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Optare Solo

The Optare Solo is a low-floor midibus manufactured by the British company Optare (later rebranded as Switch Mobility under the Hinduja Group) from 1998 to 2025, renowned for its compact design suited to urban and rural routes with lengths ranging from 7.1 to 10.2 metres and widths of 2.33 or 2.5 metres. Introduced at the 1997 Coach & Bus Show with first deliveries to Wilts & Dorset in May 1998, the Solo quickly became Optare's longest-running model, evolving through variants such as the original low-floor design, the 2007 Solo SR with revised styling and a larger windscreen, and later diesel, hybrid, and electric powertrain options, with diesel and hybrid variants powered by engines from Mercedes-Benz, Cummins, and MAN. Over 5,000 units were produced by 2015, with major operators including Stagecoach (which acquired more than 1,000 examples) and exports to markets like the United States (over 200 units), South Africa (221 units), Australia, and Sweden. The model earned accolades such as the Millennium Product award and the Queen's Award for Enterprise in 2000 for its innovative low-floor accessibility (190-250 mm floor height) and air suspension system, facilitating easier boarding for passengers. Production concluded in 2025 with a final batch of diesel Solo SR models, including deliveries to (118 units starting mid-2024) and smaller operators like Shuttle Buses in , marking the end of a 27-year run amid Optare's shift toward electric vehicles like the Switch e1. Despite proposals for restyled versions such as the Solo Plus in 2008, the core design's reliability and adaptability to narrow streets—demonstrated in services like First Kernow's routes to —cemented its legacy in the UK bus industry.

History

Development and Launch

The Optare Solo originated as a compact, low-floor midibus developed by Optare in Leeds, United Kingdom, to serve urban and rural transport demands amid growing emphasis on accessibility following the Disability Discrimination Act of 1995. This legislation prompted the bus industry to prioritize designs that facilitated easier boarding for passengers with disabilities, influencing Optare's focus on a fully accessible vehicle suitable for narrow streets and independent operators. Drawing on the integral construction principles of predecessor models like the MetroRider, the Solo incorporated an innovative front axle positioned ahead of the entrance door, enabling a height as low as 250 mm (reducible to 190 mm with kneeling suspension) while optimizing for stability and maneuverability. This design choice allowed for a lightweight fiberglass-reinforced body, enhancing and in a measuring 8.5 m or 9.2 m in length with up to 33 seats. The Solo was publicly unveiled in November 1997 at the Coach & Bus UK show in , following an initial earlier that year, with the first production vehicles entering service in May 1998 for operator Wilts & Dorset—marking as the 's first fully low-floor city. Initial assembly occurred at Optare's Cross Gates factory in , where the model quickly garnered pre-production orders totaling nearly 300 units worth £9 million, reflecting strong interest from councils and smaller fleets valuing its compact footprint. In recognition of its pioneering accessibility and engineering, the Solo earned the Design Council's Millennium Product award and the Queen's Award for Enterprise in the innovation category in 2000, highlighting the fibreglass body's durability and the axle-forward layout's contribution to low-floor compliance.

Production Timeline and Rebranding

The Optare Solo entered full production in 1998 following its launch the previous year, with the initial run of the original model continuing until 2012 and resulting in over 4,000 units built. Overall, more than 5,700 units of the Solo family were produced by the end of manufacturing in 2025. This phase established the Solo as a staple in the , where it accounted for more than 80% of total sales, reflecting its strong domestic adoption amid a competitive segment. International exports peaked during the 2010s, with notable orders including 25 units to the in 2010 and shipments to markets in the , , and , comprising up to 25% of output in peak years. In January 2012, Optare discontinued the original design, transitioning production to the updated Solo SR variant as its successor, which incorporated refinements for continued market relevance. This shift marked a hiatus in significant Solo production volumes until a resurgence in October 2023, when —formerly Optare—secured an order including 60 Solo SR units (as part of a 70-bus order with ), later expanded to 118 Solo SR units by July 2024 to support fleet replacements across the . Deliveries from this order began in mid-2024, signaling renewed demand for the diesel Euro VI model, which retained the Optare branding despite the company's rebranding. Corporate changes influenced the Solo's trajectory, beginning with 's acquisition of a 26% stake in Optare in July 2010 for $7.5 million to bolster financial stability and strategic partnerships. increased its ownership to 75.1% by 2012, fully integrating Optare into its operations. In November 2020, Optare Group was rebranded as Ltd under the Hinduja Group's Switch Mobility India Ltd, emphasizing electrification, though diesel models like the Solo SR continued under the Optare name until at least 2023. By 2023, electric variants adopted the designation, as seen in exports to . Recent developments included High Peak Buses' order for two SR units in August 2024, adding to the model's late-production tally at the Sherburn-in-Elmet factory in , Optare's primary manufacturing site since 2011. However, in 2025, following the March announcement, closed the Sherburn plant due to the slow UK transition to electric buses, shifting production to the UAE and putting approximately 240 jobs at risk, marking the definitive end of SR assembly. No successor to the Solo line has been confirmed, with the final units—such as those delivered to Buses in May 2025—marking the conclusion of nearly three decades of production.

Design and Construction

Body and Chassis

The Optare Solo features an integral construction with an all-welded heavy-duty box section made from stainless and high-grade , providing structural integrity and anti-rust protection on exposed components. The incorporates bonded modular exterior panels of reinforced plastic (GFRP) and aluminum, which contribute to a lightweight design while enhancing corrosion resistance. This construction results in an unladen kerb weight of approximately 7,000 kg for the 9.8-meter model, balancing durability with efficiency. Dimensions vary across models to suit and rural operations, with lengths ranging from 7.87 meters in the Slimline configuration to 9.96 meters for full-size variants, widths of 2.34 meters (Slimline) or 2.50 meters (standard), and an overall height of 2.885 meters. The low-floor design achieves an entry height of 265 mm in normal position, reducing to 200 mm when , facilitating wheelchair access without excessive steps. A key innovation is the front axle's offset placement forward of the cab and entrance door, which eliminates wheel-arch intrusion into the passenger area, improves stability, and enhances maneuverability with a between kerbs of around 8.0 meters for shorter models. The body adopts an aerodynamic cab-forward styling with a large one-piece gasket-glazed windscreen for enhanced visibility and driver comfort. In the Solo SR generation introduced in 2012, updates included a revised front-end and standard LED exterior lighting for improved aesthetics, reliability, and . is prioritized through standard kneel-air suspension with two front and four rear air bags, enabling the vehicle to lower at stops, alongside a manual fold-out and a dedicated bay with backrest and stanchions. The Solo has been compliant with the UK's Disability Discrimination Act (DDA) since its 1998 launch, predating full regulatory requirements in 2000 by incorporating low-floor and easy-access features from the outset.

Powertrain and Specifications

The Optare Solo primarily utilizes diesel engines compliant with Euro 3 to Euro VI emissions standards, with the most common being the Mercedes-Benz OM904LA four-cylinder turbo diesel engine displacing 4.25 liters and producing 115 kW (154 hp). Alternative engine options include the Cummins ISBe six-cylinder turbo diesel, offering 138 kW (185 hp) in Euro 4 configurations. Other options included the MAN D0834 four-cylinder turbo diesel engine, producing approximately 130 kW (177 hp) in Euro 4 configurations. Transmissions are predominantly automatic, featuring the Allison 2100 series five-speed unit with full CAN electronic interface, integral oil filtration, and lock-up torque converter for enhanced efficiency across gears 1 through 5. The Voith DIWA automatic transmission is available specifically on Solo SR models. Manual transmissions are rare in production variants. Performance metrics for diesel models include a top speed limited to 59 (95 /h) and gross vehicle weights ranging from 8,000 to 11,300 depending on . Fuel economy typically achieves class-leading figures for midibuses in urban operation, supported by lightweight construction and efficient drivelines. Hybrid variants employ a parallel , initially featuring a parallel developed with Enova Systems around , transitioning to the ELFA setup from 2010, which integrates electric propulsion with the for up to 30% fuel consumption reduction through and torque assist. Electric () models feature lithium-ion batteries with capacities from 92 kWh to 156 kWh, providing a range of 90 to 130 miles (145 to 210 km) under typical urban duty cycles, powered by 100-150 kW motors. Full charging requires 6-8 hours using on-board chargers, with options for faster charging. The Solo SR update incorporates Euro VI-C compliant diesel engines and enhanced EV battery management systems for improved and range extension.

Variants

Original Variants

The Optare Solo, introduced in 1998, served as a versatile low-floor primarily for urban and rural passenger services in the . Available in standard lengths of 8.1 m to 10.2 m, it offered seating capacities from 22 to 37 passengers, with configurations adaptable for standing room or wheelchair access. The model featured a modular body design built on integral options, including and engines, emphasizing accessibility with a low entry height of 250 mm (190 mm when ). Initial began with deliveries in May 1998 to operator Wilts & Dorset, following nearly 300 pre-production orders that underscored early market demand for a replacement to smaller buses like the MetroRider. In , Optare developed the Slimline variant to address challenges on narrow roads and housing estates, reducing the body width to 2.33 m while maintaining the low-floor structure. This narrow-body model, available in lengths from 8.1 m upwards, seated 22 to 30 passengers depending on and retained compatibility with standard powertrains, enabling deployment on constrained routes where full-width buses were impractical. The variant proved popular for local services, with production continuing alongside the standard Solo until the original lineup's phase-out. Optare expanded the range in 2006 with the Solo (Short Edition), a compact measuring 7.1 m in and seating up to 23 passengers, optimized for rural operations and like dial-a-ride schemes. Its single-piece door option enhanced accessibility for smaller groups, and the design prioritized tight turning circles for village and suburban routes. By 2008, an extended 7.8 m version was introduced, increasing seating to around 26 while preserving the model's efficiency for low-demand areas. The was available in Slimline width. Early efforts in alternative propulsion began in 2004 with hybrid prototypes, where Optare supplied Solo body shells to Dutch firm Eneco for conversion to diesel-electric systems using a 1.9-litre VW TDI engine paired with battery assistance. These 8.1 m, 25-seat demonstrators aimed at emission reductions in urban settings, with 15 units built for testing before refinements in later hybrids. Trials, including assessments in Liverpool city centre, evaluated fuel savings and noise benefits over conventional diesels. Advancing electrification, Optare unveiled the Solo EV prototype in 2009, equipped with a electric drivetrain and an 80 kWh pack for zero-emission operation. The 8.1 m model seated 25 passengers and achieved a top speed of 90 km/h, with an estimated range of up to 140 km (90 miles) per charge depending on load. Limited to trials, three units entered service with that year, while a 2010 comparative study in pitted the against diesel equivalents, highlighting its lower operating costs and environmental advantages despite charging infrastructure needs.

Solo+ Variant

The Solo+ was a short-lived prototype representing a proposed restyling of the Optare Solo midibus, introduced to refresh the model's design amid Optare's transition under new ownership. Unveiled in November 2008 at the Euro Bus Expo in , it aimed to celebrate a of Solo production while introducing updates for improved market appeal. Only a single was constructed, featuring an angular, boxy exterior with vertical headlight clusters positioned far outboard, a stark departure from the curved, more streamlined aesthetics of earlier Solo variants. The body retained large flat window panes along the sides, and the interior was configured to a basic specification, emphasizing functionality over luxury and reversing the upmarket refinements seen in prior models. This design was showcased alongside Optare's Rapta double-decker concept, signaling a broader family styling direction for the manufacturer. Despite its intent to enhance and efficiency through the revised front-end profile, the Solo+ received strongly negative feedback from industry press and potential operators, who viewed the changes as a downgrade that diminished the Solo's established appeal. The prototype's reception highlighted concerns over its cost-effectiveness and alignment with operator preferences for the existing Slimline-based design. Ultimately, the Solo+ did not advance to series production, fading into obscurity shortly after its debut due to insufficient market interest and the decision to prioritize alternative developments. The sole example was not placed into service and its current status remains undocumented in public records.

Solo SR Variant

The Solo SR variant, introduced as a restyled evolution of the , was unveiled in October 2007 at the Coach and Bus Show, incorporating styling cues from the for a more modern appearance. Introduced in October 2007 and entering production in 2008 as a premium variant, it fully replaced the original from January 2012. Available in lengths of 7.1 m, 7.8 m, 8.9 m, and 9.6 m—all with a slimline width option of 2.35 m—the Solo SR supports seating for up to 34 passengers, depending on the body length and layout. The standard diesel-powered Solo SR features Euro V and VI compliant engines, such as the ISBe, paired with Allison transmissions for smooth operation. It builds on the original Solo's mechanical foundation with refinements that enhance overall reliability, including proven components to minimize downtime and maintenance issues. Notable large orders, such as 190 units for Cape Town's MyCiTi system starting in 2012, underscore its appeal for urban and rural routes. The Solo SR, launched in 2012, integrates the ELFA parallel system, featuring twin electric motors with a combined maximum output of 134 kW and 320 Nm of torque, connected via a Flender gearbox for efficient . Over 70 hybrid units were produced in total. Designed for lower emissions and fuel consumption, it typically seats 25 to 30 passengers and has been produced in limited numbers, with examples including joint projects involving for integrated hybrid solutions. The electric Solo SR debuted in 2013 with a 100 kWh using iron-magnesium chemistry, powered by a 150 kW Magtec motor, delivering a practical range of 100 to 130 miles per charge depending on and conditions. Later iterations upgraded to larger capacities, such as 240 kWh for extended ranges up to 190 miles; 54 electric Solo SRs were built in total. Recent deliveries include six units to Translink in in June 2023 for town services, alongside ongoing supplies to for their electrification initiatives. Under (formerly Optare), production continued with updates to the integral chassis incorporating modern safety and emissions features, driven by demand for reliable minibuses, concluding in 2025. This supported a major order from , expanded to 118 Euro VI units with deliveries commencing in mid-2024 across various subsidiaries. Additional orders included two units for High Buses in August 2024 and four for Shuttle Buses in 2025, with overall Solo production exceeding 5,000 units by the model's conclusion.

Operators

United Kingdom

The Optare Solo has been a cornerstone of the 's bus operations since its introduction, dominating the midibus segment with widespread adoption by major operators for both urban and rural services. Its low-floor design and maneuverability have made it particularly suitable for the UK's diverse route network, from congested city centers to remote countryside paths, underscoring its role in enhancing and efficiency in . Stagecoach Group maintains the largest fleet of Optare Solos in the UK, with over 550 units in service by 2010 across town and rural operations nationwide. This fleet has continued to grow through recent acquisitions, including an initial order of 60 Solo SR models announced in October 2023 to replace older vehicles at various depots, later expanded to 118 units with deliveries commencing in mid-2024 for subsidiaries in regions such as the South East, , , , , and south-west . Arriva operates a substantial number of Solos, exceeding 200 units distributed across its northern England and Scottish divisions, bolstered by the 2007 acquisition of MK Metro's extensive Solo fleet in the Milton Keynes area. These vehicles support key regional services, including urban routes in areas like Derby. The Go-Ahead Group deploys more than 150 Solos, primarily in London and Brighton & Hove operations, where they handle high-frequency urban duties and contribute to the group's broader single-deck fleet strategy. In terms of regional deployment, Solos are extensively used on urban services in and , often by and , while rural routes in benefit from their compact size for navigating narrow roads. First Kernow in employs Solos for local services, such as those to villages like , leveraging their ability to handle tight corners. Electric variants have seen trials, including six Solo SR EVs operated by in the Highlands since around 2018. in [Northern Ireland](/page/Northern Ireland) has utilized Solos for tourist and local routes, though many early models were withdrawn by 2021 in favor of newer types. As of 2024, over 1,500 Optare Solos remain in active service, reflecting the model's longevity despite the production of over 5,000 units overall since 1998. Post-2020, operators like and have accelerated withdrawals of early models to transition toward hybrids and electric variants, aligning with emissions regulations and fleet modernization efforts. Notable early orders include FirstGroup's substantial purchase in 1998 for Leeds-based services like the Otley route, marking one of the model's first major fleet integrations. More recently, High Peak Buses added two new Solo SR units in August 2024 to support its operations.

International Operators

The Optare Solo has seen limited but notable adoption in European markets outside the , primarily in , , and select mainland operators. In , introduced ten Optare Solo hybrids in 2011 for routes across and , which were later transferred to Malta . By 2014, the fleet expanded with an additional 22 leased Optare Solo midibuses, including six nine-metre models, supporting public transport services on the islands. In , five Solo EV units were delivered to in 2015 for local services. In , small-scale operations included units operated by Barnimer Busgesellschaft in , with left-hand drive configurations for local routes. Trials in involved a handful of imported units, often former European vehicles repurposed for testing, though operational numbers remained under 20 across mainland . In Asia, the Optare Solo has been trialed in , where AMS Public Transport—a subsidiary of —introduced two Optare Solo SR minibuses in 2018 as Hong Kong's first low-floor, wheelchair-accessible public light buses. These 7.9-metre vehicles, registered VF7558 and another, operated on route 54M to Queen Mary Hospital, featuring enhanced accessibility for urban minibus services. In , , Optare's parent company since 2010, developed licensed variants of the Solo for local production, including electric models like the Optare Solo planned for launch in 2015 with a 200 km range, though deployment focused on prototypes and limited testing rather than widespread operator fleets. North American exports of the Optare Solo totalled nearly 200 units, primarily during the early through rebadging as the NABI 30-LFN for the market, including deliveries for shuttle services in areas such as Miami-Dade County (70 units) and American Eagle Airlines (75 units). Direct exports included approximately ten units between 2003 and 2005 for shuttle services in and , but no significant ongoing operations or recent imports have been recorded. In the , the largest export contract came from Dubai's Roads and Transport Authority (), which ordered 94 air-conditioned Optare Solo midibuses in 2018, valued at £18 million. These 8.5-metre bespoke variants, known as the RTA Solo, were designed for narrow streets and airport links, featuring tropicalized air conditioning, 32 seats, and ISBe engines compliant with local emissions standards; they entered service in 2019 for enhanced urban connectivity. In , Africa's MyCiTi system in received over 200 locally assembled Optare Solo SR midibuses starting in 2012, under an £18 million contract that created 150 jobs at the assembly plant. These dual-door, low-floor vehicles, with capacities for up to 37 passengers, integrated into the BRT network for phase 1A services, providing accessible transport along key corridors and earning praise for ease of use among disabled passengers. Oceania represents a growing export market for the Optare Solo, with over 20 units delivered in the 2000s and 2010s. In , operators like Carbridge in acquired four units in 2017 for airside airport shuttles, while Melbourne's SkyBus, , and Ventura Bus Lines deployed several for urban and tourist routes. In , SkyBus introduced three Optare Solo SRs in 2016 for airport transfers, with additional imports by operators like Reesby Buses for regional services in and . Adaptations for these markets included right-hand drive setups and reinforced chassis for varied road conditions. Overall, international exports of the Optare Solo total over 700 units, with customizations such as tropicalized for hot climates like and , and modular body options for right-hand drive conversions in and ensuring suitability for diverse environments.

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