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AMG

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    Santa Clara, Calif, USA

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  1. There is not a large volume in transit bus engines, and it's expensive to engineer engines to meet emission standards while keeping the engine reliable in a transit application. Detroit Diesel (now Mercedes) and Caterpillar pulled out of the Canadian and American transit bus market about the time emission requirements started getting difficult. IIRC, Caterpillar now only makes off-highway engines.
  2. AMG

    Los Angeles MTA

    Thousand Oaks wasn't in the email I got, but it's there now.
  3. It depends a lot on the options specified in the order. From what I've seen, they're about the same -- a bit over 27000 pounds for a base model with light seats and minimal options. Maybe the XD40 can come in a bit under 27000 if you choose standard windows, non-opening? If you drop A/C, you save a few hundred pounds, but does anyone do that anymore, other than far northern and a few Quebec operators? The low floors do not get the same ventilation as a New Look, so weather that may be tolerable in a Fishbowl would be unpleasant in a low floor. Also, in cold climates, there will be auxilia
  4. AMG

    Los Angeles MTA

    I heard that the bus needed to tag axle to stay within axle weight limits. Those things weighed about 31000 pounds, IIRC.
  5. AMG

    Portland TriMet

    Salem liked the RTS. Lack of a front door lift until the WFD model was an issue for many operators.
  6. According to the wki, Autocars des Chutes still has 7 Classics, including 2 ex-Santa Monica. I'm guessing that information is a few years old at least....
  7. Neoplan and New Flyer high floors could be ordered with transverse or longitudinal engines. The Flx Metros were all transverse, and nearly all RTSes were transverse. None were anything like the LFS. I saw an angle drive converter on a tour of CTA shops back in 2000. It attached to the end of the ZF transmission, reversed power 180 degrees and then made a right turn towards the differential. This was for one of their Series 50 Metros.
  8. In theory, but there is a limited pot of funding available, so many cities have to operate their buses quite a bit longer.
  9. Bus weight will vary significantly by specification. For example, the continuous windows add significant weight, and other options, such as seats, A/C systems, cooling systems, etc., will cause weight to vary significantly from one order to the next. For minimum weight on the Gillig, you don't want any of the BRT stuff, and you want simple lightweight seats, no bike rack, smallest fuel tank, standard windows, etc. From what I have seen, the Gillig and NFI low floors are roughly comparable in weight, but precise comparisons are not possible unless you find two that are spec'd as closely tog
  10. True for both Gillig and the window supplier. Pricing like this is really just an example.
  11. In a Gillig contract from 4 years ago, where fixed hidden frame windows were in the base contract, fixed standard frame provided a $1527 credit. Fixed transom gave a $502 credit, and hidden frame with transom cost $1850. Sliding is only available on standard windows. These costs are for Ricon windows. Arow and Dura are different. Not included in this is the extra maintenance cost, and the cost of extra fuel burned from the extra weight.
  12. Orion didn't actually go bankrupt when they left the market in 2012 -- the parent company (Daimler) just shut them down. Though without Daimler's deep pockets, who knows what would have happened.
  13. AMG

    Buses for sale

    You have to wonder. The VIN would indicate 2000 if they bothered to look.
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