Trolleybuses are electric vehicles which makes them more environmentally friendly than fossil fuel or hydrocarbon-based vehicles when implemented in the city. The power is not free as it has to be produced at centralised power plants, however, it is produced more efficiently making it more responsive to pollution control rather than individual vehicles exhausting noxious gases at street level. A trolleybus draws power from overhead wires using spring-loaded trolley poles made from wood and metal, which complete the electrical circuit by transferring electricity from a “live” overhead wire to the control and the electric traction motors of the trolley bus, a type of current collector.Each trolley pole, trolley bus elevation, tire and overhead wire will contain 3d printed piezoelectric cells generating electrical energy from pressure deformation in the semiconductors for on-board electronics. The city of Belgrade uses trolleybuses as one of it’s major modes of public transport with an extensive route stretching across the city and the suburbs.
19 Bus Stations to Be Built by March 2017, Connecting Cebu, Mandaue, Talisay, and Lapu-Lapu City and Serving Nearly 1,000,000 Riders.
Brooklyn-based architecture and design firm CAZA (Carlos Arnaiz Architects), with offices in Bogotá, Colombia;; Lima, Peru;; and Manila, Philippines, is pleased to announce their newest public works project, a Bus Rapid Transit (BRT) station in Cebu, Philippines. This is the first major public transit system ever to be developed in Cebu, which has a population of roughly 3.5 million. The system will serve 15–25% of the population, facilitating transportation and alleviating congestion for nearly 1 million citizens. As of May 2016, five of the nineteen stations have been built and are operational.
The striking white bus drivers building on the bus station at Amsterdam Central houses a workspace, pantry and a canteen for bus drivers on the first floor. Because the canteen is located on this higher level the drivers have a lot of privacy, with 180 degree views of the bus platform, the river IJ and Amsterdam North. On the ground floor there is space for storage, a technical area and toilets. The bus drivers building has been built three months.
When the road is reaching the town, the rocky landscape turns into a skyline of stone carved by man and History. A big animal‐feed silo, with huge concrete pipes looms over this skyline, showing how important is livestock sector where farming is really hard.
The intercity bus terminal was designed on the way to Aksaray, 5km away from the city center , due to the existing bus terminal’s incompatibility to handle the needs. The convenience of the linkage to the local road of Nigde and to the city center were the reasons why this area is preferred.
Large budgets and enormous amounts of energy are spent on the upgrading of major Dutch railway stations in Amsterdam, The Hague, Utrecht and Rotterdam. The efforts at creating quality environments related to public transport should not be limited to the station building itself. By paying close attention to all public space surrounding the railway hubs, the promise of true Transport Oriented Development can be kept alive. Maxwan’s plans for Rotterdam Central District emphasize the quality of that public space.
The Bus:Stop Krumbach was initiated by the municipality of Krumbach, the Vorarlberger Architekturinstitut (VAI) and Architekturzentrum Wien (AzW) in 2012. In early 2013 seven architect offices were invited to design one bus stop each and collaborate with local architects during the period of building application and construction. The architects were given no limitations other than scale which was had to harmonize with the surrounding environment. The following architects were invited; Wang Shu / Amateur Architecture Studio, Smiljan Radic, Sou Fujimoto, Alexander Brodsky, Ensemble Studio, Atelier Vylder Winck Taillieu and our studio Rintala Eggertsson Architects of which all accepted the assignment.
A western district and villages terminal was designed in the west of the city, Kayseri. The idea of creating a district terminal came up due to the fact that the transportation access difficulty of the existing travel agencies in the area. Besides, the traffic density caused by the transportation vehicles in the city center is an another reason.