3 Things I want out of The New MDOT MTA NOVA Bus

With the looming arrival of Nova Bus here at The MDOT MTA, for some drivers this will mark the first time they've driven a non-New Flyer bus.

That's pretty exciting and I must admit, though I'm not a big fan of the buses design as I think the face is unattractive-- I have enjoyed seeing them around New York and Philadelphia

Every Driver has their fancy.

Things they like things, things they don't like. This is typically formed by years of experience in learning that some things you just prefer better than others. In my 10 years I’ve acquired a particular taste myself in The Buses I drive and what I like and want.

Here’s my list of 3 things I want from the New MDOT MTA Nova Bus.

1)The Return of the Auto-Retarder/ Engine Brake. (Please!)

I've Driven a lot of different Bus Models (Really Cool and Fun)

Neoplans, Nabi’s, New Flyers, New Flyer Hybrids, and the list goes on. Most commercial vehicles have something known as a retarder. This is also known as a Regen brake or Engine brake. In short, its a function of the Bus that starts the slowing down process, prior to the bus operator engaging the brake pedal..... Or so it was.

MTA Buses(by year) 97,98,99,00,02,04,06,08,09,10,11,12,13,14 all had this feature, and It was Perfect. Fast Forward into model's 2016-2018 and the feature was changed! (Insert Sad Face)

The former regen brake activated as soon as you disengaged the gas, allowing the bus to shave speed naturally and create drag prior to you engaging the actual brake pedal. This made for a more smooth and comfortable transition into stopping process(Stopping the bus..at least for me is a system and process, I'll blog on that another time)

However on the newer buses, this feature was abandoned and now you have to engage the actual brake pedal prior to the retarder even activating.

I don't like this because it now requires more of a immediate hard press on the brake to start the stopping process. This makes for a less comfortable ride, jerking forward during the start of the stop process and an extended “radius of stop” as I call it. (Overall Trajectory and Distance required to stop bus)

The Regen brake was a non-noticeable step in the process, similar to an airplanes flaps engaging as glides into a landing. The old Regen Brake helped you "glide into stopping"

Now the bus feels like we land, cut on the reserve throttle, flaps and spoilers at the same time. It gets the job done, but It's definitely not my first choice. The Newer Buses did become faster, and became harder to stop!

2) A More Reliable Bell

When you drive heavy haulers- lines thats have a lot of stops and carry a lot of ridership, nothing makes your job harder than having a broke bell.

Between the loud conversations, crowds and headphones. 80% of the bus has no idea the Bus never Notified the driver of a requested stop. This becomes extremely frustrating because it throws the flow of the bus off.

You pass stops you weren't supposed to pass, you stop at stops you could have continued through. People fuss at you because you never heard a bell, that didn't ring in the first place. Your competence gets questioned, riders get angry so forth and so forth. Also consider, people are shy, you would be surprised just how many people are nervous or anxious about yelling “next stop!” The numbers would shock you.

Broken Bells inconveniences passengers tremendously It takes away a layer of communication. I've personally seen riders who just get off whenever or wherever the bus stops, or just walk from the back to the front just to request the stop in the drivers ear. A more reliable bell can solve this, while helping maintaining trip flow

3) Third Door on Articulators

Dwell time is where you can make or break your schedule. Here in Maryland, certain lines can overcrowd,even with an articulator (we’re looking at you North Avenue). Extended stop periods due to disembarking can kill a schedule quick! You miss lights, have to re open and close the doors again. It slows the trip flow of the bus down.

Here’s one of my secrets--

When I had to work heavier lines back in my Bush Division days, I use to drive articulators with a smile. Other Drivers would look at me like I was insane. Why take a slow bus on a line that already has a tough schedule? In theory that makes sense, but I knew first hand that the size of the artic allowed me to control crowds better, and make faster more efficient stops. I could optimize the time my bus spent standing still. 

The current artics back door sits about about 45 feet in my estimation , which is great for the people sitting anywhere from the 40-60 feet portion of the bus. However The people in the middle are in a more time consuming spot due in part to the distance they have to travel to get to either door.

Imagine opening your rear door (+10 seconds) and the person from the center of the coach not making it before the door cycle closes. Now you have to start the cycle again, which will cost you another 10 seconds, tack on that 30 second light you just caught, and you've blown a minute at one bus stop.(Do that 5 times, and watch that trip tank!)

An additional back door could improve OTP, speed up dwell times, and improve trip flow by spreading out the passenger debarking process!