Paper Bus Connection – 紙巴士總匯

早期丹拿 E 型一人售票模式。一人售票模式只用在市區路線，因此所有乘客需於中門登車、前門下車。

在海底隧道通車時，因為中巴已在過海線實施一人控制，過海線丹拿 E 型亦推行一人控制。過海線車頭加上投幣標誌，所有乘客需於前門登車、中門下車。

七十年代後期轉上了一人控制顏色。

八十年代初期轉上了顏色，也有一個大KMB標誌。

1983年以後轉上一個新KMB標誌。這種顏色繼續使用到1991年當所有丹拿 E 型完全退役。丹拿 E 型是九巴的最後一款 half cab 巴士.

The MCW Super Metrobus was one of the first 12m double deckers introduced in Hong Kong in the early 1980s. Until the late 1960s, Hong Kong operated standard length British buses. As the population and bus ridership grew in Hong Kong through the 1970s, British bus makers began to built stretched version of their regular UK buses for the Hong Kong market. To this day, more than 10 years after the UK returned Hong Kong to China, bus operators in Hong Kong still buy custom designed double deckers from British manufacturers.

12m buses like the Super Metrobus were common in cross harbor routes which connect the Kowloon Peninsula with the Hong Kong Island. Since these route charge higher fares and are always crowded during the rush hours, bus operators depend on these routes to generate a profit. Unlike most other countries, Hong Kong bus operators do not receive direct subsidy from the government to purchase vehicles or for daily operation. Each bus operator in Hong Kong has to have some profitable routes so that it can continue as a sustainable business and maintain service on unprofitable, but necessary, routes.

In order to handle the extra passenger load, these buses have areas on the lower level just for standees with no seats installed. This model in particular, for some reason, the seatbacks have no padding.

Because these buses do not have air conditioning, they were retired by 2000. Today, some of these buses continue to run in Sydney and London as local tour buses.