Over the years Scania has provided various models for operation in London, first arriving in 1989. A larger batch of Scania N113CRBs were purchased by London Buses Limited in the early 1990s, bodied by Alexander and Northern Counties. These passed to privatised operators in 1994. Scania re-entered the London market in 2002 when Metrobus took stock of a fleet of single-deckers. The Scania N94UD and Scania OmniCity double-deck models became popular with a number of operators between 2006 and 2012. Although not purchased in the same numbers as its rivals, the London Scanias provided Londoners with a reliable service for many years. The introduction of new rolling stock, along with standardisation, spelt the end of the type in London service. This book provides a potted history of the various Scania models during their service in the capital.

Alf Townsend is a London cabbie with nearly fifty years' experience. In his new book, he gathers together for the first time the complete history of London's cabs in wartime - not just in the Second World War when cabs were converted for other uses (firefighting, ambulances, armoured personnel carriers, etc), but also in the First World War, when the cabbies had to endure hundreds of zeppelin attacks by night. With over 90 photographs supporting Alf's usual lively and readable text, this book is sure to reveal a hitherto unknown aspect of the capital in wartime.

Imagine driving 16,000 miles in 25 days over some of the roughest terrain in the world, at altitudes up to 16,000 feet, where engines and lungs gasp for air. Imagine 500-mile speed trials over rocky mountain tracks, racing against the clock and 95 other cars. Imagine attempting this more than 50 years ago, without GPS or cell phones or modern safety equipment. In April 1970, 241 men and women from more than 20 nations did just that, setting out from London in cars ranging from a dune buggy to family sedans to Porsches, Rolls-Royces, camper vans and a Jeep Wagoneer, determined to get to Mexico City. Drawing on personal recollections of competitors, organizers, marshals and mechanics, this book recounts the ecstasies and agonies of perhaps the toughest endurance motorsports event ever--the London to Mexico World Cup Rally.

From demonstrating a petrol-engined double-decker at the 1905 Commercial Motor Show to building huge 100-seat Olympians for the overseas market, the Bus and Coach Division of Leyland built thousands of vehicles for markets all over the world. At the forefront of vehicle design and development, Leyland produced ground-breaking vehicles such as the Atlantean, the UK's first production rear-engined double-decker bus. Through acquisition and merger, the majority of British vehicle manufacturers ended up under the Leyland banner, resulting in the creation of the mighty British Leyland Motor Corporation, whose subsequent fall from grace has been widely documented elsewhere. This, the third in a series of books showcasing the products of the passenger division of Leyland since 1960, concentrates on double-deck buses and coaches and includes such mythological giants as the Atlantean, Olympian and Titan, among others. It contains 180 photographs, all of which are in colour, all with informative text and captured when the vehicles were in their operating heyday.

Since the mid-1940s, London began to resell its buses after they were no longer suitable for service in the capital. Bus and coach operators both big and small would snap up these buses and use them for further service. Perhaps the most noticeable cascade of former London Buses was of the AEC Routemaster during the 1980s, which were bought en mass by provincial operators around the country. The continual investment of new buses in London in the early 2000s saw the displacement of many of the early low-floor buses to provincial operators. Changes to emission standards led to the withdrawal of further low-floor buses from the capital, benefiting the independent operators around the country. London Low-Floor Buses in Exile showcases the numerous liveries and operators of former London low-floor buses around the United Kingdom and the Republic of Ireland between 2000 and 2021.

Coach styles at the start of the 1950s were still very traditional. All that was about to change with the introduction of the new underfloor-engined chassis and an increase of maximum length. Improvements in technology helped styles become more adventurous and flamboyant as the decade progressed. The 1960s heralded the motorway age, coaches becoming bigger from 1961 and capable of cruising at much higher speeds. Styles moved with the times and by the end of the decade the maximum length increased to 12 metres. Continental coach holidays increased in popularity and European coachbuilders started to sell in the UK in increasing numbers, with executive and high-floor coaches much in demand. After a slow start in 1972, Volvo headed the influx of foreign chassis manufacturers and within fifteen years home-built coaches were in the minority. Supported by a wealth of fascinating images, Tim Machin takes the reader on a journey through these changes.

In 2018 almost half of all vehicles made in North America were produced at foreign-owned plants, and the sector was on track to monopolize the market. Despite this, the industry has been overlooked compared with its domestic counterpart, both in scholarship and popular memory. Redressing this neglect, America's Other Automakers provides a new history of the foreignowned auto sector, the first to extensively draw on archival sources and to articulate the human agency of participants, including workers, managers, and industry recruiters. Timothy J. Minchin challenges the view that the industry's growth primarily reflected incentives, stressing human agency and the complexity of individual stories instead. Deeply human in its approach, the book also explores the industry's impact on grassroots communities, showing that it had more costs than supporters acknowledged. Drawing on a wide range of primary and secondary sources, America's Other Automakers uncovers significant tensions over unionization, reports of discriminatory hiring, and unease about the industry's rapid growth, critically exploring seven large assembly facilities and their impact on the communities in which they were built.

A recovery vehicle, or breakdown wagon, is the type of truck you hope you will never need. Unfortunately, they are an integral part of everyday life and are to be seen in various forms attending breakdowns and road traffic accidents. From the beginnings of mechanised transport there has always been the need for towing disabled motor vehicles, and the earliest recovery was carried out by real horse power. In time, most urban and rural garages would have an old car converted as a towing vehicle, parked in a corner awaiting the call for help. As motor vehicles became larger, so did the recovery vehicles, right up to heavy lorry and bus conversions that could handle the transport of the time. Specialist recovery companies were set up for towing and transport of disabled vehicles, while local garages maintained an ability to deal with customer breakdowns and accidents. Recovery trucks have evolved into large multi-wheeled vehicles with up to five axles, equipped with custom-built equipment, including cranes and heavy-duty winches. Some of these vehicles are the most spectacular sights in road transport. Showing a wide variety of vehicles, Bill Reid celebrates Britain's road recovery vehicles in a selection of rare and previously unpublished images.