Google's shuttles go more than 90 miles north and south, roughly equal to the distance between Philadelphia and New York, and as far inland as the Central Valley, according to spokesman Michael Appel. That includes buses to the garlic capital of Gilroy southeast of San Jose, the outer limits of the East Bay in Livermore, Santa Cruz, and San Francisco's northern suburbs in Marin County. "We transport more than 6,000 people on 80 routes each day," Facebook spokesman Anthony Harrison confirmed, a sharp increase since the last time the company released numbers. Their longest routes now stretch north across the Golden Gate Bridge, south to the surf town of Santa Cruz, and east to the Central Valley - a total service area approaching 3,000 square miles. They all now offer shuttle service to at least the extended suburbs of the East Bay, according to interviews and reports Protocol consulted.
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In the meantime, those companies - plus Tesla, Apple, Netflix, LinkedIn, Genentech and others - are trying to solve the problem with long-distance buses. The mismatch between jobs and housing has become so extreme that Google and Facebook have proposed building thousands of apartments or condos on their own campuses. The crisis is compounded by anti-development politics that make it hard to build new housing and patchwork public transit systems that make it difficult for commuters to get to work without driving. High tech salaries have driven up housing prices in Silicon Valley, San Francisco and the East Bay, forcing white- and blue-collar workers alike to move farther away from their jobs. Tech shuttle sprawl speaks to the unique pressures that the industry has put on the region. "We're going to be in these farther-flung places, and that's our reality because we're not going to be able to create affordable housing." Certified with a passenger capacity of 87, it has 43 seats on the top deck and 17 seats in the lower saloon, built to a two-door specification."That just tells you the story of the Bay Area," said Russell Hancock, president and CEO of regional think tank Joint Venture Silicon Valley. The launch vehicle – which has been built to Transport for London (TfL) specification – is scheduled for evaluation in London during 2017. The first Volvo Hybrid Double Deck was introduced in UK in 2009 – by the end of 2016 there will be more than 1,500 in service. The B5LHC is the latest model in Volvo’s Electromobility range, which includes Hybrid, Electric Hybrid and Full Electric vehicles along with connected services and maintenance packages tailored to urban transport systems. This allows the bus to charge safely while passengers embark and alight.
The opportunity charging system is fully automated and takes between three and six minutes, using the same charging system as Volvo’s full-electric buses and uses a pantograph, which makes physical contact with the bus from above.
Regenerative braking recovers energy from the drivetrain and is used to recharge the battery. Once outside city centre zero emissions zones, the Euro 6 diesel engine takes over, giving greater flexibility and operating range. The bus has the ability to operate with zero tail pipe emissions in electric mode for around seven kilometres, or 4.5 miles, between charges. It gets a more powerful electric motor, increased capacity Lithium-Ion battery rated at 19kWh and an opportunity charging set-up that allows it to be boosted at terminuses and bus stops. The Volvo B5LHC Double Deck Electric Hybrid is the newest addition to the Swedish firm’s Electromobility range and builds on the success of the company’s 7900 Single Deck Electric Hybrid, launched in 2014. An all-new electric hybrid double decker bus has made its debut at the Euro Bus Expo at the NEC, Birmingham.
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