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Guidebook for Deploying Zero-Emission Transit Buses (2021)

Chapter: Phase 5 Fueling Infrastructure Deployment

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Suggested Citation:"Phase 5 Fueling Infrastructure Deployment." National Academies of Sciences, Engineering, and Medicine. 2021. Guidebook for Deploying Zero-Emission Transit Buses. Washington, DC: The National Academies Press. doi: 10.17226/25842.
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Suggested Citation:"Phase 5 Fueling Infrastructure Deployment." National Academies of Sciences, Engineering, and Medicine. 2021. Guidebook for Deploying Zero-Emission Transit Buses. Washington, DC: The National Academies Press. doi: 10.17226/25842.
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Suggested Citation:"Phase 5 Fueling Infrastructure Deployment." National Academies of Sciences, Engineering, and Medicine. 2021. Guidebook for Deploying Zero-Emission Transit Buses. Washington, DC: The National Academies Press. doi: 10.17226/25842.
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Suggested Citation:"Phase 5 Fueling Infrastructure Deployment." National Academies of Sciences, Engineering, and Medicine. 2021. Guidebook for Deploying Zero-Emission Transit Buses. Washington, DC: The National Academies Press. doi: 10.17226/25842.
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Suggested Citation:"Phase 5 Fueling Infrastructure Deployment." National Academies of Sciences, Engineering, and Medicine. 2021. Guidebook for Deploying Zero-Emission Transit Buses. Washington, DC: The National Academies Press. doi: 10.17226/25842.
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Suggested Citation:"Phase 5 Fueling Infrastructure Deployment." National Academies of Sciences, Engineering, and Medicine. 2021. Guidebook for Deploying Zero-Emission Transit Buses. Washington, DC: The National Academies Press. doi: 10.17226/25842.
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Page 91
Suggested Citation:"Phase 5 Fueling Infrastructure Deployment." National Academies of Sciences, Engineering, and Medicine. 2021. Guidebook for Deploying Zero-Emission Transit Buses. Washington, DC: The National Academies Press. doi: 10.17226/25842.
×
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Page 92
Suggested Citation:"Phase 5 Fueling Infrastructure Deployment." National Academies of Sciences, Engineering, and Medicine. 2021. Guidebook for Deploying Zero-Emission Transit Buses. Washington, DC: The National Academies Press. doi: 10.17226/25842.
×
Page 92
Page 93
Suggested Citation:"Phase 5 Fueling Infrastructure Deployment." National Academies of Sciences, Engineering, and Medicine. 2021. Guidebook for Deploying Zero-Emission Transit Buses. Washington, DC: The National Academies Press. doi: 10.17226/25842.
×
Page 93
Page 94
Suggested Citation:"Phase 5 Fueling Infrastructure Deployment." National Academies of Sciences, Engineering, and Medicine. 2021. Guidebook for Deploying Zero-Emission Transit Buses. Washington, DC: The National Academies Press. doi: 10.17226/25842.
×
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Page 95
Suggested Citation:"Phase 5 Fueling Infrastructure Deployment." National Academies of Sciences, Engineering, and Medicine. 2021. Guidebook for Deploying Zero-Emission Transit Buses. Washington, DC: The National Academies Press. doi: 10.17226/25842.
×
Page 95
Page 96
Suggested Citation:"Phase 5 Fueling Infrastructure Deployment." National Academies of Sciences, Engineering, and Medicine. 2021. Guidebook for Deploying Zero-Emission Transit Buses. Washington, DC: The National Academies Press. doi: 10.17226/25842.
×
Page 96

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85 PHASE 5 FUELING INFRASTRUCTURE DEPLOYMENT 5.1 Overview After selecting the fueling infrastructure method and technology, you will need to complete the necessary activities to design and deploy your infrastructure. Infrastructure deployment is critical for bus acceptance and is one of the more complex phases of deployment, requiring time and coordination with stakeholders. Infrastructure installation must be substantially complete prior to bus delivery for proper acceptance testing. This phase of deployment will likely require an outside design or construction firm, necessitating that the time and effort of a formal bidding process be included in the project timeline. Early engagement of stakeholders, including utilities, permitting authorities, facilities, maintenance, designers, and the bus OEM will be necessary for resolving issues and accomplishing a successful deployment. While the complexity of deployments can vary, the process for this phase of deployment typically includes: Best practices for fueling infrastructure deployment include: • Ongoing coordination between your transit agency, equipment providers, designers, contractors and utility providers; • Designing for current and long-term plans; • Clearly delineating contractor and OEM responsibilities for infrastructure installation; and • Ensuring commissioning and acceptance of infrastructure coincides with bus delivery . • Stakeholder engagement, • Site selection, • Design, • Permitting, • Construction, and • Commissioning.

86 Guidebook for Deploying Zero-Emission Transit Buses 5.2 Key Stakeholder Considerations Project Managers • Ensure infrastructure deployment and upgrades to maintenance facilities are completed prior to bus acceptance for proper testing and validation of the buses. • Create a realistic project timeline, allowing for the continued coordination of stakeholders, a formal bidding process, facility and power supply upgrades, design and construction, and commissioning of the station prior to bus delivery. • Conduct a kick-off meeting with key stakeholders, including designers, equipment manufacturers, power utility representatives, facility managers, maintenance and operation managers, and health and safety personnel. Operations, Maintenance, and Facilities • For BEB deployments, consider placement of charging infrastructure that accommodates safe and efficient charging while allowing adequate egress. • Ensure that the selected fueling approach does not disrupt the operations of the facility, which may be challenging with larger ZEB fleets. • For FCEB deployments, ensure maintenance facility upgrades meet ventilation and gas detection standards and are coupled with alarm systems for safety. • For BEB deployments, identify a charging solution for maintenance facilities. Procurement • Prepare RFPs for the design and construction services for the fueling station. • Ensure general contractor scope of work clearly delineates contractor responsibilities and requires coordination with the OEMs for equipment delivery and installation instructions. • Coordinate with key stakeholders to ensure solicitations and contracts include the necessary requirements. External Stakeholders • Electric utility providers should be engaged early to discuss the required upgrades needed to meet the increased electricity demand; scalability for future ZEB deployments; and possible incentive programs for infrastructure purchase or installation. • An engineering design firm should be engaged to support site selection and infrastructure design. • Local permitting authorities will be required throughout the planning and construction process. • A general contractor will likely be needed for construction and installation of infrastructure, unless the OEM provides a turnkey solution. • The bus OEM and fueling equipment providers should be consulted throughout the design process and should be on-site for equipment commissioning. • All stakeholders should be available during the entire infrastructure deployment process to address any unanticipated issues or changes.

Fueling Infrastructure Deployment 87 5.3 Fueling Infrastructure Deployment Overview While the complexity of the process can vary depending on the technology chosen and scale of the project, the infrastructure deployment steps are similar for BEB and FCEB fueling installations. The time and effort associated with this phase of deployment poses significant risk to project schedules and is often on the critical path for successful bus deployments. As one of the more complex phases of deployment, key stakeholder engagement throughout is required to mitigate potential risks and maintain project schedules. A certain degree of flexibility will likely be required to accommodate space or service constraints to find the best solution for fueling infrastructure installation. The coordination and management of the stakeholders and processes highlighted in Figure 5-1 can be broken down into six key steps: (1) stakeholder engagement; (2) site selection; (3) design; (4) permitting; (5) construction; and (6) commissioning. 5.4 Stakeholder Engagement Project managers will need to engage both internal and external resources to deploy fueling infrastructure. Plan a kick-off meeting with all key stakeholders to discuss the project and confirm roles and responsibilities of each group. Many of these groups will need to be engaged throughout the infrastructure deployment process. • Transit agency executives will be necessary for support of site selection, procurement of services, budget approval, and to assist with coordination across departments. Figure 5-1. Infrastructure deployment process flowchart (QA/QC = quality assurance/quality control).

88 Guidebook for Deploying Zero-Emission Transit Buses • Operations, maintenance, and facility managers should be consulted to evaluate any potential operational impacts of possible fueling solutions and ensure the selected site(s) allow for easy bus access, maintenance, and scalability. • Procurement managers should be engaged to understand procurement requirements, timelines, and to assist with any required competitive bid processes. • Local power providers and your transit agency’s utility liaison should be consulted early on for a thorough understanding of the required upgrades to the electrical infrastructure to provide the necessary power. Some utilities may provide incentive programs to offset fiscal requirements of infrastructure installation or complete the necessary construction work to expand capacity but will require coordination. • Engineering designers should be engaged to prepare the necessary electrical design, to create a comprehensive site design, and to coordinate with local authorities for permitting requirements. • Bus and charging equipment manufacturers should be consulted for equipment specifications, design requirements, and limitations. • A general contractor will likely be required for construction and installation of the charging equipment and associated site upgrades. • Permitting agencies (with your local government) will provide instructions on the permits required to complete the installation. 5.5 Site Selection Selecting a site for the fueling infrastructure will be guided by available space, permitting requirements, the impact on current operations, and plans for future ZEB deployments. Depending on the location of the development and the funding authority, National Environmental Policy Act (NEPA) or California Environmental Quality Act (CEQA) requirements should be considered. Consider scaling needs for anticipated expansion. Scaling up hydrogen fueling infrastructure may be less costly and less land-intensive than scaling up battery charging infrastructure. If using stored liquid hydrogen on site, additional vaporizers and dispensers would need to be added but a separate facility would not likely be necessary, depending on the capacity required. For depot-charged BEBs, an additional dispenser or an additional charger will be needed per bus deployed. For fast-charge BEB technology, route length and recharge times will dictate how many buses each charger can service and when additional chargers are needed. An additional transformer or a new substation may also be required once your BEB deployment exceeds your existing electric infrastructure capacity.

Fueling Infrastructure Deployment 89 5.5.1 HydrogenFueling Stations For hydrogen fueling station site selection, transit agencies should consider how the hydrogen is produced and delivered when identifying potential site locations. Consideration should be given to the area required for fueling infrastructure as well as options for scalability. Current regulations require hydrogen storage to be above ground. Piping and electrical equipment can be underground, if desired. A hydrogen fueling station will typically include a (1) hydrogen delivery system, where hydrogen is delivered by a supplier or produced on site, (2) hydrogen storage tank(s), (3) vaporizer (for liquid storage), (4) compressor, (5) chiller, and (6) dispensing system that delivers the fuel to the vehicle (Figure 5-2). Gaseous hydrogen storage will require an integrated design with both low-pressure and high-pressure storage. Liquid hydrogen storage is more common for transit applications, as it allows for higher storage capacity. FCEBs available in the U.S. all require hydrogen to be dispensed at 350 bar (H35). Note that the hydrogen fueling station for your buses will not be compatible with most hydrogen fueling stations for light-duty fuel cell vehicles that require hydrogen to be dispensed at 700 bar (H70). 5.5.2 Battery Charging Stations A battery charging station will typically include (1) a transformer, (2) switchgear, (3) a charger, and (4) a dispenser (Figure 5-3). Additional equipment may be required due to the size of the deployment, requirements from your electric utility, and the charging method (e.g., depot, on-route, Figure 5-2. Generalized hydrogen fueling station schematic. The limited suppliers of hydrogen in the U.S. can make distribution a challenge. Several state and federal programs are aimed at increasing production. In the meantime, transit agencies should conduct a careful analysis of the hydrogen delivery system and associated costs.

90 Guidebook for Deploying Zero-Emission Transit Buses inductive). For example, a single transformer and switchgear may support multiple chargers, and one charger may have more than one dispenser. Depot Charging Bus yards or maintenance facilities are ideal infrastructure siting locations for depot chargers, as they are already transit agency-owned and maintained, are usually at the end of the line for routes, and are closed to other vehicular traffic. The chargers must be installed where power utilities can provide a supply line capable of delivering the required power. It is important that the placement of the depot chargers do not block the flow of traffic within the transit center. You must analyze your system and infrastructure needs to determine if you will require one charger per bus, or if you can support multiple buses per charger. You should also consider an appropriate ratio of spare chargers for achieving desired service continuity, as charging stations can require maintenance or malfunction. For smaller initial deployments, it is good practice to have one charger per depot-charged bus with a redundant charger, potentially at your maintenance facility, to limit service interruptions. Newer depot charger designs allow multiple dispensers per charger. The design of the station and the options for charger locations may require additional operational or service planning. Where space is limited, or for fleetwide ZEB deployments, overhead pantograph or reel dispensers attached to gantries installed across the bus yard should be considered. However, these installations require additional planning and cost for the overhead structures. On-route Charging An ideal location for on-route chargers would be existing depots, transit centers, or end-of-line layover sites where multiple buses pass through during layovers and where your transit agency has access or property rights to install the infrastructure. This can limit options for charger locations, particularly in dense urban environments. Managing overhead clearances and planning for dedicated pull-offs may also need to be considered. Site selection for on-route charging infrastructure is extremely important, as it is costly and labor-intensive to relocate equipment. Figure 5-3. Generalized battery charging station schematic .

Fueling Infrastructure Deployment 91 5.6 Design Unless your transit agency has extensive experience in designing hydrogen fueling stations or charging stations, hiring an engineering firm to design the fueling solution, permitting, and oversight of construction is suggested. Competitive procurement requirements can add additional time to the project schedule. Procurement managers should be consulted to ensure all applicable local, state, and federal regulations are followed and that the project schedule is updated accordingly. Upon selection and contracting of an engineering design consultant, a kick -off meeting should be scheduled with all key stakeholders, including bus and charger equipment manufacturers; utility representatives; facility, maintenance, and operations managers; safety representatives; and other transit agency or city staff, as applicable. The discussion should encompass current needs as well as future expansion goals to ensure the final design can accommodate any anticipated FCEB or BEB deployments. Permitting authorities should be consulted early to ensure the design team understands design and permitting requirements. Depending on the location of the development and the funding authority, NEPA or CEQA analyses may be required as well. Utility providers should also be engaged at project initiation to understand local code requirements and power and metering options. While separately metering fueling infrastructure provides the most accurate information on energy consumption for deployments, smaller depot charger installations may be better served by existing service/meters. Submetering may be utilized in those situations to provide better insight into charging infrastructure consumption versus facility consumption. The RFP process for a transit agency requiring design expertise for a BEB fast- charger installation and maintenance facility upgrade can add up to 6 months to the project schedule due to the time required to create the RFP, receive responses, review proposals, and finalize the contract. Discussions with local power suppliers are essential to both FCEB and BEB deployments. Hydrogen fueling stations can require significant power for compression. For BEB technology, simultaneously charging buses, or utilizing a fast-charge solution may require significant upgrades to on-site electrical equipment. Invite your electric utility to review the designs for your fueling stations, to ensure that the required energy can be provided to your station and that the station design meets all other local utility requirements. Your utility may also offer incentive programs to support the purchase, design, and installation of bus fueling infrastructure.

92 Guidebook for Deploying Zero-Emission Transit Buses Interim deliverable reviews should be scheduled with the design team (e.g., at 30%, 60%, and 100% drawings) to ensure that the project is on track. Request an estimate of construction costs at each stage. The 100% design documents (i.e., drawings and specifications) are typically used for the construction services RFP. The final design drawings will be a required input for permit applications and will be utilized in the RFP for construction. Design firms will often help develop the RFP. For this reason, conflict of interest policies can preclude the design firm from competing for the construction portion of the project. Be sure to consult internal policies as well as any applicable laws and regulations for guidance. 5.6.1 HydrogenFueling Station Design FCEB deployments will likely require retrofits to maintenance facilities or garages (if buses are stored indoors) to accommodate safety standards and regulations for hydrogen storage and distribution (e.g., gas detection, ventilation). If your transit agency utilizes CNG buses, some of the modifications may already be in place, with the exception of a hydrogen gas and flame detection system. If your facility does not operate CNG buses, you may need to replace exhaust fans, modify electrical systems, and implement a gas detection system. Contract with a hydrogen infrastructure deployment expert to guide the necessary upgrades. Complete the following steps to determine what modifications may be needed (Source: Fiedler Group): Deployments in Action The Antelope Valley Transit Authority (AVTA) in California worked with their electric utility to gain an understanding of how much energy they could consume at their facility. Through this process, it was determined that the utility could only provide about half of the power needed to satisfy their long-term plan. To compensate for the lack of available power, AVTA worked with a third-party software company to manage peak charging requirements and take advantage of lower evening rates (Engel, 2018). Deployments in Action A southern U.S. transit agency planned for the installation of five depot chargers for their BEB deployment. By modeling anticipated power and energy against supply, it was discovered that their current facility transformer had enough capacity to satisfy the charging loads and locating the chargers on the same meter would partially mitigate the increase in demand from their buses. The daytime-heavy demand of their facility helped offset overnight demand from charging the buses, saving them money.

Fueling Infrastructure Deployment 93 • Conduct a facility assessment by comparing the record drawings of your facilities to how the facility was actually constructed. • Conduct an air balance test of the existing ventilation system to confirm that the exhaust fans are operating at the necessary rates. If the system is not performing as needed, identify what modifications must be made to achieve the necessary result. You will conduct a second air balance test after modifications to the exhaust system are completed. • Review electrical systems (e.g., ceiling mounted fixtures and connections) to identify potential sources of ignition should there be a hydrogen leak. The fire department will most likely require that they witness annual testing of the gas detection system to ensure that it is calibrated correctly. The manufacturer will most likely provide support to ensure the system is calibrated. Similar testing of the ventilation systems may also be required. The fueling station needs to be integrated into the control systems that monitor and trigger the various alarms and ventilation or evacuation responses to gas leaks or fires. 5.6.2 BEB Charging Infrastructure Design Transit agencies can choose to outsource the purchase, design, or installation of charging infrastructure. The various approaches will change the amount of risk on the transit agency, as well as the cost. Regardless of which approach is selected, close coordination with utilities, designers, and permitting agencies is still suggested. The transit agency can: • Complete charging infrastructure specification, design, and installation independently of the bus OEM. • Request the bus OEM specifies and delivers charging infrastructure with the buses, but install the charging infrastructure yourself. • Request a turnkey solution from the OEM, who specifies, delivers, and installs the charging infrastructure as a part of the bus procurement. Design costs will often be approximately 5% to 15% of construction costs. Deployments in Action A Midwest transit agency deploying FCEBs identified electrical equipment in their maintenance facility that could be a potential source of ignition should there be a hydrogen leak. The agency determined that isolating that area from the rest of the facility with walls would be the most efficient and cost-effective approach to eliminate risks.

94 Guidebook for Deploying Zero-Emission Transit Buses 5.7 Permitting Permitting requirements will vary depending on the station type and local jurisdictions. Engage with your local permitting agencies early in the process of planning and designing your fueling station. Depending on your jurisdiction, obtaining the required permits can be a lengthy process and could take as long as 24 months. While jurisdictions vary, projects will likely need to satisfy local requirements in at least zoning, architectural review, electrical, and fire department review, along with NEPA or CEQA analyses. Engage with the fire department early in the design process to ensure you are aware of and in compliance with all requirements. A temporary or mobile hydrogen fueling station may require fewer permits than a permanent station, however, it will need to be re-permitted if it is ever moved. Small depot charger installations may only require the installation plan, electrical load calculations, and manufacturer installation instructions or specifications for permitting. 5.8 Construction The contractor selected to complete the construction and installation of the fueling infrastructure should be responsible for pulling the required permits, as well as management of traffic considerations so as not to disrupt current operations, health and safety concerns, and infrastructure construction (i.e., civil and engineering work). The RFP for the construction should include a requirement for a detailed construction schedule, a schedule for milestone payments, and a construction QA/QC plan. The QA/QC plan should include procedures for inspection, field testing, and documentation. Ensure that the engineer of record for the construction is licensed to practice in the state where the infrastructure will be installed to ensure compliance with all applicable codes. The design and permitting processes are interdependent. Design drawings will be required to obtain permits and permitting authority comments and concerns will need to be addressed in design revisions.

Fueling Infrastructure Deployment 95 Integrate the equipment supplier and design firm into the construction phase. The design firm should review construction RFP responses and can identify solutions or approve any necessary changes to the design throughout the construction process. Ensure that your fueling infrastructure is installed and functional before any buses are delivered to your transit agency. This will preserve your ability to test and utilize buses. Otherwise, you may run the risk of being unable to operate and test your bus during the acceptance period. The fueling stations utilizing gaseous hydrogen will require a compressor, storage, a dispenser, and cooling equipment; liquid storage stations will also require a vaporizer. These components are typically delivered as modules. The contractor will provide the necessary connections, including piping and electrical, between the modules for proper operation of the fueling station. Some electric utilities have programs that assist with the engineering design and construction services for charging station installation. 5.9 Commissioning Following the completion of construction and any final inspections, you will need to commission the buses to the fueling equipment. Commissioning testing will verify if the equipment functions according to design objectives and technical specifications. The buses must be present to successfully commission the fueling equipment and ensure that the stations function for their intended purpose. Typically, the fire department will be required to conduct a final safety review of the hydrogen fueling station and witness a fueling event before providing the final permit approval. Plan to have the equipment supplier(s) and bus OEM on site for the commissioning to support any troubleshooting, if necessary. Plan to have the equipment supplier and bus OEM on site for the commissioning of charging stations to support any troubleshooting, if necessary. It is common for there to be communication issues between the chargers and the buses when they are initially plugged in. Work with the equipment supplier and the bus OEM to develop a commissioning plan to be used during the commissioning process to adequately test the operation of the charging equipment and compatibility with the bus. Make sure your bus and infrastructure contracts do not require bus acceptance until after infrastructure is installed for proper testing and validation.

96 Guidebook for Deploying Zero-Emission Transit Buses 5.10 Additional Resources • Construction Project Management Handbook, Federal Transit Administration • Zero-Emission Vehicles in California: Hydrogen Station Permitting Guidebook, California Governor’s Office of Business and Economic Development

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The zero‐emission bus (ZEB) market, including Battery Electric Buses and Fuel Cell Electric Buses, has seen significant growth in recent years. ZEBs do not rely on fossil fuels for operation and have zero harmful tailpipe emissions, improving local air quality. The increase in market interest has also helped decrease product pricing.

The TRB Transit Cooperative Research Program's TCRP Research Report 219: Guidebook for Deploying Zero-Emission Transit Buses is designed to provide transit agencies with information on current best practices for ZEB deployments and lessons learned from previous deployments, industry experts, and available industry resources.

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