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Buses in moldova

Buses in Chisinau run from 6 am to 12 midnight. Local Buses There are three types of public transportation systems within the capital city: Buses, trolleybuses, and maxi-taxis. There are no set schedules for the buses, at least its not advertised. Generally, the waiting time is between 3 to 30 minutes depending on the route and the time of day. If you travel by trolleybus, you should purchase the ticket soon after you get on the trolleybus from the ticket seller. The ticket seller usually walks through the bus so that everyone has a chance to buy a ticket. The cost is only 1 leu. You must keep the ticket until the end of the journey as random checks are conducted for non-paying passengers. Riding without a ticket will incur a penalty fee, and most likely a long time delay. You can also take a bus at a cost of 2 lei. Again, you buy your ticket when you get on the bus. Warning! The ticket you buy in buses or trolleybuses are valid only for that ride, and that particular buscar. You can not buy tickets ahead a time, it will not be valid. Every time you get on the bus, you have to buy the ticket there and then. The buses and trolleybuses only stop at pre-determined bus stops, unlike the maxi-taxi. When you want to stop the maxi-taxi, you simply wave your hand, and it will stop for you. When you want to get off the minibus, you have to tell the driver to stop. There are no pre-determined stops. The price for a maxi-taxi trip is 3 lei; you pay it to the driver when you get on the bus and no ticket is issued. Our Map of Chisinau shows all the bus routes in Chisinau. If you select the destination street, the map will display the bus routes that will take you there. National Buses Chisinau has a number of national buses that connect parts of the country. There are 3 main national bus stations in Chisinau: Northern Station, South Western Station, and Central Station. The list of national bus stations outside of Chisinau is provided here. It is better to buy your ticket ahead of time, but expect a small fee for that.

Buses in london vehicles


From the early days of motor bus operation by the London General Omnibus Company (LGOC) in the 1900s until the 1960s London went its own way, designing its own vehicles specially for London use rather than using the bus manufacturers' standard products used elsewhere. The Associated Equipment Company (AEC) was created as a subsidiary of the LGOC in 1912 to build buses and other equipment for its parent company, and continued in the ownership of LGOC and its successors until 1962. Many of London's local service buses over this period were built by AEC, although other manufacturers also built buses to London designs, or modified their own designs for use in London.[4] The last bus specifically designed for London was the AEC Routemaster, built between 1956 and 1968. Since then, buses built for London's local services have all been variants of models built for general use elsewhere, although bus manufacturers would routinely offer a 'London specification' to meet specific London requirements. Some manufacturers even went so far as to build new models with London in mind, such as the DMS class Daimler Fleetline, and the T class Leyland Titan (B15). London did see the introduction of several of the newly emerging minibus and midibus models in the 1980s and 1990s, in a bid to up the frequency on routes, although the use of these buses dropped off to the level of niche operation on routes not suitable for full size buses. With the move to tendered contracts for TfL routes, the 'London specification' was further enforced as being part of tender proposals, invariably specifying new buses. The major difference for London is the usage of dual doors on central routes. London was one of the earliest major users of low-floor buses. From 2000, the mainstay of fleet, doubledecker buses, were augmented with a fleet of articulated buses, rising to a peak fleet size of 393 Mercedes-Benz O530 Citaros.[9] A small fleet of hybrid buses is also operated.[10]

Operation Local buses

Most local buses within London form a network managed by London Buses, an arm of Transport for London, although most services are operated by private sector companies under contract to London Buses. With the introduction of the London congestion charge in central London and because at peak

times the Underground is operating at maximum capacity, many bus service improvements have been undertaken, and central bus services are currently enjoying something of a resurgence.[8] Although the rear-entrance double-deck Routemaster is the archetypal London bus, their numbers have dwindled quite quickly owing to their age (the oldest are now more than 50 years old), their inability to accept wheelchairs or pushchairs, and their requirement for a two-person crew. As described below, Routemasters are now restricted to two heritage routes.[16] All other local bus services are now operated by modern low-floor buses, which may be single-deck or double-deck. Some of the single deck buses are articulated and locally known as bendy buses. Bendy buses have three sets of doors, and passengers with season tickets or Oyster cards can board articulated buses using any set of doors. Most other buses operating in London have two sets of doors, and passengers board the bus using the front door and alight using the rear door, whilst some buses on less busy routes have only one door. All these buses conform to the Disability Discrimination Act, and can accept passengers in wheelchairs and other mobility impaired passengers. Some local bus routes in the outer areas of London cross the London boundary. London Buses services that cross the boundary have standard red buses, and charge London fares, at least within the boundary. Buses from outside London that cross into London are in their operators' own colour schemes, and may not accept the London fares even within the boundary.

Night buses
Night buses began running as early as 1913, and they form part of the London Buses network. Originally all the routes were distinguished by an N prefixed route number and had their own (premium) fare structure, in part because the routes are greatly extended from their daytime equivalents. For example, while the 9 travels from Aldwych to Hammersmith, the N9 continues on from Hammersmith to replace route 267 to Turnham Green, then route 237 to Hounslow, route 222 to Heathrow Airport North and furthermore runs to Terminal 5. Many night bus services operate from a central London terminus in Trafalgar Square and run along the routes of tube or train lines which are not operational at night. More recently, under the influence of the former Mayor of London, Ken Livingstone, night buses have adopted standard London bus fares. Some daytime bus routes have also started operating 24 hours a day, using the same (non-N prefixed) route number. All night buses (whether on N-prefixed routes or 24-hour routes) are standard red buses. London's night bus services have seen passenger numbers soar in recent yearsby mid 2005, up by over 80% over levels at the start of the 21st century. Heritage routes Although the rear-entrance double-deck Routemaster has now been withdrawn from all regular service routes, they are still in use on two heritage routes in central London. The heritage routes are operated as part of the standard London Buses network, and issue and accept the same fares as the rest of that network. The two routes are heritage route 9 from Kensington High Street to Aldwych, and heritage route 15 from Trafalgar Square to Tower Hill.[1][16][17] Routemaster buses are not accessible to passengers in wheelchairs and other mobility impaired passengers. Because of this, each heritage route is operated as a short-working of a regular service route bearing the same route number, thus ensuring that passengers unable to board the heritage buses are offered equivalent alternative transport arrangements.[1]

Tour buses
A common sight in central London are tour buses, the majority being open-top buses. These are doubledecker buses with a fully or partially open upper deck, which provide tourist services with either live or recorded commentary. Most of these services allow passengers to embark and disembark at any of the company's stops, continuing their journey on a later bus. There are several competing operators of such services which do not form part of the London Buses network and do not issue or accept London Buses tickets, although at least one paints its buses in the same red as London's local buses. Fares are set by the operators, usually a flat fee for a day's (or multiple days') usage; there is no need to pre-book and tickets can be bought from the driver or bus-stop ticket sellers. Other more formally organised tours use luxury coaches and generally need to be booked in advance through travel agents.