Battery Electric Buses—State of the Practice (2018) / Chapter Skim
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4Project Background and Objectives Transportation accounts for 28.5% of U.S. energy consumption and petroleum accounts for 91.5% of the transportation energy consumption in 2015.
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Introduction 5 of powering a vehicle. While a fuel-cell-powered vehicle is also a zero emission, electric drive vehicle, it adds hydrogen energy storage and the fuel cell to convert hydrogen to electricity to be stored in the batteries and power the vehicle.
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6 Battery electric Buses -- State of the practice bus fuel economy far exceeds the CNG, diesel, and hybrid bus fuel economy in every test track phase. The average fuel economy for the electric bus (20.5 miles per diesel gallon equivalent [MPDGE]
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Introduction 7 The pros of overhead conductive charging are as follows: – Buses use smaller, lighter battery packs. – There is full-range charge in 5–20 minutes.
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8 Battery electric Buses -- State of the practice Program. The National Fuel Cell Bus Program helped develop new fuel cell, electric drive prototype vehicles.
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Introduction 9 Modesto Transit 1 4 Monterey Salinas Transit 2 3 Mountain View Transportation Management Association (MVGo) 1 4 Nashville Metropolitan Transit Authority 1 9 Navajo Transit System 1 1 Park City Transit 1 6 Fleets with BEBs Awarded, On Order, or Deployed # of Deployments Total # of BEBs AC Transit 1 5 Albuquerque Rapid Transit 1 18 Anaheim Transportation Network (ART)
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10 Battery electric Buses -- State of the practice • passenger loads; • available garage space and power; • layover or transit center locations and space; and • utility rate schedules and costs. Agency characteristics must be evaluated collectively and in conjunction with the various bus configurations and charging options as they affect the performance (specifically range)
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Bus Manufacturer Model Style Infrastructure Energy Storage K7 30′ transit bus 80 kW Depot Charge 182 kWh K9, K9S 40′, 35′ transit bus 80 kW Depot Charge 324 kWh K11 60′ articulated transit bus 200 kW Depot Charge 547 kWh C6, C9, C10 23′, 40′, 45′ coaches 100-300 kW Depot Charge 135-394 kWh CCW ZEPS 40′ transit bus Depot Charge 213-242 kWh Double K Villager 30′ trolley Depot Charge Ebus 22′ city bus Depot Charge Ebus 40′ transit bus On Route Charge 89 kWh Gillig Standard LF 29′ transit bus Depot/On Route Charge 100 kWh Green Power Varies 30′-45′ Depot Charge 210-478 kWh 99 kWh 198 kWh 297 kWh 60′ transit bus Depot/On Route Charge 250 kWh Nova Bus LFSe 40′ transit bus On Route Charge 76 kWh 79 kWh 105 kWh 220 kWh BYD Ebus New Flyer Excelsior 40′ transit bus Depot/On RouteCharge Proterra Catalyst FC 35′, 40′ transit bus On Route Charge Catalyst XR 35′, 40′ transit bus Depot/On Route Charge 330 kWh 440 kWh 550 kWh 660 kWh Catalyst E2 Source: Center for Transportation and the Environment. 35′, 40′ transit bus Depot Charge Table 2.
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12 Battery electric Buses -- State of the practice There is no one-size-fits-all solution with BEBs and charging infrastructure; thus procurement and planning decisions must be made carefully based on the individual needs and characteristics of the transit agency in order to achieve and maximize the benefits of all-electric technology. To date, agencies have relied on high-level information as well as on trial and error to make decisions regarding BEB deployment.
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Introduction 13 • Health; • Cost of energy (utilities) ; and • Return on investment.
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