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martin607

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  1. 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.
  2. 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
  3. Here's an interesting article from a European website. Two points of note: that the buses have such large batteries and that they have opted for dual electric motors. Is 510 h.p. really necessary? http://www.sustainable-bus.com/news/edmonton-electric-buses-proterra-ets-abb/
  4. I read somewhere that there may be an option to increase to up to 75 NexGen. Is this true and, if so, is it likely given the Covid 19 crisis?
  5. Have you got a source for this? Which routes do you think? I guess the 3 would be the most likely to be affected by construction of Mount Pleasant Station, while the 8 already cuts the corner using Kingsway.
  6. May I congratulate you on your video - it's one of the best, particularly because it includes so many street scenes. I suspect you did a lot of pre-planning of the shots that you wanted to take, so it turned out like a comprehensive record, not just a random assortment of snatches. Just one point from the commentary. Trips from Broadway-Commercial Skytrain to Granville are mostly extra service on the busiest central section of the route. The trolleybuses then did a round the block loop from Granville, W. 10th, Fir for layover and then back on to Broadway eastbound. Obviously the turn on to Granville is/was also used for trips going back to VTC but they are not the majority. Now if only Translink would retrofit some of the E40LFRs with modern Lithium Ion batteries, the 9 could still run as a trolleybuses using battery power over the middle section of the route.
  7. If someone is moving onto an unfamiliar route for the new sheet, don't the drivers get any route learning?
  8. Posted this a few hours ago in E Sightings. "The first trolleybus on the 41 this new sheet is 2201, departing 41st and Oak to Joyce Station at 04.11"
  9. The first trolleybus on the 41 this new sheet was 2201, departing 41st and Oak for Joyce station at 04.11
  10. One advantage of the lithium iron phosphate chemistry is that it doesn't use cobalt. On the other hand if you want batteries that can handle a large number of discharge/recharge cycles lithium titanite oxide batteries are better. Each battery chemistry has its advantages and disadvantages in areas like: use of scarce or conflict minerals; speed of charging; effect of temperature on charging; number of cycles over a lifetime; fire risk etc etc.
  11. I seem to remember when the evaluation of the fleet renewal took place, Metro claimed that equipping the new trolleybuses with auxiliary batteries would mean the end of weekend dieselisation. Concern about the battery replacement cost is ridiculous. It's probably less the 4% of the total cost of the bus. It was specified by the procurement team to be used- if you don't want to use it, why spend the extra money in the first place? If you follow this logic why not curb diesel bus mileages to avoid expensive mid-life overhauls, drivetrain replacement etc? I hadn't realised about the complete switch off of the substations. It seems that at heart the diesel mafia still run the show.
  12. Don't forget the report was prepared months ago. I was speculating, based on the double price, that it would be at Marine Drive Station and maybe it was a super powered version rated a 1MW (i.e. 1,000 kW) to give a flash boost mid-trip, rather than the regular version which is presently 450 kW maximum. But your suggestion of Knight sounds more likely.
  13. One piece of information in the Low Carbon Fleet Strategy report relates to the operation on route 100. There is proposal to build a third charging station but the report doesn't say where it will be. The budgeted cost is $2m, which is twice the reported cost of the original two charging stations. Translink officials have always said the charging stations cost $1m each. Anyone got an idea where the 3rd charger might be sited? The high price might indicate that either the unit is special in some way or the location is difficult.
  14. Could you give some details, please?
  15. The New Flyer XE60s just ordered for Seattle are quoted as having a range of 140 miles. That doesn't sound like it can provide more than an 8 to 10 hour block. But at least everybody is being upfront about it and KC Metro knows what to expect and will be drawing up schedules to accommodate the low range.
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