WESTERN FLYER COACH Ltd Winnepeg Manitoba USA

Western Flyer Coach

WFC Western Flyer Coach Ltd Winnepeg Manitoba USA 

Western Flyer Coach was founded by John Coval in 1930 as the Western Auto and Truck Body Works Ltd. Reflecting an increased focus on bus manufacturing, it changed its name in 1948 to Western Flyer Coach.

In 1955 the “Canuck” highway coach model was introduced and was redesigned several times over the next ten years. The Canuck 500 and 600 were the last versions to be produced.

1941 Western Flyer Coach(look at the back)

The Coach market was a very competitive place for a small company like Western Flyer, especially with GMC and MCI dominating the industry. In 1968, Western Flyer decided to end its coach production and delivered its last intercity coach that year.

In the late 1960s, Western Flyer further focused on the urban transit bus market with the introduction of the D700 and E700 models.

Even with the release of the D700 and E700 models, Western Flyer was still a financially weak company. In 1971, the Manitoba Development Corporation stepped in to save Western Flyer and changed its name to Flyer Industries Limited in 1971.

1932-western-smt-leyland-ts1-coach-va-8935

1941-western-flyer-coach

1947-western-flyer-selkirk-beaver-bus-lines-24

1949-1-Western Flyer c40

1950-1-western flyer-c33

1950-western-flyer-brill

1952-western-flyer

1953-western-flyer-coach-canuck-500

1953-western-flyer-introduced-the-canuck-accommodated-33-passengers-international-red-diamond-engine-or-a-cummins-diesel-engine-rear-engine

1954-western-flyer-t-32-eagle

1956-western-flyer-coach-t-36

1956-western-flyer-coach-t-36

1956-western-flyer-coach-t-36

1956-western-flyer-coach-t-36

1958-western-flyer-t40

1962-western-flyer-bus-very-old-school-cool

1967-western-flyer-canuck-600

1967-western-flyer-model-t-28

western-flyer-canuck-500-regina

western-flyer-coach-t-40

western-flyer-coach-arrow-coach-lines-51

western-flyer-coach-canuck-600

western-flyer-coach-t-28

Western Flyer D700A Bus

That’s it

ORION International Bus Building Ontario Canada 1975-2013

Orion International

Orion International

Former type	Subsidiary
Industry	Bus building
Fate	Voluntary closure/market exit
Founded	1975
Defunct	2013
Headquarters	350 Hazelhurst Road, Mississauga, Ontario, Canada L5J 4T8
Area served	Canada, United States
Key people	Rich Ferguson (CEO)
Products	Transit buses
Owner(s)	Daimler AG (2000-2013) New Flyer Industries (2013-present)
Employees	1,400 (US and Canada)
Parent	New Flyer Industries
Website	www.orionbus.com

Orion International, previously Orion Bus Industries and Ontario Bus Industries in Canada and Bus Industries of America in the United States, was a bus manufacturer based in Mississauga, Ontario, Canada and established by the Government of Ontario in 1975. The company had assembly plants in Mississauga for initial assembly, and in Oriskany, New York, for final assembly and testing of vehicles destined for US markets.

Corporate history

Privatized in 1993, Orion was acquired by Daimler Chrysler (now Daimler AG) in July 2000, and became part of the group Daimler Buses North America.

On April 25, 2012, Orion International ceased taking orders for new buses, and the Missisauga plant was scheduled to close once outstanding orders were fulfilled.

The Oriskany plant was initially retained for aftermarket support only. Following the sale of that business to New Flyer Industries (which also acquired some of Orion’s outstanding orders at the time of shutdown), the fate of the New York location remains unclear although it is still currently performing repairs, including a retrofit program with BAE Systems for recalled hybrid-electric buses using BAE’s HybriDrive system.

The sales and closures are part of the closure of Daimler Buses North America; only Daimler’s imported Setra buses will continue to be marketed although North American distribution will be taken over by Motor Coach Industries (MCI). Production of Daimler Buses North America’s Sprinter shuttle buses will be moved to other facilities. It was announced there will be more than 530 workers will be laid off in the Mississauga and Oriskany plants which the Mississauga workers staged a wildcat work stoppage to protest in employee frustration at the slow pace of winding-down talks.

Oriskany was the head office for part department to support Orion bus operators until New Flyer Industries acquired the after market business from Daimler Buses.

NABI North American Bus Industries USA

North American Bus Industries

“NABI” redirects here. For other uses, see Nabi (disambiguation).

NABI Bus, LLC

Type	Subsidiary
Industry	Bus manufacturing
Founded	1992
Headquarters	Anniston, Alabama
Products	Buses
Owner(s)	New Flyer Industries
Website	www.nabiusa.com

NABI 416 and 40LFW CROWNARTICRS

NABI Bus, LLC (NABI) was a designer and producer of heavy-duty transit buses from 31-feet to 60-feet in length. These were sold to operators throughout the United States and Puerto Rico. NABI’s headquarters, including its bus manufacturing and assembly operations, are located at in Anniston, Alabama. In the future, NABI will produce the product lines of its parent, New Flyer Industries at the Anniston plant, and production of its own product lines will end. Its U.S. operations also include an aftermarket parts division in Delaware, OH (at the former Flxible factory), and an after-sales service center at Mira Loma, CA.

History

1992-1999

The company that is now NABI was incorporated in the USA, in the state of Alabama, in November 1992, under the name American Ikarus, Inc. (American Ikarus). It was incorporated by the First Hungary Fund Limited, (FHF) a Jersey equity investment fund. Its incorporation was accompanied by FHF’s concurrent formation of a Hungarian holding company, North American Bus Industries, Kft. (NABI Hungary) owning the shares of American Ikarus. This arrangement—with American Ikarus as a subsidiary of NABI Hungary–(collectively The Group) resulted in FHF’s investment being Hungarian-based—in alignment with FHF’s objective of investing in business opportunities resulting from the political and economic changes then taking place in Hungary. American Ikarus simultaneously acquired the assets of Ikarus USA, Inc. (Ikarus USA) a bus manufacturing subsidiary of the Union City Body Company, Inc. (UCBC) of Union City, Indiana.Such assets included facilities in Alabama, miscellaneous equipment and inventory.

UCBC and Ikarus USA had been parties to a strategic alliance with Ikarus Body and Coach Building Works of Budapest, Hungary. (Ikarus Hungary) At the time, Ikarus Hungary was a very large bus manufacturer having multiple plants in Hungary, with a production output during the 1980s of over 13,000 buses per year. Simultaneously with the formation of American Ikarus, the previously established strategic alliance between Ikarus USA and Ikarus Hungary was assigned to the newly incorporated American Ikarus.

At the time of incorporation, it was planned that American Ikarus would purchase unfinished buses from Ikarus Hungary under its strategic alliance, ship them to the U.S. and perform final assembly at its Alabama plant. This arrangement provided certain engineering and manufacturing benefits and allowed compliance with “Buy America” requirements of the Surface Transportation Assistance Act of 1982 which established American content requirements for federally assisted rolling stock procurements, including transit buses. Such vehicles had already been designed by Ikarus Hungary specifically for the U.S. market, with unfinished buses having been produced previously by Ikarus Hungary under the same strategic alliance with Ikarus USA. These vehicles were the Model 416 forty-foot standard-floor transit bus and its larger sibling, the Model 436 sixty-foot articulated transit bus.

The plant in Anniston, AL was opened in 1993 under this business arrangement, performing final assembly operations, delivery and after-sales service using unfinished buses produced in Hungary. Delivery of unfinished buses was accomplished by rail shipment from Budapest to Bremerhaven, then shipment by roll-on/roll-off ocean vessels to Charleston, SC, and then by delivery on flatbed trailers to Anniston, AL.

At the time of incorporation, Ikarus’ business was in decline due to unusual political and economic changes following the fall of the Berlin Wall in 1989. Such decline continued after The Group’s formation, resulting in the shutdown of one of Ikarus’ plants in Budapest. This plant was purchased from Ikarus Hungary by NABI, Kft. which simultaneously entered a license agreement with Ikarus Hungary allowing NABI, Kft. to produce its own unfinished buses in Budapest and deliver them to its subsidiary in Alabama for final assembly and delivery to U.S. customers. In 1994 The Group began use of this manufacturing arrangement with no further involvement of Ikarus Hungary other than its role as licensor of the Model 416 and Model 436 standard-floor transit bus designs.

In 1996, the company began aggressive expansion of its aftermarket parts department which had previously supplied service parts only for its own products. This expansion was accomplished by hiring individuals previously employed within the aftermarket parts organization of the Flexible Corporation, which had recently discontinued transit bus manufacturing and aftermarket parts operations in Ohio. Once hired, this group leased facilities in Ohio, and began to expand the sale of aftermarket parts to operators of competing makes of buses.

Also in 1996, American Ikarus, Inc. was renamed “North American Bus Industries, Inc.” due to the dissolution of its affiliation with Ikarus Hungary some years earlier, and because the company was easily and incorrectly confused with the no longer related Ikarus Hungary, which had fallen into further distress due to continued decline of its European markets.

In 1997, NABI Kft. was re-registered in Hungary from a limited liability company to NABI, Rt., a joint stock company, allowing it to raise capital via public offering. Thereafter, in August of that year, the company raised $US 27.1 million in a public offering, with its shares listed on the Budapest Stock Exchange. FHF retained approximately 56% of NABI, Rt. shares, with the remainder of the shares publically traded.

Also in 1997, NABI Hungary was certified as conforming to the ISO 9001 quality and organizational standard, with NABI, Inc. becoming ISO 9001 certified the following year. In 1998, The Group also implemented the use of BaaN, an integrated enterprise resource planning system. Additionally, 1998 marked the introduction of NABI’s new, 40-foot low-floor Model 40-LFW transit bus. (35-foot and 31-foot variants of this product were later derived).

2000-2009

In 2000, The Group announced its move into the European bus market with NABI, Inc.’s debt-financed acquisition of all of the shares of the Optare Group, (Optare) of Leeds, U.K. for $US 28.5 million, making Optare a NABI, Inc. subsidiary. Anticipated benefits included immediate participation in the European market as well as eventual European market participation with a new, composite-structured bus then under development. Plans also included the derivation of certain left-hand-drive Optare products for U.S. and Hungarian markets.

Although there had been previous moderate expansion of NABI’s Anniston, AL facility, 2001 marked additional and substantial factory expansion, taking the Anniston, AL plant to over 250,000 square feet (under roof). 2001 also marked derivation of the 30-foot NABI Model 30-LFN which was a left-hand-drive derivative of the recently developed Optare “Solo” being sold in the UK. Sale of these small low-floor buses commenced to private and public operators within the U.S. An additional outgrowth of the Optare acquisition was the sale of a small number of full-size (11 meter) NABI Model 700SE’s the following year in Hungary. These were derived from the Optare Excel, and were produced on Scania chassis.

In 2002, NABI Hungary completed construction of a new plant in Kaposvar, Hungary. This new plant was purpose-built for the manufacture of the CompoBus, a new, composite-structured low-floor bus. Production of CompoBuses began in earnest in 2003, with a significantly greater portion of this particular NABI product produced in Hungary than with other NABI products.

This new CompoBus manufacturing arrangement—unique for NABI—resulted in these buses being short of the FTA’s normal Buy America requirements. However, NABI had sought Buy America waivers associated with the development of this new bus model, and had been granted two such waivers by the FTA. The first waiver allowed NABI to assemble its CompoBus outside the United States, and the second allowed it to count the composite chassis/frame as domestic for purposes of calculating the domestic component content of the vehicle. Both waivers applied to FTA funded procurements for which solicitations were issued within two years of the date of the waiver letter. That same year NABI introduced the 60-LFW, a new 60-foot low-floor articulated derivative of its 40-LFW model developed some years earlier.

In late 2004, NABI unveiled a new 60-foot low-floor articulated bus with rail-like styling, which had been in development since early 2003. This new product was designated the Model 60-BRT. Delivery of production versions began the following year, and a shorter, 42-foot derivative was eventually produced.

After continuing disappointing financial results through 2004, NABI, Inc. sold its Optare subsidiary in 2005, and it also idled its composite bus production facility in Kaposvar, laying off 23% of its workforce in Hungary. The shutdown was due to uncertain future demand for the CompoBus and the weakened U.S. dollar. Also, in December 2005, the FTA refused to extend the previously granted waivers exempting the CompoBus from Buy America requirements.

In early 2006, NABI entered a preliminary agreement with affiliates of Cerberus Capital Management, L.P. (Cerberus) for the acquisition of all of the shares of NABI, Inc. and the business assets of NABI Rt. This transaction was completed in February 2006.^[11] (Concurrently, the Hungarian company that was not being acquired changed its name to ExBus, relegating itself to asset management unrelated to NABI.)

In August 2006, NABI announced its acquisition of Optima Bus Corporation in Wichita, KS (Optima) for an undisclosed amount. A short time later, it was announced that Cerberus had also acquired Blue Bird Corporation of Ft. Valley, GA (Blue Bird) thus rendering it a “sister” to NABI, Inc.

In June 2007, Optima’s operations in Wichita, KS were shut-down, and work-in-process, inventory and tooling for Optima’s products were moved to NABI’s Anniston, AL plant. At generally the same time, the work-in-process, tooling and inventory for Blue Bird’s commercial buses were acquired by NABI and was also transferred to NABI, Inc.’s plant. NABI, Inc. elected to retain the names these products, and began producing these smaller buses at its Anniston, AL plant, thus adding Optima and Blue Bird brands to its product portfolio.

Generally at this same time, NABI also shifted the manufacture of its standard-floor model 416 unfinished buses from Hungary to newly leased facilities adjoining its existing Anniston, AL plant. Under this arrangement, standard-floor body structures and other vehicle elements are fabricated at the adjoining facility and are then towed a short distance into NABI’s final assembly operation.

In late 2007, NABI began re-commissioning its CompoBus production plant in Kaposvar, simultaneously shifting certain assembly operations to Anniston and thus rendering the CompoBus compliant with Buy America requirements. CompoBus deliveries resumed in 2008 without the need for further waivers from the FTA.

2008 also saw additional expansion at NABI’s Anniston, AL plant with the installation of a new, robotic paint system. This expansion took the Anniston plant to approximately 1/3 million square feet under roof, not including adjacent leased facilities used for manufacture of standard-floor unfinished buses.

2010-Present

Attempts to integrate the production of the smaller Optima and Blue Bird buses into NABI’s operations eventually proved disruptive, and in 2010, NABI discontinued the production of its Optima and Blue Bird brand commercial bus products.

The following year, NABI commissioned a new fabrication shop at its plant, equipped with robotic laser cutting equipment as well as tube bending and other new fabrication equipment. At approximately the same time, new body assembly tooling for low-floor buses was installed at its adjoining body fabrication facility. With these changes in place, NABI shifted the manufacturing of its metal-structured low-floor unfinished buses from Hungary to the same facility that had already begun manufacturing NABI’s standard-floor products in Alabama a few years earlier.

Also in 2010, NABI unveiled its new 12-meter Sirius bus at its plant in Kaposvar, Hungary. This new product, produced on an MAN chassis, was developed for Hungarian public transportation operators.

In 2011, NABI unveiled new styling for its metal-structured low-floor product and its CompoBus. Restyling of both products was accomplished primarily by using a redesigned front mask, leaving the body structure unchanged from earlier versions of the same models. Also, a 40-foot CompoBus prototype incorporating the new styling was also produced.

In April 30, 2013, after completing a large order of CompoBuses for the Los Angeles MTA, NABI produced its final CompoBus in Hungary. At the same time, NABI elected to discontinue promotion of its Hungarian Sirius bus, thus ending all production in Hungary and relegating all manufacturing and final assembly activities to its facilities in the USA.

On June 21, 2013, New Flyer Industries announced the acquisition of North American Bus Industries, Inc from Cerberus Capital Management, L.P. (Cerberus) for $79 million. The deal was completed later that day. However, New Flyer continued NABI name for its existing bus lines, which continued in production for the time being. This made NABI a subsidiary of New Flyer, using the legal name of NABI Bus, LLC. The Blue Bird school bus production assets were not included in the sale to New Flyer; they remain owned by Cerberus. As of late 2013, all of New Flyer’s metal-structured bus production (with the exception of the MiDi, a product of the New Flyer–Alexander Dennis joint venture) is now under the NABI brand.

In June 2014, New Flyer announced that the NABI product line will be discontinued after existing orders are filled, and NABI will begin to exclusively produce New Flyer’s “Xcelsior” product line at its Anniston plant in 2015.

Production

Although NABI has utilized various manufacturing arrangements throughout its history, it currently produces its metal-structured products entirely in Anniston, AL. These metal-structured buses consist of the standard-floor model 416 (40-foot length), the low-floor Model LFW (produced in 31-foot, 35-foot and 40-foot lengths) and the low-floor BRT (produced in 42-foot and 60-foot lengths).

All NABI products comply with current U.S. DOT Buy America requirements for Federally funded transit bus procurements—including domestic component value requirements as well as final assembly requirements.

Products

NABI BRT CNG, Diesel, Diesel-Electric Hybrid

Compobus 2013 CNG, Diesel, Diesel-Electric Hybrid Operators include Los Angeles County Metropolitan Transportation Authority (LACMTA) andValley Metro.

NABI LFW CNG, Diesel, Diesel-Electric Hybrid

2005 30 FLN Diesel A badge engineered Optare Solo—Discontinued after NABI sold Optare

436(60SFW) 2008 The last set of buses were built in 2002 for SamTrans

60LFW diesel 2008 One order produced for the Chicago Transit Authority. All were scrapped after structural defects were found in 2009.

Sirius 2013 Vehicle designed for the European market.

416 2014 CNG, Diesel, Diesel-Electric Hybrid

Buses bodybuilders DEN OUDSTEN BUSSEN BV Woerden The Netherlands

Carrosserie DEN OUDSTEN BUSSEN BV & Domburg The Netherlands

 

Den Oudsten

Den Oudsten Bussen BV (tot 1945: Den Oudsten & Domburg)
Oprichting	1926
Opheffing	2001
Oorzaak einde	“gebrek aan orders”
Oprichter(s)	Marinus den Oudsten en Floris Domburg
Land	Nederland
Hoofdkantoor	Utrechtsestraatweg, Woerden
Producten	Autobussen, touringcars
Portaal Economie

 

Door Den Oudsten gebouwde Leyland-stadsbus van Amersfoort

Den Oudsten Bussen BV was een Nederlandse autobusfabriek aan de Utrechtsestraatweg te Woerden, die in 1926 werd opgericht door Marinus den Oudsten en Floris Domburg, en in 2001 werd gesloten.

Inhoud

• 1 Geschiedenis
  • 1.1 Eerste jaren
  • 1.2 Na de oorlog
  • 1.3 Expansie
  • 1.4 Laatste jaren
• 2 Typen
• 3 Museumbussen
• 4 Portretten van Den Oudsten-producten

Geschiedenis

Eerste jaren

Tot in de Tweede Wereldoorlog heette deze carrosseriefabriek Den Oudsten & Domburg. In de jaren dertig bouwde deze fabriek vele bussen voor Nederlandse bedrijven, waaronder grote aantallen Opel– en Bedford-bussen voor de toenmalige GEBRU ter vervanging van de stadstram in Utrecht. Na de bevrijding begon medefirmant Domburg voor zichzelf. In 1947 startte hij in het nabijgelegen Montfoort het bedrijf Carrosseriebouw Domburg, dat tot in de jaren zeventig eveneens veel bussen heeft gebouwd, vooral touringcars.

Na de oorlog

Den Oudsten leverde in de jaren vijftig en zestig vele streekbuscarrosserieën op chassis van onder meer Leyland, DAF, Scania Vabis, Guy en Volvo aan grote klanten als de GTW, de TP-participanten en de dochterondernemingen van de NS. Voor die laatste bouwde men ook 80 enigszins gemodificeerde exemplaren van het zelfdragende “bolramer”-type (Leyland-Den Oudsten LO). Daarnaast heeft Den Oudsten ook veel touringcars geleverd.

De in kleine aantallen gebouwde zelfdragende Woerden 12S–stadsbus voor Leiden en Eindhoven was in het begin van de jaren zestig Den Oudstens eerste echte “eigen” bustype. Dit was de voorloper van een bijzonder busmodel dat al gauw de bijnaam Duikboot kreeg, ontleend aan een film over Jules Vernes Kapitein Nemo. Diens onderzeeër Nautilus had aan de voorkant een grote glazen zichtkoepel waardoor de stuurman onder de boot kon kijken. Zo’n opvallende, naar voren stekende voorruit had dit Den Oudsten-model ook. Er zijn “duikboten” geleverd op Leyland-chassis aan vooral GTW, GEVU en GVG, maar ook als zelfdragende Leyland-Den Oudsten LO-bus aan GADO, GDS en RTM.

In 1968 bouwde Den Oudsten totaal 40 standaard stadsbussen in opdracht van de Commissie Standaardisering Autobusmaterieel, die het Den Oudsten-product wilde vergelijken met dat van Hainje. Van deze serie gingen er 10 stuks naar elk van de bedrijven HTM, RET, GEVU en GVB.

Expansie

Na het verdwijnen van de busdivisie van Werkspoor in 1962 en van Verheul in 1970 bleef Den Oudsten over als de voornaamste leverancier van bussen voor het Nederlandse streekvervoer. Den Oudsten was in de jaren zeventig en tachtig, en deels ook nog in de jaren negentig, voornamelijk bekend als de bouwer van verreweg de meeste – 4706 – exemplaren van de standaard streekbus (voornamelijk op DAF MB200-chassis en als zelfdragende Leyland-Den Oudsten LOB) en later de Den Oudsten B88. Tientallen jaren bestond het wagenpark van vrijwel elk Nederlands streekvervoerbedrijf in meerderheid uit Den Oudsten-bussen. Ook enkele pachters van de Vlaamse Vervoermaatschappij “De Lijn” en de Waalse TEC hebben een paar Den Oudsten-bussen in hun wagenpark gehad. In Arnhem doen nog steeds 2 Den Oudsten Volvo B10M trolleybussen uit 1990 dienst.

In 1980 werd de busbouwer Van Rooijen in Montfoort overgenomen, die vooralsnog onder eigen naam bleef produceren. In 1986 kocht een van de toenmalige directeuren van het familiebedrijf, Jan den Oudsten, de Canadese busbouwer Flyer Industries en hernoemde die in New Flyer Industries. Dit bedrijf, dat nog steeds succesvol opereert op de Amerikaanse en Canadese markt, stond formeel los van Den Oudsten Bussen BV, maar deelde daarmee wel het bedrijfslogo. In 1997-98 heeft de Woerdense fabriek de assemblage verricht van ongeveer 100 bussen van New Flyer, bestemd voor de Amerikaanse markt. Met een ander Canadees bedrijf, Nova Bus, werkte Den Oudsten samen bij de ontwikkeling van lagevloerbussen.

Laatste jaren

In 1990 werd familiebedrijf Den Oudsten verkocht aan United Bus, waarvan ook DAF Bus en BOVA deel uitmaakten. United Bus was geen succes en in 1993 werd Den Oudsten meegesleept in het faillissement van het moederbedrijf. Den Oudsten kon een doorstart maken, doordat Jan den Oudsten de boedel had teruggekocht. De bussen werden toen ook geleverd naar Duitsland, België, Griekenland, Palestina en Zweden. Nergens kreeg Den Oudsten vaste voet en het bleef bij die enkele levering.

In de jaren negentig kwam Den Oudsten met de succesvolle Alliance-serie, waaronder de B96 Alliance City. De Alliance-bussen konden vanaf 1990 geleverd worden als zelfdragende bus met een motor van DAF, Volvo of MAN. Er waren naast de zelfdragende Alliance ook versies leverbaar op chassis van b.v. DAF/VDL, Volvo of Iveco, meestal met heckmotor, maar naar keuze ook met underfloor motor.

Rond de eeuwwisseling werd in samenwerking met Fokker Space en Duvedec gewerkt aan de ontwikkeling van de innovatieve busconcepten X97, X98 en Avance, maar tot serieproductie is het niet meer gekomen. Doordat de vervoerbedrijven steeds meer bussen bij buitenlandse busbouwers gingen inkopen, kwam het bedrijf rond de eeuwwisseling opnieuw in financieel zwaar weer terecht. Den Oudsten had wel enig succes met export van bussen, maar dat woog niet op tegen de inzakkende thuismarkt. In 2001 werd Den Oudsten failliet verklaard.

Techno Service Nederland (TSN), een dochteronderneming van Connexxion, heeft onder andere de onderdelenvoorraad en technische kennis overgenomen om de nog rijdende Den Oudsten-bussen op de weg te kunnen houden. Eind 2012 zijn de laatste Den Oudsten Alliance-bussen op de stadsdienst in Den Haag verdwenen en alleen bij de stadsdienst in Rotterdam deden tot begin 2013 nog Alliance-bussen dienst waarvan er een aantal nog als mottenballenvloot achter de hand worden gehouden.

Diverse Nederlandse streekbussen werden na een arbeidzaam leven geëxporteerd naar het buitenland. In 2008 reden er bijvoorbeeld nog veel Den Oudsten-bussen in Cuba en in Georgië.

Typen

• Den Oudsten B79
• Den Oudsten B85/B86
• Den Oudsten B88
• Den Oudsten Alliance (B89, B90, B91, B93, B95, B96)
• Den Oudsten X97
• Den Oudsten X98
• Den Oudsten Avance (B99)

Museumbussen

Verschillende Den Oudsten-bussen zijn bij museumbusstichtingen terechtgekomen. Zo bezit de Stichting Veteraan Autobussen meerdere Den Oudsten-bussen, waaronder het laatste gebouwde exemplaar op het DAF MB200-chassis, VAD 3931 en een van de laatste gelede bussen op het DAF MBG205-chassis, BBA 881.

Portretten van Den Oudsten-producten

DAF TB102/Den Oudsten-streekbus 1962, Zuidooster.

Leyland-Den Oudsten bolramer-streekbus 1967, Citosa-kleuren.

Leyland-Den Oudsten bus, model “duikboot” 1967, GDS.

Leyland-Den Oudsten semi-touringcar, Zuidooster

DAF MB200/Den Oudsten standaardstreekbus, GADO

DAF MB200/Den Oudsten standaardstreekbus, BBA

Leyland/Den Oudsten bus van NMVB-pachter STACA.

Den Oudsten B79T van het Arnhems trolleybusnet

Den Oudsten B86 van Noordned

Den Oudsten B88, Arriva

Den Oudsten B93 van Göteborgs Spårvägar.

Den Oudsten B95 Alliance Intercity (Connexxion-variant).

Den Oudsten B96 Alliance City, stadsdienst Zwolle.

Den Oudsten B96 Alliance City, Haagse bus.

1932 Ford – Den Oudsten, Woerden – Domburg A’dam

 Neoplan Den Oudsten

1935 Ford V8 Den Oudsten en Domburg 1935 B-21037

1936 DEN OUDSTEN

1937 T.E.T. bus 10 kent. E-18741 Kromhout TB4L carr. Den Oudsten en Domburg bouwjaar 1937. Fabrieksfoto nieuw

1938 Oldsmobile Den Oudsten

Chevrolet 6702 Den Oudsten serie 1,2,3,4,5,6,7,8

1938 Opel Den Oudsten en Domburg (47 aanv.op proef) 047

1938 Opel Den Oudsten en Domburg (47 aanv.op proef)

1938 Opel Den Oudsten en Domburg (47 aanv.op proef)

 

1948 Kromhout nr. 20 (1) met carrosserie van Domburg en Den Oudsten.

1951 Volvo carrosserie Den Oudsten, NB-95-37 Volvo carrosserie Hoogeveen 1952 NB-95-53

1952 DAF carr. Den Oudsten NB-18-98

1952 Leyland Den Oudsten NB-95-54

1952 Leyland RT LOPSU 1-1 carrosserie Den Oudsten  NB-95-56

1952 Scania Vabis Den Oudsten Tet 018

1953 Leyland Tiger carr. Den Oudsten NB-75-22

1953 Volvo Den Oudsten bus 38

1953 Volvo Den Oudsten Diesel  bus 30

1954 Leyland Den Oudsten

1954 Scania-Vabis 47 met carrosserie van Den Oudsten Bouwjaar 1954. verkocht aan de Gemeente Enschede. Opname 26 juni 19..

1955 Scania Vabis Den Oudsten Woerden

1955 Scania Vabis met Den Oudsten carrosserie. ZWH, nr.15.

1955 Volvo Den Oudsten Neusbus Tensen lijnbus 22 Soest

1956 AEC – Den Oudsten en zn, Woerden

1956 Daf Den Oudstenbus VSL056

1956 Scania-Vabus nr. 57 met carrosserie van Den Oudsten. Opname 1956 als tourwagen onderweg

1960 DAF TB160 DAF DD520 carr Den Oudsten LADO 31

1961 AEC carr. Den Oudsten

1961 AEC carr. Den Oudsten

1961 DAF TB160 DAF DD520 carr Den Oudsten nr 11

1961 DAF TB160 DAF DD520 carr Den Oudsten nr 12

1961 DAF TB160 DAF DD530 carr Den oudsten LADO 32

1961 Volvo Den Oudsten lijnbus 44 instap voor de vooras Diesel

1962 Daf Den Oudsten Zuidooster bus 6778

1962 DAF, TB102DD520 Den Oudsten

1963 DAF TB160DD530 DD575120pk carr Den Oudsten GTW155

1963 Leyland Den Oudstenbus De duikboot

1963 Leyland LERT 2-1 0.680 170pk carr Den Oudsten GTW 490

1963 Leyland LERT 2-1 0.680 170pk carr Den Oudsten GTW 495

1963 Leyland LERT 2-1 0.680 179pk carr Den Oudsten GTW 404

1963 Leyland LERT 2-1 0.680 179pk carr Den Oudsten GTW 401

1963 Leyland LERT 2-1 0.680 179pk carr Den Oudsten GTW 411

1963 Leyland LERT 2-1 0.680 179pk carr Den Oudsten GTW 420

1964 Leyland LERT 2-1 0.680 170pk carr Den Oudsten GTW 421 Arnhem

1964 Leyland LERT 2-1 0.680 170pk carr Den Oudsten GTW 485

1966 Leyland Den Oudsten » 7591 NACO 7500

1966 Leyland LERT 2-1 0.680 170pk carr Den Oudsten GTW 476

1967 Leyland DEN OUDSTEN AB

1969 De Haas 22 2e carr DAF Den Oudsten

1970 DAF DEN OUDSTEN + MB200 Den Oudsten.

1970 Leyland, LOK Den Oudsten

1971 DAF MB200 DKDL 600 Den Oudsten

1971 Leyland, LOK Den Oudsten

1972 Leyland den Oudsten KLM

1974 DAF, MB200 DKDL600 Den Oudsten Arnhem

1976 DEN OUDSTEN

1979 DEN OUDSTEN (7) B79T-KM560 GVA Arnhem

1979 DEN OUDSTEN Trolleybus B79T-K560

1979 Leyland, LVB668 Den Oudsten

1980 DAF, MB200, DKDL600 Den Oudsten

1980 DEN OUDSTEN

1980 DEN OUDSTEN (9) B79-M380

1980 DEN OUDSTEN (10) B79-D560A

1980 DEN OUDSTEN (11) B79-D560

1980 DEN OUDSTEN (12) B79T-K560

1980 DEN OUDSTEN (13) B79T-K560 Kiepe

1982 DEN OUDSTEN (4) Rembrandt

1982 DEN OUDSTEN

1983 Den oudsten Dubbel Dekker 80ér jaren

1974 Leyland-Den Oudsten

1984 Den Oudsten Mercedes 7004

1986 Den Oudsten DAF Ned

1988 DAF Den Oudsten B88 BBAbus

1988 DEN OUDSTEN B88

1988 DEN OUDSTEN B88

1988 DEN OUDSTEN B88-HF615 Type 88K

1988 Den Oudsten DAF SGB 22

1988 DEN OUDSTEN Immage B88

1988 DEN OUDSTEN Midibus

1989 DAF, MBG200 Den Oudsten (B88)

1989 DEN OUDSTEN Alliance B89

1989 DEN OUDSTEN B88-MF580

1989 DEN OUDSTEN Immage

1989 Volvo DEN OUDSTEN

1990 DEN OUDSTEN Alliance City B90-LF620

1990 Den Oudsten B88 België

1991 DEN OUDSTEN Alliance B91 (B95)

1992 DEN OUDSTEN Alliance B89-MF575

1993 DAF Den Oudsten Alliance Litouwen

1993 DEN OUDSTEN Alliance City B93

1993 DEN OUDSTEN B93 Gelede

1994 DAF SB220 02LT575 Den Oudsten B89 Alliance

1995 DEN OUDSTEN B95 ALLIANCE INTERCITY

1995 DEN OUDSTEN VIKING 13 7m

1996 DEN OUDSTEN Alliance B90

1996 DEN OUDSTEN Alliance B96

1996 DEN OUDSTEN Alliance

1996 DEN OUDSTEN B96 ALLIANCE CITY

1996 Den Oudsten B96 DL595 – DAF 111 Alexia

1996 Den Oudsten B96 DL595 – DAF 176-marktbus

1996 DEN OUDSTEN Immage

1997 DEN OUDSTEN Fokker PROTOTYPE X97

1997 DEN OUDSTEN X97 PROTOTYPE

1998 DEN OUDSTEN AVANCE

1999 DAF Den Oudsten Alliance B95 Ned

1999 DEN OUDSTEN Alliance B95 Intercity

2000 Den Oudsten Alliance Intercity 2000 Litouwen

2001 DAF-Den Oudsten Alliance City B96′s SVD121

2008 Daf Den Oudsten  Cuba

Beekse Bergen 3-rts Hilvarenbeek

Beekse Bergen 4-lks Hilvarenbeek

Beekse Bergen 10-Nairobi Hilvarenbeek

Beekse Bergen 11-rts-Kinshasa Hilvarenbeek

DAF DEN OUDsten van Oeveren

Daf SB 220 nr. 5139 met carrosserie van Den Oudsten

Den Oudsten & Zn v30-31

DEN OUDSTEN (1)

DEN OUDSTEN (2)

DEN OUDSTEN (3)

DEN OUDSTEN (3a) Gelede

DEN OUDSTEN (6)

DEN OUDSTEN VW LT

Den Oudsten-B96-Alliance-City-Linienbus-RVE-5024-rot

DVM Bus 99 (2) Volvo B10M carrosserie van Den Oudsten ex Harmanni  in huur bij de TET.

Gehuurde Daf 1489 met carrosserie van Den Oudsten  voor versterkingsritten in de winter

Leyland Den Oudsten DVM 260 NL

Leyland Den Oudsten Groningsch-Drentsch Snelvervoer bus 22 (GADO 7644) van het type Leyland-Den Oudsten LO te Schoonebeek GDS 22

Leyland Den Oudsten NZH

Leyland Den Oudstenbus (NS 7577)

Leyland LO – Den Oudsten 7639 van het HBM

Scania-vabis 51 met carrosserie van Den Oudsten. Opname, Grensovergang Glanerbrug.

Scania-Vabis 52 met carrosserie van Den Oudsten. Opname te Altenberge (Dld), bij een wegopbreking in 1962

Scania-Vabis nr. 60 met carrosserie van Den oudsten. In 1968 gesloopt

Scania-Vabis Stadsbus 38 met carrosserie van Den Oudsten. 29 zitplaatsen. kenteken RB-12-32

Stadsbus 38. Opname bij hotel Lansink in Hengelo. Naast de bus, hoofdcontroleur van Rooy

SW 1040 2e carr plaats onbekend

SW 1059 NB-25-03 tijdens autobusmeeting op vliegveld tijd en plaats

Volvo Den Oudsten Hoogeveen Tensen 17

Volvo B10M-55 nr. 124 met carrosserie van Den Oudsten

Tot zover Den Oudsten, binnenkort DOMBURG

Filed Under: AEC, BUSES, Carrosserie, DAF, DEN OUDSTEN, DOMBURG, DUVEDEC, FOKKER, Ford, GUY, Kromhout, Leyland, Mercedes Benz, NEOPLAN, NETHERLANDS, New Flyer Industries, NOVA Bus, Oldsmobile, Opel, SCANIA VABIS, Trolleybuses, VOLVO

Buses AM GENERAL USA II

New Flyer Industries (Photo credit: Wikipedia)

Bussen AM General II

AM General New Flyer  United States Air Force

AM General New Flyer Nothern Bus Lines LTD P139

AM General New Flyer 1930

We gaan nu naar de mooie oude New Flyers van AM General.

AM General New Flyer archive 1948

AM General New Flyer 1955

Am General New Flyer 1940

AM General New Flyer 1958

AM General New Flyer Canuck 500

AM General New Flyer Canuck Greygoose

AM General New Flyer Minnewanka

AM General New Flyer RCAF 2

AM General New Flyer archive Royal Canadian Air Force

Labels: AM General, Bussen, USA

Buses AM GENERAL USA I

New Flyer Industries (Photo credit: Wikipedia)

Bussen AM General I

Nu naar the United States of America. Het merk wat de meeste Europeanen kennen van de Hummer, een enorme slurper met een kolk in de tank veel gebruikt door het Amerikaanse leger en bijvoorbeeld bij CSI Miami. Naast militaire voertuigen maken ze ook al sinds 1903 bussen. http://en.wikipedia.org/wiki/AM_General#Articulated_buses Dit is een merk wat tot op de dag van vandaag bussen maakt. De oudere bussen zijn mooi, maar de huidige generatie is net als in Europa veel van hetzelfde. Strak en zuinig, maar mooi Ho maar. Ik denk dat ik vandaag maar een de boel omdaraai en van Nieuw deel I, lelijk naar Oud toewerk. Deel II

AM General New Flyer Excelsior 9

AM General New Flyer Excelsior 22

AM General New Flyer Excelsior 15

AM General New Flyer Hamilton

AM General New Flyer Windsor

AM General New Flyer D40LF

AM General New Flyer EMX

AM General New Flyer Fairfax

AM General New Flyer IFR Vancouver

AM General New Flyer Excelsior 8

AM General New Flyer BC Transit

AM General New Flyer Valley Metro

AM General New Flyer DE60LF

AM General 1984

Labels: AM General, Bussen, USA