front end - essentially a space for wheelchairs, but ultimately one that could also be used for children's buggies. The whole design was lightweight so the power and energy requirements were kept to a minimum. The drivetrain was a series hybrid so that the final traction was electrical. The system used a lithium battery to recycle the braking energy onboard the bus. This mirrors the current approach being developed by TfL as it has recently introduced a wide range of hybrid buses into service in London. The three phases that use energy of the vehicle life are the manufacture, the service operation and the final disposal. The two ends stages use only about 8 to 9% of the total energy, so the vehicle operation is the dominant phase. The critical reduction in weight and application of hybridisation are the measures to reduce operating energy. These are supplemented by a fairly low power and low- speed approach to the operating schedules to suit dense urban traffic. The end product By adopting these combined measures, a reduction of the specific operating energy by around 50% would be achieved, once the product is fully developed. This measure would include two further operational factors, namely the benefits of some modal shift, so resulting in higher passenger numbers, plus the effects of intelligent operation. The vehicle is estimated to be 96% recyclable using established industry methods. The main aid to this high recycling proportion is the Images courtesy of TfL
use of the aluminium alloy structure, with the minimum of thermo- set composites. The end of life processing will be further developed during the vehicle program. It is believed that the Capoco Design submission, based on the company's RMXL concept, is a pragmatic solution to the New Bus for London challenge. It is a design tailored to modern London, and also configured to meet the very real economical and ecological challenges of the coming decade. It is deliverable, being based on a relatively proven combination of design methodologies and major system components. As part of the competition conditions, the full design rights, or IPR, of all the winning designs, were transferred to TfL. So all of this design data, from the Capoco Design entry and the other 26 winning designs, is now the property of TfL. This information, together with that of other entries is therefore now being used as a foundation for the commercial tendering process that is now getting underway. This procurement process is aiming to purchase the new buses with a prototype set to hit the streets of England's capital in 2011. This test vehicle will be followed by further busses in 2012. more information? click here! " The whole design was lightweight so the power and energy requirements were kept to a minimum"