Standard bus
The standard bus , also known as the VÖV standard bus or VÖV bus , is a standardized type of city and intercity bus built from 1968 to 2000 in two model generations by various German (and also European) bus manufacturers . This was developed in cooperation with the Association of Public Transport Companies (VÖV) in order to reduce the barely manageable variety of types of the post-war period and so that bus drivers, passengers, bus operators and workshops find the same conditions across all brands and manufacturers. In particular, the provision of spare parts and the employment of skilled maintenance and repair personnel have been simplified for the public transport companies in Germany . The standard buses were the typical public service bus in the Federal Republic of Germany from the late 1960s to the 1990s . Due to exports from German manufacturers, the first generation model (SL I) could be found in various countries around the world. On the other hand, the SL I was also - partially modified - reproduced in other European countries. Various versions of trolleybuses have also been manufactured on the basis of the standard line bus .
The standard city bus (VÖV bus and SL II)
prehistory
After the Second World War , a large variety of bus types developed in what was then West Germany - there were many more bus manufacturers then than there are today. In the case of public transport companies, this led to the problem of having to stockpile spare parts for a wide variety of bus types and employ skilled maintenance and repair personnel. The Hamburger Hochbahn (HHA) therefore suggested in 1959 that a German standard city bus be designed in order to simplify the procurement, maintenance and repair of the buses and thereby reduce costs.
The Association of Public Transport Companies (VÖV) , which was finally merged into the Association of German Transport Companies (VDV) in 1991 , dealt with the implementation of this task . The VÖV created a specification sheet in which the properties and technical specifications of the standard city bus were defined and stipulated: The "Standard-Linienbus" working group set up by the VÖV in October 1966 was developed with the substantial cooperation of the Falkenried vehicle workshops (FFG, at that time part of the Hamburger Hochbahn ) Criteria for a modern public service bus with greater passenger, operating and maintenance friendliness. The ten members, who came from different transport companies, passed binding resolutions with a simple majority at the four-week meetings. For the sake of simplicity, only the two-axle monoplane was assumed. Standardization should focus on the car body, its facilities and the electrical system. For the final determinations of the items floor height, driver's position and glare-free windshield, reports were obtained from various institutes.
First generation: VÖV bus
On October 13, 1967, the first prototypes of the VÖV standard bus according to these specifications were presented by Büssing , Magirus-Deutz and Daimler-Benz . The prototype from Magirus-Deutz was then in trial use in Hamburg until September 1968. The experiences made by the workshops, drivers and passengers flowed into the final VÖV guideline type recommendation for a VÖV standard bus (SL). The specification called for vehicles with a length of 11,000 mm with a wheelbase of 5600 mm, front overhang 2400 mm, rear overhang 3000 mm with an underfloor rear engine . The body should have a window divider of 1430 mm (seven times), as well as two double-leaf inner pivoting doors with a clear passage width of 1250 mm and a low car floor (725 mm) with two steps (220 mm each) on the two doors. The standard bus was designed from the start for one-man operation without conductors with passenger flow from front to back.
The engine output should be at least 8.8 kW (12 HP ) per ton based on the total weight, which corresponds to a value of around 141 kW. A central electrical compartment was provided on the outside of the driver's area. The driver's workstation was uniformly designed (so-called VÖV driver's seat ), the two-part windshield was arched horizontally to prevent reflections from the interior. The arrangement of the seats was predetermined, the number of seats provided was 44 with 2 + 2 full seating and 37 with 2 + 1 arrangement between the doors. This resulted in a standing room of 61 and 78 respectively. Opposite the central door there was space for two strollers . Also new was the uniformity of the handrails with the arrangement of signal buttons for the passengers' wishes to get out. There was a cabling plan to standardize the electrics, and the location and size of lighting, signage and advertising space were recorded.
The companies Büssing, Klöckner-Humboldt-Deutz (Magirus-Deutz), Daimler-Benz, MAN (all Federal Republic of Germany) and Ikarus from Hungary were all manufacturers of the VÖV bus . In the transition period after the takeover of Büssing by MAN, there were also VÖV buses with the brand name “MAN-Büssing” (from 1971); after the incorporation of Magirus-Deutz into IVECO until 1982 also with the additional IVECO logo.
The vehicles were largely the same in terms of their dimensions and layout, the engines and the front, rear and roof design with brand-specific design were fundamentally individual, even if the front design was only available in France at Berliet (after the takeover by Renault under this brand) produced vehicles differed significantly. Magirus-Deutz was the only manufacturer involved to install air-cooled diesel engines. A series by Büssing for Berliner Verkehrs-Betriebe BVG with the model designation BS 110 V SL was also the only one that could have a comfortable independent wheel suspension , otherwise all other buses of this type always had air-sprung rigid axles . Important parts such as the window panes, the doors, the lighting equipment and the target sign boxes, on the other hand, were identical and therefore interchangeable, regardless of the manufacturer. On the one hand, this served the manufacturers; they were able to reduce costs by increasing the number of items produced by the parts manufacturers. On the other hand, the transport companies benefited from the simplified spare parts inventory and the uniform handling of the different makes by the workshop and driving staff. Finally, the uniform arrangement of entrances, grab handles and scrolling displays was an advantage for the passengers .
A smaller version of the standard bus was also planned, which was shortened by a window divider (1430 mm) to a length of 9.57 meters. This was offered and produced by Büssing (BS 100 V) and Magirus-Deutz (170 S 10 H) until the early 1970s . It was also suggested to construct an "articulated motor vehicle". Based on the VÖV specifications, articulated buses were then manufactured by body manufacturers such as Emmelmann , Göppel and Vetter, as well as one - and -a-half-deckers by Ludewig and Vetter. In contrast to the standard regular-service bus, however, these had an underfloor mid-engine in the front of the car and therefore a higher car floor with three steps on the doors. Magirus-Deutz supplied as early as 1968 three-door city buses with the type designation 170 S 11 M with M ittelmotor and rear platform to the Cologne Transport (sprinkled). In 1970, Büssing produced a pilot series of six three-door rear-engined buses with a "Swiss Front" (windshield according to the Werkspoor system ) for the Zurich transport company , which were followed in 1972/73 by 82 BS 110 VR cars with a higher output of 210 hp / 155 kW thanks to an improved injection pump developed.
From 1978, Daimler-Benz manufactured the articulated pusher bus with rear engine developed by FFG using the patented articulation angle control of the joint as a Mercedes-Benz O 305 G completely on its own without a body manufacturer. Later, Magirus-Deutz also built its own articulated bus with a rear engine, but powered by a cardan shaft through the joint on the second axle. Göppel continued to build the articulated bus for MAN, but now also with a rear engine but still with the second axle being driven by a cardan shaft similar to Magirus-Deutz.
In 1972 Gaubschat Fahrzeugwerke developed a double-decker bus with a rear-engined engine in what was then West Berlin, based on the VÖV recommendations for the Berliner Verkehrs-Betriebe (BVG) . This standard double-decker ( MAN SD 200 ) had a very low floor (400 mm) and MAN components. The superstructures were made by Orenstein & Koppel (O&K) in Berlin , and later by Thyssen Waggon-Union .
With superstructures and licensed production were concerned Heuliez in France (superstructures on chassis of Mercedes-Benz), Berliet / Renault in France, Biamax in Greece (superstructures on chassis of Mercedes-Benz), Jelcz in Poland (as license Berliet), Pegaso in Spain (under license from MAN) and the Turkish MAN subsidiary MANAŞ . The buses from Gräf & Stift and Steyr were sold under the names Gräf & Stift and Gräf & Deutz (if a Magirus-Deutz chassis was used) and Steyr-Gräf. Gräf & Stift belonged to MAN from 1971, and Steyr's commercial vehicle production was also added in 1989. The chassis and engines from Daimler-Benz and MAN were also used by Kässbohrer ( Setra ), Auwärter Neoplan and Vetter for the construction of public service buses, which, however, did not meet the standardization guidelines in essential points. For example, most of the Graef & Stift cars (MAN) did not have a rear engine, but an additional entry at the rear.
The VÖV buses spread quickly, there was almost no city in the Federal Republic of Germany in which the vehicles were not used. They were also numerous abroad, on the one hand through foreign license production and on the other hand through exports by German manufacturers. They could also be seen in numerous cities in Austria, and a series of Mercedes-Benz O 305s were also used in Australia .
On the other hand, in some cases there were also standard regular-service buses manufactured abroad that operated in Germany. For example vehicles from Ikarus of VHH in Hamburg, Norderstedt and Neumünster as well as Renault in Saarland , the latter had a different front and rear design. Individual elements of the German standard bus, such as the central electrical compartment or the low-glare curved windshield, have also been adopted by other domestic and foreign bus manufacturers, including Volvo from Sweden for its buses. These in turn also reached numerous countries; some of them are still in use today.
The first-generation standard public service buses proved their worth after initial difficulties and were well received by both drivers and passengers. In the later years they were also characterized by a solid structural quality, which, together with the upholstered seats and air suspension, ensured driving comfort .
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Second generation: SL II
In the mid-1970s, the VÖV started considering the successor to the first-generation VÖV bus. Among other things, the information equipment was to be improved and the seat divider enlarged somewhat, which resulted in a greater overall length. In particular, the entry situation should be improved. In order to reduce the height of the vehicle floor and only have one step in the vehicle, smaller wheels with so-called 55 percent low-profile tires were provided (50 mm tires). The FFG, which was already significantly involved in the development of the first generation of the VÖV bus, presented a test bus in 1976 with financial support from the Federal Ministry for Research and Technology (BMFT) , after it had been tested by the Hamburger Hochbahn (HHA) and other transport companies Another 22 prototypes as the so-called S 80 (city bus from the 1980s) followed. According to the development goals, the engine output should be at least 176.5 kW (240 PS). Prototypes from the manufacturers Daimler-Benz, MAN, Auwärter Neoplan , Kässbohrer Setra and Iveco Magirus followed at the beginning of the 1980s. In 1982 three prototypes of a G 80 articulated bus from MAN with a rear engine and propulsion via cardan shaft on the second axle were tested at the Rheinbahn in Düsseldorf .
After two years of testing the S 80 at eight different transport companies, the VÖV type recommendation for the so-called SL II (standard bus, second generation) was revised. The 55 percent tires did not prove themselves because they impaired driving comfort and were also more susceptible to wear due to the smaller rolling circumference and caused problems with the brakes, so 70 percent tires (70 tires) were now provided. The type and condition recommendation for the VÖV's standard SL II bus (from 1983) provided for a car length of 11,475 mm with a wheelbase of 5,875 mm, the floor height from the front to the central door was now 710 mm, the door areas again had two , but smaller steps of 195 mm. Different seating arrangements were planned with 38 or 44 seats.
Series production of the second-generation standard regular-service buses began in 1984 at the manufacturers MAN (SL 202), Daimler-Benz (MB O 405) and Auwärter Neoplan (N 416). As with its own articulated buses of the first generation, Daimler-Benz again developed and built an articulated pusher type bus with drive on the third axle (O 405 G). The manufacturers Magirus-Deutz, Kässbohrer Setra and Büssing could no longer produce an SL II. Büssing had already been completely taken over by MAN in 1971 and Magirus-Deutz had stopped its bus production in Germany in 1982 as part of Iveco . Although Kässbohrer Setra had a standard II bus developed for itself by the Augsburg coachbuilder Göppel, the manufacturer Daimler-Benz and MAN were prevented from mass- producing its standard bus due to the threat of an engine boycott . Kässbohrer then developed its models S 215 SL (city bus) and S 215 UL (intercity bus) from the 200 touring bus series with just a few standard bus elements. The latter type of bus, the Setra S 215 UL , became one of the most popular intercity buses in the 1980s and 1990s.
As with the VÖV SL I, the second generation of the VÖV SL II was also available as a double-decker version, the MAN SD 202 , which was also referred to as the “standard double-decker of the second generation” in the overall MAN vehicle range. These vehicles, built by MAN (chassis, engine) and Waggon Union (body), were visually very similar to the SL-II buses, with the biggest structural difference compared to the SL II being the low-floor design of the car floor without steps at the entrances (the The low-floor version ND 202 , which appeared later, can no longer be counted among the standard buses due to further significant differences). Like its predecessor, the MAN SD 200, the MAN SD 202 were delivered to the BVG and LVG in Lübeck , here with the shorter (larger) geared rear axle , with the BVG giving them internal designations based on the year of construction (e.g. D 88 and D 89) .
Based on the SL II, midibuses were also produced, which were shorter (Neoplan N 4007, MAN SM 152 ) and sometimes also narrower ( Mercedes-Benz O 402 ).
The second generation of the VÖV buses spread rapidly throughout Germany this time as well. Abroad, however, they were less successful this time, as license versions were practically only produced at Gräf & Stift in Austria and other large foreign manufacturers such as Renault and Heuliez in France and IVECO in Italy brought their own vehicles to their respective domestic markets. In the case of IVECO, it was possible to fall back on the experience of Magirus (which had been absorbed by IVECO) from 1975: on the FIAT 470/570/670 and IVECO Effeuno on the SH 110 or L 117, on the IVECO TurboCity on the L 118. The foreign manufacturers thus created greater competition, although this time too, some export successes were recorded by the German manufacturers.
Standard intercity bus (StÜLB and Ü 80)
First generation: StÜLB
After the positive experience with the VÖV bus, there were calls for standardized buses to be built for intercity lines as well. A working group made up of the Bundesbahn , Bundespost (Kraftpost), non-federally owned railways (BDE) and the BDP association developed a new specification for a standard intercity bus (StÜLB). In 1973 a special guideline for the construction of a standard intercity bus (StÜLB) was issued. It was a little longer (11.7 meters) than the VÖV bus, offered more and more comfortable seats (53, seat divider 720 mm), had a slightly higher car floor (900 mm) for underfloor luggage compartments, outward swinging doors (only single width at the front), in addition, a more rounded front with windshields curved vertically on the sides. The four manufacturers Büssing, Magirus-Deutz, MAN and Daimler-Benz presented their prototypes in 1972 based on these specifications.
Series production began a little later. However, with the integration of Büssing into the MAN Group, one of the four manufacturers ceased to exist. The StÜLB was delivered in particularly large numbers to the Deutsche Bundespost and Deutsche Bundesbahn . The manufacturers of the rail and post buses were initially Magirus-Deutz and Daimler-Benz, later also MAN. By April 1988, all manufacturers had produced around 10,600 complete vehicles of the STÜLB I.
On the basis of the StÜLB, Magirus-Deutz was the only manufacturer of this solution to also produce L 117 P combination buses : Here the seats were placed on higher platforms to increase the trunk volume. In addition, instead of the central exit, a single-width door was offered behind the rear axle. There were also special versions of the Magirus-Deutz L 117 as a coach for coachbuilders, e.g. B. von Voll and Padane (Italy).
Since the front design of the StÜLB was more pleasing than that of the VÖV buses, the VÖV city buses were now offered optionally with the front design of the StÜLB. At MAN, this meant that the city buses were then mainly delivered with the StÜLB front in accordance with VÖV specifications. On the other hand, the intercity bus was also available with a double-wide front door, as with the VÖV bus, and various manufacturers also offered other door arrangements (for example narrow center door at MAN, narrow rear door at Magirus-Deutz).
Second generation: Over 80 / StÜLB II
Until March 1979, the FFG produced the prototype of the second overland variant, again with the financial contribution of the BMFT, designated as Ü 80. It had more in common with the SL II than the StÜLB I with the SL I, it differed in one slightly larger car length (11,810 mm with 6,150 mm wheelbase) for 14 rows of seats (51 seats), smaller destination display in the front and a better heating effect. The bus was equipped with 11/70 R 22.5 tires, the vehicle floor was 760 mm above the road surface in the front and 860 mm in the middle and could be reached via two 190 mm and 240 mm high steps in the bus. The prototype built by FFG had a double-wide outer swinging door in the middle, and a double-width inner swinging door at the front, and outer swinging doors (single-wide, single-leaf front) were intended for the series. This prototype was tested from November 23, 1979 to October 15, 1981 at the PVG , the KVG Stade and at Friedrich Jasper Rund- und Gesellschaftfahrten in Hamburg. From the end of 1981 Daimler-Benz, IVECO Magirus, Auwärter Neoplan and Kässbohrer Setra built a total of 19 pre-series vehicles and tested them at 13 transport companies in various areas of Germany. MAN built two vehicles later and only used them internally.
For Daimler-Benz z. B. In 1982 FFG built five prototypes. The series cars were manufactured by Daimler-Benz ( Mercedes-Benz O 407 ) and Auwärter Neoplan (N 416 Ü). MAN continued to build the StÜLB I (SÜ 240) until 1989. From 1987 the MAN SÜ 242 based on the Ü-80 prototype was built, which later replaced the SÜ 240.
IVECO Magirus and Kässbohrer produced prototypes, but series production of the Ü 80 did not materialize with these manufacturers: Kässbohrer abandoned this project after a few test vehicles had been built in favor of the independent Setra S 215 UL , after the manufacturers MAN and Daimler-Benz started using an engine Threatened delivery boycott. The S 215 UL later developed into the most successful intercity bus of its time. Magirus, which has been part of IVECO since 1975 , also designed the over-80 intercity bus 240 L 118 , of which seven prototypes were built, but ceased bus production in Germany in 1982. However, this construction served as the basis for the IVECO TurboCity series , whose adaptation to Italian conditions - u. a. three or four wide double doors - lasted until 1988.
Standard city bus models
First generation (SL I)
- Büssing: Prefect 11 Standard, Prefect 13 Standard, Prefect 14D Standard, BS 100 V, BS 110 V , BS 117 SÜ
- Magirus-Deutz: M 170 S 11 H, M 170 S 10 H, M 170 SH 110, M 200 SH 110, M 230 SH 110, M 260 SH 110, M 260 SH 170, M 230 L 117 and M 260 L 117
- MAN 750 HO-SL / SL 192 , MAN SL 200 , MAN 890 SG / SG 192 , MAN SG 220 , MAN SG 240 H , MAN SG 280 H, MAN SD 200 , MAN SÜ 240 , MAN / Gräf & Stift SG
- Mercedes-Benz O 305 , Mercedes-Benz O 305 G, Mercedes-Benz O 305 OE , Mercedes-Benz O 307
- Icarus 190
- Heuliez O 305, O 305 G (bodies on chassis from Mercedes-Benz, different rear)
- Berliet / Renault PR 100, ER 100, PR 180 (each with different front and different rear)
- Pegaso with similarities to the MAN SL 200
Büssing BS 110 V SL as the only standard bus with independent front suspension
three-door Heuliez O 305
Articulated pusher bus Heuliez O 305 G in Grenoble
three-door Berliet PR 100 in Grenoble
Berliet PR 100 in Poland (on the right a Jelcz of the same type)
Berliet PR 100 from the side with angular wheel cutouts
Renault PR 100
Renault PR 180 articulated pusher bus in Grenoble
Renault PR 180 in Reims, rear view
Renault double articulated bus prototype
Renault PR 180.2 with Australian Ansair body for left-hand traffic
Spanish Pegaso 6420 in Barcelona
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Second generation (SL II)
- MAN SL 202 , MAN SG 242 , MAN SG 242 H / SG 282 H , MAN SG 292 / SG 312 / SG 322 , MAN SM 152 / SM 182 ( Midibus ), MAN SÜ 242
- Mercedes-Benz O 405 , MB O 405 T (trolleybus), MB O 405 G , Mercedes-Benz O 407 , MB O 402 (midibus, body from Göppel on chassis from NAW )
- Auwärter Neoplan N 416 and N 416 SÜ , N 4007 SL II (Midibus)
- Kässbohrer Setra Ü 80 (intercity bus prototype, produced by Göppel )
- IVECO Magirus 240 L 118 (intercity bus prototype, no series production)
- ÖAF - Gräf & Stift GS LH 240 M11
Auwärter Neoplan N 416
MAN SM 152 (midibus)
Mercedes-Benz O 402 (midibus)
Mercedes-Benz O 405 with CityRanger body from Wrightbus for left-hand traffic in Manchester
Mercedes-Benz O 405 with Duple-Metsac body for left-hand traffic in Singapore
Mercedes-Benz O 405 with PMC body for left-hand traffic in Australia
Mercedes-Benz O 405 with PMC body
Mercedes-Benz O 405 with Hispano body for left-hand traffic
Mercedes-Benz O 405 G with rubber-framed windows in Omsk
Mercedes-Benz O 405 G with body from Hispano-Carrocera body for left-hand traffic
MAN SL 202 with Australian Volgren body for left-hand traffic (with Mercedes star)
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Further development
The advent of the low-floor buses in the 1990s heralded the creeping end of standard vehicles. The low-floor bus has been further developed from the second generation, examples are the Auwärter Neoplan N 4014 NF , the Mercedes-Benz O 405 N and the MAN NL 202 . At the manufacturers, the production figures of the low-floor models, which were again individually developed by each manufacturer, quickly exceeded those of the high-floor standard buses, but this was also due to the fact that the federal states gave higher subsidies for low-floor vehicles. The design of the new low-floor models was based heavily on the predecessor of the Standard II generation, which is why this type of bus is sometimes incorrectly referred to as "VÖV III", although the association was not involved in its development and construction this time. In this case, too, the concept of the new low-floor buses was copied by foreign manufacturers, so that some of them are very similar to the vehicles of the German manufacturers. In 2001, the last standard line bus at Mercedes-Benz rolled off the assembly line at the Mannheim plant . At MAN, the SL 202 was only built in Germany until 1996. The variety of bus types has increased sharply again since then. The second generation of standard regular-service buses are only rarely used on German roads; those of the first generation have meanwhile achieved classic car status. The models by Büssing and Magirus-Deutz have become extremely rare despite their once widespread use and are considered rarities.
Trolleybuses
From 1974 onwards there were also trolleybuses based on standard buses , a little over 600 in total. The following tables provide an overview:
MAN / Gräf & Stift / ÖAF / Vetter SL I
| Years of construction | Type | Electrics | number | description | business | Numbers |
|---|---|---|---|---|---|---|
| 1974 | SG 192 | Box | 2 | Articulated tram, body by Vetter | Kaiserslautern trolleybus | 122-123 |
| 1975 | OE 110/54 / A | Box | 11 | Solo car | Salzburg trolleybus | 113-123 |
| 1977 | GE 105/54/57 / A | Box | 1 | Articulated trolley | Kapfenberg trolleybus | 20th |
| 1976 | GE 110/54/57 / A | Box | 6th | Articulated trolley | Salzburg trolleybus | 155-160 |
| 1978-1981 | GE 105 M 16 | Box | 4th | Articulated trolley | Kapfenberg trolleybus | 21-24 |
| 1979 | SG 200 TH | Box | 1 | Articulated trolley | Solingen trolleybus | 81 |
| 1979 | GE 150 M 16 | Box | 1 | Articulated trolley | Salzburg trolleybus | 161 |
| 1980-1985 | GE 110 M 16 | Box | 36 | Articulated trolley | Salzburg trolleybus | 129-147, 162-178 |
| 1980 | GE 110/54/57 / A | BBC Sécheron | 3 | Articulated trolley | Bergen trolleybus | 325-327 |
| 1983 | SG 240 H Duo | Box | 1 | Articulated tram, duo bus , track bus | Essener Verkehrs-AG | 3700 |
| 1983/1984 | GE 150 M 18 | Box | 20th | Articulated trolley | Linz trolleybus | 201-220 |
| 1984 | SL 200 | BBC Sécheron | 1 | Solo car, duo bus | Demonstration car / prototype | no |
| 1984-1986 | SG 200 HO | Box | 22nd | Articulated trolley | Solingen trolleybus | 1-6, 7 I , 7 II , 8-21 |
| 1985 | ? | BBC Sécheron | 3 | Articulated trolley | Bergen trolleybus | 331-333 |
| 1986 | SG-T310 | Siemens | 46 | Articulated trolley | Seattle | 4000-4045 |
A former Kapfenberger GE 105 M 16 in Romania
Former GE 150 M 18 from Linz in Russia
The Solingen type MAN SG 200 HO
An SG-T310 in Seattle
Inside view of a SG-T310
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MAN / Gräf & Stift / ÖAF SL II
| Years of construction | Type | Electrics | number | description | business | Numbers |
|---|---|---|---|---|---|---|
| 1985-1987 | OE 112 M 11 | Box | 2 | Solo car | Kapfenberg trolleybus | 15 and 16 |
| 1986/1987 | OE 112 M 11 | Box | 6th | Solo car | Salzburg trolleybus | 101-106 |
| 1986/1987 | SL 172 HO | Box | 46 | Solo car, three-axle | Solingen trolleybus | 23-68 |
| 1988 | GE 152 M 18 | FIG | 16 | Articulated trolley | Trolleybus Innsbruck | 801-816 |
| 1989-1994 | GE 112 M 16 | Box | 35 | Articulated trolley | Salzburg trolleybus | 179-188, 200-214, 218 + 219, 221-228 |
| 1989 | GE 112 M 16 | Box | 1 | Articulated trolley | Kapfenberg trolleybus | 25th |
| 1992 | NGE 152 M 18 | Box | 10 | Low-floor articulated trolley | Trolleybus Innsbruck | 817-826 |
| 1993/1994 | NGE 152 M 17 | Box | 12 | Low-floor articulated trolley | Eberswalde trolleybus | 004, 011, 029-037, 039 |
| 1993/1994 | NGE 152 M 18 | Box | 3 | Low-floor articulated trolley | Eberswalde trolleybus | 017, 038, 040 |
| 1994-1997 | NGT 204 M 16 | Box | 22nd | Low-floor articulated trolley | Salzburg trolleybus | 229-238, 241-252 |
| 1996 | NGT 204 M 16 | Box | 1 | Low-floor articulated trolley | Kapfenberg trolleybus | 35 |
The Solingen type MAN SL 172 HO
Former GE 152 M 18 from Innsbruck in Brașov
Former Salzburg OE 112 M 11 in Mediaș
An NGE 152 M 17 in Eberswalde
An NGT 204 M 16 in Salzburg
Mercedes-Benz / Vetter SL I
| Years of construction | Type | Electrics | number | description | business | Numbers |
|---|---|---|---|---|---|---|
| 1978 | O 305 T | Box | 1 | Solo car, own conversion | Kaiserslautern trolleybus | 135 |
| 1979 | O 305 B / E | Bosch / Dornier / VARTA | 2 | Solo car, battery or electric operation | Trolleybus Esslingen am Neckar | 301 and 302 |
| 1979 | O 305 D / E | Bosch / Dornier | 2 | Solo car, diesel or electric operation | Trolleybus Esslingen am Neckar | 303 and 304 |
| 1979 | O 305 G D / E | Bosch / Dornier | 1 | Articulated vehicle, diesel or electric operation | Trolleybus Esslingen am Neckar | 305 |
| 1979 | OE 305 | Siemens / BBC-Sécheron | 1 | Solo car, prototype | São Paulo | ? |
| 1981 | O 305 GG | AEG | 1 | Double articulated tram , track bus | Rastatt O-Bahn test facility | no |
| 1982-1986 | VE 16 SO | Box | 4th | Articulated trolley manufactured by Vetter | Trolleybus Esslingen am Neckar | 201-204 |
| 1982/1983 | O 305 GT | BBC Sécheron | 5 | Articulated trolley | various | see main article |
| 1983 | O 305 GTD | AEG | 4th | Articulated car, duo bus, some track bus | various | see main article |
One of the four VE 16 SO from Vetter
The former Kaiserslautern carriage 137 in Brașov
Mercedes-Benz / Hispano Carrocera SL II
| Years of construction | Type | Electrics | number | description | business | Numbers |
|---|---|---|---|---|---|---|
| 1986 | O 405 T | AEG | 1 | Solo car | Demonstration car / prototype | no |
| 1986-1995 | O 405 GTD | AEG | 47 | Articulated car, duo bus, some track bus | various | see main article |
| 1986-1993 | O 405 GTZ | FIG | 100 | Articulated trolley, additional drive | various | see main article |
| 1994-1999 | O 405 G HCE | Kiepe / Adtranz | 113 | Articulated trolley, body by Hispano Carrocera (HCE) | Trolleybus Quito | 1-113 |
| 1996 | O 405 GNTD | Kiepe / ZF | 1 | Low-floor articulated tram, duo bus | Trolleybus Zurich | 51 |
| 2004-2010 | O 405 NE | 23 × used 5 × Enika |
28 | Low-floor solo car, own conversion from O 405 N | Gdynia | 3013-3020, 3041, 3045-3048, 3050-3052, 3055-3066 |
O 405 GTD from Essen-based EVAG with additional doors on the left
An O 405 GTZ of the Winterthur city bus
An O 405 G HCE in Quito
Gdynia: an O 405 NE, conversion from O 405 N
Renault Duobus of the SL-I design
| Years of construction | Type | Electrics | number | business | Numbers |
|---|---|---|---|---|---|
| 1982-1984 | PER 180 H | 64 | Demonstration cars: 2 Nancy : 48 St. Etienne : 8 Grenoble : 6 |
Nancy: 603–650 Grenoble: 101–108 St. Etienne: 801–806 |
literature
- Werner Stock: VÖV standard line buses in use . In: Der Stadtverkehr , Issue 8/1969, pp. 220–223, Verlag Werner Stock, Brackwede 1969, 1 D 21850 E.
- Jürgen Jacobi: 10 years of standard bus . Verlag Wolfgang Zeunert, Gifhorn 1977, ISBN 3-921237-40-8 .
- OWO Schultz: Type recommendations for the standard bus II - development of the prototype . Final report on the FE project TV 7431, Hamburg-Consult (subsidiary of Hamburger Hochbahn), Hamburg 4/1977.
- Association of public transport companies (VÖV): Non-binding type and condition recommendation for the standard SL II bus . VÖV-Schriften, Technik series, July 1983 edition, Cologne 1/1984.
- OWO Schultz: »ÖNV-Bus Ü80« - prototype - . Partial final report on TV 7666, FFG Falkenried on behalf of the BMFT , Hamburg 11/1983.
- FFG, SNV, STUVA, TU Hannover Inst. F. Transport, road and urban planning: Bus transport system - vehicle route operation . Pp. 73–108, Association of Public Transport Companies (VÖV) u. Verband der Automobilindustrie eV (VDA), Alba Buchverlag, Düsseldorf 2/1979, ISBN 3-87094-771-3 .
- Standard intercity bus II (STÜLB II) . In: Verkehr und Technik , No. 8/1988, pp. 61–64 / 327–330; Erich-Schmidt-Verlag, Berlin / Bielefeld / Munich 1988
- Ingo Kasten: The initial spark - standard buses (Part I) . In: lastauto omnibus , issue 7/1981, pp. 66–69, Vereinigte Motor-Verlage, Stuttgart 1981.
- Ingo Kasten: broadcast - standard buses (part II) . In: lastauto omnibus , issue 8/1981, pp. 68–71, Vereinigte Motor-Verlage, Stuttgart 1981.
- Lutz Achilles: 1968–2008 • 40 years ago the first standard line bus in Hamburg . In: HOV-Verkehrsgeschichte (n) , July 2008, Hamburger Omnibus-Verein (HOV), Hamburg 2008.
- Hans H. Werner: The city bus of the 80s . In: das neue universum, No. 94, pp. 287-291 , Südwest-Verlag, Munich 1977, ISBN 3-517-00618-1 .
- Aleksandra Lippert: Global standards • The way to a uniform bus (1) . In: Historischer Kraftverkehr, issue 6/2011, pp. 32-40 , Verlag Klaus Rabe, Cologne 2011, ISSN 1612-4170 .
- Aleksandra Lippert: Thieves and impostors • The way to the uniform bus (2) . In: Historischer Kraftverkehr, Issue 1/2012, pp. 34–40 , Verlag Klaus Rabe, Cologne 2012, ISSN 1612-4170 .
- Aleksandra Lippert: Getting on track • The way to the uniform bus (3) . In: Historischer Kraftverkehr, Issue 2/2012, pp. 16–21 , Verlag Klaus Rabe, Cologne 2012, ISSN 1612-4170 .
Web links
- Association of German Transport Companies
- Photos of VÖV buses of different makes
- Hamburger Omnibus-Verein eV - Transport history (s)
Individual evidence
- ↑ OWO Schultz: Standard-Linien-Bus: Development - Basics - Results . In: Lastauto Omnibus, issue 10/1968 , Vereinigte Motor-Verlage, Stuttgart 1968
- ↑ Lutz Achilles: 1968–2008 40 years ago the first standard bus in Hamburg . Traffic history (s) of local traffic in Hamburg, p. 4; Hamburger Omnibus-Verein eV, July 2008 (PDF)
- ↑ Peter Kamm: Zurich Transport 1882–1996 · A historical-technical review of rolling stock on Zurich's rails and roads… , self-published, Obstalden GL 1996, pp. 143 + 145–147
- ↑ 50 BÜSSING trambuses for Zurich . In: Der Stadtverkehr , issue 2/1973, p. 53, Verlag Werner Stock, Brackwede 1973
- ↑ Alexander Weber: Magirus omnibuses . Verlag Podszun-Motorbücher, Brilon 2013, ISBN 978-3-86133-685-3 , pp. 235 and 252/253
- ↑ Standard-Überlandlinien-Omnibus II (STÜLB II) . In: Verkehr und Technik , issue 8/1988, pp. 61/327; Erich-Schmidt-Verlag, Berlin / Bielefeld / Munich 1988
- ↑ »ÖNV-Bus Ü 80« - prototype - partial final report of the FFG on behalf of the BMFT . Hamburg in November 1983
- ↑ JM Strampp, Rudolf Unruh: Long March · Standard bus development . In: Lastauto / Omnibus , issue 7/1986, Vereinigte Motor-Verlage, Stuttgart 1986
- ↑ Alexander Weber: Magirus omnibuses . Podszun-Motorbücher Verlag, Brilon 2013, ISBN 978-3-86133-685-3 , pp. 252/253