Ireland Will Get Its First Electric Bus: A Volvo 7900e

FEB 23 2019 BY MARK KANE 14

It seems that Ireland was omitted in bus electrification

We have lived to a time when the number of all-electric buses is counted is hundred of thousands globally. There are however still entire countries where there are none.

For example, Ireland will get its first electric bus later this year. It will be a single door 12m Volvo 7900 Electric ordered for Crowne Plaza Dublin Airport Hotel.

“This will be the first electric bus to go into operation in Ireland and will provide an efficient and environmentally friendly service for passenger transfers at Dublin Airport.

The partners in the project are Volvo Buses, Crowne Plaza Hotel and energy company ESB. The bus will be deployed at the end of the year on a route which operates between the Crown Plaza, Holiday Inn Express and Terminals 1 and 2 at Dublin Airport.”

The bus will be equipped with a 200 kWh battery and fast charging option up to 150 kW using CCS Combo 2 plug.

The photo above presents one of the eight fully electric Volvo 7900 buses in operation in Harrogate, UK.

Nick Page, Managing Director for Volvo Bus UK & Ireland, said:

“We’re really pleased that the 7900e has been chosen to provide services for these hotels in and around Dublin Airport and that it will be the first electric bus to enter operation anywhere in Ireland.”

“We’ve seen from experience with the 7900e the kind of contribution that can be made to improving air quality. In addition to the UK trials, it has been successfully tried and tested across Europe in countries including Sweden, Germany, Belgium and Luxembourg.“

Categories: Bus, Volvo

Tags: , ,

Leave a Reply

14 Comments on "Ireland Will Get Its First Electric Bus: A Volvo 7900e"

newest oldest most voted

Volvo buses uses 600 V battery so an 800 V class CCS 2 charger will be used.

So if you wonder why CCS charger industry makes all these 800 V chargers when Porsche Taycan has not yet been launched, it is because there is already a large market where electric buses and trucks uses class 800 V CCS chargers.

There is an established market for 700 V overhead pantograph chargers, but “large” is a relative term. I think the market for trucks is an order of magnitude smaller than for passenger cars, and the bus market is an order of magnitude smaller than trucks (at least in some regions). But I agree that 800 V chargers will be more important for heavy vehicles. For cars, 350 kW is an expensive stunt. For heavies, 350 kW is almost enough for the majority of use cases.

The Opp-charge pantograph is max 750 V and battery voltage is nominal voltage. Since ~2015 electric bus market has been much bigger than electric truck market (>10 t), because many European cities want to use zero emission buses. Volvo delayed truck plans to first concentrate on buses.

““large” is a relative term.”

Indeed, but currently 800 V passenger car market is 0 vs. 1000s of electric buses.

“For cars, 350 kW is an expensive stunt.”

If cars need to charge in <20 mn it is needed.

Kinda off-topic: but this thing looks really bad… Like they didn’t want to invest in adapting the body to incorporate the battery, but rather just bolted it on top of a standard body.

Let’s hope they do better in future models.

Putting all the batteries under the floor is pretty difficult if the bus is also going to keep the low floor which allows people in wheelchairs, mothers with baby buggies etc to get in and out of the bus easily.
Where else are you going to put them then?
In a trailer that gets towed?

Proterra fits most of their batteries in the floor. But they designed their buses from the ground up as electrics, not conversions. Still, I doubt that most of the batteries in the Volvo are on the roof, I suspect most are where the diesel would have been. Not sure.

Proterra hasn’t sold a significant number of buses despite their advertised “superior” technology. Weird, right? Or maybe not.
Any thing that makes buses higher will be dismissed. Low floor buses are mandatory for many reasons. One is the access of disabled people, elderly people, etc. The other is fastr access. The lower the bus, the faster the boarding and exiting, thus a shorter stop and faster service. If the bus is higher because of underfloor batteries, it will both make the boarding and exiting slower and the ramp opening slower (because of more important height). This is a huge loss of time. Buses need to be on time.

Do they really? Based on looks, I would assume they have the batteries on the roof, just like everyone else.

I’m not talking about the placement. Putting them on the roof is just fine — everyone else does it too. I’m complaining about the poor design integration.

I suspect that the overhead pantograph charger engages in that roof area that you don’t like the looks of. The CCS is an option, but Volvo has been doing automated pantograph charging for years.

That’s an interesting point… Still I’m sure they could have made it look more streamlined if they put more effort into it. It’s not the only model with pantograph charging, and I don’t remember the others I have seen looking like that.

Your believe you are clever when you actually are not.
Many modern trains have most of their electrical equipment on the roof for easier maintenance and low-entry access. This include trams, commuter trains, regional trains and high-speed trains.
Tens of thousands of double-decker buses have travelled and are travelling millions of kilometres each year. That additional weight – much more important than a few batteries – in height has extremely rarely been an issue either.
Tens of thousands of buses have a compressed natural gas tank on their roof.
Why putting batteries on the roof would be an issue or a bad idea?

You misread my comment. But thanks for the ad hominem…

Weird how one bus gets a headline when in January EV registrations grew by 680% – mainly thanks to an arse-load of (+300) Kona EVs.
https://www.rte.ie/news/business/2019/0201/1026913-simi-car-figures/