
9-litre Euro 5: 270 hp
12-litre Euro 4: 340, 380 420 hp
Chassis Model
These two designations are combined to identify the chassis model:
N230, N270, N310
K230, K270, K310, K340, K380, K420
U - Type of Transport
U = Short distance on even, surfaced roads. Normal drive and ride comfort. Main focus on city segment.
I = Short or long distance on even and uneven, surfaced roads. Normal drive and ride comfort. eg. intercity
E = Long distances on even, surfaced roads. High drive and ride comfort. Main focus on coach segment.
B - Chassis Adaptation
B = Without special adaptation
A = Articulated
D = Double-decker
4x2 - Wheel Configuration
4x2 = Two-axle vehicle with drive on one axle
6x2/2 = Three-axle vehicle with drive on one rear axle. One tag axle wothout drive in front of the drive axle. eg. articulated buses
6x2*4 = Three-axle vehicle with drive on one rear axle. One steered axle without drive behind drive axle. eg. double-decker coaches
L - Chassis Height
E = Extra low (low front and rear)
L = Low (low front, normal rear)
M = Low (low front and middle, normal rear), articulated
N = Normal (normal front and rear)
B - Suspension
B = Air suspension front and rear
I = Air suspension front and rear. Independant front suspension
That's all folks!
Originally posted by ZYX2005:Acronyms we normally use
PIW: Person in Hweelchair
It's Passenger in Wheelchair
Originally posted by TIB1224Y:VIN full list. From Wikipedia and personal source.
On a personal note, I also remember some buses with the VIN. WEB61232321099027. Easy to remember once it takes some time to get the hang of it. Crazy it seems.
For a manufacturer who produces less than 500 vehicles a year can not need to follow the VIN international convention, but their own convention of manufacturer indentification.
U31 VIN might be due to the JDM side as the chassis might have been destined for Japan market. I am not too sure about that point, but Japan buses do have a funny trend of putting model numbers first.
Changing your post after someone had corrected the mistakes is totally uncool. There wasn't even any acknowledgments. Has people stopped saying thanks?
Yes I am aware that the correction is done by you.
I have no idea just, that it wil be so sensitive.
I know it is hard to believe, but I am already aware slightly before you corrected or rather, reminded me.
Anyways, it is still your compliment and I should say thanks to you.
alright some tahnks are in order and comments:
1) Thanks the_Bus_guide for clearing up some scania chassis codes . So the 3 or 4 letter codes after the front parts are mainly on what type of bus it shall be and the level of comfort for the journey type. Be it ur regular city travel U , your highway to towns travel E or the really village and highway of trsvel from city I.
I would opinion that the 4X2 or 6X2 axle layout desgination would be good to leave out as makes it rathr long. But good to know about these extra bits after the main code.
2) Ok the first part of the VIN is a manufacturs 9maker's) codes. not country of orgin. misconception by this noob (me , not anyone else, refers to me) .
3) ummm, generally i fell is not Ok to change ur posts after being corrected. Unless its one of those really important guide guide mannual kind of posts. i will of course make a correction for passenger in wheelchair.
ZYX
A misunderstanding.
Bus manufacturers
A misconception by me is that bus makers have only plants in their country of origin. Not true. Bus makers or manufacturers are big global companies with many divisions worldwide. As pointed out by The_bus_guide
Cited exmaple by him was the Mercedes benz in brazil operations.
Of course to cut costs down, bus operators will generally seek for the local bus manaufacturor branch to do the job.
NOT GOOD:
Brazil Bus operator Want Scania k230UB
Build chassis in Sweden > ship CKD to brazil - local bus bodybuilder build
-not good why? costs high and ship voer continenets.
MUCH BETTER
Build chassis in Scania brazil - ship localy or drive the chassis over to body builders - build bus up from chassis.
Lower costs.
May I suggest that this thread be moderated and cleaned up to maintain succinct-ness and purpose, so that information can be found easily.
Originally posted by sv966:May I suggest that this thread be moderated and cleaned up to maintain succinct-ness and purpose, so that information can be found easily.
seconded this idea.....
This is a guide to the various interchanges loads
Ang Mo Kio Interchange
Generally packed, not much free space, full usage
Bedok Interchange
Full usage of parking space, the empty slot is hard to fill in as those exsisting services already park until no more empty spaces
Bishan Interchange
Quite used up, with potential of 1-2 services
Boon Lay Interchange
it is now filled up with JIS and quite a lot of other services, but spaces are available when some JIS transferred to Joo Koon
Bukit Batok interchange
Not so pack, potential of 2 services occupying the empty end-on berths
Bukit Merah Interchange
Full usage, not enough space already to the already narrow buliding, if want more space, why not extend bus parking to the mulit-story carpark....
Bukit Panjang Interchange
Full usage of the pityful 10 SD and 6 bendy slots
CCK Interchange
This interchange has the potential of 2-3 services
Clementi (Temp structure)
Enous Interchange
A lot of empty space, especially when it is at the 93 and 94 berths, can take in a good 6 services
Harbourfront Int
Full usage
Hougang Central Int
No more services pls, a poor 27 driver had been circulating in the interchange for 10 minutes before a empty space
JE Int
Enough spaces for more services,
Pasir Ris
Quite packed....but 1 low demand service maybe fine
Pongool Int (Temp)
Sembawang interchange
Quite empty, used as a swing parking instead for several services, had the potential to take in 4 services given SMRT small fleet
Sengkang Int
Packed already
Serangoon Int
It is generally used, however spaces are available, both end on and sawtooth, can take in 2-3 services
Tampines Int
Full except SMRT maybe can 2 more services
Toa payoh int
No more services spaces
Woodlands Regional
No more space
Yishun Interchange
This interchange is generally utilized up to the cafe, after which up to customer service is almost empty, so can take in 3-5 services
