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Art Lewellan
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15 minutes is the 'cut-off' wait period for most people. Beyond 15 minutes subtracts ridership. 12 minutes is reassuring. 5 minutes is the urban center ideal. Streetcar lines, 'circulators' (Denver 16th St Shuttle) can displace or work with traffic, especially on couplets. Pedestrian travel patterns benefit 'connecting street' small business. Trips can be orderly planned, especially with circulators. The Seattle Streetcar line planned will turn from Jackson north on 1st Ave in the Left lanes with Center stations; high impact, least stations. A Trolleybus Circulator on 1st to Queen Anne instead. My route for Seattle Streetcar is Jackson to Alaskan Way to Coleman Dock, sooner or later extend to Interbay/Ballard. At Left is WSDOT's Concept 'D' CRC I-5 Interstate/Hayden Island. Oh thank you so much, Warshingtonians? ODOT's version Concept#1 was a hushed-up rejection. Stop Bertha and Mercer West. SDOT/WSDOT totally misled.
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edit: (unsure 1st Ave Streetcar with Left-lane Center-stations) I went with 5th & 4th Ave rail straight to King Station then straight to Alaskan Way on a Jackson and Main St(historic railbed) in a couplet. The rail turn and route on 1st Ave will be high impact and probably accident-prone. Waterfront Streetcar can climb Queen Anne hill on W 3rd Ave to Mercer. Final note: I dislike Mercer West design. I doubt the 'Drill-fill Sea-fence' technique is credible. I oppose Bertha DBT vehemently. WRONG TYPE tunnel for unstable soil conditions. Yeah, Seattle's got me down. Box Cut-Cover Tunnel/Seawall still possible, and makes too much sense.
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Jarrett, we spoke at PSU. I showed you my Trolleybus Reconfiguration design for Seattle. In your recent works I can now see similarities in viewpoint though I still praise couplets. Trolleybus lines arranged in couplets e/w to climb hill past Broadway to 12th Ave Turnarounds, similar to Lake Union, n/s on 1st/3rd Aves between Mercer and Jackson for frequency and curbside stops. (usure 1st Ave Streetcar with Left-lane Center-stations). Reduced overhead clutter, minimized turns. I hope to apply this 'circulator' theory in San Francisco.
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Standard drivetrains like the Honda Accord cannot be upgraded to Plug-in as can a hybrid. High MPG is a secondary consideration when a Plug-in Hybrid can act as an emergency power supply and moreover effectively achieve 500 MPG when daily driving distance is kept low. Rooftop photovoltiac solar panel systems are better matched to PHEVs than BEVs because their smaller battery pack keeps cost low and serves a larger market. The Honda hybrid does not offer this Ford/Toyota hybrid advantage.
The chassis type - common para-transit van - should be considered obsolete for mass transit because it won't accommodate a user friendly low-floor arrangement. Front wheel drive hybrid is the logical successor. GM & Ford are happy to cheaply produce and profit from the sale of high-floor para-transit vans but elderly and disabled patrons would appreciate easier boarding. Furthermore, battery packs are the more ideal energy storage system. Ultra-capacitor electric drive assists the engine, but the engine must assist the electric drive to achieve maximum energy and fuel economy, and a battery pack is necessary for that end goal.
HYBRID technology is more advanced than All-Battery Electric and hydrogen fuel cell. PLUG-IN HYBRID technology can reach 3x the market. Hybrids more readily convert existing body types. Photovoltiac panels are a better match with PHEV. The internal combustion engine must continue to improve with new bio-fuels and hydrogen use 'sparingly' in the PHEV Hybrid drivetrain market which will predominate.
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Apr 23, 2012