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  1. You've hit the nail on the head there! For cities that already have trolleybus infrastructure, it makes perfect sense to adopt a system of battery/trolleybuses, which can run on unwired sections using batteries and then use the existing wires both for motion and for charging up ready for the next unwired section. Vossloh Kiepe who supply the traction equipment in the New Flyers for Vancouver and now Seattle and SF call this system In Motion Charging ("IMC") There are a number of advantages to this: - you don't have to install new charging stations at stops, terminals and transit centres, you just use the existing electrical infrastructure; - instead of having to install a heavy battery with a range of, say, 200km, you can have a smaller battery that is constantly recharged. Experience abroad suggests a battery range of 20km to 30 km should be sufficient in most cities; -the weight saving from having only limited range batteries means greater energy efficiency and no restriction to passenger loads (most battery buses abroad have restricted passenger loading because of weight regulations); - many more routes could become electric without the need for extensions to the wiring; - with really good battery performance, dieselisation for events, roadworks etc. could be avoided. Think of the possibilities in Vancouver. Not only a trolley 41 but possibly the new B91 could be battery/trolley. Here is a link to an article about new battery/trolley in Esslingen Germany. Essentially they were able to add a new route to an existing system. Only 1/3 of the route is under wires but that is sufficient using IMC to run the whole route electrically. www.cbwmagazine.com/solaris-trolleybuses-for-essingen/
  2. I know the feeling. when I first visiting in 1979 I was asking myself, "Will they get new trolleys after the Brills?" To my pleasant surprise they got the Flyer 901s. Then 20 years later I feared that would be the last of the trolleys but no, they ordered yet another new fleet of trolleys. So who can say what will happen in ten years' time? Stop ruining people's daydreams ;-) Trolleybuses can be run efficiently. I'm not sure what your specific point here is, but underutilisation of the 40' fleet was partly caused by ordering extra artic trolleys for the 10. I suspect the original intention was to shift the spare 40 ' trolleys to convert a diesel route e.g. trolleys on the 41 once the long delayed B line arrives.
  3. This rumour comes up from time to time. I recall being taken to BTC on one of my first visits to Vancouver (early 80s!) and my contact explained that they had future-proofed it by providing enough headroom to run trolley wire into the workshops. The proposals usually related to extending the 9 and probably the 14 to Brentwood Mall. Later suggestions included the 130, but nothing ever came of these proposals. From an operational point of view it could make sense to base a small part of the trolleybus fleet at BTC. At the moment trolleybuses terminating service at the eastern side of the system have long deadhead journeys back to VTC. The driver hours saved could go towards construction of the extended wiring. I would guess the sensible allocation to BTC would be about half the trolleys needed for the 9, 14 and 16, say 50 or 60 trolleybuses. Plus of course any increase for converting a route like the 130.
  4. Vancouver general sightings and notes

    Do the diverted buses need to make any stops on Hastings at all? How about running the eastbound 4 and 7 trolleys on the express wire from Main? Translink would then only need to install one switch. Also the manoever would be easier, safer and less disruptive to general traffic than having trolleys coming out of the curb lane to make the left turn every 7 minutes. It's true that there is the double switch at Hastings and Nanaimo, but trolleys from Kootenay loop run out of service on the express wire and then make the left turn. AFAIK the double switch isn't used to move trolleys at Hastings and Nanaimo from the curb lane to the express wire and then to the left turn.