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evobus manualI acknowledge that in case of my consent in future sellers of vehicles may store and process my data without Truck1.eu participation. It is implemented to enhance and personalize your experience on this website, other our websites and websites of third-party advertisers cooperating with us. Our partnering companies may also store cookies on your device or use similar technologies to collect and process the personal information. Learn more about how we treat your private information. It shares many of its components with Setra 400 TopClass Series. Three lengths were available for sale: O580-15 RHD with 2 axles in 12.2m, O580-16 RHD with 3 axles in 13m and O580-17 RHD in 14m. The 12m version was also available as O580-15 RH with lowered floor. Technical novelties include: All new driver seat with a joystick for shifting instead of traditional gearshift lever.Unlike previous generations, it is available only in Turkey, when this model is produced. Elsewhere, Travego was replaced by third generation of Mercedes-Benz Tourismo.Retrieved 21 October 2020. By using this site, you agree to the Terms of Use and Privacy Policy. Something went wrong.This amount is subject to change until you make payment. For additional information, see the Global Shipping Program terms and conditions - opens in a new window or tab This amount is subject to change until you make payment. If you reside in an EU member state besides UK, import VAT on this purchase is not recoverable. For additional information, see the Global Shipping Program terms and conditions - opens in a new window or tab Delivery times may vary, especially during peak periods. Learn more - opens in a new window or tab Very minimal damage to the cover including scuff The dust jacket for hard covers may not be included. Binding has minimal wear. The majority of pages are undamaged with minimal creasing or tearing, minimal pencil underlining of text, no highlighting of text, no writing in margins. No missing pages.http://songdolandmarkcity.com/userfiles/cablevision-user-manual.xml
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See the seller’s listing for full details and description of any imperfections. If you don't follow our item condition policy for returns, you may not receive a full refund. Refunds by law: In Australia, consumers have a legal right to obtain a refund from a business if the goods purchased are faulty, not fit for purpose or don't match the seller's description. More information at returns. All Rights Reserved. User Agreement, Privacy, Cookies and AdChoice Norton Secured - powered by Verisign. The assembly was carried out at the Davutpasa plant in Istanbul.The company owned 36 of the shares. The remaining 64 were divided on anOf the 42,000 buses issued since 1968, more than 17,000 were sentAt present, this scheme is partially preserved. Skeletons of urban Conecto andA body intercity Intouro come to Turkey from Germany.The modernization of the plant took 75 million euros. This is half of allAs a result of the expansion of production, the total areaThe local market actively responded to the novelty and theThere are 2 versions of Medio: Classic for 25 passengers with aIncludes biaxial solo models (C-urban, U and MU-suburban), a three-axle 15-meter Citaro L and articulatedThe Travego family consists of a biaxial model of 15 RH and three-axle 15 RHD, 17 RHD. In 2004, the familySign up for free now at. Also, Boarding Bridges. Compak’s manual ramp incorporates a world patented operating handle for quick, safe and easy deployment and stowage. The ramp is cassette style and integral (forms part of the bus floor). There are more than 6000 buses operating in London fitted with Compak powered ramps! We offer a full range of genuine Compak parts to repair, service and maintain ramps. A comprehensive Parts Catalogue and Exploded drawings is also available. Compak Ramps offer a next day delivery on all of its spare parts, providing they are ordered by noon the previous day.http://szdaza.com/pic/cabrinha-co2-dart-manual.xmlIf, for whatever reason we are unable to meet a customer's requested delivery target parts can, if practical, be collected. Compak Ramps can offer an impressive stock program saving time in a VOR or similar situation. We also offer an in-house repair and maintenance service which includes collection and delivery. This is normally a three-day service. Compak Ramps offer a range of training programs from basic care and maintenance to a comprehensive two week course at either a customer or our premises. It covers all aspects from fault finding and rectification to re-building a ramp. Included in its customer portfolio of International bus operators are KMB (Hong Kong), SBS Transit (Singapore) and Cape Town BRT (South Africa). JXperience Barcelona 2019 As the year 1994 progressed, the signs of what would come to pass in early 1995, 100 years since Carl Benz invented the bus, became increasingly clearer: the then Daimler-Benz AG would take over the Setra brand, spin off the Mercedes-Benz Bus and Coach unit and join the two brands to create the subsidiary EvoBus GmbH. Behind this move was the search for a new approach to the business. In the existing constellation, for years the buses and coaches with the star had been unable to put themselves on an economically sound basis. And so it was. After a relatively short time EvoBus moved into the black and was doing certain things differently than both the group in Stuttgart and the former family-owned company in Ulm. Part of what was different were the synergies which began with a well-thought-out production system: manufacture of the bodyshell for all buses of both brands, including cataphoretic dip priming, at the Mannheim factory; transfer by rail directly from Mannheim to Neu-Ulm, to the plant which was newly built at the start of the 90s. Ten years after the establishment of EvoBus, only the Citaro was being manufactured entirely in Mannheim; only the variants for France were produced at the French plant in Ligny.http://perfectlife.by/blogs/flotaganiss/4-3-transmission-manual The bus plants in Turkey played a role of their own. They were a part of the group, and buses and coaches were built there both for the home market and for the surrounding countries, including the Tourismo for Western Europe. Another factory in the Czech Republic supplied bodyshell parts. Mercedes-Benz chassis for touring coaches meanwhile are produced in Spain and shipped out to the entire world from there. Synergies also related to the products. The promise stood to preserve the brand identity of Mercedes-Benz and Setra. For this reason the buses each have their own distinctive appearance, and technically and in the area of appointments and product lineup they have their own distinctive profile. But where the design of major components, electronics or safety components is concerned: these are areas in which quality, function and therefore development and testing effort and expense play a big role. Things like this can be produced for both brands together. Safety, for example, is indivisible. It had a high percentage of Setra in it and was based on the S 315 UL from the current MultiClass. With the Integro, Mercedes-Benz quickly filled a gap in its range: in the mid-1990s a rural-service and excursion bus with fresh looks which presented a contrast to the stern and square-faced standard buses was lacking. Like many a compromise, the Integro turned out to be a long-running success. With time it matured into an entire family, with a long variant exceeding twelve meters in length, and a raised-floor bus which could better address the requirements on a bus used to a large extent for excursion or even touring service. In 2006 Mercedes-Benz finally completely redesigned the Integro. With three different lengths on two axles (Integro and Integro M) the two-door specialist now covers the entire spectrum from short regular-service routes in suburbia to long-distance interurban use.https://extremeselfprotection.com/images/brother-mfc-255cw-user-manual.pdf The customer can choose from a large number of special equipment items and spec out the vehicle precisely for his purposes. The facelift also brought a 140 millimeter extension to the front end, which is to the advantage of the driver’s area and the entrance as well as the optionally available tour guide’s seat. Altogether, the new exterior width of 2.55 meters makes for even greater spaciousness. As to the engines, SCR units complying with Euro 4 and Euro 5 made their arrival. As standard, Mercedes delivers the Integro with the horizontally installed in-line six-cylinder OM 457 hLA developing 299 hp. On request, a variant with 354 hp also is available; it is standard equipment for the three-axle Integro L (15 meters long). The name Integro was agenda in two respects: the new bus integrated rural-service bus and excursion bus in one model. And it was a symbol of the integration of the Mercedes-Benz Bus and Coach unit and Setra. Endowed with many Setra genes, the Mercedes-Benz Integro did not stand for an entirely new bus from the new company, EvoBus. Mercedes-Benz would present that a year later. The Citaro arrives with forward-pointing technology Its very first appearance in 1997 at the UITP Congress in Stuttgart caused quite a stir: seldom was a new urban regular-service bus the subject of so much interest and attention as the prototype of the Mercedes-Benz Citaro at the world congress of public transport operators. The Citaro as a completely new design with forward-pointing technology, and looks which were no less extraordinary, and as a complete in-house development, rang in the end of the conventional standard urban regular-service bus as built successfully by Mercedes-Benz in the form of the O 305 and O 405 for more than 30 years. The courage to make a fresh start with the Mercedes-Benz Citaro and many ideas of one’s own went down outstandingly well with transport operators and passengers.http://julieesteban.com/wp-content/plugins/formcraft/file-upload/server/content/files/1628c1858d9d76---Canton-subwoofer-plus-c-manual.pdf So well that the Citaro celebrated a rare jubilee in autumn 2004: at the FIAA bus and coach show in Madrid in October 2004 the 10,000th bus of the model series was handed over to a customer. The Citaro was thus sticking hard on the heels of its square-jawed predecessor, the O 405. Indisputably, the Mercedes-Benz Citaro is a milestone in bus development. In 1997 it surprised people with a unique concept for passengers and operators. Since the premiere of the Citaro, passengers can take pleasure in the thorough implementation of a passenger-friendly low-floor technology, in a bright and friendly interior with much headroom, best visibility, effective climate control, side impact protection, optionally available electrically powered pivot-and-slide doors, and an equally sensitive and effective Electronic Braking System (EBS) with disk brakes all around. The operators, on the other hand, profited from the start from engines which were as economical as they were powerful; from the flexibly programmable control system (FPS), an electronic system based on a CAN databus; which substitutes for kilometers of cable and thousands of trouble-prone electronic parts; from a design which lends itself to easy maintenance and cleaning; from the cantilever-type wall-side seat supports without inconvenient legs; from the full utilization for interior space of the length limit of twelve meters for solo buses which existed then and the maximum permissible width of 2.55 meters; as well as from the modular element design as prerequisite for numerous variants.cgalgeria-dubai.com/userfiles/files/canicom-2000-instruction-manual.pdf The developers and designers packaged this and much more in a beautifully shaped and practically designed body, carefully and consistently styled, from the shape of the headlamps, characteristic of the brand, with white turn signal glass, to the curved, color-contrasted A-pillar with the harmonious transition to the roof and the large windshield with integral destination indicator, through to the rear window, which incorporates the bus number indicator and raised tail lights and turn signal lamps. In short: an urban bus all of a piece, a trailblazer, technically and visually. After the market launch in 1998 the new Mercedes-Benz Citaro quickly gained acceptance in Germany and throughout Europe. In the startup year it already reached a production figure of 341 units for ten European countries from Norway to Spain. At the beginning of the year 2000 Mercedes-Benz delivered the 1000th Citaro. The rapidly rising output figures were attributable among other things to the effective modular system: The twelve meter long solo bus soon was joined by the articulated bus, the rural-service variant Citaro U and a first chassis. Additional variants joined the fold in rapid succession. By then well over 2000 Citaro were leaving production in Mannheim each year, with prospects for more. The technical evolution of the Citaro progressed no less quickly. In the spirit of continuous product improvement, during the past years numerous improvements have entered into the series. The first were details that further enhanced the ease of servicing and repair. Examples of this are the separate maintenance flap, which permits convenient daily visual checking of the fluid levels, and the radiator flap with enlarged air intake surface, redesigned for easier maintenance. Further new features included improved access to the engine compartment through a fold-open rear panel, the intercooler that could be swung out for easy cleaning, and much more.https://www.naturapreserved.com/wp-content/plugins/formcraft/file-upload/server/content/files/1628c185b44d18---canteen-management-manual.pdf Numerous improvements in the interior Numerous improvements also were made to the interior, ranging from a new cover for the radiators in the side walls to further seating variants. A more variable design of the bus was also possible. For instance, an engine mounted longitudinally on the left side of the bus, as an optional extra, permitted creating both solo and articulated buses with a low floor extending all the way to the rear. In the same way, over the years the economy of the Citaro also could be further improved. The shift strategy of the ZF automatic transmission meanwhile had been refined; five shift programs were available. Compressed air tanks made of aluminum instead of steel cut weight. A new brake management system permitted even more sensitive deceleration The destination display is extremely flat, very readable, easy to operate and service. It is no secret that the entirely new Citaro with its comprehensive equipment initially posed problems to production. But these difficulties were overcome many years ago. The Mercedes-Benz Citaro long since had grown into an extensive family of models which served the entire public transit spectrum with buses of twelve meters length and more. It now comprised not only the Citaro low-floor urban bus and the rural-service variant Citaro U, each twelve meters in length, but the 13 meter long rural-service bus Citaro MU as well, the 15 meter long three-axle Citaro L and Citaro LU plus the low-floor articulated buses Citaro G and Citaro GU, each measuring 18 meters in length. The letter “U” always indicates the rural-service variant. The OC 500 LE urban bus chassis from the Samano plant in Spain supplements this range. Characteristic of this chassis is the low floor, and a front entrance with no steps which the low floor makes possible. The two-axle, air-sprung chassis takes bodies up to 13.5 meters in length. In the meantime the Citaro even got a little brother, the Cito.https://inclinedigital.com/wp-content/plugins/formcraft/file-upload/server/content/files/1628c187b0b653---Canton-gle-manual.pdf Introduced at the International Commercial Vehicle Show in Hanover in 1998, it surprised the public with a tailor-made midibus concept: alternatively eight, nine or ten meters length and 45 to 65 seats were the key specifications. The Cito had unusual design features: One was a self-supporting aluminum frame with a roof and floor made of aluminum and walls made of plastic. Another was a diesel-electric drive, combined into a compact power pack extending to the roof at the rear of the bus. The Cito impressed people with new solutions and, technically, was far ahead of its time. Perhaps even too far ahead. At any rate, the market responded coolly to the innovative bus. Five years after launching the Cito Mercedes-Benz withdrew it again. The conventional drive system of the Citaro was more successful. The diesel engines of the Citaro comprised two different series, all six-cylinder in-line engines. The displacement was 6.4 and twelve liters. Outputs ranged from 185 kW (252 hp) and 1100 Nm torque to 260 kW (354 hp) and 1600 Nm. Both engine series are identical in design except for a few adapters. Fuel was injected by the pump-line-nozzle system, which permits high injection pressures and is economical in operation as a result. A fully electronic engine management system further cut consumption. With this technology, the Citaro profited from the development of the Mercedes-Benz Actros heavy-duty truck presented one year earlier, the first vehicle to show such technology. The diesel engines of the Mercedes-Benz Citaro optionally could be combined with a CRT system (combination of oxidation catalyst and particulate filter). Automatic transmissions from ZF and Voith were available. Today, diesel engines whose exhaust gases are treated by the SCR (Selective Catalytic Reduction) system are used to comply with the Euro 4 und Euro 5 emission standards.guyanapools.com/contents//files/canicom-1500-manual.pdf This technology further cuts pollutant emissions substantially, while on the other hand creating prerequisites for possibly reducing fuel consumption still more. Natural gas engine on request Optionally, the Citaro also can be had with a natural gas-fired engine which meets the Euro 4 standard. The OM 447 hLAG is available with outputs of 185 kW (252 hp) and 240 kW (326 hp) and with optional EEV certification. Together with low noise emissions and the eco-friendly manufacturing methods of the Mannheim factory, this created the prerequisites for awarding the “Blue Angel” symbol for environmentally friendly products to the natural gas-powered buses of Regionalbus GmbH in Muhlhausen, Thuringia. The Citaro even operates entirely emission-free with the fuel cell drive, in which fuel cells convert the energy contained in hydrogen into electrical energy which in turn drives an electric traction motor. A large-scale test lasting two years was undertaken in ten major European cities with 30 fuel-cell-powered Citaro; another test began in Australia; in China a further practical test followed with three buses. Development of the new drive system, which already was initiated in 1997 with the NEBUS on the basis of the O 405, thus smoothly continued with the Citaro. As well as making it possible to install a range of drive systems, the modular design of the Citaro and the tremendous flexibility within the manufacturing process that results from this also provide the ideal basis for producing all manner of special versions. Articulated Citaro GU buses are being operated by Regiobus GmbH in Mittweida, Saxony as “road trains”. The buses were brought in to replace a discontinued rail link and boast a somewhat unusual specification. Passengers sit on coach-style seats which are arranged face-to-face, and on-board facilities include a bistro area, a toilet and space for carrying bicycles. At night, an ingenious illumination system trans-forms the ceiling into a canopy of stars. In Poland, a Citaro is traveling around from town to town as a mobile energy advice center, while both Hamburg and Munich have Citaro vehicles on standby as large-capacity rescue vehicles for treating the injured following a major incident. Meanwhile, the 101 Citaro models which were given an unmistakable interior and exterior makeover by design specialist James Irvine and then put into service for the World Expo in Hanover in 2000 still turn heads in the city with their special Ustra styling. The Mercedes-Benz Bus and Coach unit even will customize the Citaro for any customer. It doesn’t have to be an independent body with completely individualized interior appointments. In addition to special technical equipment, customization services include individual advice on interior and exterior design issues from the experts of the design studio in Mannheim. At the studio, the customer and the design consultant jointly plan the paintwork on powerful computers with large 130 x 100 cm monitors. The interior of the Citaro is even designed step by step on a virtual round through the bus in a realistic 3-D animation. The viewers go through all conceivable seating variants and assess them from all angles. Afterwards the fabrics are selected. Seat layout, seatbacks, side wall paneling, grab rails, the rails of the roof edges, stop request buttons and floor coverings can be combined again and again and optimally color-matched. Just as up-to-date as the process for choosing colors and fabrics is the production of the Citaro. The bodies-in-white are manufactured in the Bodyshell Center of the Mannheim bus factory and cataphoretically dip-primed there for complete anti-corrosion protection. Group work and a synthesis between technology and manual labor characterize the production process. The entire structure of the bus body-in-white is computer-calculated. The modular design of the Citaro simplifies bodyshell making: A factory in Holysov, Czech Republic, supplies complete floor assembly segments. The bodies-in-white are completed in the assembly bays of Mannheim and the French assembly plant Ligny-en-Barois. This directive takes the interests mainly of passengers with restricted mobility into account. The Mercedes-Benz Citaro comes under Class I (urban bus use) und Class II (rural-service use) of the directive. Owing to these regulations, in future the Citaro would have a kneeling function, a revised wheelchair area across from the center door, and a newly designed ramp as standard. Other changes concern external emergency valves and pushbutton switches with a door opening function inside and outside for the double-width center door as well as the number and design of the accommodations for disabled persons and the access to them. In Germany the Citaro has acquired a clear position of market leadership. Among the countries receiving delivery, France ranks ahead of Spain, Italy, Switzerland and the United Kingdom. Major orders included 450 solo and articulated buses for Istanbul, 300 solo buses for Rom and 167 solo and articulated buses for Berlin. The Citaro travels the streets of many great cities of Europe, but not only there: eight units even operate on the French island of La Reunion in the Indian Ocean. 2006 was a year of renewal also for the Citaro. The Citaro K as a compact and especially maneuverable variant with a length of 10.5 meters complemented the range. The Citaro also got a new face. The features included an arched insert suggesting a radiator grille between the headlamps as well as turned turn signal housings with clear glass covers. And the three-dimensionality of the rear end of the Citaro was given stronger emphasis. The V-shaped rear window extends up into the roof. The engine compartment flap ends in a vent at the top. Including the new tail lights, the design idiom is a superb match for the design of the group’s new touring coaches and rural-service buses. Additionally, an optional electronic roll and pitch control is available for the articulated variants. New start for the touring coach: the Travego But now back to the 1990s, when the stage was being set for a new touring coach too. Some important decisions were decided by external factors. Wolfgang Presinger, just appointed brand spokesman for the Mercedes-Benz Bus and Coach unit then: “We then finally made up our minds to go for broke, telling ourselves: Euro 3, the new overall lengths and the greater width have given rise to a trend which we want to actively shape. That’s why we’re going for a new vehicle.” This vehicle was called the Mercedes-Benz Travego and superseded the O 404, which could have been adapted to the aforementioned requirements only at great effort and cost. And that is why, after only eight years and around 4500 units, the O 404 faced its end. The successor was internally coded the O 580 for development purposes, but in the meantime buses with the star were carrying names: Travego, that contains the idea of travel; the word go stands for dynamism; the letter o at the end of this made-up word fit the model families Integro and Citaro. On the surface, visual reminders of the predecessor were desirable: The driver’s window on the left and the passenger door on the right lead into a functional strip extending on to the rear along the bottom of the bus, much as in the O 404. But in the Travego the strip incorporated the handles of the luggage compartment doors and the side marker lamps. The friendly looking face with the ribbed radiator grille in the middle also recalled the predecessor, producing intentional identification effects. Chief designer Wolfgang Papke: “The Travego embodies innovation and tradition. And the Mercedes-Benz brand stands for these attributes.” Curved headlamps, the three-dimensionally arched windshield extending well into the roof area, plus the steeply sloped wheel arch over the rear axle: the Mercedes-Benz Travego exuded dynamism. The lines of the Travego are worth a closer look: The exterior mirrors grow organically out of the tops of the front side windows instead of being attached to the A-pillar at the front. The B-pillar, also referred to as “character line,” sweeps upward to the roof and breaks up the large surfaces. At the same time, the line of the pillar takes up the contour of the air conditioner, which because of this does not seem out of place even though it is mounted in the middle of the roof of the Travego. The edge of the roof is designed as a weather strip; the side windows are flush bonded and fitted so that together with the smooth side wall they conduce to easy cleaning and easy covering with decorative designs. The rear window and engine compartment flap are trapezoidal in shape, like a muscular back. Initially the Travego lineup consisted of three models: The Travego 15 RH raised-floor bus was twelve meters long, rolled on two axles and was 3.44 meters tall. The Travego 15 RHD high-decker towered to 3.71 meters and also had two axles. The flagship was the three-axle Travego 17 RHD high-decker. It attained a length of 13.85 meters. The flexibility of the concept proved itself in 2003 when another high-decker, the 12.8 meter long Travego 16 RHD, was added to the range. No matter which Travego the driver steers, the cockpit of the new touring coach is perfectly tailored to him. Ergonomically ideal, the entirely new workplace for the driver has been made semicircular; all controls are within easy reach; the steering wheel is unusually compact in diameter. In the middle of his instrument panel the driver no longer looks at a collection of dials, but at an oval display with a large rev counter and speedometer; in between them is a display on which further indicators can be freely programmed and where warning indicators are shown if required. Shifting by joystick Instead of the endlessly long shift lever next to the driver’s seat, which drivers had been used to for decades, a short joystick as shift lever knob now grew out of the right side of the semicircular instrument panel. There’d never been one in a bus before. With the joystick the transmission could be operated by a tap of the hand. Richard Averbeck, Travego project manager and future General Manager Engineering at EvoBus: “We wanted to get away from the big sticks with their long shift travel and high shift forces. Changing gears like in a car was our objective.” And it was achieved. To top it all off, the driver’s area was pleasantly spacious and had many places to put things. The tour guide’s seat was even electrically adjustable. “The coach must look attractive from the outside. Inside it must exude coziness,” said Travego designer Wolfgang Papke. And so the passenger compartment of the Travego also shone in new splendor. A part of the story are the three design and equipment lines Function, Fashion and Flair, which can be told apart by different decorative designs, fabrics and details such as inserts in the grab handles of the seats. Though the Travego made do without the extremely complex heating system of its predecessor, passengers still could enjoy cozy warmth, the product of a hot water heater with it convectors, enhanced by so-called axial fans as an optional extra. Given the high standard of the Travego, air conditioning was included anyway. The control of the complete equipment from drivetrain to air conditioner was handled by FPS, the flexibly programmable control system.