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Old April 11th, 2014, 10:09 PM   #21
Amrafel
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First new trolleybuses were delivered to Bratislava, 15 of them should appear in traffic from the 1st of May and more during a year.







Gallery available here.
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Old April 11th, 2014, 10:11 PM   #22
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These trolleybuses seems to be made in cooperation with SOR, right? And what's their lenght? I assume that is more then 12 meters, because they have 4 double doors...
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Old April 12th, 2014, 09:42 PM   #23
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Škoda 30Tr
Quote:
Škoda Electric in Plzeň, together with the company SOR Libchavy, produced a 12-metre fully low-floor four-door trolleybus which is intended for municipal public transport with operation on the voltage of 600 or 750 V DC. The first trolleybus Škoda 30 Tr SOR was produced in 2010. Škoda Electric supplies all electric equipment and carries out the overall assembly of this two-axle vehicle. The electric equipment is located in a container on the roof of the vehicle. The trolleybus can be also equipped with an auxiliary diesel generator which is located in the rear part of the vehicle and which makes it possible to drive the vehicle even in places lacking trolley lines. An asynchronous traction motor and a voltage inverter controlled by a microprocessor with a recuperation option significantly reduce the energy intensity of operating the vehicle and its maintenance costs.
The comfort of passengers is improved by the overall low-floor design of the vehicle and by wider aisles between the seats. Boarding and exiting of passengers is made easier by means of the so-called kneeling when the trolleybus tilts to the edge of the pavement. An efficient system of heating and a clear information system also improve the comfort of passengers. There is also a tilting platform for wheelchair users. The trolleybuses Škoda 30 Tr SOR are operated in Hradec Králové and Bánská Bystrica.
http://www.skoda.cz/en/products/trol...bus-30-tr-sor/
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Old May 9th, 2014, 03:30 PM   #24
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Construction of Vienna-style tram & bus stop.

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Originally Posted by Favorit View Post

Ja som včera úplne zabudol na uzavretú Štúrovú keďže tadiaľ autom často nejdem. Už okolo štvrtej stáli autá po Kolársku. Na križovatke s Jesenského to tiež trochu brzdí električky.

Radlinského je už skoro hotová. Som myslel že bude asfalt ale pekne Creteprint dali, len im to teraz dosť mokne. To tej farbe a čerstvému betónu neublíži?





Construction of the new tram line to Petržalka.

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Originally Posted by fowner View Post
4. 5. 2014







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Old May 9th, 2014, 10:15 PM   #25
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When is it expected to be finished?
What is the end station in Petrzalka, the railway station or?
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Old May 10th, 2014, 01:23 PM   #26
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It is the first stage of a larger construction, which will connect the city center with the whole Petržalka district. This first part should be finished in 2015 and it will end in the middle of Petržalka borough. The second stage should start right after finishing of the first part and it will continue to the sounthern edge of the district, where the new large developments are expected to be built in the near future.
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Old May 12th, 2014, 07:59 PM   #27
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Old bridge is gone now. The new counstruction should be installed by the end of summer, until that time we can enjoy unusual view on the riverfront without one bridge.

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Old May 19th, 2014, 05:54 PM   #28
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Some information about the new trams for Bratislava:

Here for the Škoda 29T

Here for the Škoda 30T.
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Old May 19th, 2014, 06:55 PM   #29
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Future look of the tram terminal on Šafárik square in the city centre.



Now.
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Old June 5th, 2014, 10:53 PM   #30
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New trolleybuses in operation since 4th June 2014


Source: http://imhd.sk
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Old June 6th, 2014, 06:06 PM   #31
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When will start the delivery of the new trams? This year or 2015?
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Old June 14th, 2014, 03:01 PM   #32
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First of them should come by the end of the year (in November I suppose, just before the elections), fully delivered by the end of 2015.

However, the Public transportation company is going to buy also the new buses, which will be delivered before the November elections:

5 (+5 later) of Solaris Urbino:



20 (+20 later) of Iveco Urbanway:



And 25 (+25) long buses, the winner of the competition is not known yet. In total, 100 new buses, 120 new trolleybuses and 60 new trams by the end of the next year or year after. Soon there will not be any commie-time vehicles in Bratislava.
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Old July 31st, 2014, 01:43 AM   #33
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When will the new Skoda 29 or 30T trams to Bratislava? :-)
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Old July 31st, 2014, 01:54 AM   #34
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And i don't understand, what is it? Its compressor...
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Old July 31st, 2014, 06:16 AM   #35
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awesome buses....
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Old August 10th, 2014, 06:41 AM   #36
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Quote:
Originally Posted by historyworks View Post
There is no additional flexibility in bidirectional trams. They're useful for planned track reconstruction but well-run looped systems operate perfectly fine with one way trams. Two way trams offer much less seating, therefore are less attractive to passengers, are more prone to failure because of many more duplicated components to fail. Therefore their WOL costs are higher (purchase cost plus operation costs). Overall, two way cars are not a sensible investment. The reason you see them on so many new systems is that the designers don't have the tram knowledge and experience or, infrequently, there is genuinely not space for loops.
This doesn't explain why Melbourne's tramway network has always been bidirectional, or why the vast majority of other tramways in the British Empire were bidirectional.
At the time or writing, the great centenary has begun. The Great war began in Europe, and there, at the time of WWI, many (electric) tramways had trailers, which necessitated shunting whenever changing ends. Balloon loops, or sometimes wyes were the only way to avoid shunting. When they replaced their motor-trailer sets with articulated trams, they did not spend the money on cabs at the other end or doors and step-wells on the other side, nor on increasing track centres to accommodate these extras without eating into passenger capacity, the latter disrupting road traffic (obviously including trams). Cheaper and easier usually wins unless you have a specific requirement and if you have an existing system with loops or wyes in use, and all stops on the nearside, the extra doors and cabs will lack and real benefit.

When you have completely new track with completely new rolling stock, the cost of doors will not be material in the assessment but the cost of loops or wyes will be. In any case, you won't be continuing the use nor reusing parts of any tramway where motor-trailer sets once ran. You would also make the track centres and all clearances wide enough to accommodate a wider LRV than what is typical of legacy European systems, and considering how long they are, one can still have plenty of seats even with cabs at both ends and doors on both sides.
Also, many new build systems have wider ruling curves (20-25m) making loops more geographically difficult. Also, many new build LRT systems, especially ones dating from the 1980s and 1990s, did reuse parts of former railways. These railways invariably already had crossovers and maybe even stub termini, but not intermediate turnbacks, so it was easier just to continue with bidirectional running. Furthermore, I'm sure many of these sections were in cuttings or on embankments, where island platforms do have a real advantage because access from above or below can be shared between both sides of the platform.

There does seem to be additional flexibility in bidirectional running at least on new systems judging from the frequency of crossovers. If crossovers can be placed at more frequent intervals than intermediate turn backs (as I believe is usually the case for new build systems), then short-working is easier to do with bidirectional running.
However, if there is interrupted service on even one looped unidirectional tramline (as was the case in Geneva and Saint-Étienne), and the existing rolling stock are unidirectional, then the operator almost always has to wear in extra cost of placing loops or wyes on new extensions to be compatible with existing rolling stock, so buying more unidirectional rolling stock therefore does not add to track costs, but simply uses what the existing network has, even on new extensions.

But the flexibility advantage of conforming all physically connected lines within the same metropolitan area to one operational mode (either the whole fleet being bidirectional or all lines having turnaround facilities at both ends*) is probably greater than the flexibility advantages of bidirectional over unidirectional running, except maybe on very large networks covering very wide areas.

*The possible exception maybe temporarily truncated lines.

Last edited by Myrtonos; August 10th, 2014 at 12:58 PM. Reason: forgot to mention something
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Old August 10th, 2014, 03:32 PM   #37
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altough there is not real need for such connection.
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Old August 11th, 2014, 05:57 PM   #38
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Quote:
Originally Posted by Amrafel View Post
It is the first stage of a larger construction, which will connect the city center with the whole Petržalka district. This first part should be finished in 2015 and it will end in the middle of Petržalka borough. The second stage should start right after finishing of the first part and it will continue to the sounthern edge of the district, where the new large developments are expected to be built in the near future.
It's not clear to me where the endpoints will be for the first stage. Will the first stage connect the Petržalka train station to the city centre (via a new bridge)?
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Old August 21st, 2014, 12:35 PM   #39
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Nope. Petržalka train station won't be connected to the tram infrastructure at any stage. Tram will go through the central green corridor of Petržalka. I made a simple picture to show you, how it will look like:

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Old August 21st, 2014, 04:57 PM   #40
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Thanks! That looks like about a 20 minute walk from the temporary first stage endpoint to Petržalka train station. I presume there will be a revision of bus routes after the tram commences, with some buses running from the tram endpoint along Rusovska and Panonska streets.
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