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Everything posted by martin607

  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.
  16. Some while back I read similar comments from San Francisco Muni management that they would be able to convert their series hybrid to full battery electric at a later stage.
  17. I don't understand why they didn't/don't install small modern lithium ion batteries for the EPU on the trolleys. Nothing big at their mid-life point, but something that could guarantee a few km off-wire range and enough air for the braking system while of- wire. As little as 10kWh capacity would probably be enough, wouldn't weigh too much and wouldn't cost too much.
  18. It seems similar to current prices. The mistake I made related to the budget. The funding request for the project included about $300,000 per BEB. But that is the extra cost over and above the existing planned spending on diesel hybrids. But the actual price tag would be roughly $1m for a standard 12m BEB.
  19. I am talking about serious long range capability at full speed. For a large conurbation like Vancouver, you might specify an off-wire range of 20 km. The batteries used in battery-trolleybuses with in motion charging would be just the same as used on battery buses only smaller with say 50kWh capacity. Lithium titanate oxide is probably the best chemistry because it tolerates a very high number of discharge cycles. Ideal for a trolleybus that would be recharging repeatedly over a service day. Correction to my earlier post above. Having got further into the report, I now read that the capital bid is for the additional cost compared with buying diesel hybrid again. The estimated purchase price is $1.1m for a 12m depot charging bus and $0.95m for a 12m on-route charging bus.
  20. I agree, make a start, which will be to equip the new Marpole TC as an all-electric garage, take it from there and see how things develop. Even I accept that, but as things develop, I would like to see a selective use of battery-trolleybuses too. Just a small proportion of the whole but there could be some sensible opportunities.
  21. I don't think that would work because demand is increasing rapidly so if for example the world demand for batteries is 4 times greater in 2025 than it is now, the material in recycled batteries won't go far to meet manufacturers' needs. My main point is just to avoid being over optimistic that everything is going to be easy/cheap or wonderful by 2030 or whenever. All sorts of things can happen in between.
  22. To be clear, even the most "aggressive" option under the plan does not require any existing bus to be scrapped before the end of its useful life. The "aggressive" plan calls for the purchase of 635 battery buses to replace a slightly smaller number of diesel and diesel hybrid buses that are due for retirement by 2030. Your 2016 XD40s would probably be safe until about 2032. Battery buses may become cheaper as production volumes increase but we cannot be certain that they will ever eliminate the premium price over diesel buses. For example many of the minerals used to make batteries come from poor and sometimes war-torn countries so there could be a risk of supply interruptions caused by wars, just as the oil price spike in the 1970s because of the Six Day War and the arrival of OPEC. Even the Mayor's Council and Translink admit that the "aggressive" plan has the highest degree of risk e.g. technical and financial. It will be very interesting to see how things develop.
  23. The Mayor's council agenda etc. contains a presentation and then a very detailed consultancy report. There were three possible approaches to fleet electrification in the initial period to 2030 -cautious, which would only include purchase of 95 battery buses ("BEBs") by 2029 -progressive, which called for 314 BEBs by 2029 -aggressive, which called for 635 BEBs by 2029 The recommendation is for the aggressive strategy, which Translink recognises has the highest cost and highest risk. While it's good that the fleet plan also sees renewal of the trolleybus fleet towards the end of the decade, it doesn't read as if they really did any in depth research into the potential for battery-trolleybuses with In Motion Charging. For example could the additional electric buses be a mix of say 535 BEBs and an extra 100 trolleybuses to add to the fleet renewal programme? https://www.translink.ca/-/media/Documents/about_translink/governance_and_board/council_minutes_and_reports/2020/February/agenda_mayors_council_public_mtg_20200221.pdf Given the low levels of activity and availability on the route 100 trial so far, it seems almost heroic to suggest that the new Marpole Transit Center should be all BEB from 2023 onwards - that's about 300 buses. Also the report suggests that BEBs that currently cost about $1m will only cost around $300,000 each by the middle of the decade. I can't see that as realistic. I guess we shall just have to wait and see what really happens, in the light of experience, especially the outcome of the route 100 trial when the next 15 BEBs arrive to operate it 100% electric.
  24. While the replacement of the existing trolleybus fleet is several years away, it would be good if Translink would issue a request now for a trial batch of battery-trolleybuses with In Motion Charging. Depending on the size of the batch, they could be used for example to retain at least some trolleybus service on the 9, or to experiment with extensions, or as you suggest be housed at BTC say to provide part of the 9, 14 & 16 requirement. Experience gained would inform the requirement for the main replacement fleet in the late 20s. This meeting notice contains is the full version of the bus electrification strategy and a presentation. The report seems fairly thorough but it's a pity there's nothing more than a status quo option for trolleybuses. Some of the assumptions seem a bit optimistic e.g. 635 battery buses for $199m - that's just over $300,000 per bus, which currently costs around $1m. https://www.translink.ca/-/media/Documents/about_translink/governance_and_board/council_minutes_and_reports/2020/February/agenda_mayors_council_public_mtg_20200221.pdf
  25. Interesting tweet from the CEO of Dayton RTA. It seems the arrival of more NexGen trolleybuses with In Motion Charging has enabled trolleybuses to begin operating on the 8 from today. And the battery function means 3 construction sites don't cause a problem. https://twitter.com/mfdonaghy/status/1228094173997412354
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