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martin607

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  1. The LCFS envisages a mixture. VTC, the forthcoming Marpole TC and Burnaby TC would operate garage charged buses while other transit centres would use in-route charging. Although the official line is that there is still a commitment to an "aggressive" strategy, the next step of adding 57 in-route charged buses at PTC by 2023/24(?) may in practice indicate a slowing down of the plan, more like the "middle of the road" strategy which the consultants called the "progressive" option.
  2. Moving a discussion about battery buses compared to trolleybuses that started over in the Dayton RTA thread. Here is a recent report on the performance of the 5 BEBs so far. The summary on the first page says that "the technology is not yet mature enough to support full bus service operation". A number of familiar problems are brought out in the slides such as: - limited range - limited service hours - excessive charging downtime - cold weather reduces range even further - need for 30% larger fleet https://cdn.mbta.com/sites/default/files/2020-09/2020-09-14-fmcb-L-bus-electrification-accessible.pdf While it is no doubt worthwhile continuing to trial battery buses, it doesn't seem to make sense to go all-out for them at the moment until their performance improves. Meanwhile there are urbanists in Boston such as the Transit Matters group who question the MBTA's policy of ignoring the recent development of battery-trolleybuses, which use in motion charging off the wires.
  3. I know that MBTA has excluded trolleybuses from its thinking for both North Cambridge and the Silverline but that doesn't make the policy right. I will post the recent MBTA report on their electric bus pilot in the MBTA thread. To avoid further thread drift, I'll just make general comments - In Motion Charging as on Dayton's new trolleybuses reduces the need for overhead wiring - The overhead wiring maintence cost on a cost per bus mile basis is trivial - The installations for battery buses are also expensive. - for intensive bus operations, trolleybuses are cost competitive. A recent study in Berlin showed that.
  4. But Kiepe could do more promotion in Boston and Philadelphia. And there's no reason for not looking for new starts. With wiring only needed for 30% of a route. battery-trolleybuses are cost-competitive with battery buses for heavy duty applications.
  5. I wonder what is going to happen to the Kiepe factory now this order has been completed. I get frustrated with Kiepe, because they have a good product but they don't seem to do any promotion for the concept of battery-trolleybuses with in motion charging as an alternative to straight battery buses.
  6. Depends what we each mean by temporary. Given the state of the Covid crisis, this extension could well last into 2021, so that goes beyond temporary for me. you've got every right to disagree, though 🙂
  7. Thanks. It's good to see the battery function being used for a permanent (?) extension, rather than just for road works detours etc.
  8. Thanks for the interesting update but would the 3 and 20 use the short turn you described rather than left onto Pender, right to Columbia and right onto Hastings and back to Main?
  9. I agree with the previous two comments. When we talk about dewirements, we mean unintended events caused either by a fault in the wiring (e.g. a loose hangar or a defective switch) or by driver error such mis-positioning the bus in relation to the wiring. There was no need to over-dramatise this scene; everything was working as it should. All buses proceeded calmly through the dead section. No damage was caused to the overhead wires by flying poles etc.
  10. From a Twitter report, it seems that the extension of the 30 to Chrissy Field in the Presidio began on 19th September. Even more interestingly, they are using the XT60 trolleybuses and using battery power on the unwired extension. Time for some photos and videos, guys.
  11. Not surprising given the pandemic. But given the resulting financial crisis, I wonder whether there will be any rethink about California's ambitious plans for battery buses. If service is cut to the bone for the next few years, some systems may be able to get by with the newest members of their existing fleets and the need for new buses may be limited.
  12. Article in Czech about the closure. https://www.cs-dopravak.cz/v-moskve-skoncily-trolejbusy-zrizena-bude-jedna-retrolinka/ Best photo in the article is one of a BKM 321 waiting to return to the depot for the last time (photo credit Alexandr Lezenko). To be clear, we are not talking about ancient boneshakers. By July the trolleybus fleet was down to about 380 and of these about 50 were only three years old and the rest were seven to eight years old i.e. at about mid-life. The last six routes closed without prior announcement on 24 August (last runs early hours of 25th). 5 of these were converted to diesel and only one to battery electric buses. But the battery electric buses can't cope with the heavily loaded routes. Next day there were line ups at charging stations and ex-trolleybus route M4 was reduced from every 3 minutes to every 30 minutes. Since the Mayor of Moscow began his destruction of the system in 2016, the fleet has been reduced to nil but only 600 battery buses have been ordered. Moreover many battery buses have in fact been put on diesel routes and 80% of trolleybus service has in fact been replaced by diesel. There is still a lot of wiring up outside of the central core and it will take quite a while to remove it. Strangely, there didn't seem to be much effort since 2016 to remove wiring over closed routes and sometimes brand new intersections were built for routes that weren't coming back. But demolition may now speed up.
  13. Any reports/photos of the return of the XT60s, particularly to the 30? Have they started running on battery to Chrissy field?
  14. Sorry, I can't track it down at the moment. But presumably if there are any options available, they would need to be exercised fairly soon before the current production run ends.
  15. It's interesting to note the contrast between the single motor version, which uses a permanent magnet motor (i.e. synchronous) and the duopower version which uses induction motors (i.e. asynchronous) in the hubs. Anybody knows who supplies the motors to Proterra? For anyone interested, this is an illustration of an electric portal axle made by ZF. It can be used for hybrids, battery or trolleybus. One big advantage is it enables continuous low floor gangway, rather than a step up at the back of the bus. https://www.zf.com/products/en/buses/products_40128.html
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