The Volvo B9TL is a low-floor double-decker bus built by Volvo from 2002 until 2018. It superseded the Volvo Super Olympian and the Volvo B7TL; the 2-axle version has been superseded by the Volvo B5TL in 2014 and the 3-axle version has been superseded by the Volvo B8L in 2018. The Volvo B9TL chassis shared the same design of the Volvo B7TL; the key difference from both its predecessor, the Volvo Super Olympian and Volvo B7TL, was a new 9.3-litre engine designed by Renault. The radiator was located at the rear offside, similar to the smaller B7TL; the front module design was shared with other low-floor bus chassis built by Volvo, independent suspension is fitted at the front axle. The B9TL was offered in three-axle format, the two-axle variant was added in 2006 to replace the B7TL; the driveline comprises a Volvo D9A Euro III engine, replaced by the Volvo D9B Euro IV/V/EEV engine, coupled to a ZF 5/6-speed gearbox. Volvo offer the Voith four-speed gearbox as an option; the front wheels of the three-axle B9TL are supplied by Alcoa of the USA, but some buses had all their wheels supplied by Alcoa.
A Volvo B9TL prototype was delivered to Hong Kong in July 2003 for Kowloon Motor Bus as a demonstrator for the Eco-Driveline concept. However, the Volgren CR223LD body had a width of only 2.50 metres instead of the usual 2.55 metres. After months of testing, the bus was registered as LJ7006 and numbered AVD1 in March 2004, it was put into service in April 2004. As a result of these tests, Volvo and ZF adopted the Eco-Driveline system as the primary driveline option on the B9TL, it was confirmed that AVD1 would leave Hong Kong after its evaluation, a farewell tour was held by Bus Fan World on 12 December 2004. The bus left Hong Kong soon after. In August 2005, AVD1 was shipped back to Hong Kong. Pre-October 2005, the bus was kept by Volvo in the Hong Kong United Dockyard. In 2005, the bus was transferred to KMB for installation of service equipment; the bus was re-licensed as MF5119 in February 2006, re-entered service on 24 May 2006. The bus is one of the first two to meet the Euro IV emissions standards in Hong Kong.
In early 2004, a Volvo B9TL prototype with a facelifted version of the TransBus Enviro500 body arrived in Hong Kong. It had a different front and rear design, its rear route box was moved beneath the upper deck rear window. After TransBus International was renamed Alexander Dennis in May 2004, it became the only TransBus Enviro-series bus with a non-Dennis chassis. In the same year, a Wright-bodied B9TL prototype was delivered; the rear design of its Wright body was different from that of the Wright-bodied Volvo Super Olympian, with the number plate moved beneath the rear route box. On 12 January 2005, the TransBus Enviro 500-bodied B9TL was licensed as LU3721 with fleet number AVBE1, the Wright-bodied B9TL was registered as LU3739 with fleet number AVBW1. Both of them entered service on the night of 8 February 2005. In early 2005 KMB ordered 25 B9TL chassis with Wright bodywork, which entered service in 2005/2006. One of them had participated in the EFE Showbus 2005 event in the UK before delivery.
Among these 25 Wright-bodied B9TL, two of them are prototypes - fleet no. AVBW15 and AVBW26. AVBW15 is fitted with a D9A340 engine coupled to a four-speed Voith DIWA864.5 gearbox instead of the D9A300 engine coupled to a six-speed ZF6HP592C gearbox, unique among the whole Wright-bodied B9TL fleet. In late 2005, Kowloon Motor Bus placed a further order of 38 Wright-bodied B9TL and 50 Enviro500-bodied B9TL; the Wright-bodied buses entered service in mid/late-2006, the Enviro500-bodied buses entered service in late 2006/2007. These were followed by another 35 buses with Enviro500 bodywork, they entered service in 2007/2008. In 2009, KMB ordered 175 Wright Eclipse Gemini 2 bodied B9TLs equipped with Euro V D9B-310 engines and Vogelsitze seats, which have begun delivery as of early 2010; these were followed by an order for a further 115 Wright-bodied B9TL in 2010 - AVBWU1-AVBWU290. All these buses entered service between 2010 and 2012. In 2013 a further batch of 50 arrived at Hong Kong as chassis, they were transferred to mainland China for assembling the Wright Eclipse Gemini 2 bodies, which broke the tradition of Wright only assembling bus bodies in their own factory.
A further order of 58 buses were confirmed, following by 50 buses with bodies assembled in Malaysia, bringing the total to 158 buses. They all arrived Hong Kong as chassis in 2014; the prototype and buses from the second batch onwards are equipped with orange Hanover route display board while the first batch are equipped with orange Gorba route display boards. They are the super low-floor buses with the highest capacity in the fleet of KMB 12m buses - AVBWU291-AVBWU448. In 2016, KMB had a latest batch of further 245 buses with Wright Eclipse Gemini 2 were ordered, which will deliver from 2017 onwards, they were
A coach is a bus used for longer-distance service, in contrast to transit buses that are used within a single metropolitan region. Used for intercity—or international—bus service, other coaches are used for private charter for various purposes. Deriving the name from horse-drawn carriages and stagecoaches that carried passengers and mail, modern motor coaches are always high-floor buses, with a separate luggage hold mounted below the passenger compartment. In contrast to transit buses, motor coaches feature forward-facing seating, with no provision for standing. Other accommodations may include on-board restrooms and overhead luggage space. Horse-drawn chariots and carriages were used by the wealthy and powerful where the roads were of a high enough standard from 3000 BC. In Hungary, during the reign of King Matthias Corvinus in the 15th century, the wheelwrights of Kocs began to build a horse-drawn vehicle with steel-spring suspension; this "cart of Kocs" as the Hungarians called. The imperial post service employed the first horse-drawn mail coaches in Europe since Roman times in 1650, as they started in the town of Kocs, the use of these mail coaches gave rise to the term "coach".
Stagecoaches were used for transport between cities from about 1500 in Great Britain until displaced by the arrival of the railways. One of the earliest motorised vehicles was the charabanc, used for short journeys and excursions until the early years of the 20th century; the first "motor coaches" were purchased by operators of those horse-drawn vehicles in the early 20th century by operators such as Royal Blue Coach Services, who purchased their first charabanc in 1913 and were running 72 coaches by 1926. Coaches, as they hold passengers for significant periods of time on long journeys, are designed for comfort, they vary in quality from country to country and within countries. Higher specification vehicles include air conditioning. Coaches have only a single, narrow door, but sometimes they have two doors, as an increased loading time is acceptable due to infrequent stops; some characteristics include: Comfortable seats that may include a folding table and recliner. Comfort is considered to be an important feature in coaches.
Luggage racks above the seats where passengers can access their carry-on baggage during the journey Baggage holds, accessed from outside the vehicle under the main floor or at the rear, where passengers' luggage can be stowed away from the seating area Passenger service units, mounted overhead, on which personal reading lights and air conditioning ducts can be controlled and used by individual passengers with little disturbance to other passengers On-board rest rooms fitted with chemical toilets, hand basins and hand sanitizer. On some coaches, on-board entertainment including movies may be shown to passengers On-board refreshment service or vending machines Wheelchair accommodation including a wheelchair lift for access Curtains, useful on overnight services Onboard Wi-Fi access Onboard AC power Coaches, like buses, may be built by integrated manufacturers, or a separate chassis consisting of only an engine and basic frame may be delivered to a coachwork factory for a body to be added.
A minority of coaches are built with monocoque bodies without a chassis frame. Integrated manufacturers include Autosan, Scania and Alexander Dennis. Major coachwork providers include Van Hool, Marcopolo, Irizar, MCI, Prevost and Designline. A representative selection of vehicles in use in different parts of the world. A selection of vehicles in use in different parts of the world in the past. Anderson, R. C. A. and Frankis, G.. History of Royal Blue Express Services. David & Charles. BBC Time Shift: The Modern Age of Coach Travel
The Volvo B9RLE was a 9.4-litre engined tri-axle low-entry single-decker bus and double-decker bus chassis manufactured by Volvo between 2010 and 2013. The double-decker can be built as either closed open top, it was introduced as an interim replacement for the soon to be discontinued B12BLE in the short gap of years before they had the Euro VI compliant B8RLE ready. At the same time they introduced a tri-axle variant of the B7RLE, but in Volvo's home markets the 290 bhp that the D7E produces is considered way too little for a 15-metre bus; the most reason for introducing the B9RLE a whole year before the end of production for the B12BLE was for the introduction of the first prototypes of the Volvo 8900LE in late 2010, the body that most B9RLE received. Some were bodied as open top double-decker sightseeing buses with the Unvi Urbis 2.5 DD body. In Sweden a total of 145 were built as 8900LE low-entry city buses to various customers, like Nettbuss and Nobina Sverige, 7 Unvi-bodied sightseeing buses.
In Norway Boreal Transport received 10 as 8900LE for Stavanger and Nobina Norge received 27 for Tromsø. A Unvi-bodied open top sightseeing bus was delivered to Oslo. D9B, 9364 cc, in-line 6 cyl. turbodiesel D9B380 - 280 kW, 1700 Nm, Euro V Media related to Volvo B9RLE 6x2 at Wikimedia Commons Volvo B9 Range brochure Volvo Buses
The Volvo B6 was a 5.5-litre engined midibus chassis manufactured by Volvo between 1991 and 1999. It was available as the low-entry Volvo B6LE. In the United Kingdom, the B6 competed in the midibus market with the Dennis Dart, with the MAN 10.xxx HOCL and 12.xxx HOCL/12.xxx HOCL-NL throughout Europe. When launched in 1991, it was presented as being available in several different lengths. For LHD markets it was available with a 350 mm low-entry floor, while the RHD markets had to wait until 1995 before this option became available. Most B6s were built for the UK market, they were sold in mainland Europe, both in bus and in coach versions. When launched in the UK, it was marketed as the B6R, but this name would only be used in the Asia-Pacific region; the initial pre-production series of around 30 chassis were manufactured by Volvo subsidiary Steyr Bus GmbH in Vienna, Austria. This would however not be the case with the production series. Most of the pre-production units were built as coaches. Only nine of these units were delivered in the United Kingdom.
In March 1993, serial production of the B6 started up at Volvo's brand new bus chassis plant in Irvine, Scotland. The B6-50 length was popular; the short-wheelbase B6-36 sold a few from the start. The B6-45 midicoach suffered from disappointingly low sales in the UK - by 1995, when the RHD version was withdrawn from sale, only fourteen had been built; the last one being delivered to the Russian embassy in 1998, being unsold since 1995. No further RHD B6-45s were built. For the RHD markets the entire step-entrance B6 lineup was discontinued in 1997, while the LHD version was available until the introduction of the B6BLE in 1999; the step-entrance B6 never received a proper successor. Between 1993 and 1997 a total of 627 B6s were delivered in the UK; the B6 were labeled as the Volvo B6R in the Asia-Pacific region. In Australia, Blue Ribbon purchased Southtrans four and Whyalla City Transport two. Citybus took delivery of one Alexander bodied B6R; the B6LE was only available as LHD, but in 1995 it became available as RHD, to compete with the Dennis Dart SLF.
However, after sales proved promising, the B6LE replaced the B6 in some markets in 1997 before it was itself replaced by the B6BLE in 1999. A total of 394 B6LEs were produced for the UK between 1995 and 1999; the B6LE were labeled as the Volvo B6RLE in the Asia-Pacific region. In Australia, Brisbane Transport purchased two B6RLE. Three were purchased by National Bus Company in Brisbane. Citybus took delivery of 10 Plaxton Pointer bodied B6LEs. TD63, 5478 cc, in-line 6 cyl. turbodiesel TD63E - 132 kW, 520 Nm, Euro I TD63ES - 154 kW, Euro ID6A, 5478 cc, in-line 6 cyl. turbodiesel D6A180 - 132 kW, 550 Nm, Euro II D6A210 - 154 kW, 700 Nm, Euro II Media related to Volvo B6 at Wikimedia Commons Media related to Volvo B6LE at Wikimedia Commons
The Volvo B6BLE was a 5.5-litre engined low-entry midibus chassis manufactured by Volvo between 1999 and 2001, with three unfinished or unsold chassis being bodied in 2004 and 2005. The Volvo B6BLE was presented in November 1998 as a replacement for the B6LE. Compared to the B6LE it had a new lower chassis frame with increased low floor area, independent front suspension giving more than 10 cm wider gangway between the front wheel arches, front end "kneeling", giving a 25 cm entrance height. Like its predecessor, it continued to compete with the Dennis Dart SLF. A total of 346 known B6BLEs were produced between 1999 and 2001, including two for Australia, nine for Norway and two for Sweden; when the Irvine plant was closed in 2000, production moved to Sweden. The last buses were registered as late as April 2002, but the model year on the chassis VINs reveal that they were built in 2001, waiting to be bodied. A further B6BLE was delivered for Plaxton's Bus 2000 concept in 2004, followed by a second Bus 2000 B6BLE in 2005, but the VINs indicate that they were manufactured in model year 2000.
A third chassis was available for the Bus 2000 project in 2005. This chassis had 1999 as model year. In some markets, the B6BLE was followed by short-wheelbase variants of the B7RLE. D6A, 5478 cc, in-line 6 cyl. turbodiesel D6A180 - 132 kW, 550 Nm, Euro 2 D6A210 - 154 kW, 700 Nm, Euro 2 Media related to Volvo B6BLE at Wikimedia Commons
The Volvo B7L was a low floor single-decker bus, double-decker bus and articulated bus chassis with a rear engine mounted vertically on the left of the rear overhang, it was built as a replacement for the Volvo B10L, the Volvo Olympian. It was used as both a single-decker bus and a double-decker bus chassis in Continental Europe; the B7L was available as an integrally-constructed Volvo bus - the Volvo 5000 and Volvo 7000. Whilst similar to the B10L in design, both featuring a side-mounted engine, the B7L's engine was a Volvo D7C unit mounted vertically, as opposed to the horizontally mounted Volvo DH10/GH10 engine of the B10L; as with the B10L, B7L was available in its articulated form named the B7LA. Outside Continental Europe, the B7L was introduced in the United Kingdom in 2000, as a replacement for the Volvo B10BLE, the Volvo Olympian, it could be fitted with Wright Eclipse body, but proved unpopular due to the arrangement of engine and radiator limiting seating capacity, with FirstGroup being the only major customer.
Volvo responded by introducing the B7RLE and the B7TL for the UK market, fitted with more conventional Transverse engines. In Ireland, Bus Éireann purchased 25 B7L's between 2001 & 2003; the double-decker version of B7L was sold in UK, used as public bus or sightseeing bus. Volvo B7L and B7LA-based buses are used in Greece. In Athens, Volvo B7LAs constructed by Saracakis have been used since 1999. In Thessaloniki, the local operator OASTH introduced 22 B7LAs in 2004 with more coming in 2005 and 2006, while 54 B7Ls were introduced in 2004 and 2005 together with 15 11m B7Ls in 2005 all constructed by ELVO. In 2005, Wrightbus unveiled the Wright StreetCar, a tram-like articulated bus built with modified B7LA chassis; the chassis has a shorter front overhang, the driver's cab relocated to above the front axle and the radiator relocated to the roof, giving a full-width rear window. The Volvo B7L was superseded by the Volvo B9L in 2006. Ftr - a trial scheme using Wright StreetCars List of buses
The Volvo B10BLE was a low-entry single-decker bus chassis manufactured by Volvo in Sweden between 1993 and 2004. The first prototypes were built in 1992, but mass production started in 1993, only a year after the high-floor B10B, it was popular in Australia and the United Kingdom. It had the engine mounted on the rear overhang of the bus, it became the successor of the city bus version of the B10B and was used as a base for single-decker buses worldwide. The B10BLE was available in diesel powered format, in a compressed natural gas powered format with the fuel tanks on the roof of the bus, its low-floor design was promoted by Volvo when it was first launched, on the basis of added convenience to the passengers, the increase in transport efficiency due to the low-floor design. The production of the diesel powered variants ended in 2001 to give way for B7RLE and B12BLE, while the CNG variants were produced until 2004. In the United Kingdom market, Volvo unsuccessfully tried to replace the B10BLE with the B7L in 2001, but realized that it was not as popular among the customers and offered the B7RLE from 2003.
The Volvo B10BLE features a Volvo DH10A engine with a displacement of 9,600 cc. It is an inline six-cylinder four-strokediesel engine with a intercooler; this engine used a dry sump system due to being horizontally mounted. The engine has a power output of either 285 bhp; the engine is able to meet Euro II emissions limits. The name of the chassis stands for: B - Bus 10 - 10 litre engine B - Back/Rear mounted engine LE - Low-entryOptionally available is a Volvo GH10-series natural gas or biogas engine. All generations of this engine are inline four-stroke six-cylinder spark-ignition engines with a turbocharger and intercooler; the GH10A and GH10B engines were lean-burn engines and the GH10C is a "mixed-lean" engine, operating on an optimised balance between stoichiometric and lean-burn combustion strategies. Power ratings vary from 245 bhp in the GH10A to 290 bhp in the uprated version of the GH10C; the GH10C is able to meet Euro IV emissions limits. In Australia, Sydney Buses purchased 125, Westbus 41 and Grenda Corporation 16.
In mainland Europe, B10BLEs were bodied by Säffle/Aabenraa and other local manufacturers. In Singapore, all SBS Transit B10BLEs were bodied by Volgren. One diesel-powered demonstrator was introduced in 1997 and scrapped in 2015 after reaching its 17 year lifespan; the other 12 were CNG powered, bought in 2003 and some of them were scrapped. The CNG buses are the last public buses in Singapore to use plastic destination signages. Retirement began in September 2018. In the United Kingdom, many of the B10BLEs had Wright Renown bodywork, a small number received Alexander ALX300 bodywork; the original Plaxton Prestige featured the Volvo chassis as an option, but few of these were built. Media related to Volvo B10BLE at Wikimedia Commons