Explanation: Bus depots serve not only for storage but also typically include facilities for maintenance and repairs, such as an engineering section and inspection pits.

Explanation: Typical bus depots are equipped with essential facilities such as a fueling point and a staff canteen, alongside other operational and administrative sections.

Explanation: While 'bus depot' primarily denotes a storage and maintenance facility, it can also be used interchangeably with 'bus station,' which is a public facility for ticket sales and passenger transfers.

Explanation: An engineering section dedicated to repairs is a standard component within most bus depots, facilitating the maintenance and upkeep of the bus fleet.

Explanation: Inspection pits for under-vehicle checks and a brake test lane are considered standard features within most bus depots, crucial for ensuring vehicle safety and compliance.

Explanation: The primary function of a bus depot is to serve as a central facility for the storage, maintenance, and operational management of a bus fleet.

Explanation: While bus depots contain various operational and maintenance facilities, a public ticket counter is typically found at a bus station, not within a bus depot.

Explanation: While often synonymous with 'bus garage,' 'bus depot' can also refer to a 'bus station,' a public facility where tickets are sold and passengers can transfer between routes.

Explanation: The source material identifies 'bus barn' as one of the alternative names for a bus depot, alongside 'bus depot' and 'bus base'.

Explanation: Inspection pits are a typical element within most bus depots, specifically designed to facilitate under-vehicle checks and maintenance procedures.

Explanation: The source material lists 'bus base' as an alternative name for a bus depot, along with 'bus barn' and 'bus depot'.

Explanation: In numerous urban centers, bus depots were established on locations previously occupied by tram sheds or car barns, reflecting a historical transition in public transport infrastructure.

Explanation: Bus depots were not exclusively built on existing infrastructure sites; some were constructed on undeveloped land, particularly in less densely populated areas, or replaced older horsebus yards.

Explanation: In many instances, bus depots were established on sites that had previously served as horsebus yards, reflecting an earlier form of public transport infrastructure.

Explanation: Many urban bus depots are situated on sites that historically housed facilities for trams or streetcars, reflecting a continuity in public transport infrastructure usage.

Explanation: In areas lacking prior tram or car barn infrastructure, bus depots often replaced older horsebus yards, which housed and maintained horse-drawn buses.

Explanation: Less frequently used buses or those awaiting disposal are typically stored externally, while more valuable or regularly in-service buses are kept inside the depot overnight for enhanced security and protection.

Explanation: Heritage vehicles, due to their historical value and need for preservation, are almost exclusively stored inside bus depots to provide optimal protection from environmental elements and ensure security.

Explanation: Drivers on 'as required' duties are primarily on standby to operate relief or replacement buses in case of breakdowns, whereas tasks like routine cleaning and refueling are typically performed by 'light duties' or 'shunter' drivers.

Explanation: Shunter drivers frequently work night shifts in larger depot facilities to arrange buses in the correct sequence for morning departures, ensuring efficient operational flow.

Explanation: In many jurisdictions, shunter drivers operating exclusively within the private confines of a depot facility may not be required to hold a full bus license.

Explanation: Heritage vehicles are almost exclusively stored inside the depot to ensure their optimal protection from environmental factors and to enhance their security.

Explanation: Drivers on 'as required' duties are primarily responsible for operating relief or replacement buses when breakdowns occur, ensuring continuity of service.

Explanation: In a bus depot, 'shunting' refers to the internal movement of buses, typically performed by shunter drivers to organize vehicles for operational readiness.

Explanation: A full bus license may not be necessary for shunter drivers in many jurisdictions because their operations are confined to privately owned land within the depot facility, not public roads.

Explanation: For enhanced security and protection, more valuable or regularly in-service buses are typically stored inside the depot overnight, while less frequently used vehicles are kept externally.

Explanation: Beyond internal bus movement, 'light duties' or 'shunter' drivers may also be responsible for tasks such as cleaning, refueling, and performing minor maintenance on buses.

Explanation: Smaller bus depots are generally equipped with only minimal engineering facilities, limiting them to light servicing and requiring outsourcing for more complex maintenance and repairs.

Explanation: The incidence of recovery vehicles at bus depots has declined, primarily due to significant improvements in the mechanical reliability of modern bus designs and the increased use of external contractors for breakdown recovery.

Explanation: Historically, UK bus companies typically operated multiple storage garages complemented by a 'central works' facility for more extensive maintenance, rather than a single facility for all maintenance.

Explanation: The decline of central works facilities in the UK bus industry is indeed attributed in part to the increased prevalence of sub-contract engineering, where specialized maintenance tasks are outsourced.

Explanation: Modern bus designs have contributed to a decrease in the practice of routine mid-life refurbishment, leading to generally shorter service lives for buses rather than an increase in refurbishment.

Explanation: The decline in recovery vehicles at bus depots is attributed to both the increased use of external contractors for breakdown recovery and significant improvements in the mechanical reliability of modern buses, not solely internal handling.

Explanation: The traditional UK bus operational model involved central works facilities handling more extensive maintenance and repairs, complementing multiple storage garages, not just light servicing.

Explanation: Modern bus designs, coupled with the decline in mid-life refurbishment, have generally led to shorter service lives for buses.

Explanation: Smaller bus depots are characterized by their limited engineering capabilities, providing only minimal facilities for light servicing rather than extensive repair work.

Explanation: A primary factor contributing to the reduction in recovery vehicles at bus depots is the substantial enhancement in the mechanical reliability of contemporary bus designs, alongside the increased use of contractors.

Explanation: Historically, UK bus companies utilized 'central works' facilities to provide extensive maintenance and repairs, complementing their numerous storage depots.

Explanation: The decline of central works facilities and mid-life refurbishment practices in the UK bus industry is partly due to the increased reliance on sub-contract engineering and improved mechanical reliability of modern buses.

Explanation: London Buses is cited as a UK bus company that historically maintained multiple storage depots complemented by a 'central works' facility for extensive maintenance.

Explanation: The decline in routine mid-life refurbishment is linked to modern bus designs that, while more reliable, often result in generally shorter overall service lives for the vehicles.

Explanation: Bus depots, particularly those accommodating double-decker buses, require high roofs and large, unobstructed areas, not low roofs and numerous supporting columns, to facilitate vehicle movement and storage.

Explanation: The introduction of articulated buses in London indeed posed challenges for some existing depots, which were found to be too small to adequately accommodate these larger vehicles.

Explanation: London depots encountered significant issues accommodating articulated buses, as many facilities were too small, necessitating operational adjustments or new construction.

Explanation: Bus depots, particularly those designed for double-decker buses, necessitate large, unobstructed areas and high roofs to facilitate safe movement and storage of vehicles.

Explanation: The introduction of articulated buses in London revealed that some existing depots were too small, leading to challenges in accommodating the larger fleet and requiring adjustments or new construction.

Explanation: The image of the Lowland Scottish bus depot in Kelso, Scotland, dates from 1985, not the early 2000s.

Explanation: The Bakhmetevsky bus depot in Moscow is indeed recognized for its distinctive architectural design, as noted in the source material.

Explanation: The Wilson Bus Depot in Toronto is presented as a typical example of a bus garage, illustrating standard operational facilities.

Explanation: An 'outstation' in the UK refers to an additional bus storage facility, typically an outdoor parking area, which generally lacks comprehensive maintenance and administrative facilities.

Explanation: Outstations are strategically positioned to optimize operational convenience, thereby effectively reducing 'dead mileage'—the distance buses travel without passengers.

Explanation: The Millennium Park Bus Depot in Delhi, India, is recognized as the world's largest bus depot, playing a critical role in the city's public transport network.

Explanation: A bus terminus is a related facility to a bus depot or station, serving as an end-point for bus routes, and is therefore not unrelated.

Explanation: The Bandra BEST Bus depot is located in Mumbai, India, not Pune. The PMPML Market Yard depot is in Pune.

Explanation: The Millennium Park Bus Depot was specifically constructed in 2010 to address the transportation requirements of the Commonwealth Games held in Delhi that year.

Explanation: In the UK, an 'outstation' is defined as an supplementary bus storage facility, typically an outdoor parking area, strategically located to reduce 'dead mileage'.

Explanation: A primary characteristic of a bus outstation is its general absence of maintenance facilities, meaning any repair or servicing must be conducted at a main depot.

Explanation: The Millennium Park Bus Depot, recognized as the world's largest, is situated in Delhi, India, and plays a vital role in the city's public transportation system.

Explanation: The Millennium Park Bus Depot was specifically built in 2010 to support the extensive transportation requirements of the Commonwealth Games hosted in Delhi that year.

Explanation: The source material lists a railway workshop as a related facility to a bus depot, indicating shared characteristics in terms of vehicle maintenance and operational infrastructure.

Explanation: The image of the Lowland Scottish bus depot in Kelso, Scotland, provides a visual representation of the facility as it existed in 1985.

Explanation: The Bakhmetevsky bus depot, known for its distinctive architectural design, is located in Moscow.

Explanation: The Bandra BEST Bus depot, an Indian bus storage and maintenance facility, is located in Mumbai.

Explanation: 'Dead mileage' refers to the distance buses travel without carrying passengers, a metric that outstations are designed to minimize through strategic placement.

Explanation: The PMPML Market Yard depot, featured in the source material, is located in Pune, India.

Explanation: The image of the Wilson Bus Depot in Toronto is presented as a representative example of a standard bus depot facility.

Explanation: The 'See also' section lists bus stations, bus termini, railway workshops, and motive power depots as related facilities, but not an airport hangar.

Explanation: The Millennium Park Bus Depot was constructed in 2010 with the specific objective of supporting the transportation infrastructure required for the Commonwealth Games.