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  1. Of course they look at the costs and that's why Translink decided it just doesn't make sense to try to replace trolleybuses by battery buses. There are some situations where battery-trolleybuses will be more economical to operate than 100% battery bus. However, for the majority of routes currently operated by diesels and hybrids, battery buses will be the correct answer once the technology is mature.
  2. I was giving some background. And the point is structurally BTC was built so that it can accommodate trolleybus wiring etc. Fortunately Translink is taking a more balanced view on the relative merits of both types of electric bus and is working on the assumption that the trolleybus fleet will be renewed when the time comes. They are likely to be battery-trolleybus hybrids as used extensively on existing European systems.
  3. When Burnaby transit centre was built, it was future proofed to be able to accommodate trolleybuses. There was talk in the 80s of extending the 9 to Brentwood Mall and IIRC the 14 off Hastings. There could be an economic case for housing some of the trolley fleet there to enable half the buses on the 9 and 14 (maybe also 16s?) to take a short deadhead to BTC rather than the long haul back to VTC. Battery buses will be a major part of the future (assuming that they prove themselves in service) but there will also be a role for battery-trolleybus hybrids on the heaviest duty routes and that may be some increase in the numbers though the bulk of the electric fleet is likely to be battery. Maybe some fuel cell buses for longer distance routes? Or could they run trolleys as the RapidBus service and use battery buses on the all-stops service? That would give an all-electric service on Commercial and Victoria without the need for express wires.
  4. Two points. First of all, there is one kind of electric bus whose range isn't restricted in very cold weather: the trolleybus. As for fuel cell vehicles, I wouldn't dismiss them just yet. There's a bit of a revival of interest, certainly in Europe. For example Köln (Cologne) in Germany has had problems with battery buses running a trial on its route 133 - traffic delays causing charging backlogs and frequent need to feed in diesel bus support. So its view is more favourable to fuel cell electric buses. They have ordered 30 Van Hool fuel cell buses and nearby Wuppertal are taking a further ten. Here's a quote from the transit agency's management: "Battery buses with depot charging still do not offer enough range, and we try to avoid building up opportunity charging infrastructure along the route because of the immense costs that would have to incur if we wanted to connect a lot of these intermediate charging stations to the general powergrid.” Full article here: https://www.urban-transport-magazine.com/en/rvk-cologne-first-new-hydrogen-buses-in-service/ Maybe people should just accept the idea that different types are suitable for different applications.
  5. One interesting possibility mentioned by somebody else is the idea that trolleybuses could be run at the weekends when there are ample spare 40 ft trolleys. It could be a good way of easing the service in before full service later this year.
  6. It was just a suggestion. It would probably be fairly easy to add one at Marpole loop. What level of disruption at 22nd St? If I recall correctly the existing charging station is back from the actual route 100 departure bay. Perhaps just install another of the posts with the inverted pantograph at the route 100 departure bay. Disruption would just be to dig a trench for a cable from the substation.
  7. If the fleet does rise to 19, I suspect they will need to increase the number of charging posts, maybe having at least two in each terminal loop. Other cities have much higher ratios of chargers to buses than 1:10. The risk is, for example, traffic delays cause two buses to arrive in quick succession at Marpole loop. Operationally you would want both buses to get a charge at the same time. Not sure that the strike would have had that much to do with low turnout, with only 19303 performing regularly. IIRC there were only one or two buses out on any one day even before the strike. Wouldn't the sort of items that have caused problems be specialised items handled by a separate technical team? I'm thinking power control units or specialised software for example. Backlogs of routine items wouldn't have caused the other 3 to be off the road for weeks, would they? This is a star project and I can't imagine that board members would be happy for these buses to be left in a backlog maintenance line.
  8. I appreciate that 18 hours isn't unusual but nevertheless I was interested to see how long the first block of the day is, given that the 14 now starts service much earlier than before. I wonder what the longest block on the whole system is.
  9. The first 14 on the new sheet was 2197. Departed UBC for Downtown at 03.00. Last trip was again from UBC at 18.33 to due to arrive at Kootenay Loop at 19.45. This is one of the trolleys that returns to VTC running NIS along the Express wires and then makes a left turn on to Nanaimo. The bus is probably out in service about 18 hours from ~02.30 to say 20.30.
  10. I wonder whether they could put trolleys on the 41 from as early as the April sheet? It's only a 15 minute frequency and I doubt they need more than 10 buses for the service. The 9's trolley allocation is reduced when the extended runs to UBC are withdrawn after UBC's winter session ends. That and other minor changes might free up 10 trolleys. Anyone know?
  11. Beautiful photo of the last production XT40, taken in snowy Minnesota. https://twitter.com/sfmta_muni/status/1207006850568224768
  12. i wonder if anybody can help with a technical question please. I seem to recollect that in addition to the fast chargers at Marpole Loop and 22nd Street Station, there are also some depot chargers installed at HTC itself. I've just reviewed this thread but can't find a reference, so I'm not sure whether this a fact or my imagination. If there are depot chargers at HTC, how many are there and will the number increase to meet the increase in the size of the fleet to ten?
  13. Here's the new route 14 timetable from January 6th. Arguably it's a 24 hr service. Looking at Mon to Friday: Last bus from Downtown arrives at UBC at 2.20 a.m. and returns in service at 2.25 arriving Granville & Broadway at 2.43 then back NIS to VTC Meanwhile a new bus will be travelling from VTC (I assume NIS) to reach UBC and departs UBC for Downtown at 3 a.m. There is only a 35 minute gap between the last departure of the DAY 1 service and the first departure of the DAY 2 service. http://infomaps.translink.ca/Public_Timetables/159/tt014.pdf
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