My Transit agency finally took delivery of its first batch of New Flyer Xcelsior buses, today i got my first chance to drive one, and here are my first impressions and experiences.

To give perspective most of the vehicles in the fleet at my company are 2003 VanHool A330 buses and 2009 VanHool A300L and A300K models.

Note: Buses are generally built to the specific requests and requirements of the customer and the features of our fleet may or may not be found in other fleets of similar vehicles.

First Impressions: Our first taste of the Xcelsior came in the class room. We were given the manual provided by New Flyer for generic Xcelsior models as well as a manual more specific to our fleet.

First, the XDE models are powered by an array of very strong very heavy batteries which are mounted on the roof and the combined total weight is exactly 1 ton. These batteries power the drive train necessary for the vehicle to move. The Diesel engine is used as a power plant to "charge" those batteries. Akin to the way a Toyota Prius works. The weight of these batteries means that the XDE models are very top heavy, and this means that cornering and cross winds can affect the stability of the vehicle.

Second, the Xcelsior is equipped with regenerative braking and automatic retarders. This means that when you take your foot off of the accelerator pedal, the bus begins to slow itself down. The brake petal is extremely sensitive and even light tapping on the brake pedal result in harsh braking. The regenerative braking feature can be turned on and off but that is the discretion of the company. Otherwise the switch must remain on.

Because the Xcelsior "technically" doesn't have a transmission, and is powered solely by the batteries it accelerates very quickly as most hybrids do.

The Xcelsior has a very complex cooling system used to cool the mostly computerized components. 8 cooling fans regulate the temperature to the radiator and several lines of coolant run to cool the batteries.

The Xcelsior has a much better dash layout over the the A330. The warning lights and indicators are spelled out in words rather than symbols. This makes communication between drivers and mechanics extremely efficient.

Perhaps the biggest change for myself that will take come getting used to involves the steering wheel. The VanHool A330 has a 9 foot front overhang. This means that the front of the bus can go over curbs and turns can be completed with ease. Generally speaking, the farther the front wheels are from the front of the bus, the easier it is to turn. The closer the front wheels are to the front of the bus the harder it is to turn.

The A330 is a very easy to drive because of the unusually long amount of front overhang. Conversely this bus is very difficult to drive because of the unusually long rear tail swing which measures 11 ft. This means that if you are not careful the rear of the bus will most certainly always hit something.

The Xcelsior has no tail swing because it has no front overhang. This means that every turn made must be made precisely correct and there is a very little room for error.

Washington DC specific features: The District Department of Transportation (DDOT) held surveys over the course of 2 years asking customers what features they would like new buses to have. One of the biggest requested were outlets to charge cell phones and laptops. DDOT requested its Xcelsior models to be fitted with such outlets. A feature that WMATA buses are not equipped with.

Most transit agencies make use of a system known as CleverDevice. CleverDevice manufacturers automated announcement systems which announce the next stop and nearest intersections. Our buses have been fitted with this device but have not yet been activated.

During the survey it was discovered that half of all riders enjoyed the 3 doors found on the VanHool A330 and half did not. WMATA and DDOT explored the idea of 3 doors on a standard Xcelsior but it was determined it would not be cost effective. From a drivers perspective the 3 doors on the VanHool A330 have been nothing but an irritant we will be glad to see go. The buses we have are from 2003 and the doors have been known to malfunction and open even when the door open button has not been pressed.

New Livery: was designed by DDOT and then voted on by riders who selected a brighter more vibrant red and yellow. Older buses will be repainted in this new livery.

Quirks to get used to: Driving a bus built in 2003 has been easy as the technology is archaic in comparison. The Xcelsior cannot be put into gear until the brake pedal has been pushed firmly on the floor and the parking brake deactivated. The Xcelsior also will not be able to kneel unless the parking brake has been activated.

Starting the VanHool A330 is as simple as waiting for the glow plugs and waiting for the fuel management system to engage. Starting the Xcelsior requires patience and an understanding of how the Xcelsior powers itself.

The Batteries that power the Xcelsior must make contact with each other and various other components before it can be started. This is done with large magnets which make contact with each other first. Magnets replace the "transmission" as the force of large electromagnets repelling each other is what forces the wheels to turn. If this is not done first the bus will not start.

The Kneeling feature must be calibrated at the beginning of the day. The Xcelsior will record the first time it kneels (after the most recent engine start) then repeat that lower height for the rest of the time the engine is on.

Final Judgment: All in all the Xcelsior makes the average bus driver feel like a 747 pilot. It is a fun bus to drive but at $1.1 million dollars (DDOT specifications) fun is hardly the word one can use behind the controls.