| Featuring a multipurpose floorplan, this Itasca caters to families and those who love to entertain | ||||||
| | ||||||
| ||||||
| Itasca, long known for being the upscale cousin of iconic Winnebago, offers a brand-new family-friendly floorplan for 2010 in the Meridian V line. Taking many of the design and appointment cues from the Meridian full-timer stable, Itasca offers a dual-purpose bunk feature for enthusiasts who need additional space for family and friends. Outside, full-body paint in a palette of five distinctive colors disguises the multitude of RotoCast compartments totaling more than 140 cubic feet of available storage. There is also an optional ($1,610) exterior entertainment center with a 32-inch TV, AM/FM stereo, speakers, DVD player and radio antenna.The front-mounted 6,000-watt Cummins Onan generator with optional ($273) Auto-Start sits ready to keep things humming when isolated from shorepower and/or it senses excess battery drain. Inside, the optional Ultraleather six-way power driver seat ($336) and copilot seat with footrest ($175) offer long-distance comfort. Dash controls are clearly labeled with three large gauges that give the status of engine and brake system functions. The optional ($1,225) Garmin GPS with touch screen is easy to read and the nav system also offers turn-by-turn voice directions. Another available option is the ($1,050) color video camera system with rear and side cameras. Hardwood storage cabinetry above the dash holds the distribution controls for the multi-TV connections, antenna and optional ($1,253) satellite receiver plus one of the three DVD players available in this floorplan.
Unique to this floorplan is the “bunk room” located in the rear streetside slide. Perfect for the kids, this dual-purpose area will comfortably sleep most anyone in the 26-inch by 75-inch bunks and can entertain as well with the optional ($1,050) DVD/monitors. But access to the bunks is only possible when the slide is extended. Bifold doors with frosted glass offer privacy and when extra sleeping capacity is not needed, the upper bunk hinges out of the way, creating more than 6 feet of hanging closet space with shoe or flat-item storage under the lower bunk frame. To access the coach’s rear bedroom while in travel mode, you’ll need to walk through the bathroom. The master bedroom offers an optional ($1,484) king-size electric folding bed in the third slide, creating sit-up viewing of the TV and optional ($448) entertainment system. Thanks to Freightliner’s lowered engine placement, no step-up is needed to access the rear wall closet and linen (or washer/dryer-plumbed) cabinet. The multipurpose floorplan on this Itasca Meridian V model creates a practical layout and is well-suited for a family or empty nest couple looking for a quality-built, well-appointed motor coach at an attractive price point. SPECIFICATIONS Chassis: Freightliner XCS Engine: Cummins ISB 6.7-L 340-hp turbodiesel Fuel: 90 gal GVWR: 27,910 lbs Length: 39' 11" Width: 8' 5" Height with A/C: 12' 4" Interior height: 7' 2" Wheelbase: 267" Freshwater cap: 92 gal Gray-water cap: 79 gal Black-water cap: 52 gal LP-Gas cap: 28 gal Base msrp: $210,837 msrp As shown: $223,521 Winnebago Industries |
Rabu, 16 Februari 2011
2010 Meridian V Class 39N
Fleetwood storm 32BH
| A revitalized Fleetwood offers an all-new crossover coach for 2011 that combines the best of class C features with class A amenities | |||||||||||||||||||||||||||
| |||||||||||||||||||||||||||
| As a coachbuilder that is continuously expanding its product lineup, Fleetwood has introduced the Storm “crossover” — a motorhome that will certainly attract a lot of attention. Inside
The main cabin can also transform itself into a family-size dormitory with sleeping for six by making up the dinette and sofa, then lowering Fleetwood’s optional ($2,520) Hide-A-Loft bed that is cleverly concealed against the full-height cockpit ceiling. Using four enclosed chain-drive units, the upholstered bed platform with attached above-windshield storage cabinetry drops right into the laps of the cockpit chairs, revealing a queen-size pneumatic mattress that’s inflated by a hand-held 120-volt AC air pump.
Refreshed and looking forward to a leisurely drive to the full-service Pacific Dunes RV Resort in Oceano, Calif., we headed for the L-shaped galley. It shares the streetside slide with the sofa bed, creating a wonderful open cabin space for family meals and fun. The range and upper microwave oven and cabinetry move out with the slide, creating added floor space for the chef. Pot and pan storage is found below the three-burner range-and-oven combo with additional drawer and cabinet storage in the stainless double-basin sink base and in raised-panel overhead cabinets that ring the cabin. Whole-coach water filtration from the generous 60-gallon freshwater tank and laminate countertops throughout come standard. The lighter cherry wood and interior décor package called Antique Sand and Butterscotch Spice is a handsome combination with a high-end look, yet easy to maintain and clean. Excellent cabinet fit and finish was the norm throughout the Storm and proof of Fleetwood’s attention to detail. Complementary low-maintenance vinyl flooring in a busy hardwood pattern is provided throughout the cabin, extending through the entryway, bath and hall. Plush carpeting makes its sole appearance around the master bed.
For others, it can be the perfect place to read a good book or write an e-mail. Animal lovers will appreciate the ability to stow show crates in place of the lower bunk cushions or just let their four-legged companions lounge on the bunks. Our Class A “crossover” sleeping count is now up to eight with more coach yet to explore. The bath sports a 24-inch by 34-inch shower with a bowed-out curtain rod offering additional shoulder and hip room. Along with a domed skylight and a roof vent with power exhaust fan, there’s a practical and useful shampoo and soap shelf. Cabinetry throughout the Storm is Ozite-lined, including the bath — a nice feature that will save wear and tear on otherwise slip-and-slide cargo when traveling. It’s also needed in the Storm’s exterior cargo compartments to prevent damaging cargo shift. Despite less expensive choices available, Fleetwood has chosen to provide a china bowl toilet with hand sprayer along with heated holding tanks. Storage cabinetry with open shelf space for extra towels and a lighted medicine cabinet complete the bath.
Dual 20,000-Btu furnaces supply ducted heating in all spaces and cooling is also ducted throughout the Storm from a single 15,000-Btu roof unit, which refreshed us after shooting photos on a 90-plus-degree day. Coach capacities and generator functions are monitored from a panel conveniently mounted by the entry door. Outside Rotomolded polyethylene storage compartments ring the coach with two sets interconnected by over-the-frame pass-throughs, perfect for storing a 4-foot stepladder or folding chairs. The service bay is easy to use with controls and valves ergonomically positioned. Bottom-hinged storage compartment doors eliminate the uncomfortable head prop while looking for an item and provide full access to the interior. Generous access to the 4 kW Onan MicroQuiet generator should make any owner servicing quick and easy. Dropping the front cap’s twin lock hood section on its pantograph hinges provides service access to the front of Ford’s Triton engine and cooling system. The Storm’s large open grille should have no problem keeping the cooling system well-fed. There’s also room behind the grille to mount a telescoping squeegee, which you’ll need to maintain the Storm’s expansive one-piece windshield. Fleetwood’s designers want you to see the landscape up close through this windshield with an effective driver’s seat view of 93 inches by 47 inches. The visibility combined with the large power and heated side mirrors and rear camera make the Storm’s actual 31-foot length seem diminished. The cockpit features comfortable swiveling armrest-style captain’s chairs with manual adjustments overlooking Ford’s twin-gauge dash pod. All cockpit controls are within easy reach of the driver, including the combo stereo/rear camera display, and satellite radio function when ordered.
Behind the Wheel Driving the Storm is a pleasure with the Triton V-10. Developing peak horsepower at nearly 4,800 rpm, it thrives on rpm that may be a little disconcerting for first-timers pulling out to pass and allowing this engine to wind up. With the low doghouse centered in the cockpit, the high-revving V-10 will also let you know just how happy it is entering the on-ramp or grade, momentarily interrupting a conversation or phone call. Fleetwood indicates it’s looking into improving doghouse and insulation design for future Storms. Ford’s smooth TorqShift five-speed OD transmission handled everything we threw at it, making the trip a relaxed journey allowing its shift-adjusting Tow-Haul setting to minimize braking on steep descents. Assisted by the speed-sensing auto-downshifting feature, engine braking has never been easier. Finally, the 50-degree steering cut made campground maneuvering a non-event assisted by the excellent visibility.
|
Guidance System
About The Guidance System.Initially the optical 'self-steering' guidance system was called 'Visée', but when Matra (who developed it) was bought out by Siemens they rebranded the technology as 'Optiguide'.When first introduced 'Visée' was claimed to be the first technology to use Artificial Vision in passenger transport. It works by a forward looking video camera detecting the correct path by 'seeing' the contrast between a 'virtual rail' comprising of twin white dashed lines and the darker road surface on which they are painted (typically normal white traffic paint is used), with the image being analysed by a computer to determine the vehicle's position relative to its expected path and then adjusting the steering as required. There are two options for the virtual rail, with this being located either down the centre of the vehicle or offset to the left. Originally developed to enable accurate docking at bus stops, experience found that it could be equally competent for full-time vehicle guidance, albeit at speeds of up to 40 km/h (about 25mph). When used solely for bus stop docking the 'virtual rail' usually extends 50 metres in each direction before and after the bus stop. The design criteria is for a horizontal gap of 6cm (a little under 2½") between the bus and bus stop platform. Although perhaps intended for 'rubber tyred' tram-like vehicles Optical guidance can be fitted to other types of bus as well - initially most trials used otherwise 'standard' Renault (Irisbus) Agora diesel buses and nowadays some of the other bus designs within the Irisbus family use it too (see below). On the Irisbus stand at the 1999 UITP exhibition in Toronto a short promotional film showed a Renault (Irisbus) Agora bus fitted with optical guidance undergoing trials. Scenes included safe operation in a wide variety of climatic conditions including torrential rain and fog (but not snow), and how easily the driver can safely regain steering control to take emergency action to avoid a potential collision / accident. Interestingly, the film also showed a Civis prototype equipped with O-Bahn / kerb guided bus style guide-wheels while a computer simulation demonstrated it on a mixed mode journey combining both guidance systems. The presence of the raised kerbs would be to help meet safety concerns regarding situations where (for instance) the guidance lines become invisible to the camera - such as in wintry weather conditions - and on slippery roads when safety dictates that all rubber-tyred traffic have to slow down. Originally the raised kerbs and physical guidewheels were stated to only be needed in case the optical guidance system derailed (with there not being any physical contact at other times) but at least one system promoter has suggested using the physical system instead (although many years later this has not come to pass). | ||
 |  |  |
| Irisbus promotional photograph showing a flat (conventional bus) fronted Cristalis bus on the TEOR route in Rouen. | | Scan from Irisbus promotional leaflet showing "hands free" driving. |
 | |  |
| Agora L on Rouen TEOR line T1 at the "Mont aux Malades" terminus at Mont-Saint-Aignan. Agora buses locate their camera systems at the base of the windscreen just inside the bus. http://commons.wikimedia.org/wiki/File:10-01-08_228_T1_6.JPG. | | Citelis 18 on Rouen TEOR line at the "Bizet" terminus at Canteleu. Citelis buses locate their camera systems in a visually distinctive way in a roof mounted pod at the front of the bus. http://commons.wikimedia.org/wiki/File:28-07-08_6108_T3.JPG. |
| ||
Optical guidance light urban transport
Civis, Cristalis and Optical Guidance.Intended for medium sized towns and the suburbs of larger cities the Civis concept was originally for a complete transport package including vehicles, guidance system and street furniture. When launched it was marketed as a Reserved Lane Light Urban Transport System and designed to be suitable for traffic flows of up to 3,000 passengers per hour / per direction.Civis was developed by Renault and Matra, two well established French transport concerns. Since then Matra was bought out by Siemens and Renault's bus and coach division merged with the Fiat-Iveco group's bus and coach division. However the euro-bureaucrats cried foul claiming that the latter merger was anti-competitive (as if there are no other bus builders anywhere globally!!!) and demanded a change in ownership, so since early 2003 Irisbus has been fully owned by the Iveco Group. The traction equipment is sourced from Alsthom. (It is to be regretted that there is no-one with similar powers to cry foul over the euro-bureaucrats not being elected to office, not being democratically accountable, or that because oodles of [British & European] [our] taxpayers' money goes astray within the EU 2007 marked the 14th consecutive year since auditors were last willing to approve its accounts). | ||
 | |  |
| A 'rigid' (not articulated) Cristalis in Limoges, France. http://commons.wikimedia.org/wiki/ File:Trolleybus_Cristalis_ligne_4.JPG | | Irisbus promotional image of an articulated Bologna, Italy, Trolleybus Rapid Transit (TBRT) Civis. |
About The Vehicles.The vehicles come in two variants which share essentially the same bodywork and drive systems. The Civis is aimed at the "rubber-tyred tram / streetcar" market and the vehicles feature a pointed front where the driver sits centrally in a railway-style cab. This adds a little to the overall length and is only suitable for 'off-vehicle' fare collection systems which do not need to be supervised by the driver. Orginally it was expected that vehicles which use this configuration would also always use the optical self-steering guidance system, although this is not how things eventually came to pass. The other basic body variant features a more conventional bus-style flat front making these vehicles more akin to state-of-the-art 'second generation' modern buses. These are generally known as Cristalis.For length there are several options: 12 metre rigid, 18.50 metre (Cristalis) / 18.75 metre (Civis) single-articulated and 24 metre double-articulated (Civis only - in the original design specifications but not known to have ever actually been built). All variants are 2.55 metres wide, this being the euro-standard maximum width for buses. Production is mostly based at Rorthais in the centre-west of France, near to Nantes, although the chassis is treated with a full anti-corrosion immersion process (cataphoresis) at the main Irisbus bus plant at Annonay. The structure is fabricated out of stainless steel; the main side framing is very substantial, partly because with an integral low floor architecture most ancillaries are located at roof level. Over the last two decades a production system has been developed whereby the two main sides, front & rear ends plus roof are all constructed as separate sub-assemblies. They are built complete with glazing, wiring and trim, then, late in the production process, bolted to the chassis and to each other, to make a very strong structure. One of the features carried over from the conventional bus range is the use of main side panels made in a fibreglass material which are both visually attractive and easier to repair in the event of minor bumps and scrapes. The vehicles are electrically operated, either as trolleybuses which collect 750v dc power from twin overhead wires via poles mounted on the vehicle's roof, or as diesel-electric hybrid style buses where a rear mounted 224kW / 300 HP Iveco Euro 3 fossil engine powers an electric generator (alternator). Note that unlike other types of hybrid bus propulsion systems the diesel-electric variant does not include energy regeneration or storage, and although well proven on the railways it has proven to be something of an Achilees Heel when used on buses. The trolleybus variants can also fitted with a low power 66kW / 88 HP diesel alternator APU (auxiliary power unit) which gives them an ability to travel off-wire at reduced speed - many trolleybuses feature an APU as it is useful for emergency (and depôt) use allowing the vehicle to travel away from the power supply around an obstruction (eg: a road traffic accident). Transmission is via 80kw electric wheelhub motors driving the centre (articulated variants only) and rear wheels which feature the extra-wide low profile Michelin 'Super-Single' tyres obviating the need for paired wheels. These state-of-the-art tyres are designed to limit ground floor pressure, save 130kg per axle in weight, reduce rolling resistance (and hence energy consumption) and enable the vehicles' interior to be as wide at the back as at the front. This saves about 40cm in internal width. The main entrance doors are electrically operated. The twinleaf doors open outward and sit very close to the side of the body. When using guidance systems the buses can dock so close to raised compatible kerbs that there is practically no gap. However, for non-guided vehicles there are the usual options of kneeling suspension and ramps. With accurate docking the bus stop platform can be raised up to 27 cm (or 21 cm when the vehicle is kneeled), to provide accessibility to every user. | ||
 | |  |
| Cristalis trolleybus in Milan, Italy, on a priority road which is restricted to public transport, bikers and the emergency services. The leaf motifs represent a type of tree which grows along many of the tree-lined avenues served by these trolleybuses on routes 90/91. The building in the background is the central railway station; the vehicles behind the bus are taxis which had to stop whilst the bus called at a bus stop. | | Scan from Irisbus promotional leaflet showing the inside of a Cristalis; the skylights are a feature of both vehicle ranges. |
 | |  |
| Rear view of a 'rigid' (not articulated) Cristalis in Lyon, France. The rear window is a very welcome feature which too often bus designers leave out. | | Side three-quarter view of an 'articulated' Cristalis on the very busy route No.1 in Lyon, France |
Transport in Bogota
 | |||||||||||||
 |
|
Selasa, 15 Februari 2011
Scania OmniLink
This great connector knows no 'city limits'. When you need to bridge downtown routes with the suburbs and beyond, Scania OmniLink does the job with style.
The flat and obstruction-free floor extends beyond the middle doors, allowing passengers to move easily at the front of the bus and sit comfortably with good visibility in the rear. The flexible floor layout makes it possible to accommodate many forward-facing seats while including seating for the elderly and infirm.
A low floor and full side kneeling promotes smooth passenger entry and exit. Safety and reliability have been further enhanced by incorporating the kneeling function in the intelligent electrical system.
The longitudinally installed engine meets your choice of Euro 4 and EEV requirements for emissions compliance, and all daily inspection points are conveniently gathered together for easy access.
Available in 12- to 15-metre versions (the longer with steered tag axle) and as 18-metre articulated, all with the same excellent manoeuvring and handling characteristics.
Comparison with other forms of mass transit
BRT systems come in a variety of forms, such as dedicated busways with their own rights-of-way (e.g., the Ottawa Transitway or the Pittsburgh MLK East Busway), bus services usingHOV lanes, dedicated freeway lanes (e.g., Honolulu's CityExpress) and limited-stop buses on pre-existing routes.
TransMilenio BRT system in Bogotá, Colombia, holds a record 40,000 passengers per hour.
BRT attempts to combine the advantages of a metro system (noticeably right-of-way, which improves punctuality and frequency) with the advantages of a bus system (low construction and maintenance costs, low vehicle costs, right-of-way not required for entire length, and for the ability of feeder bus services to join a trunk busway).
TransMilenio BRT system in Bogotá, Colombia, holds a record 40,000 passengers per hour.
BRT attempts to combine the advantages of a metro system (noticeably right-of-way, which improves punctuality and frequency) with the advantages of a bus system (low construction and maintenance costs, low vehicle costs, right-of-way not required for entire length, and for the ability of feeder bus services to join a trunk busway).
What Is Bus rapid transit?
Main features BRT systems come in a variety of forms, such as dedicated busways with their own rights-of-way (e.g., the Ottawa Transitway or the Pittsburgh MLK East Busway), bus services usingHOV lanes, dedicated freeway lanes (e.g., Honolulu's CityExpress) and limited-stop buses on pre-existing routes.
Separated line for TransJakarta buses inJakarta, Indonesia
An ideal bus rapid transit service would be expected to include most of the following features:
· Bus only, grade-separated (or at-grade exclusive) right-of-way : A dedicated bus lane allows the bus to operate separately, without interference from other modes of traffic. Although buses have a long turning radius, busways can be engineered to tighter standards than an open roadway, reducing construction costs while still assuring safe operation.
· A bus-only right-of-way may be elevated or may even be modified rail right-of-way.
· A transit mall or bus street can be created in an urban center by dedicating all lanes of a city street to the exclusive use of buses.
· Low-cost infrastructure elements that can increase the speed and reliability of bus service include bus turnouts, boarding islands, and curb realignments.
· Comprehensive coverage: BRT systems can also share existing roadways with other traffic or use bus lanes that restrict other traffic from a portion of the roadway. Service along public roadways can be improved by taking advantage of bus priority methods.
· Serves a diverse market with high-frequency all day service : A BRT network with comprehensive coverage can serve a diverse market (all income ranges) by moving large numbers of people between locations quickly and reliably throughout the day, while maintaining a comfortable riding experience.[1] These characteristics are essential to satisfying the demands of a diverse market or offering high-frequency service without heavy subsidy.
· Bus priority: Preferential treatment of buses at intersections can involve the extension of green time or actuation of the green light at signalized intersections upon detection of an approaching bus. Intersection priority can be particularly helpful when implemented in conjunction with bus lanes or bus streets, because general-purpose traffic does not intervene between buses and traffic signals.
· Vehicles with tram-like characteristics Recent technological developments such as bi-articulated buses and guided buses have benefited the set-up of BRT systems. The main developments are:
· Improved riding quality (Use of guided bus and powertrain control technologies for smoother operation),
· Increased capacity (articulated and double-decker),
· Reduced operating costs (hybrid electric powertrain).
· A specific image with a brand name (Viva, Max, TransMilenio, Select) marking stops and stations as well as the buses.[3] The system's brand identity contributes to its attractiveness as an alternative to driving cars.[4]
· Off-bus fare collection: Conventional on-board fare collection slows the boarding process, particularly when different fares are collected for different destinations and/or classes of passengers. Some systems collect fares upon entering an enclosed bus station or shelter area prior to bus arrivals (similar to fare collection at a kiosk prior to entering a subway system). This allows passengers to board quickly through all doors of a stopped bus.
· Level boarding: Many BRT systems also use low-floor buses (or high-level platforms with high-floor buses) to speed passenger boardings and enhance accessibility.
· Stations: High-quality BRT systems often feature significant investment in enclosed stations which may incorporate attractive sliding glass doors, staffed ticket booths, information booths, and other more standard features listed above. This style of station is seen in Bogotá's TransMilenio and some other cities in Latin America that have adopted BRT systems. Most North American systems use open platform stops, or shelter-style platform stops.
All of the above characteristics were noted as features of Bogotá's TransMilenio, described as a "model BRT system" in the National Bus Rapid Transit Institute's May 2006 report. TransMilenio serves Bogotá with supposedly high-capacity articulated buses, which passengers can board through three doors. A smart card system is used for off-board fare collection. Nevertheless, Transmilenio faces huge problems specially during peak hours, in terms of not being quite organized, nor having the necessary capacity for handling the high passanger volume - this situation not being limited to peak hours only, but at most times along the day.
In cities and large towns, such as Amsterdam, Essen (Germany), Pittsburgh and Seattle, it is common for a right of way exclusive to public transport to be used by both light rail and buses, and in some cases taxis.
BRT systems come in a variety of forms, such as dedicated busways with their own rights-of-way (e.g., the Ottawa Transitway or the Pittsburgh MLK East Busway), bus services usingHOV lanes, dedicated freeway lanes (e.g., Honolulu's CityExpress) and limited-stop buses on pre-existing routes.
Separated line for TransJakarta buses inJakarta, Indonesia
An ideal bus rapid transit service would be expected to include most of the following features:
· Bus only, grade-separated (or at-grade exclusive) right-of-way : A dedicated bus lane allows the bus to operate separately, without interference from other modes of traffic. Although buses have a long turning radius, busways can be engineered to tighter standards than an open roadway, reducing construction costs while still assuring safe operation.
· A bus-only right-of-way may be elevated or may even be modified rail right-of-way.
· A transit mall or bus street can be created in an urban center by dedicating all lanes of a city street to the exclusive use of buses.
· Low-cost infrastructure elements that can increase the speed and reliability of bus service include bus turnouts, boarding islands, and curb realignments.
· Comprehensive coverage: BRT systems can also share existing roadways with other traffic or use bus lanes that restrict other traffic from a portion of the roadway. Service along public roadways can be improved by taking advantage of bus priority methods.
· Serves a diverse market with high-frequency all day service : A BRT network with comprehensive coverage can serve a diverse market (all income ranges) by moving large numbers of people between locations quickly and reliably throughout the day, while maintaining a comfortable riding experience.[1] These characteristics are essential to satisfying the demands of a diverse market or offering high-frequency service without heavy subsidy.
· Bus priority: Preferential treatment of buses at intersections can involve the extension of green time or actuation of the green light at signalized intersections upon detection of an approaching bus. Intersection priority can be particularly helpful when implemented in conjunction with bus lanes or bus streets, because general-purpose traffic does not intervene between buses and traffic signals.
· Vehicles with tram-like characteristics Recent technological developments such as bi-articulated buses and guided buses have benefited the set-up of BRT systems. The main developments are:
· Improved riding quality (Use of guided bus and powertrain control technologies for smoother operation),
· Increased capacity (articulated and double-decker),
· Reduced operating costs (hybrid electric powertrain).
· A specific image with a brand name (Viva, Max, TransMilenio, Select) marking stops and stations as well as the buses.[3] The system's brand identity contributes to its attractiveness as an alternative to driving cars.[4]
· Off-bus fare collection: Conventional on-board fare collection slows the boarding process, particularly when different fares are collected for different destinations and/or classes of passengers. Some systems collect fares upon entering an enclosed bus station or shelter area prior to bus arrivals (similar to fare collection at a kiosk prior to entering a subway system). This allows passengers to board quickly through all doors of a stopped bus.
· Level boarding: Many BRT systems also use low-floor buses (or high-level platforms with high-floor buses) to speed passenger boardings and enhance accessibility.
· Stations: High-quality BRT systems often feature significant investment in enclosed stations which may incorporate attractive sliding glass doors, staffed ticket booths, information booths, and other more standard features listed above. This style of station is seen in Bogotá's TransMilenio and some other cities in Latin America that have adopted BRT systems. Most North American systems use open platform stops, or shelter-style platform stops.
All of the above characteristics were noted as features of Bogotá's TransMilenio, described as a "model BRT system" in the National Bus Rapid Transit Institute's May 2006 report. TransMilenio serves Bogotá with supposedly high-capacity articulated buses, which passengers can board through three doors. A smart card system is used for off-board fare collection. Nevertheless, Transmilenio faces huge problems specially during peak hours, in terms of not being quite organized, nor having the necessary capacity for handling the high passanger volume - this situation not being limited to peak hours only, but at most times along the day.
In cities and large towns, such as Amsterdam, Essen (Germany), Pittsburgh and Seattle, it is common for a right of way exclusive to public transport to be used by both light rail and buses, and in some cases taxis.
BRT systems come in a variety of forms, such as dedicated busways with their own rights-of-way (e.g., the Ottawa Transitway or the Pittsburgh MLK East Busway), bus services usingHOV lanes, dedicated freeway lanes (e.g., Honolulu's CityExpress) and limited-stop buses on pre-existing routes.
What is BRT
Environmental Problems The typical diesel engine on the bus causes noticeable levels of air pollution, noise and vibration. With hybrid vehicles and the new forms of trolleybus, BRT designers hope to increase ride quality and decrease pollution. As the energy use for acceleration is proportional to the vehicle mass, electric traction allows lighter vehicles, faster acceleration and energy that can be fed back into batteries or the grid through regenerative brakes. Regenerative braking is standard on many modern rail systems.
A BRT system can use trolley-buses to lower gaseous and noise emissions. The price penalty of installing overhead lines could be offset by the system's environmental benefits potential for savings from centrally generated electricity, especially in cities where electricity is less expensive than other power sources. In addition, most trolleybus applications can be converted to light rail with the only extra expense being the laying and maintenance of tram tracks in the street.
A BRT system can use trolley-buses to lower gaseous and noise emissions. The price penalty of installing overhead lines could be offset by the system's environmental benefits potential for savings from centrally generated electricity, especially in cities where electricity is less expensive than other power sources. In addition, most trolleybus applications can be converted to light rail with the only extra expense being the laying and maintenance of tram tracks in the street.
Yutong Bus
The lightest city bus rolls off the line
The lightweight city bus ZK6120HNG built with great efforts rolled off the line on December 22, 2010.
The curb weight of the city bus is 10.38 tons, which is the lightest one among the counterparts with the same length and configuration in China’s bus industry. Adopted brand new appearance, the bus is 11.56-meter long with integral structure, leaf spring and low entrance. The loading capacity is increased by 20% while fuel consumption reduced by more than 5%.
Optimizing structure through accurate CAE analysis, ZK6120HNG city bus adopts high-strength steel, ensuring the strength and stiffness of frameworks while reducing the overall weight. Meanwhile, the durability, safety and NVH performance of the bus have not been affected. With the platform-based design way, the structure can be expanded, laying a good foundation for the subsequent development of 10.5-meter leaf-spring low entrance city bus and 12-meter airbag low entrance city bus.
The lightweight city bus ZK6120HNG built with great efforts rolled off the line on December 22, 2010.
Optimizing structure through accurate CAE analysis, ZK6120HNG city bus adopts high-strength steel, ensuring the strength and stiffness of frameworks while reducing the overall weight. Meanwhile, the durability, safety and NVH performance of the bus have not been affected. With the platform-based design way, the structure can be expanded, laying a good foundation for the subsequent development of 10.5-meter leaf-spring low entrance city bus and 12-meter airbag low entrance city bus.
Minggu, 13 Februari 2011
Langganan:
Komentar (Atom)