Bus manufacturing , a sector of the automotive industry , manufactures buses and coaches .
51-504: IC Bus (originally IC Corporation ) is an American bus manufacturer . Headquartered in Lisle, Illinois , IC is a wholly owned subsidiary of International Motors . Established in 2002 by Navistar through the reorganization of subsidiary manufacturer American Transportation Corporation (AmTran) , IC currently produces school buses and commercial-use buses for multiple applications. The IC name stands for "Integrated Coach", referring to how
102-598: A basic dual-purpose fitment. In past double-deck designs, buses were built to a low-bridge design , due to overall height restrictions. Bus manufacturers have to have consideration for some general issues common to body, chassis or integral builders. In the 1990s onwards, some bus manufacturers have moved towards making transit bus interiors more comparable to private cars, to encourage public transport ridership. Other additions have seen multimedia and passenger information systems , and CCTV systems. With these developments, bus designs have been increasing in weight, which
153-402: A bus builder may be required to refit them into the new owners preferred configuration. This can include adding or removing doors, or changing the destination display equipment to or from LED, dot-matrix, or roller blind types. Some operators will rebuild a buses bodywork after superficial crash damage, or a bridge strike , again leading to odd one-off looking buses where the standard bodywork
204-478: A chassis and body builder will offer an exclusive combination of one body on one chassis, as a 'semi-integral'. This combines the expertise of the two companies, and saves the cost of making their chassis/body usable on different products. Often builders, such as Duple Metsec will assemble products into kits, for export and local assembly at a partner site. Large users of transit buses , such as public transport authorities, may order special features. This practice
255-713: A higher seating capacity than the BE, up to 36 passengers. In a branding change, from 2010 onward, Navistar badged the International 3200 (the cutaway-cab version of the DuraStar) as an IC, regardless of body manufacturer. The IC "wing" logo was revised slightly in 2013 for 2014 production (with Navistar script added to the emblem and to the rear bumper). In response to the failure of its EGR emissions strategy to meet emissions standards, Navistar began to phase out MaxxForce diesel engines in favor of Cummins-produced engines. In
306-530: A lower mounting position for the cab, the fuel tanks were relocated from below the cab to behind it (remaining on the frame rails). The hood was fitted with a nearly flat grille and square sealed-beam headlights (similar to the WorkStar). As with the DuraStar and WorkStar, the model line was offered in a two-door cab alongside an extended cab and four-door crew cab; its chassis-cab design was manufactured for
357-406: A propane-powered CE-Series with a PSI 8.8L V8 engine. In 2016, the same engine was introduced in a gasoline-fueled configuration. On November 7, 2017, IC Bus announced the chargE, an all-electric CE Series bus delivering up to 260 kilowatts (350 hp) in power using a Volkswagen Truck & Bus Group-supplied common group electric drivetrain. It is the second electric vehicle to be delivered from
408-729: A second time, to IC Corporation. After a minor revision, the International IC adopted the IC CE-Series name (to match the FE/RE-Series transit-style buses). During the mid-2000s, IC began an overhaul of its product line. For 2005, the International 3300 was introduced as a cowled-chassis variant of the International 4000-series (DuraStar), becoming the first completely new cowled chassis from International since 1979. In 2006, IC produced its first small school bus,
459-527: A third generation of the CE series for 2025 production, using the updated International MV as a base chassis. Though sharing much of its bodywork with the previous generation (rearward of the driver seat), the new CE adopted the dashboard of the MV in its entirety, adding a taller, wider windshield. As of initial production, the third-generation CE will only be available with diesel or electric powertrain options (dropping
510-824: Is a concern for operators with the rising price of fuels in the 2000s (decade). Specialist builders may also produce bodies for executive , sleeper bus , tour bus , airport bus , or school bus uses, with special features for these uses. Builders may also adapt standard designs for these uses, and especially for paratransit use. In Israel , due to terrorist attacks on buses, general bus builders have developed armoured buses , and are investigating controlled boarding systems. Armoured buses are also used for prisoner transport . Several manufacturers and operators have invested in articulated bus designs, and even bi-articulated buses , to increase capacity without using two decks. The use of different body and chassis manufacturers can mean one bus can have up to four identifying badges –
561-529: Is a medium-duty truck ( Class 4 and 5 ) that was manufactured by International Trucks from 2010 to 2015. The smallest conventional-cab truck ever produced by International, the TerraStar competed against chassis-cab vehicles derived from large pickup trucks along with the smallest versions of the Freightliner M2 and Hino 600 . Though never officially designated by the company as a replacement for
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#1732779824404612-597: Is powered by Valence Technology lithium ion phosphate battery modules. The braking system utilizes regenerative braking both as a means to reduce wear on the service brakes and to supply the batteries with extra power. As Enova went Bankrupt in 2014, IC Bus has discontinued the Hybrid option, once again leaving the CE with the Diesel Powertrain option. At the 2008 American Public Transportation Association Expo trade show, Navistar announced its intention to enter
663-428: Is trees striking the kerb-side top front corner. Manufacturers, or operators – post delivery, may fit a bull bar type arrangement to protect this part of the bodywork. Bus manufacturers sometimes provide loans to operators in places where financial institutions are not able to said loans. These agreements usually hold the vehicles themselves as collateral. International TerraStar The International TerraStar
714-399: The midibus introduced a lighter weight bus chassis than normal trucks. Bus manufacture historically developed as chassis and body builds . Often, large bus operators or authorities would maintain separate stocks of bus bodies, and would routinely refurbish buses in a central works , and refurbished chassis might receive a different body. One of the first integral type bus designs combining
765-527: The seating capacity within legal size constraints, the trend is now towards rear- and mid-engined designs due to the lack of need for a transmission tunnel. In the 1990s, bus manufacture underwent major change with the push toward low-floor designs, for improved accessibility . Some smaller designs achieved this by moving the door behind the front wheels. On most larger buses, it was achieved with various independent front suspension arrangements, and kneeling technology, to allow an unobstructed path into
816-626: The 2006-2009 CityStar LCF COE, the TerraStar is of similar dimensions and GVWR. The model line is the smallest of the International NGV model family, sharing a cab with the International DuraStar medium-duty truck. In terms of payload, the TerraStar also served as the successor to the light-GVWR 4100 series within the DuraStar range. Following the discontinuation of the MaxxForce 7 engine, International withdrew
867-472: The 30-passenger BE200. In place of a cutaway van chassis, the BE adopted a lower-profile version of the 3300 chassis. Externally similar to the CE, the smaller BE was designed with a flat-floor interior. To comply with 2007 EPA emissions standards, IC buses adopted MaxxForce diesel engines for 2007, including the MaxxForce 7 6.4L V8 and the MaxxForce DT 7.6L I6. For 2008, to improve engine ventilation,
918-616: The CE, the Cummins ISB6.7 was introduced as an option for 2014 production, becoming the standard engine for 2015. In 2017, the MaxxForce DT was replaced by a Cummins L9 diesel for the RE series, with a Cummins B6.7 introduced during 2018 for the CE. In the mid-2010s, IC centralized production around school buses. After 2014, the AE/AC, BE, and LC were discontinued. For 2018, the HC was replaced by
969-462: The FE was given a wider grille, with the BE and CE adopting the redesigned front bumper of the International DuraStar . In April 2009, IC Corporation changed its name to IC Bus. During its existence, the commercial product offerings of AmTran had been strictly derived from its school bus bodies, consisting as a small portion of its sales. In 2006, IC launched an expansion of its product range. Alongside
1020-586: The Navistar Tulsa Bus Plant in Tulsa, Oklahoma ; Prior to 2010, they were also assembled at the former AmTran/Ward facility in Conway, Arkansas . Through its predecessor company AmTran, IC traces its roots to 1933, founded as Ward Body Works in Conway, Arkansas . Navistar predecessor International Harvester commenced chassis production 11 years earlier, entering production in 1922. Following
1071-475: The Navistar-Volkswagen alliance. The chargE started production in 2019 At the end of 2021, IC Bus announced the introduction of a 35-foot-8-inch body length for the CE (exempting the length of the hood), offering a capacity of up to 83 passengers. The largest-capacity Type C school bus ever produced, the new option retained the previously-offered 276-inch wheelbase. The same year, IC announced it
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#17327798244041122-448: The TC (as the MV replaced the DuraStar); within the shuttle bus segment, IC reverted to a role of chassis provider, no longer producing completely-bodied vehicles. Alongside the TC medium-duty cutaway cab, IC Bus currently produces the CE and RE-series as school buses/MFSABs (activity buses); both model lines are also offered in commercial applications (derived from the school bus bodies). In
1173-653: The TerraStar. The company marketed two versions, including the AC-Series shuttle bus and the AE-Series school bus. In line with its truck counterpart, the AC/AE was discontinued at the end of 2015, following the withdrawal of the MaxxForce 7 engine. Although never offered as a consumer vehicle, during its production, the International TerraStar served as a donor chassis for second-party conversions. In
1224-510: The United States, Navistar was the sole diesel engine manufacturer to pursue the use of exhaust gas recirculation (EGR) to control diesel emissions rather than selective catalytic reduction (SCR). The company claimed EGR posed an advantage in overall fluid economy (measuring combined diesel + urea consumption), although separate testing resulted in an advantage with SCR. In 2015, IC debuted its first alternative-fuel vehicle, showing
1275-540: The above, offering chassis only or integral buses, or offering bodywork only as used on integral buses. The splitting of body and chassis construction allows companies to specialise in two different fields. It also allows differing offerings of product to customers, who might prefer different chassis/body combinations. For the manufacturers, it lessens the exposure if one or the other goes out of business. Larger operators may also split orders between different body/chassis combinations for shorter delivery schedules. Sometimes,
1326-505: The body and chassis was the AEC Routemaster . In the 1980s, many minibuses were built by applying bus bodies to van chassis, so called van-derived buses. Many of these have been replaced by purpose-built designs, although for smaller minibuses this is still an option. In several parts of the world, the bus is still a basic chassis, front-engined, rear-wheel-drive vehicle; however, where manufacturers have sought to maximise
1377-496: The body onto the chassis. This will involve major consideration of: Bodywork is built for three general uses: Bus bodywork is usually geared to short trips, with many transit bus features. Coach bodywork is for longer-distance trips, with luggage racks and under-floor lockers. Other facilities may include toilets and televisions. A dual-purpose design is usually a bus body with upgraded coach-style seating, for longer-distance travel. Some coach-body designs can also be available to
1428-514: The case where identical bodywork is applied to different chassis. This is sometimes truly identical, or only different in minor details. Mid-engined chassis designs are often identifiable by a mid mounted radiator and exhaust. Radically different bus company liveries can cause problems in the application of a livery to a specific design. Many operators will apply a corporate design in the same way to any bus, leading to some odd sight lines. Some operators are more sympathetic, and tailor their liveries to
1479-436: The chassis maker and model, and the bodywork maker and model, making non-expert recognition difficult compared to the identification of other vehicles, such as cars. Operators may also paint over, or completely remove, badges. Several bus companies have changed ownership and name many times, leading to the same bus design receiving many different name badges, most notably Transbus International . A further confusion can arise in
1530-458: The discontinuation of the MaxxForce 7 engine. This effectively left the model line with no engine and International withdrew the model line after 2015 production ended. From 2010 to 2015, the TerraStar chassis was used by Navistar subsidiary IC Bus to develop its smallest vehicle ever produced. Intended largely as a heavier-duty alternative to vehicles produced on Ford E-450 and GMC Savana chassis, IC Bus introduced cutaway-cab buses derived from
1581-405: The door and between the front wheel arches. Accordingly, these 'extreme front entrance' designs cannot feature a front-mounted-engined or mid-engined layout, and all use a rear-engined arrangement. Some designs also incorporate extendable ramps for wheelchair access. Further accessibility is being achieved for high-floor coaches, whereby new designs are featuring built-in wheelchair lifts . While
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1632-628: The ease of replacement of consumable items, such as bulbs, and easily damaged parts, such as the lower panels of the body, or windows. This is to maximise the time in service for its buses, although now builders will offer whole life servicing contracts. Operators may also make decisions on a particular bus type or components based on the particular terrain operated in. Some hillier areas may select different powertrain options. Areas with many low bridges may have more single-deckers than double-deckers. Operators in humid climates may select air-conditioning as standard. A particular difficulty with double-deckers
1683-663: The existing commercial derivatives of the BE, CE, and RE, the company introduced buses based on a cutaway-cab version of the International DuraStar. The HC was a range of shuttle buses ; the LC was a paratransit bus with a low-floor configuration. For 2010, IC underwent an overhaul of its product line. The FE-series (which entered production in 1990 as the Ward Senator, later becoming the AmTran Genesis)
1734-460: The exit of several manufacturing firms from school bus production over the previous decade, IC would be the first newly established manufacturer in the 2000s. In 2000, the IC name came into use for the first time, as AmTran introduced an updated version of its conventional-style bus body. While still based upon the International 3800 and sharing much of the body with its AmTran Volunteer/CS predecessor,
1785-425: The first visual update to International medium-duty trucks since 1989). To bring the company in line with the truck manufacturing division of Navistar (at the time, International Truck and Engine), AmTran changed its name to International Truck and Bus after 2000; its model lines adopted the International brand name and badging for the body in addition to the chassis. For 2003, International renamed its bus subsidiary
1836-555: The fitment of rear bodies fitted by second-stage manufacturers . In contrast to the DuraStar, the TerraStar was sold with relatively few powertrain combinations. Through its entire production, the model line was offered with a MaxxForce 7 turbodiesel V8 paired with a Allison 1000 6-speed automatic. Originally configured solely with a single rear drive axle, four-wheel drive became available as an option in May 2013. In 2015, Navistar moved away from EGR-based emissions systems, leading to
1887-758: The gasoline/LPG engine). Prior to 2010, IC used the following nomenclature (on school buses) to designate the engine type; subsequently, only the model prefix has been used. (i.e. T444E , VT365 , MF7 ) (i.e. DT466 , MFDT ) (Chassis Model) [REDACTED] ( International TerraStar ) [REDACTED] ( International 3300 LP) [REDACTED] [REDACTED] [REDACTED] International 3800 (2001-2004) International 3300 (2005–2024) International MV (2025-) [REDACTED] ( International 3900FC ) [REDACTED] Tulsa, Oklahoma ( International 3000 ) (Chassis Model) ( International 3200 ) [REDACTED] ( International 3200 ) (International MV) The IC FE Forward Advantage
1938-412: The intercity motorcoach segment by 2010, unveiling two prototypes produced by IC Bus. Using the MaxxForce 13 powerplant, IC Bus produced a 40-foot-long prototype alongside a 45-foot prototype. Using wind-tunnel design, the company predicted similar fuel efficiency gains that were seen with the streamlined International ProStar semitractor. Following the two prototypes, IC Bus abandoned its efforts in
1989-547: The model line after 2015 production. For 2019, the company returned to the size segment with the International CV , produced in a joint venture by International alongside the Chevrolet 4500-6500HD medium-duty line of trucks. Sharing its cab with the International DuraStar, WorkStar, TranStar, and ProStar, the TerraStar is distinguished by its lower-profile hood (with smaller wheels on both axles) and cab. To create
2040-583: The motorcoach segment, concentrating its commercial buses on school bus derivatives and the HC-Series (a cutaway variant of the International DuraStar). Bus manufacturing Bus manufacturing had its earliest origins in carriage building. Other bus manufacturers had their origins in truck manufacturing. Historically, chassis designs were shared between trucks and buses, but in later years specific bus chassis have been developed, and
2091-440: The new bus introduced a redesigned drivers compartment and enlarged windshield. Named the International IC (IC standing for Integrated Coach/Chassis), the new bus emphasized how the entire vehicle was produced under the corporate entity of Navistar (who had purchased AmTran outright in 1995). To distinguish the International IC from other buses sharing the 3800 chassis, the hood of the IC was given its own grille and badging (marking
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2142-405: The overwhelming majority of bus designs have been geared to internal combustion engine propulsion, accommodation has also been made for a variety of alternative drivelines and fuels, as in electric , fuel cell and hybrid bus technologies. Some bus designs have also incorporated guidance technology. There are three basic types of bus manufacturer: Manufacturers may also be a combination of
2193-596: The radiator at the front, irrespective of engine position, for more efficient cooling. Chassis products will often be available in different standard lengths, even produced in articulated variants , and often be used for both bus and coach bodywork, such as the Volvo B10M . The same chassis may even be used for single- or double-decker bus bodywork. Chassis builders may also offer different options for gearbox and engine suppliers. Chassis may also be built in multiple-axle configuration . The bus body builder will build
2244-475: The specific lines of each bus body design in use. Often, a bus builder will embark on a rebody programme, such as the East Lancs Greenway , where an existing chassis receives a new body to extend the usable life of the bus. Sometimes this is done by a manufacturer on a piecemeal basis, leading to odd one-off designs. Sometimes, when a number of buses change hands, or operator requirements change,
2295-415: The vehicles are nearly completely assembled under a single corporate structure. For all vehicles, the body and chassis are assembled within the same manufacturing facility; the latter is designed by parent company Navistar (prior to 2015, Navistar also supplied the engine). While using a chassis and hood shared with International-brand trucks, IC Bus vehicles have separate badging. IC vehicles are produced at
2346-576: Was a school bus prototype built by IC in 2008 as a testbed of a "flat-floor" design in the stepwell due to the compact design of the Caterpillar C7 engine. It also included some front-end styling modifications influenced by the severe-service line of International trucks. As Caterpillar has withdrawn from producing diesel engines for the school bus market, the Forward Advantage will not see production in its current form since its design
2397-584: Was discontinued, leaving the RE as its sole transit-style bus offering. At the other end of the size spectrum, IC introduced two cutaway-cab buses derived from the International TerraStar truck. Slotted below the HC, the AC was a commercial shuttle bus, while the AE marked the first cutaway-cab school bus produced by the company. While using a smaller truck line for a donor chassis, the AE was offered in
2448-516: Was not available. Bridge strike buses are often converted to open top buses , or into single-decker bus . Older buses are often converted to shunters , tow trucks , tree-loppers, training buses, or canteens. Often, large operators with different types of buses will settle on a standard bus design for their fleet, to produce savings in maintenance and driver training. These operators may either sell off non-standard types, or consolidate them in one operating location. Operators are often concerned with
2499-536: Was notable in the Transport for London bus specification, and predecessors. The Association of German Transport Companies was defining a VöV-Standard-Bus concept that was followed between 1968 and 2000. The chassis combines: Chassis will often be built as complete units, up to the point of being drive-able around the factory, or on the public highway to a nearby bodybuilder. The chassis can be front-engined, mid-engined , or rear-engined . Most chassis will mount
2550-507: Was retiring the long-running RE Series after 2024 production; coinciding with a low overall market demand for rear-engine Type D buses, IC cited upgrades in emissions standards for commercial vehicles. Produced with only incremental changes since its 1996 introduction, the International 3000 chassis used by the model line is the final variant of the International S-Series remaining in production. In July 2023, IC unveiled
2601-765: Was tailored to the Caterpillar engine. IC offers hybrid diesel-electric powertrains in the CE conventional school bus as an option. The buses provide a claimed approximately 40% to 65% better fuel economy but cost about two and a half times more than a standard diesel bus ($ 210,000 versus $ 80,000). Enova Systems entered into a long-term supply agreement with IC Bus that guarantees that Enova's proprietary Post Transmission Parallel Hybrid Electric drive system will be used in IC Bus' hybrid electric school buses. The hybrid school bus project features Enova's charge depleting (or "plug-in") or charge-sustaining systems. The drivetrain
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