M. Parsons

CPTDB Wiki Editor
  • Content count

    9,846
  • Joined

  • Last visited

About M. Parsons

  • Rank
    PCC= "Peter Cox's Car" #4612
  • Birthday 08/25/1983

Contact Methods

  • AIM AOL sucks
  • MSN MSN sucks
  • Website URL http://www.barp.ca
  • ICQ 666
  • Yahoo Yahoo Sucks

Profile Information

  • Gender Male
  • Location Edmonton
  • Interests Eliminating Chucky and Co. COMPLETE.

Recent Profile Visitors

19,968 profile views
  1. With all due respect, I would recommend a read of this thread: The vast majority of your images should not be on the Wiki... Lots of objects obscuring the buses (come on, there was more car than bus in the shot of the shuttle), poor exposures, blurred, not the typical 3/4 roster shot. A cell phone might it not the ideal device for taking photos of moving buses either.
  2. Give me a break, what was presented was very much a contribution to this discussion. Just because you don't like that someone is presenting a point of view that you disagree with, doesn't mean it should stop. This isn't the Gillig Cheerlearder thread, feel free to start that somewhere else if you don't want read negative comments. I will certainly agree that from a riders perspective, the Gillig isn't that great. It's been a few years since I was on a Gillig (Boise, Idaho), but, that lower section was indeed very uninviting. Felt like they'd taken a high floor Gillig, lowered the floor, and left the windows at the same height. First impression was not good... would rather have a New Flyer or Nova any day.
  3. http://www.up.com/aboutup/corporate_info/uprrover/index.htm
  4. I suspect the minority would be worried about a fleet number. I suspect the majority will be happy with bus or two, or don't want to go to the effort of cutting out numbers and applying them correctly.
  5. The tender is now out for up to 5 electric buses in any combination of 30, 35, or 40' lengths. Only BYD is pre-qualified with their 35' and 40' buses as a result of the prior tender. That makes me wonder if New Flyer even qualified for the previous tender? I don't believe New Flyer has an option for 200 km/ 8 hr range on a single charge yet. To be pre-qualified to bid, buses must have a 200 km/ 8 hr range, recharge from 0-100% in 3-6 hours, be battery powered, 12 year warranty on batteries... they'll be replaced at no cost to the City if they fail in 12 years, and any 30' buses being submitted must be substantially similar to the vendors standard 35' and 40' buses. I guess that measn that New Flyer wouldn't be able to submit a MiDi as the 30' component and Xcelsior for the 35' and 40' component. Makes sense... I'm guessing St. Albert doesn't want to be stuck with a separate body/ chassis to support should they go for 30' buses as part of this tender. Very interesting... first time an Canadian agency has tendered a second time for electric buses, and they haven't even received their first ones yet.
  6. Could you please post links?
  7. There's an old thread on this board about MTS. The term "beating a dead horse" springs to mind. Those would mean no rear door, much like this XD40.
  8. Part II It's time for an update to the trolleybus network. Looking back at dates on files, it's been really since 2014 I've worked on these. In that time a few things have happened, notably, the selection by the Greater Dayton RTA of the battery version of the dual model buses they've been testing. Of course, the electric bus has continued it's path towards becoming commonplace. Despite the long gap in updates, I've been doing work on other aspects of my operations, primarily in the commuter train and diesel locomotive realms, which I haven't really published here. One thing I don't have in this history is the 1970's trolleybuses built by Northwest Transportation. When I started developing this version I managed to miss out on them. I'm toying with the idea of inserting those into the fleet, and then replacing them in the early 2000's. I've been reading a little bit into the Designline trolleybuses Wellington purchased, and reading into the electrics, it sounds like a somewhat cheaper system than the Vossloh equipment. Coming soon is going to be an RFP or NRFP for dual mode trolley/ battery buses and battery electric buses. Sometime ago, I posted an RFI. The regular trolleybuses and full low floor trolleybus component is now filled, so, hence the next step now that we've seen a little bit of the way the transit industry has gone. In 2013 Orillia Transit began to develop a plan for the future. The existing system was growing rapidly, bus technologies were evolving, and as always money was an issue. This was going to be a multi-step process evaluate all of the existing modes of transit and perhaps make significant changes to streamline the system. It was expected this would take many years to accomplish, involving significant consultation, as well as evaluations of new technologies, which included such things as electronic fare payment and other onboard technologies, bus technologies, as well as city planning as urban infill had the potential to increase demand on already busy segments of the transit system. It was expect that this plan would take until 2020 to develop and implement. This whole process was called "Transit Vision 2020". One of the first reports to come from this was the Bus Procurement and Propulsion Technologies Report. As a result of the Bus Procurement and Propulsion Technologies Report, a tender was issued for standard trolleybuses with battery APU's in 2014. The initial quantities were 75 40' buses and 50 60' buses. Options were apart of the tender and amounted to a total 200 40' buses and 40 60' buses. New Flyer won the tender for the replacement trolley bus fleet. Starting in mid 2015 the XT40 and XT60 fleets began arriving from New Flyer. While they were the same basic idea as the existing New Flyer trolleybus fleets, the Xcelsior did feature a lighter weight body and advanced battery technology. This lead to a greater off wire ability than the prior generation. The arrival of this fleet lead to the retirement of the remaining 40 NovaBus/ Kaman coaches. These came a little bit earlier than planned due to the aging electronics and batteries. In addition, all 30 (20 reserve, only 10 active) unrebuilt BBC's were retired. The remaining 25, 40' coaches lead to half the Orion/ Alstrom fleet being moved to reserve status. The 50- 60' coaches lead to the retirement of the entire E60 fleet as well as 10 of the straight electric Breda's. The second procurement that occurred in 2014 was the conversion of the 5 New Flyer/ ISE/ Vossloh DM40LFR buses to a trolley/ battery configuration by Northwest Transportation. Orillia had been planning this project for awhile, but, following the release of the Vision 2020 report they finally executed the program to provide a test vehicle against the diesel/ trolley dual mode buses. The buses arrived in 2015, and after initial testing, they were released to general service with the Orion VIING diesel electric fleet. 2015 activities at Orillia Transit focused on replacing the Skoda and Breda fleets. Orillia Transit exercised 50 options for XT40's to replace the 14-TR fleet, and 15 XT60's to replace 15 Breda's, which were all delivered in 2016. In mid-2015 a new tender was issued for a full low floor trolleybus to replace the Skoda 21-TR units with options for 40' and 60' buses. The response that won the tender was from Northwest Transportation. While Northwest Transportation had built complete buses in the 1970s and 80s, they hadn't embarked on a project quite like this since then. However, much like some prior work done within the North West Car, Foundry, and Traction family, instead of designing and building a vehicle that was 100% theirs, Northwest Transportation was a licensee of HESS for their line of vehicles, based upon the HESS CO-BOLT modular system. These coaches feature a 100% low floor design, with 4 doors and fulfilled Orillia's intention of a bus that would feature short duel times on the popular ciruclator routes. The buses feature the familiar Vossloh traction systems. It shouldn't come as a surprise, but, Northwest Transportation was partially chosen to fullfill this order as they were local and Orillia would be the launch customer for this order, to help get their name into the market place for this product. Options were immediately exercised for 25 40' trolleybuses and 15 60' trolleybuses with the standard 2 and 3 doors respectfully. These will allow the remaining Orion V trolleybuses and 15 Breda's to be retired.The buses are expected to start arriving in early 2017, although, a few engineering buses had been seen running around Orillia throughout 2016. Slated for retirement in 2017 will be the complete Skoda fleet. 5 Orion V's will move into the reserve fleet to bring it up to 30 Orion V's with 20 being scrapped. The DM40LFR's retrofitted with batteries from diesel have proven more than sutible for their intended service. Dayton RTA in September 2016 announced that their trolleybus procurement would be based on the battery option rather than diesel. While it's very unlikely standard trolleybuses will be tendered for (New Flyer 140 40', 25 60' options remaining and an undisclosed number of HESS/ NT options), on the horizon are 40' dual mode and battery electric buses, and possibly left hand door buses for tunnel operations. Discussion on upcoming plans: Up for immediate replacement are the remaining 80 BBC powered trolley buses. While in theory the Neoplan coaches have at least 3-5 years left in them (just to hit 15 years), they could be up for replacement earlier than that. Neoplan parts aren't readily available, reliability is becoming a concern, and in the case of the tunnel operations, the tunnel is essentially served by the oldest trolleybuses in the fleet. In all likelyhood, the next evaluation will be look into tunnel operations which could included battery/ electric buses, status quo, or new trolleybuses. A strong possibility would be moving the Neoplan 40' fleet into a low use reserve fleet with about half of the fleet canablized for parts. In fact, as is, non-tunnel Neoplan's are often canablized for parts to keep the tunnel fleet running until replacements arrive. It is in these cases when a Neoplan is down for an extended time that buses from the reserve fleet hit the road. The DM Neoplan artics are another issue. Again, while not life expired yet, costs to maintain and operate them are raising. The previous "Silent Drive" artic diesel/ hybrid fleet has proven effective. Possible options would include hybrids, battery electrics, or a dual mode artic battery/ trolley. While the the Bus Procument and Propulsion Technologies Report didn't foresee a need at the time for an artic dual mode battery/ trolley, battery technology has come to point that it might be feasible to consider this option if trolleybus technology is maintained in this tunnel. Like the Breda's, the DM artic Neoplan's could be rebuilt as straight electrics. I believe the MBTA is looking at a artic hybrid with significant battery range to replace the Neoplan DM artics. At the same age as the Neoplan's are the Van Hool fleet. While the electrics are reliable and fit into the standard fleet, the bodies aren't. While parts are available, they come from Europe and can lead to downtime. Not desirable since the buses represent the majority of the BRT fleet. The best option would be to move the 60' coaches into regular use, or even regular tunnel use. The coaches are over 10 years old, so, a rebuild wouldn't be unheard of and could include removal of the left hand door. A new BRT trolley purchase could simply lead to a trickle down, with the bumped Van Hool buses displacing BBC's or Neoplan's in regular service. 2012-2017 1954- 30 CCF/Brill rebuilds 1979? Held for preservation 1981/82/83- 20 BBC Reserve 1981/ 82/ 83- 10 GM/BBC 1991/92- 80 Breda ADBP350 dual mode (replaced by XDE60) 1994- 40 New Flyer E60 (2015+) 1996- 5 Skoda 14-TR Reserve 1998-2000- 40 NovaBus/ Kaman (2016-2021) 1999-2000- 50 Skoda 14-TR (2016-2021) 2001- 25 Skoda 21-TR (2016-2021) 2003- 20 Orion/ Alstrom/ Randtronics Orion V ETB (2015+) 2003- 30 Orion/ Alstrom/ Randtronics Orion V ETB (2015+) Reserve 2004- 55 Neoplan/ Skoda LHD 2005- 35 Neoplan/ Skoda 2005- 100 Neoplan/ Skoda/ Kaman (Breda suppliment/ replacement) 2005- 25 Van Hool/ Kiepe AGG300T (BRT LHD) 2005- 25 Van Hool/ Kiepe AG300T (BRT LHD) 2007- 100 E40LFR 2007- 25 E60LFR 2007- 5 New Flyer/ ISE/ Vossloh DM40LFR prototypes, 2015 reconfigured to trolley/ battery DM 2007-2009- 40 Breda ABDP350 trolley only (2015+) 2007-2008- 40 BBC rebuild (2015+) 2008-2009- 40 C40LFR/ BBC rebody (2015+) 2008- 25 E60LFR 2008- 25 E60LFR LHD 2008- 15 E60LFA (BRT LHD) 2009- 100 E40LFR 2011- 50 Orion/BAE/Vossloh VIING 07.501 D/E Trolley 2012- 25 E40LFR D/APU 2015- 75 XT40 2015-2016- 50 XT60 2016- 50 XT40 2016- 15 XT60 2017- 25 HESS/ NT 60' 4 door 2017- 25 HESS/ NT 40' 2 door 2017- 15 HESS/ NT 60' 3 door
  9. My works to date include a fictional local company involved in the transportation industry. I use the company as the reason behind why certain types of equipment were available when traditionally they hadn't been available in Canada. The name isn't overly original.... Obviously, I've been inspired by the likes of ACF, PCF, and CCF, although, I have evolved the name over time. North West Car and Foundry- Reporting Marks: NCFX Became NW Car, Foundry and Traction Became NW Car and Locomotive- Reporting Marks: NWLX Founded early 1900's as North West Car and Foundry - initially producing casting and building freight cars for the railways - branched into overhead line casting for Orillia's street railway and other electrical applications. - competed in tender for Alberta-BC 3000V electrification projects, lost to GE - 1923 partner with Pullman to provide a fleet of cars to the Orillia North Interurban system using Pullman designs, GE motors and controllers, and Baldwin MCB trucks Renamed in 1925 to NW Car, Foundry, and Traction to include the expansion into electric powered vehicles. - 1926/27 repeat order from ONI for more Pullman designed cars - competed in 11 kV/ 25Hz electrification project, won the line hardware portion and as well became local vendor for Baldwin and Westinghouse. - bid on, but lost some additional ONI and OESR tenders In 1946 Following WWII and the continuing evolution of the railway and transit industries, North West Car, Foundry and Traction had split into two companies. NWCF&T remained as the parent company, but, now Northwest Car and Locomotive carried on the railway side of the business, while Northwest Transportation carried on with local transit equipment, primarily electric. NWCL: - Local supplier for Alberta for Baldwin locomotives - Following the decline of Baldwin, became a local supplier for GE's new line of diesel locomotives as well as GE's new electric locomotives and turbine locomotives - Heavily involved in maintaining the fleet of electric locomotives - into the 1970's began doing rebuilds of first generation diesel locomotives - in particular worked with Santa Fe and licensed their CF7 program, "Topeka" cab design, and SD26 program - completed other rebuilding programs as needed, primarily chop nose. Competing with M-K, PNR, and CN's PSC, and later the Livingston Rebuild Center, and Alstrom - leasing arm - In 1990's starts offering CAT engine repowers includes CRS-20 repowers - fuel tenders? slugs? Present Day, possible options: - SD40-3 with NRE cab design (no emissions improvement, electrical upgrade) - SD50 core repower with CAT power plants and SD80MAC parts (PR43C concept, license SD60E cab) - KLW Products (Tier 3) MTU engine - GP33ECO (Tier 3, GP50 core) - ACES S4000 CNG locomotive (4000 HP, Tier 4, looks like a SD80MAC core with a 2 power modules that look like SD80 rad cores) MTU engine - SD60E rebuild, licesensed from NS - SD40E rebuild with NRE cab (SD50 core) - Northwest Transportation - local builder for PCC's... shells shipped from US builder to avoid import duties on finished rail equipment - 1949 "5000" fleet to ONI with PCC technology - later work includes own line of buses, including trolleys with Westinghouse? gear during the 1970's and 80s - reverts to a lot of support work... collision repair, upgrades, finishing work/ partial assembly, overhauls etc. - Offers HESS products, assembled locally based upon HESS CO-BOLT kits
  10. What?
  11. I suspect that there are many overlapping terms. A solid state device without moving parts to convert DC to AC of varying voltages as well as other DC voltages, has been shown to be called: static converter, solid state converter, and auxiliary converter. If you take the Wikipedia article on an "inverter", the TTC's one use may be wrong, as an inverter goes from DC to AC. No mention of back to DC as well, of course, that all depends upon what the TTC's specs were for. A device where a motor is spun by the DC power source, or AC for that matter... I'm thinking of motor-generator type AC electric locomotives... to produce varying AC and DC outputs has been called: rotary converter, motor-generator, and motor-alternator. Just a lot of terms for, in general, similar devices. That was an interesting read on New York's installation. Edmonton's prototype auxiliary converter installation would go off through section isolators if the train was moving slow enough, or the dead section long enough. The production versions don't do that.
  12. Terminology as it relates to the U-2 LRV in Edmonton: Auxiliary Power Supply DC/AC rotary converter with a capacity of 4.5 kVA provides the voltage supply for the controls, lighting and other auxiliary equipment. The converter operates at 600 VDC and provides outputs of 120 VAC/100 Hz (1.6 kVA) and 22.5 VAC/100 Hz (2.9 kVA). The 22.5 VAC is rectified and used to supply the 24 VDC circuits. All the rotary converters in the thirty-seven (37) car U2 fleet are being removed between 2008 and 2011 and replaced with power electronic based auxiliary converters supplied by Transtechnik. These converters will operate from the 600 VDC supply and provide the following outputs; 3-phase 220 VAC/100 Hz (1 kVA), 3-phase 220 VAC/50 Hz or 176 VAC/40 Hz (switchable) (4 kVA), 3-phase 19.6 VAC/100 Hz (.5 kVA), and a 27.9 VDC (2.7 kW) low voltage power supply and battery charging circuit for the 24 VDC battery. Source: https://www.edmonton.ca/documents/PDF/LRT_design_guidlines_2011.pdf There are also motor alternator and motor generators. Closer to (your) home, motor alternators replaced by static converters: https://www.ttc.ca/About_the_TTC/Commission_reports_and_information/Commission_meetings/2005/Jan_12_2005/Other/Procurement_Authoriz.jsp Although, it sounds like at the end of the day a rotary converter and motor generator are essentially the same thing: https://en.wikipedia.org/wiki/Rotary_converter
  13. Good point, although, we don't know what livery he wanted... his location is listed as "Mars" after all.
  14. As per the Rapido website: Please note: The minimum order from the Rapido online store is $99. We cannot accept orders for a single bus. Sorry!
  15. It took a long time for the minutes to get up on City's website. Minutes from meetings from December 12, 13, 14 were up before the 8th and 9th minutes, and only half the video recording was up when I first checked. So, option C it is, buy more or less a minimum of 25 buses, but, try to get as many as 40 out of the funding. No real debate on the issue, not really sure why Nickel voted against it. It's also no wonder the media missed it. This part of the meeting was over and done with pretty quick.