Archivo de la etiqueta: peru

THE VOLVO B380R BUS REMAINS STRONG IN PERU’S BUSINESS TRANSPORTATION

TRANSPORTATION LINE RECEIVES EIGHT NEW BUSES

Colombiabus newsroom – Volvo Group Perú / William Marroquín

Business transportation for mining activities has been one of the segments that has allowed Peruvian highway bus operators to resist the onslaught of this pandemic and keep them active. Large multinationals are in charge of the exploitation contracts, such as the Sociedad Minera Cerro Verde, which extracts copper and molybdenum in Arequipa with the highest safety standards.

For the main economic activities in Peru such as mining, construction and transport of personnel in general, there is a bus that has been positioning itself as one of the leaders in the preferences of companies, and it is the Volvo B380R. Engineered with the latest technology, where safety, fuel efficiency, comfort and reliability are paramount.

Transportes Línea, which is recognized for its paint scheme based on red and also for keeping the windows covered with micro-perforations that simulate red paint, is one of the main customers of the B380R, choosing it together with the Irizar i6S model, built in the Botucatu plant to mobilize staff.

Eight new units will arrive at the Cerro Verde operation with a chassis that stands out for being the lightest among its competitors, with great power for engine displacement, making it very economical in fuel consumption, delivering 380HP and complying with the Euro 5 emissions standard. Also, the delivery of torque is important, since the propeller reaches 1,785Nm, allowing capacity to recover and accelerate in any change.

An important novelty of these Volvo B380R is the DSS (Driver Support System) system that includes the devices of the active safety package such as adaptive cruise control, driver distraction alert, automatic emergency braking and warning of involuntary lane departure, so that, true to the values ​​of every Volvo bus, it stands out for the protection of the occupants, including the motorcyclist.

PERU APPROVES STANDARD FOR ELECTRIC BUSES IN LIMA AND CALLAO

ALSO SPECIFIES AIR RENEWAL STANDARDS

Colombiabus newsroom – ATU / William Marroquín

To facilitate and encourage the incorporation of zero-emission vehicles into Integrated Public Transport Systems, which are also modern and accessible to ensure inclusive mobility for the inhabitants of Lima and Callao, the Urban Transport Authority (ATU) published the Bus Standard Electrical Pattern.

Based on Directorial Resolution 02/2021, which was part of a project that was submitted for discussion, to standardize the characteristics of dimensions, capacities, weights and motor skills, the managing body of transportation in the Peruvian capital published the Directorial Resolution N° 0011-2021-ATU / DIR to be followed by public transport companies wishing to incorporate electric buses and, of course, manufacturers.

The electric buses that are incorporated for transportation in the Lima and Callao area, may have lengths of 9 and 12 meters long for single-body vehicles (midibus and standard), in addition to the articulated and bi-articulated buses that may offer 18 and 27 meters long, respectively. The capacity will start with the 40 passengers of the 9-meter midibus and will reach up to 250 of the double-articulated bus. Likewise, its battery packs must allow a range of at least 200 kilometers.

The permitted vehicle weights will start at the maximum 18,000Kg allowed for the 9-meter bus, up to 42,000Kg for the bi-articulated bus. The angles of attack, the heights from the floor to the passenger lounge, running boards, location of emergency exits are also considered. The units also have defined equipment and locations to facilitate access for people with reduced mobility (ramps, wheelchair lifts, preferential seats and for those traveling with live aid, etc.)

An important section is the renewal of the air inside the vehicles, having to be equipped with forced mechanical ventilation systems that allow fresh air to be delivered and to expel the stale at least 30 times per hour. Fans, inductors and extractors must consider a continuous work day of 14 hours. The master buses will also have an air conditioning system, as well as a biosafety system (which includes temperature gauges when entering the bus) and video surveillance cameras (to view the interior and exterior of the unit).

Speakers and signs will also be included for the transmission of variable information to the users of the service, acoustic alerts, racks for the transfer of bicycles in the front of the vehicle, among other features that will optimize the experience and improve the quality of the service in favor of the Username.

The publication of this standard is the product of a process of dialogue, learning and feedback with operators, entrepreneurs and local and international authorities. In this way, it is expected to offer the best conditions for the new buses that come to operate in the integrated transportation system for the nearly 11 million inhabitants of Lima and Callao.

PERÚ APRUEBA ESTÁNDAR PARA BUSES ELÉCTRICOS EN LIMA Y CALLAO

TAMBIÉN ESPECIFICA ESTÁNDARES DE RENOVACIÓN DE AIRE

Redacción Colombiabus – ATU / William Marroquín

Para facilitar e incentivar la incorporación a los Sistemas Integrados de Transporte Público de vehículos cero emisiones, que además sean modernos y accesibles para asegurar una movilización incluyente para los habitantes de Lima y Callao, la Autoridad de Transporte Urbano (ATU) publicó el Estándar de Bus Patrón Eléctrico.

Con base en la Resolución Directorial 02/2021, que hacía parte de un proyecto que fue sometido a discusión, para estandarizar las características de dimensiones, capacidades, pesos y de motricidad, el ente gestor del transporte de la capital peruana, publicó la Resolución Directoral N°0011-2021-ATU/DIR que debrán seguir las empresas de transporte público que deseen incorporar buses eléctricos y naturalmente, los fabricantes.

Los buses eléctricos que se incorporen para transporte en el área de Lima y Callao, podrán tener longitudes de 9 y 12 metros de largo para vehículos monocuerpo (midibus y padrón), además de los articulados y biarticulados que podrán ofrecer 18 y 27 metros de largo, respectivamente. La capacidad arrancará con los 40 pasajeros del midibus de 9 metros y llegará hasta los 250 del autobús con doble articulación. Asimismo, sus paquetes de baterías, deberán permitir una autonomía de por lo menos 200 kilómetros.

Los pesos vehiculares permitidos arrancarán en los 18.000Kg de máximo admitido para el autobús de 9 metros, hasta los 42.000Kg del biarticulado. Los ángulos de ataque, las alturas del suelo al salón de pasajeros, estribos, ubicación de salidas de emergencia también están contemplados. También las unidades tienen definidas los equipos y ubicaciones para facilitar el acceso de las personas en condición de movilidad reducida (rampas, elevadores para sillas de ruedas, asientos preferenciales y para quienes viajan con ayuda viva, etc.)

Un apartado importante, es la renovación del aire al interior de los vehículos, teniendo que estar equipados con sistemas de ventilación mecánica forzada que permita entregar aire fresco y expulsar el viciado por lo menos 30 veces por hora. Los ventiladores, inductores y extractores deberán considerar una jornada continua de trabajo de 14 horas. Los buses patrón contarán también con un sistema de aire acondicionado, así como con un sistema de bioseguridad (que incluye medidores de temperatura al ingresar al bus) y cámaras de video vigilancia (para visualizar el interior y exterior de la unidad). 

También se incluirán parlantes y letreros para la transmisión de información variable a los usuarios del servicio, alertas acústicas, racks para el traslado de bicicletas en la parte frontal del vehículo, entre otras particularidades que optimizarán la experiencia y mejorarán la calidad del servicio a favor del usuario.

La publicación de este estándar, es producto de un proceso de diálogo, aprendizaje y retroalimentación con operadores, empresarios y autoridades locales e internacionales. De esta forma, se espera ofrecer las mejores condiciones para los nuevos buses que lleguen a operar en el sistema integrado de transporte para los cerca de 11 millones de habitantes de Lima y Callao.

Les invitamos a consultar las dos resoluciones normativas en estos enlaces:

HIGER BUS WOULD ASSEMBLE BUSES IN BRAZIL AND STUDY OTHER LATIN COUNTRIES

Colombiabus Newsroom – Portal Movilidad

THEY HAVE ALSO EVALUATED OPTIONS FOR TRANSMILENIO

Higer Bus is one of the main Chinese bus builders and was established in 1998, it belongs to the same business group that owns the King Long and Golden Dragon brands, being capable of producing about 35,000 buses per year of all technologies (diesel, gas, electrical and fuel cell). Likewise, it has maintained the alliance with Scania with which they manufacture 10,000 vehicles per year.

This alliance continues to consolidate and is now taking another step with the Azure line, designed with technical support from Scania, with 100% electric technology, concentrating for the moment on the Brazilian market. Although they are preparing the development to have the version powered by hydrogen. Currently, the Chinese firm has electric models that range up to 18 meters and with developments in the Latin American nation of 23-meter bi-articulated and 15-meter standards with double rear axles.

However, they recognize that they have a disadvantage compared to other Chinese brands such as BYD, Yutong and even their King Long cousins, who have taken steps in Latin America not only with electric vehicles. «We are a bit behind in Latin America, our introductory force today is Brazil, which has a very fast absorption capacity and good prospects for the next few years,» said Marcello Barella, Higer’s Director for South America.

The idea is to participate in the fleet renewal plan of the city of Sao Pablo, which by 2034 estimates a replacement of 1,200 buses per year. They also hope to participate in electromobility projects in countries such as Argentina, Chile, Colombia, Mexico and Peru, although it will depend on alliances with energy providers such as Enel or Engie, which are the main investors.

“In the case of Transmilenio, we talk a lot with companies, but the problem in South America is not the type or what brand, it is financing. Without an investment group that accompanies the manufacturers, it is very difficult to enter the markets», Barella mentioned to Portal Movilidad.