from competing catenary-free technologies is the potential of the system beyond light rail. A 125m-long setion of public road in the Belgian town of Lommel has been equipped with Primove, and tests are underway with a bus and a car. In June Bombardier and Braunschweig Transport launched a BMVBS-supported project to test two Primove-equipped buses on a 12km bus route in the German city. Bombardier is also extending the technology to commercial vehicles and is testing a van with a new prototype power receiver for smaller road vehicles at its eMobility facility in Mannheim.
Bombardier anticipates that the global electric bus market will represent 235,000 new vehicles over the next decade, and the value of the electric bus/taxi market is expected to increase from $US 6.24bn to $US 54.1bn by 2021. As light rail systems are almost universally electrified, the arguments in favour of adopting induction technology are naturally quite different from those for road vehicles. But the extension of Primove to other modes means economies of scale and the commonality of components could help to make this innovative technology even more accessible for future light rail projects. IRJ
The power receiver unit is mounted below the floor of the vehicle.
Primove wayside components
Inverter unit (left) and primary winding. IRJ August 2012
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