(21 May 2014, 4:36 pm)Dan wrote
Metrodecker: the new London bus
Manufactured by Leeds-based Optare, the new fuel-efficient double decker could be in service by the end of the year


http://www.telegraph.co.uk/finance/newsbysector/industry/10846546/Metrodecker-the-new-London-bus.html

(21 May 2014, 4:50 pm)NEBCD Malarkey wrote I think it is Hideous to be brutally honest.

(21 May 2014, 4:51 pm)citaro5284 wrote What makes it hideous Adam?

(21 May 2014, 4:50 pm)NEBCD Malarkey wrote I think it is Hideous to be brutally honest.

(21 May 2014, 5:09 pm)Andreos Constantopolous wrote I heard the demo Versa and an ANE Gemini copped off a few months back at Belmont.

Looks the rumour was true!

(21 May 2014, 5:24 pm)NEBCD Malarkey wrote That's odd as I thought Buses were referred to as Women, which would mean either the Versa or the Gemini is a Hermaphrodite then.

(21 May 2014, 5:01 pm)NEBCD Malarkey wrote The front end of the Vehicle and those Upper Deck Windows and the fact it has been built for London is what makes it Hideous citaro5284.

Launch of new Optare MetroDecker double deck bus in the Piazza. London Covent Garden, Jubilee Market.
https://www.youtube.com/watch?v=4f5iST_9eTY

(22 May 2014, 8:21 am)Marcus wrote Is that a double door Versa I can see in the background?

(22 May 2014, 8:28 am)Dan wrote The front overhang doesn't appear to be quite as big as the Versa - perhaps a MetroCity to go with the MetroDecker?

• Avaliable in 2 lengths - 10.5m and 11.1m
  
• Built to just one height (14ft 1 1/2in) and to a narrower width (2.5m) to the rest of the decker (2.55m)
  
• Engine is the 228bhp 5.1 litre Mercedes-Benz OM934LA (also used in the Solos and Versas, and will also power the StreetDeck) installed in a transverse layout (compared to the longitudinally layout in the StreetDeck) with a six-speed ZF Ecolife gearbox
  
• Hybrid, Electric and flywheel mirco hybrid version to be available from next year
  

(22 May 2014, 8:28 am)Dan wrote The front overhang doesn't appear to be quite as big as the Versa - perhaps a MetroCity to go with the MetroDecker?

(23 Jun 2014, 6:38 pm)BJ10VUS wrote Metro City or Metrocity as in "atrocity"?

(23 Jun 2014, 6:40 pm)Dan wrote Hopefully the former - could lead to operators calling them a 'monstrosity'.

(24 Jun 2014, 4:52 pm)DaveyBowyer wrote Looks nice but the E400 MMC is the only suitable double deck offering as far as I'm concerned for anything outside London and with the R&D that ADL put into it and with the exception of the likes of Coast Castles, X93 and TTX, a well fitted and set up Cummins 6.7 unit combined with new bodywork and electrics will deliver good reliability if well looked after. Sorry but a 5 litre engine is absolutely no good. ADL could even introduce a B8TL chassis at somepoint when Mr Souter is looking to replace his N230UD versions for long and demanding routes. It looks good and could give the B5TL / Gemini 3 a good run for it's money but for normal suburban and mid range interurban work double deck work, the MMC wins hands down. Sorry but unless Optare either insert and to a high standard fit at least a Cummins 6.7 unit, they've got no chance of any orders.

(24 Jun 2014, 5:37 pm)Kuyoyo wrote BIB: prey tell how are ADL going to introduce a B8TL chassis when Volvo do the B-TL!? Face facts Davey, there will be no B8TL in the style of the B5TL - because it would mean taking more weight out of the chassis to fit the 8 litre engine and retain the weight saving, plus the cost to do so will likely outweight the orders for it (and before you bang on - First and Stagecoach are now set on E400s, Arriva are likewise going so, Go Ahead are taking the first E400MMC for Oxford and notice that the only real independent taking Volvos has been Delaine)

(24 Jun 2014, 5:58 pm)NEBCD Malarkey wrote Yeah but Stagecoach have ordered Volvo B5LH's with the New E400 Bodywork in a Partnership between Volvo and Alexander Dennis, So surely that Partnership between Alexander and Volvo would allow for the B8TL to happen, and I would think Wrightbus would also have some input on this Partnership also.

(24 Jun 2014, 6:15 pm)aureolin wrote Whether I agree or not, I honestly think that if there was a huge demand for larger engines at euro 6 standard, then we'd be seeing one in production as we speak. From a manufacturing point of view it makes no sense to not enter a market where there's both a gap and demand. There not being one (that we know of) in production tells me that operators aren't demanding the same as enthusiasts.

(24 Jun 2014, 6:26 pm)Andreos Constantopolous wrote I wonder if the manufacturers are trying to meet the financial requirements of the operator - whilst being unable to meet the performance needs?

Technology will possibly find a middle ground...

According to reports, the b5 has struggled to keep to timetable in both Edinburgh and on Tyneside - however affordable it may be.

(24 Jun 2014, 6:21 pm)DaveyBowyer wrote But GNE when replacing the B9TL and B5LH in about 7-8 years time could do the following:

- ADL Integral for Cobalt Clipper (15+2), Fab 56 (15+2), Angel (18+2) and if it goes down the same route and the Cobalts and Fab 56 went through with double deck upgrades, the Crusader (14+2).

- Volvo B8TL option for the TEN (13+2), Red Arrows (14+2) and TTX (7+1).

In total, the ADL Integral option would generate 81 orders including spares and the B8TL option would generate 42 orders including spares in total creating 123 orders to ADL from GNE alone.

(24 Jun 2014, 6:34 pm)aureolin wrote Scania do both 13.0 six cylinder and 16.0 v8 truck engines capable of 250-730bhp whilst still meeting Euro 6 emission standards, so the technology is at least there.

I really don't know about the financials. I think it makes less financial sense to rapidly increase the rate of depreciation of your assets, as your not necessarily getting value of money from them. putting them on unsuitable routes does just that. you wouldn't think the first lot of Gemini's are only a year older than the ex red arrows Citaros...

(24 Jun 2014, 6:46 pm)Andreos Constantopolous wrote Except a truck engine power to weight ratio is totally different to a bus.

You stick a big powerful lump in the front of a tractor unit and don't need to take into account low floors etc. Some even have the 'nose' like a RM or similar to the ones you see in the movies.
It is essentially designed to haul the trailer.

Scania or whoever else, need to reduce those engines in size, whilst squeezing out fuel costs and maintaining performance.

As for the next point, I agree.
Not sure who will buy a bus with a knackered, worn out engine.
I imagine the resell value will have been factored into the initial outlay - whether those costs were predicted to be more than they possibly could be, is another thing.

(24 Jun 2014, 6:50 pm)aureolin wrote the point was more that engines of that size and power are being produced to euro 6 emission standards. it's a start.