Given SMRT's routes and deployments, id recommend the
following:
1. MAN NG363F A24 (18m, GML/LCG Licensed)
2. MAN NL323F A26 (14.7m, GML/LCL Licensed)
2. Volvo B9TL (11m, WEG2)
A24: High capacity and low dwell time as compared to DDs or
conventional 12m SDs. An A24 will comfortably take 120 ppl and 2
exit doors speed things up in the neighbouhood when everyones
either rushing to catch that trunk/train or simply get to school.
While others in this thread have recommended the integral LCG, i
would go for the GML bodied licensed LCG (similar to 388S but with
a lower roof like the A22s) to reduce costs. A side benefit of
having a full A24 feeder fleet is that the number of buses on
feeder duty can be kept consistent, leaving 12m SDs to be deployed
on trunk routes where demand can vary from time to time.
A26: Higher seating capacity and driveline suitability for
trunk-express routes (969, 965, 858). 12m DDs will suffer swell
time problems as mentioned below, and a general problem with DDs
are the creation of 'choke points' at the stairwells when pax are
unable to board the upper deck whilst alighting from the upper deck
is underway. Personal perference, although I will agree that 12m
DDs can be used for such routes (opening this up for further
debate).
11m B9TL: the 12m B9TL lacks the dwell time advantage of the A24,
and since it makes less sense to hold up nearly 100 ppl due to a
fraction of those alighting at major stops, a shorter version of
the B9TL mititates dwell time problems with 12m DDs whilst
retaining some capacity advantage over regular 12m SDs (90 as
compared to 70) for trunk duties. Similarly, the 11m DD has
advantages in the city area wrt maneuverability and safety as
comapred to 12m SDs or even articulated buses.
I like your idea about the A26s. But unlike the A22 (chassis
version of intergral body A21) and A24 (chassis version of integral
A23), there is no chassis version of the intergral A26 offered, so
the integral bus have to be ordered.
I have suggested this long time ago when SBS997A was still
around but I was always told that these type of rigids are too long
(SBS997A was 14.5m, 14.7m could be even worser). Recently MAN has
came up with the 13.7m A26 (Lion's City C), which slots in between 12m and 14.7m, which
I think that would be perfect, and the third door is
justifiable.
Here is the current integral and chassis lineup for MAN buses
and coaches: http://www.manpeople.mantruckandbus.com/man/media/migrated/doc/mn_group_2/MAN_Bus_Program__en_.pdf
