[Lançamento] Novo "double-decker" para Londres

[crash]

E agora, algo completamente diferente.
Apesar do pessoal aqui ser mais fã do transporte individual, temos de estar em constante acompanhamento da evolução automóvel em todas as suas variantes.
Até mesmo quando toca a veículos cuja função é dar alternativas ao automovel privado.

Londres conseguiu transformar alguns dos seus transportes públicos em verdadeiros ícones.
Temos o típico Táxi londrino e claro, os vermelhissimos autocarros de 2 pisos.

Bem, chegou a altura de substituir o autocarro. Pode ser icónico, mas sabemos que no geral autocarros são criaturas desagradáveis, barulhentas, desconfortáveis, sujas.

Para responder a estas questões, foi lançado concurso já faz algum tempo para substituir o actual "double-decker", do qual saiu esta proposta vencedora, e agora, apresentada ao vivo e a cores.

virtual tour
YouTube - New Bus for London

o modelo apresentado
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Visualmente inspirado pelo icónico Routemaster, é ao nivel das entranhas e acessibilidade que encontramos as novidades.
Construido à volta de uma estrutura space-frame em aluminio, trata-se de um hibrido do tipo "range-extender", em que o grupo motriz é eléctrico, movendo as rodas traseiras, auxiliado por um motor/gerador a diesel com 4,5l.
prevêm-se reduções siginificativas no que toca a ruido e emissões.

De modo a tornar a experiência mais agradável para o utilizador, foram ao pormenor de limitar o binário no arranque do autocarro, de modo a que o mesmo arranque sempre suavemente, sem esticões que possam desiquilibrar passageiros que estejam em pé. (hoje teria dado jeito durante a minha ida para o trabalho)

A acessibilidade sai melhorada, com o adicionar de 2 portas de acesso, regressa uma plataforma aberta na traseira, e tem 2 escadas de acesso ao piso superior. O objectivo é o de perder menos tempo possivel com a entrada e saída de passageiros.

Os primeiros protótipos deverão sair para testes no inicio do ano que vem, e para o final de 2011 é de esperar a entrada em serviço do primeiro exemplar.
No inicio de 2012 entrarão ao serviço mais 4 unidades, e o objectivo a médio prazo é substituir a frota dos 8000 "double-deckers" que actualmente andam pela cidade de Londres.

[JRodrigues]

Penso que já há outro tópico aqui... (ou então não ) mas sei que já vi a notícia em algum sítio..

de qualquer das maneiras, tenho curiosidade em andar nestes autocarros. Sempre que fui a Londres era só de metro que andava :\ Haverá versão open-top??

[bg2]

isso da limitação de binário é muito comum, pelo menos na carris

[crash]

Penso que já há outro tópico aqui... (ou então não ) mas sei que já vi a notícia em algum sítio..

de qualquer das maneiras, tenho curiosidade em andar nestes autocarros. Sempre que fui a Londres era só de metro que andava :\ Haverá versão open-top??

já tive a oportunidade de andar num em londres.
A sensação é gira lá em cima nos lugares da frente. Londres é caracterizada por ruas a tender para o estreito, e a percepção de que a cada curva, cruzamento, vamos levar sinais, árvores e esquinas de prédios à frente é emocionante, enquanto não nos habituamos à coisa

isso da limitação de binário é muito comum, pelo menos na carris

Pois, não estou a par das inovações "autocarroianas".
Muito raramente ando na Carris. Estou limitado aos exemplares em 2ª mão, directamente do inicio dos anos 90, que equipam a Rodoviaria de Lisboa.
Não é uma experiência agradável.
São desconfortáveis, não têm climatização (no verão é um pesadelo), alguns têm problemas sérios de infiltrações quando chove, e os solavancos são uma constante durante a viagem.
Parte do problema está nos motoristas, que não sabem conduzir de forma suave, e parecem tratar o autocarro como se fosse um sports-car. Travagens acentuadas, arranques "Launch-Control", etc..

Mas o hardware também não é o mais adequado. A geografia também não ajuda. Por exemplo, no meu trajecto diário, tem-se de descer e subir um monte, com algumas inclinações acentuadas.

[vezao]

qual o fabricante do motor?

[taz76]

De certeza que não levaram em conta o estudo exautivo levado a cabo pelo TOP GEAR YouTube - Best British city Bus (Top Gear) HQ

Mas sim senhor, tenho de experimentar quando lá for da próxima vez.

[crash]

qual o fabricante do motor?

Bem, não li nada sobre especificações detalhadas.
Mas parece que o desenvolvimento está a ser feito principalmente por uma empresa irlandesa de nome wrightbus

[UserAHO]

Pois, não estou a par das inovações "autocarroianas".
Muito raramente ando na Carris. Estou limitado aos exemplares em 2ª mão, directamente do inicio dos anos 90, que equipam a Rodoviaria de Lisboa.
Não é uma experiência agradável.
São desconfortáveis, não têm climatização (no verão é um pesadelo), alguns têm problemas sérios de infiltrações quando chove, e os solavancos são uma constante durante a viagem.
Parte do problema está nos motoristas, que não sabem conduzir de forma suave, e parecem tratar o autocarro como se fosse um sports-car. Travagens acentuadas, arranques "Launch-Control", etc..

Mas o hardware também não é o mais adequado. A geografia também não ajuda. Por exemplo, no meu trajecto diário, tem-se de descer e subir um monte, com algumas inclinações acentuadas.

Boas Crash, a carris de facto está anos luz à frente das rodoviárias em termos de frota, estes novos mercedes devem arrumar esses ingleses a um canto...

Aproveito para dizer que aprecio bastante os teus comentários ao design dos carros-

[SyncMaster]

De certeza que não levaram em conta o estudo exautivo levado a cabo pelo TOP GEAR YouTube - Best British city Bus (Top Gear) HQ

Estes gajos são uns comediantes com um programa de carros....

[Miguelspc]

Isso nao é nada .

A stcp ja está a espera disto que bate os ingleses e afins :

[vezao]

deve ser volvo o propulsor.
mas isto não era para estar no topico dos autocarros?

[crash]

damn... há um tópico de autocarros?
tamos muito à frente ou eu ando muito distraido

bem, entretanto, mais imagens do modelo à escala real já apresentado
routemaster-00.jpg

routemaster-01.jpg

routemaster-05.jpg

[Tjqueiroz]

Isso nao é nada .

A stcp ja está a espera disto que bate os ingleses e afins :

Quero ver e andar nessas máquinas no Porto, já deviam ter chegado à meses, mas houve atrasos porque eram uns meros centimetros mais altos, agora não sei quando chegam..

[DeCeIi]

Isso nao é nada .

A stcp ja está a espera disto que bate os ingleses e afins :

Material Alemão Nojento...

[vezao]

http://forum.autohoje.com/veiculos-c...utocarros.html

[Strider]

damn... há um tópico de autocarros?
tamos muito à frente ou eu ando muito distraido

bem, entretanto, mais imagens do modelo à escala real já apresentado
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Espectacular! Moderno mas completamente evocativo do passado. Compararem este design aos paralelipípedos com rodas que por aí andam só pode dar vontade de rir...

[AMR]

Espectacular! Moderno mas completamente evocativo do passado. Compararem este design aos paralelipípedos com rodas que por aí andam só pode dar vontade de rir...

Não sei se ironia ou não, mas por algumas participações aqui, parece que há quem não tenha percebido isso.

Quadradões de 2 pisos, já circulam há muito tempo pelo UK.

[VTEC]

Tirando os faróis da frente, está bem conseguido (na minha opinião).

A Salvador Caetano também tem um modelo engraçado:

[crash]

Bem, o projecto continua a bom ritmo...

New Routemaster goes public
Hilton Holloway
The old cliche is that you have to wait ages for a bus…but not the New Bus for London. The final validation prototype was shown to the press this morning at the Millbrook proving ground in Bedfordshire. The development and homologation process is being finished off, ahead of the first production model reaching London for a couple of months of driver training and final shakedown tweaks from October.

Even though the prototype was finished in dusty bare aluminium (and compared by Mayor Johnson with “those pictures we’ve all seen of the prototype Supermarine Spitfire”) it’s clearly going to be a very striking part of the capital’s urban fabric.



But more important than the styling and glassy interior is that fact that the (as yet unnamed) bus is built around an aluminium spaceframe and powered by a range-extender electric drivetrain, showing public transport can be as advanced as the best the car industry can offer. The spaceframe was exposed showing the way that the aluminium extrusions are bolted together with cast aluminium brackets.

This prototype was also fitted with multiple strain gauges to test the spaceframe’s integrity as the bus is hammered over Millbrook’s pavé.






The diesel generator - a 4.5-litre Perkins unit - could be seen neatly slotted in under the rear staircase and the bus’s multiple ECUs (controlling the drivetrain, air suspension and electric braking system) were also on display.

The view as you descend the rear staircase is really extraordinary - the main trouble may be exiting passengers gawping at the vista.

It was a remarkable thing to experience a short trip today in the Electric Routemaster. It’s just three and half years since I sent an email to Alan Ponsford, one of the world’s leading bus designers, to commission a high-tech, greener, replacement for the classic open-platform Routemaster. Indeed, the speed at which London Mayor Boris Johnson, Transport for London and Wrightbus have brought the electric Routemaster to reality is extraordinary. Moreover, the whole development – and six production buses – has cost just £7.8m.



The Capoco/Autocar proposal was published in late December 2007 and welcomed by then-candidate for London Mayor Boris Johnson. The drawings got a big airing in the national press, including in The Times and on the BBC.

When Johnson became Mayor in May 2008, he announced a formal competition to design a new Routemaster. In December 2008, the Capoco/Autocar technical proposal came joint first with a styling project from Aston Martin and Fosters Architects. The contract to build the bus was awarded to Wrightbus as recently as December 2009.

By January next year, the first of six examples - 40 per cent more economical than a conventional diesel bus and 15 per cent more economical than a conventional hybrid - will be taking fare-paying passengers in unparalleled smoothness and silence.

Seeing it sliding down Oxford Street, under the Christmas lights, will really be quite satisfying.

in Autocar

Não deixar de ser curioso e interessante que este projecto tenha tido uma colaboração tão activa por parte da própria Autocar.

Seria interessante ver algo do género para a nossa Salvador Caetano, non?

[catalao]

Isso nao é nada .

A stcp ja está a espera disto que bate os ingleses e afins :

Andei por duas vezes numa dessas MAN (matrícula LG, penso que são todas assim) no piso superior e gostei.
Além do conforto, deu para matar as saudades destes:

[THESEXPISTOL]

Sou eu o único gajo que se borra todo quando anda no segundo andar de um autocarro? Sabe deus o primeiro...

[Nuno156]

Andei por duas vezes numa dessas MAN (matrícula LG, penso que são todas assim) no piso superior e gostei.
Além do conforto, deu para matar as saudades destes:

Ainda antes desses... fartei-me de andar nestes:



file.jpg

[crash]

Sou eu o único gajo que se borra todo quando anda no segundo andar de um autocarro? Sabe deus o primeiro...

Andar em Londres no último andar dos autocarros à frente é sem dúvida uma experiência interessante para quem não está habituado.
Parece que vais limpar esquinas, deitar uns semáforos abaixo e podar árvores pelo caminho.
Mas depois um tipo habitua-se.

[PSerra]

Ainda antes desses... fartei-me de andar nestes:



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Que saudades!

No verão ainda se apanhava uns com o vidro traseiro do andar de cima aberto e era uma maravilha. E no Carnaval o 2º andar era o melhor que existia (até tenho pena de algumas pessoas que estavam na rua)!

No andar de baixo é que não se podia andar, era uma barulheira e um calor!

[crash]

Unidades de teste a serem produzidas e características técnicas mais detalhadas

Autocar, Boris and the new bus for London

Hilton Holloway

It’s four years and one week since I got an email from leading bus design company Capoco agreeing to put together a proposal for a replacement Routemaster. The feature - which ran in the Christmas 2007 edition of Autocar - was in response to then London Mayoral candidate Boris Johnson’s call for a replacement for the classic double decker.

Many people had mocked Boris for even suggesting the idea, but I went to see Johnson in his campaign headquarters with the Capoco proposal in hand. I said in the feature that public transport needed to raise its game in terms of design and told Boris that building a new cutting-edge, super-green, bus specifically for the capital was entirely possible.

Johnson, possibly rashly, put the commitment in his manifesto for the 2008 election, promising to get a new Routemaster on the road within four years of becoming Mayor. This morning, in Northern Ireland, the first production version of the ‘New Bus for London’ - in concept very similar to Autocar’s proposal - came off the line at Wrightbus, three years and seven months after Johnson became mayor. It’s the first of eight proving vehicles that will be real-world tested in London over the next six months. This example will arrive on the streets of London for driver training in mid-December.

So what’s the big deal? If you appreciate engineering, this is mighty piece of work. It’s built around Wrightbus’s own bolt-together aluminium spaceframe technology and is powered by an electric motor on the rear axle. Power comes from a 4.5-litre diesel generator, which drives both the motor and re-charges the 17kWh battery pack.

Recent tests at the Milbrook test track have shown that the range-extender set-up produces a fuel economy of 11.6mpg (640g/km), compared to the 5.8mpg (1295g/km) for a normal diesel double decker and 8.6mpg for current hybrid buses. Emissions of Oxides of Nitrogen (NOx) are halved.

The diesel engine and generator are cantilevered off the back of the chassis and the curved rear of the bus is made from an advanced structural composite usually used on yachts. The three doors and twin staircases will make it the quickest-boarding double decker ever seen on UK roads.

The other really impressive thing about the bus is the attention to detail inside. The Hetherwick design studios has designed the entire interior from scratch, making it look closer to the inside of a Boeing than a typical bus. From the cork decking on the rear deck to the soft LED downlighting, this is public transport as it should be.

Wrightbus has turned this all-new bus around in just two years. If Boris Johnson wins the next Mayoral election in May 2012, the NB4L will certainly be sent into full production, at a cost of around £330,000 per unit (only marginally more expensive than a conventional parallel hybrid bus).

That it will be built in a part of the UK that needs more private sector investment is a further bonus. And it’s likely that these buses will be exported worldwide. OK, I’m not about to give up my car completely, but this is an all-British project and is stuffed full of cutting edge engineering so it’s worth getting very excited about. And I can’t wait to see it sailing down Oxford Street.

[crash]

Primeiro teste

The New Bus for London has been officially revealed today (Friday), and in a couple of months will be pressed into service, transporting the capital’s busy population around the road network. Autocar has already driven the new 87-seater, so here’s the full road test verdict on the £330,000 Wrightbus design.

The full New Bus for London article is available to read in this week's Autocar magazine, on sale now.

New Bus for London (NBfL) is the product of a 2008 promise of the then prospective mayor of London, Boris Johnson. For better or worse, he said, if he were elected, the ‘bendies’ would be phased out and replaced by a New Bus for London.


The new bus would be an icon, he said, a double-decker (naturally), unarticulated (crucially) and with a hop-on/off rear platform (reminiscently). At times it would even have a conductor. Bus travel would become attractive again and the glory days of public road transport would be revived. It would be nothing less than a Routemaster for the 21st century.
NBfL and seven other prototypes will go into limited service in February. All aboard, then, to find out if it was worth the journey.
Design and engineering

Public bodies have a tendency – understandably so, given that they’re spending our money – to commission products on very specific and objective sets of factors. A jet fighter, for example, is measured by its ability to blow up other jet fighters; road signs are chosen for their clarity, not their beauty. Public procurement cares little for sentimentality.
Here, however, is something different. Think of the NBfL – achingly in need of a new name, don’t you think? – as more like Heathrow’s state-of-the-art Terminal 5 rather than the (barely) functional Terminal 3. NBfL’s creators, Northern Ireland bus builder Wrightbus and design studio Heatherwick, won Transport for London’s competition to create a new London bus with a product that’s almost as much about design flair as it is about transport. Almost.
There’s only so much you can do with a bus, after all. On the outside, the NBfL (one mooted name, Olympian, is someone else’s trademark), has a close approximation of an asymmetric front body, with a bold black strip that skims like an eyepatch across the perhaps overly blinged-up headlights.
At the sides and around the rear are where the NBfL more closely resembles the Routemaster (which is a Transport for London trademark). The bold slashes of glass scribing up one side and down the tapering rump suggest the twin stairs and elegant rear of the Routemaster. To our eyes, from the rear three-quarter on the passenger side is where it shows its best – as well as its convenient three sets of doors.
Underneath its London Transport Red skin lie the innovative bones of a novel product. The NBfL has a Wrightbus steel backbone chassis, to which is attached an aluminium superstructure and body. At 11.2m, the NBfL is a long bus, and its length is augmented by a composite rear section incorporating the rear stairwell. This also covers the generator (the NBfL is a series hybrid, more on which later) and, crucially, acts like a stiffener for the whole shebang.
Interior

If a supercar is dominated – and judged – by its engine, and a sports car by its handling, then a bus is absolutely defined by its interior. And nowhere on NBfL is the introduction of surprise and delight, so often a feature in today’s cars but conspicuous by its absence in contemporary public transport, more prominent than inside.


We don’t think it’s particularly controversial to suggest that, in general, bus interiors are ugly. It is cheap to fit a squared-off, plain rooflining and strip lights. It maximises interior space, too, but it looks desperately uninviting. By comparison, the NBfL is a triumph of interior design flair. The upper deck’s ceiling has the gentle curve of a classic airliner’s cabin, while LED soft-light pods casts a warmer, cosier glow than fluorescent tubes could ever hope to illuminate (yet are placed at each row to provide sufficient reading light). The windows are shallower upstairs than is the current trend, too. Why? Aesthetics, mostly; the old Routemaster had shallow upper windows, too. They also reduce heat build-up in the upstairs cabin.
Some aspects are not only aesthetic, though. There is real purpose to NBfL’s two staircases – it allows quicker entry and egress – as do the three sets of doors, even if combined they serve to limit the NBfL’s total capacity. NBfL can take 87 passengers (40 seated downstairs, 22 upstairs and 25 standing downstairs). The capacity of double-deckers is usually around 90; London’s bendy buses could hold more than 150.
TfL thinks this is a compromise worth making on busy routes, where the NBfL will be able to make quicker progress by dint of less time being spent stationary at stops. On the busiest routes, some NBfLs will even get a conductor. With the rear deck manned and open, stopping times will be reduced yet further.
Performance

If you’ve ever seen an urbanite double-decker tottering along a motorway, you’ll know that ‘performance’ doesn’t mean the same thing to bus operators as it does to you and me.
We didn’t have time to strap our VBox timing gear to the NBfL during our test drive, but putting foot flat to floor at Nutts Corner circuit, near Wrightbus’s Ballymena factory, revealed that NBfL is capable of making only sedate, albeit sustained and linear, progress.


Step-off from rest is decent enough; the 4.5-litre Cummins turbodiesel generator provides power to an air compressor (for the brakes and steering), a 75kWh battery and the Siemens electric motor, which lies beneath a raised seating area at the rear, from where it drives the back axle. It makes, as electric motors do, peak torque (of 1844lb ft) from zero revs, so step-off is as brisk as NBfL gets.
The electric motor does all the driving; the diesel generator is tuned to sit at optimum revs and provide all the power the batteries need, and it runs only when those batteries need topping up (which was most of the time during our test, although regenerative braking will assist on a proper bus route). The generator is overly grumbly during stop-start at the moment, but Wrightbus engineers are working on a fix.
Braking is both by the drive motor and pneumatically assisted discs all round; retardation is fine and there’s ABS, but pulling the NBfL to a rapid stop, perched as you are in front of, and mostly below, nearly 20 tonnes of metal, isn’t the most enjoyable thing you’ll ever do in your life.
Ride and handling

Here, then, is where we get to the nub of the Autocar road test: what’s she like to drive?
Seated in the widely adjustable but pretty flat driver’s seat (which does without a seatbelt, incidentally), you get a supremely clear view forwards. The low-set steering wheel is very adjustable, so finding a comfortable driving position is a cinch, but the upright stance and wide chair mean it’s more like sitting at a desk than in a car. The pedals are on the flat floor and the wheel is barely off the horizontal.
Still, foot on the long-travel brake pedal, handbrake off and, as you ease off the pedal, the NBfL creeps forward with eerie smoothness. Never before has a hybrid drivetrain seemed so suited to a vehicle.
It’s hard to gauge the ride across what amounts to a big kart track, but where the NBfL did meet imperfections, it ironed them out pretty admirably. On the road we’d expect the largely comfortable float you get in most buses, but with less of the accompanying crash over bigger potholes thanks to the composite rear end’s body-stiffening properties.
At 2.5 metres across, the NBfL takes up its share of road space, but its turning circle is superb at little more than twice the bus’s length.


Nonetheless, if you haven’t driven a cab-forward piece of kit before, it takes some getting used to: you turn the easy, slick and consistently light steering through its 4.5 turns later than you might think when exiting junctions, to give the ample sides room to clear apexes. But the NBfL’s flat sides mean that its mirrors are supremely effective at letting its driver judge clipping points and gaps. Get into a groove and there’s real pleasure to be had from driving the NBfL smoothly and placing it accurately – even more so because the power delivery is so smooth. The brake pedal could use a little more feel for our taste, though.
Buying and owning

At around £330,000, the NBfL won’t be cheap when it makes full-scale production for 2013, but neither are its competitors: other hybrid double-deck buses cost £300,000, and when you consider the 12 to 15-year lifespan in London (after which each bus might still get sold on), the NBfL doesn’t seem like such bad value.
Especially when you consider its economy and emissions. A return of 11.6mpg and 640g/km of CO2 don’t sound that great until you consider that a typical hybrid double-decker returns just 8.6mpg and 864g/km, and a conventional diesel bus 5.8mpg and 1295g/km. London has to make big improvements to its air quality, and the reduction in emissions that comes from replacing several hundred of TfL’s 8000 buses with NBfLs will contribute to the clean-up. If all goes well, TfL might even clean up financially, too; if Wrightbus can sell this design to other cities and countries, TfL gets a cut of each sale.
Wrightbus New Bus for London

Price: £330,000; Economy: 11.6mpg; CO2: 640g/km; Kerb weight: 17,900kg; Generator: 4 cyls in line, 4460cc, rear-mounted, turbodiesel; Transmission: RWD Siemens full-series hybrid system with DC inverter, Siemens AC electric moto and 75kWh lithium ion battery pack; Power: 174bhp; Torque: 1844lb ft

Um pequeno comparativo com outros BUS

[crash]

Mais uma opinião

The new 'Routemaster' bus arrives on time

Hilton Holloway

What an extraordinary morning. Almost exactly four years to the day since I pitched up at Boris Johnson’s campaign headquarters with detailed plans for a futuristic, electrically-driven Routemaster, the real thing drove silently on to Trafalgar Square in central London.

Although the ‘New Bus 4 London’ sticks to Autocar’s mechanical recipe, Northern Ireland’s Wrightbus operation moved the concept on by creating a quick-loading double decker with three doors and two staircases. Design consultancy Heatherwick Studio then came up with the exterior’s super-distinctive glazing and the finely-detailed interior.



Primarily, what makes this bus such a huge leap forward for public transport is the drivetrain and super-rigid aluminium spaceframe body. It’s a range-extender, using a 4.5-litre diesel generator to power and recharged the battery pack. The upshot is that it sails through heavy traffic smoothly (thanks to the electric motors and single-ratio ‘box) and, for much of the time, is running silently on battery power.

Even when the engine/generator kicks in, it is just humming over at 1300rpm. But God is in the details. For example, each passenger on the upper deck gets their own low-voltage downlighter for a calming, ambient, atmosphere.

Today’s double deckers have harsh strip lighting which, as somebody once said, makes bus travel like sitting inside a fridge. This morning, I watched the first NB4L floating up Whitehall and around Trafalgar Square, amazed at the serene contrast with the straining and droning conventional buses that were alongside it.



The bigger picture, however, is that the Mayor of London has not only managed to commission the first bespoke London bus for half a century, but it is also one of the most technically advanced and it is made in the United Kingdom.

Like the recent re-inventions of the Mini, Range Rover and Rolls Royce, this country has again shown that it can leap into the future, by adopting the best of the past. But the biggest impression left by my trip to Trafalgar Square this morning was the sheer goodwill generated by the new bus.



Passing members of the public tried to get onboard and tourists snapped manically. Just before it drove onto the square, with Boris Johnson standing on the open platform, a senior citizen squeezed through the stationary traffic to shake the Mayor’s hand. ‘Boris’ she said ‘thank you for bringing back the Routemaster.’

Ao longo deste processo, não deixa de ser curiosa o nivel de intervenção neste projecto da própria revista.

[crash]

......

[Movyk]

Está explicado porque é que precisam do segundo piso...em baixo escasseiam lugares

[Miguelspc]

Os man da stcp batem essa lata a vontade