Battery-electric bus discussion

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AVM 27' electric shuttles fully charge 50-60-kWh batteries in 10 minutes:
InsideEVs said:
The AVM EV27 is mid-size 27-foot long shuttle for loop-based routes supporting corporate and school campuses, hotels and rental car facilities, airports, and affording “first/last mile” solutions to private communities.

The vehicle stands out due to its 350 kW ultra-fast charging through CCS Combo in less than 10 minutes.
I've only ever heard of chemistries which can withstand 10,000 full cycles out there, which could yield a few years of cycling in such operations, but the article claims that the LTO chemistry used here can withstand 20,000:
AVM as quoted by InsideEVs said:
“AVM’s exclusive joint venture is powered by Yinlong Energy, one of the world’s leading energy manufacturers and innovators. AVM shuttles are powered by Yinlong’s proprietary lithium–titanate battery (LTO) technology. An extremely safe and long-lasting lithium-based technology, LTO cells can endure more than 20,000 cycles, ensuring the batteries’ lifespan exceeds that of the vehicle. This robust and proven technology takes full advantage of AVM’s 350 kW CCS 2.0 high-powered charger, enabling the EV27’s rapid charge time.
In fact, the following cycle-life curve at the AVM website indicates WAY more than 20,000 cycles with less than 10% degradation:

LTO+Vs+LFP.001.gif


One possible issue with 350-kW chargers is the risk of fire at the charging point. Clearly this technology is improving steadily, but I think there will be some growing pains as well as issues related to wear that occurs with connectors used so frequently at such high power levels. I suspect roof-mounted high-current contacts will tend to be more successful in many applications (except in the case of snow and ice). We'll have to see how things play out.
 
Via GCC:
San Francisco commits to all-electric bus fleet By 2035; MUNI Board approves pilot program
http://www.greencarcongress.com/2018/05/20180516-muni.html

. . . SFMTA will only purchase all-electric buses starting in 2025 to meet the goal for 2035.

The SFMTA Board of Directors on Tuesday approved a resolution supporting the commitment towards an all-electric bus fleet along with a pilot program to evaluate and implement battery electric vehicles. MUNI currently operates the largest fleet of electric trolley buses.

The trolley buses, like all light rail, streetcar, and cable car vehicles in the city, run on Hetch Hetchy hydroelectricity via overhead wires. MUNI also runs a fleet of hybrid electric vehicles which use renewable diesel. . . .

The SFMTA has been rolling out new electric hybrid buses with higher capacity on-board battery systems. The increased on-board battery capacity will allow the SFMTA to run a test program to operate “Green Zones” along several electric hybrid routes that would run only by battery for significant portions of the route. The “Green Zone” signifies an area in which the vehicle will not produce any emissions. The SFMTA is working to identify these zones throughout the city.

The SFMTA said it will move forward with electric bus technology when manufacturers can prove their electric buses can withstand heavy ridership and the steep hills characteristic of San Francisco. The agency would also have to consider new facilities that can charge a large fleet and developing a systemwide infrastructure to charge vehicles in service or on the street.

  • While the battery technology is emerging rapidly, it isn’t quite ready for primetime. Manufacturers aren’t yet producing the number of all-electric buses San Francisco and other urban areas would need, nor could we guarantee that the vehicles would work for the required 15 years with heavy ridership and challenging topography.

    —John Haley, SFMTA’s Transit Director

In 2019, the SFMTA intends to purchase a limited number of battery electric buses and test them in service throughout San Francisco to evaluate how they perform on crowded and hilly routes. SFMTA said that the most important step to support the zero-emission goal is to determine the infrastructure needs for electric buses, including upgrades for existing facilities to accommodate charging requirements and maintenance.

Of the nearly 900 all-electric buses purchased across the country, only 207 are actually in service, SFMTA said. By contrast, MUNI is currently operating 250 electric trolley vehicles. . . .

San Francisco’s transportation sector generates approximately 46% of the City’s total greenhouse gas emissions, mostly generated by the use of private cars and commercial trucks. MUNI carries 26% of all trips in the city, but accounts for less than two percent of these emissions.

On 19 April 2018, Mayor Mark Farrell committed San Francisco to net-zero greenhouse gas emission by 2050.
 
IEVS:
Proterra Switches To SAE J3105 Standard For Overhead Charging
https://insideevs.com/proterra-switches-to-sae-j3105-standard-for-overhead-charging/

Proterra, who as one of the first to introduce its roof-fast charging system (proprietary one, for a 10-minute recharge – see photo above) is now turning to SAE J3105 standard (OppCharge – see photo below). Previously, in 2016, Proterra opened patents covering its solution.

The new Proterra Catalyst buses will be offered with:

SAE J1772 CCS combo (IEC Type 1) inlet
SAE J3105 Overhead Charging Standard

The SAE J3105 will enable sending of up to 500 kW of power, while the J1772 Combo will be used for 60 or 125 kW charging. According to Proterra, buses will be ready for bi-directional, vehicle-to-grid power flow (V2G), for smart-grid purposes. . . .
 
BYD buses are not holding up well in LA:
LA Times said:
In the nine years since, agencies have awarded BYD grants, subsidies and public contracts worth more than $330 million for its battery-powered buses, forklifts and trucks. The company is positioned to be a prime supplier of electric buses to the nation's second-largest system, as Los Angeles' Metro sets a 12-year deadline to abandon fossil fuels.

But largely unbeknownst to the public, BYD's electric buses are contending with a record of poor performance and mechanical problems.

A Times investigation found its buses stalled on hills, required service calls much more frequently than older buses and had unpredictable driving ranges below advertised distances, which were impaired by the heat, the cold or the way drivers braked.

A federal testing center and transit agencies across the country logged driving ranges that were dozens of miles short of company claims, limiting the routes they can handle and requiring passengers to shuffle onto replacement buses when the batteries go low.

The first five buses BYD sent to Los Angeles Metro were pulled off the road after less than five months of service. Internal emails and other agency records show that agency staff called them "unsuitable," poorly made and unreliable for more than 100 miles. Despite strong concerns from its own staff about the quality and reliability of the company's vehicles, the transit agency awarded BYD tens of millions of dollars more in public contracts.
This is not at all a surprise to me, particularly when we are talking about battery technology from a few years ago. Even today's technology suffers from several difficulties which could lead to long-term problems, but things are getting much better rapidly.

This type of news makes me think the approach in the US of a gradual transition to BEV buses makes much more sense than the wholesale changeover that occurred in Shenzen. A slower transition allow the technology to mature and also helps to week out the manufacturers who are not producing quality buses while the high-quality products are identified.

Expect to see more articles of this ilk going forward.
 
Washington, DC has deployed 14 Proterra Catalyst E2 BEVs:
InsideEVs said:
The D.C. Circulator introduces in Washington a fleet of Proterra Catalyst E2 electric buses.

The fleet of 14 buses is now the largest on the East Coast and one of the largest in the U.S., with potential for more than 4,800,000 annual riders.
They're not the nicest-looking buses I have ever seen.
 
RegGuheert said:
Washington, DC has deployed 14 Proterra Catalyst E2 BEVs:
InsideEVs said:
The D.C. Circulator introduces in Washington a fleet of Proterra Catalyst E2 electric buses.

The fleet of 14 buses is now the largest on the East Coast and one of the largest in the U.S., with potential for more than 4,800,000 annual riders.
They're not the nicest-looking buses I have ever seen.
Sort of a grasshopper vibe about the nose.
 
Via GCC:
Chicago Transit Authority orders 20 Proterra electric buses for $32M
http://www.greencarcongress.com/2018/06/20180614-cta.html

CTA has been testing two electric buses since 2014, when the agency became the first in the country to use all-electric-powered buses for regular scheduled service. Both electric buses have performed well and handled Chicago’s weather and temperatures. . . .

The two electric buses currently in operation have saved CTA more than $24,000 annually in fuel costs, and $30,000 annually in maintenance costs, when compared to diesel buses purchased in 2014. They also provide a quieter ride, producing noise the equivalent to a human conversation.

The new buses will include new passenger information screens to show real-time travel information and other service information.

CTA expects to begin receiving the first buses by the end of 2018, which will begin service along one of CTA’s busiest bus routes—the #66 Chicago route. The remaining buses are expected to arrive through 2020 and will be assigned to operate along the #66 and #124 Navy Pier.

The new bus contract also includes the installation of five electric quick-charging stations at Navy Pier, Chicago/Austin and the CTA’s Chicago Avenue garage. The units will allow charging within 5-10 minutes, allowing buses to return to service quickly. Buses can run between 75-120 miles on a single charge.

CTA will monitor the performance of the new buses, using the information to guide future modernization of its bus fleet. Since 2011, the CTA has purchased 450 new buses to replace its oldest models, and overhauled more than 1,000 buses to extend their useful life and improve performance. CTA’s bus fleet includes more than 1,800 buses. . . .
They really missed an opportunity here - instead of 20, the order should have been for "25 or 6 to 4" ;)

https://www.youtube.com/watch?v=iUAYeN3Rp2E

Perhaps I'm showing my age - I can still remember when they were known by their full name. We could use a good jazz/rock fusion horn band now. I have some questions, the two most important of which are numbered - ah well, you know :lol:
 
Via GCC:
Toronto Transit Commission greenlights first battery-electric bus fleet; 10 Proterra E2s to start
http://www.greencarcongress.com/2018/06/20180614-ttc.html

The Toronto Transit Commission, the third largest transit agency in North America and the most heavily used system in all of Canada, purchased ten Proterra Catalyst E2 buses in support of the transit agency’s goal to convert its entire fleet of 1,926 buses to zero-emission buses by 2040.

Canada has around 24,000 public transit buses in circulation, and around 2,000 buses turn over each year, making it a prime market for Proterra to serve as more regions including Toronto, Edmonton, Vancouver, and Montreal make zero-emission bus fleet commitments. This milestone also marks Proterra’s market entry into Canada.

The TTC is the most heavily-used urban mass transit system in all of Canada, and the third largest in North America, after the New York City Transit Authority and Mexico City Metro. TTC’s bus fleet serves nearly 2,750,000 residents with an average ridership of 253 million per year, and provides critical mass transit links throughout the broader metropolitan area. . . .

The battery-electric buses will go into service in 2019 and operate out of the Mount Dennis Bus garage, serving routes nearby.
 
RegGuheerton February 21 said:
I found a very recent sales presentation by Proterra regarding their products and the transit bus market. There is a lot of interesting information in that presentation, some of which is news to me.
...
Proterra_Bus_Procurement_Cost_By_Fuel_Type_Historical_Plus_Forecast.png


I see a few interesting things in that chart:
- A new Proterra bus can be had for $750,000.00. (I'm not sure which one.)
- BEV bus prices are coming down rapidly.
- BEV buses can be purchased for the same price as a diesel-electric hybrid bus today. (Of course the hybrid can be driven much farther.)
- Proterra expects to achieve purchase price parity with CNG buses in 2022 and diesel buses in 2025.

Some other things I found interesting in the presentation:
- Proterra's BEV buses are lighter than the incumbent products.
- Proterra's BEV buses seat more passengers than the incumbent products.
- Proterra expects battery costs to drop by $14% each time volume doubles.
- Proterra has outstanding orders for about 400 buses.
It seems the prices for buses that make it onto Proterra PowerPoint presentations are much lower than those for buses that make it onto the streets:
GRA said:
Via GCC:
Chicago Transit Authority orders 20 Proterra electric buses for $32M
http://www.greencarcongress.com/2018/06/20180614-cta.html
... The two electric buses currently in operation have saved CTA more than $24,000 annually in fuel costs, and $30,000 annually in maintenance costs, when compared to diesel buses purchased in 2014. They also provide a quieter ride, producing noise the equivalent to a human conversation....
I don't know what a BEV bus quick-charge station costs, but if they come in at $400,000 each, that puts these new buses for Chicago at exactly TWICE the price shown in the chart...and these are not the big-battery versions that Proterra offers:
GRA said:
Via GCC:
Buses can run between 75-120 miles on a single charge.
OTOH, $55,000 of savings per year for each bus comes to $660,000 savings over a 12-year lifetime, so I guess Chicago can do well with these buses IF they hold up. Still, they are probably smart to bide their time and let these vehicles continue to improve while prices come down. Future procurements will certainly include larger quantity purchases each year.
 
RegGuheert said:
It seems the prices for buses that make it onto Proterra PowerPoint presentations are much lower than those for buses that make it onto the streets:
GRA said:
Via GCC:
Chicago Transit Authority orders 20 Proterra electric buses for $32M
http://www.greencarcongress.com/2018/06/20180614-cta.html
... The two electric buses currently in operation have saved CTA more than $24,000 annually in fuel costs, and $30,000 annually in maintenance costs, when compared to diesel buses purchased in 2014. They also provide a quieter ride, producing noise the equivalent to a human conversation....
I don't know what a BEV bus quick-charge station costs, but if they come in at $400,000 each, that puts these new buses for Chicago at exactly TWICE the price shown in the chart...and these are not the big-battery versions that Proterra offers:
GRA said:
Via GCC:
Buses can run between 75-120 miles on a single charge.
OTOH, $55,000 of savings per year for each bus comes to $660,000 savings over a 12-year lifetime, so I guess Chicago can do well with these buses IF they hold up. Still, they are probably smart to bide their time and let these vehicles continue to improve while prices come down. Future procurements will certainly include larger quantity purchases each year.
I long ago learned to take manufacturer's performance and price claims for new tech with a huge pile of salt, which is why I'm so adamant about having real-world comparative operational tests in different use cases, over enough time to demonstrate an actual as opposed to projected TCO savings.
 
Via GCC:
Toronto Transit Commission orders 10 battery-electric buses from New Flyer, option for 30 more
http://www.greencarcongress.com/2018/06/20180622-ttc.html

. . .This award supports TTC’s electric bus program, focused on transforming its fleet into a 100% zero-emission fleet by 2040 and buying only emission-free buses starting in 2025.

TTC announced an order of 10 Proterra electric buses last week. (Earlier post.)

New Flyer was one of three candidates invited to collaborate with TTC in the evaluation of battery-electric buses for TTC service, offering buses with long range and overnight charge capability. The collaboration will assist TTC and the greater public transportation community with the development of bus specifications and the integration of future electric-bus procurements.

The Xcelsior CHARGE award is supported by funding from Infrastructure Canada’s Public Transit Infrastructure Fund (PTIF), which provides funding for new capital projects and planning and studies for transit growth in support of long-term transit plans. TTC’s electric bus program is also funded in part through the Government of Ontario’s GHG Challenge Fund. Depot charging for the buses will be powered by Toronto Hydro, TTC's electricity provider.
 
Via GCC:
Metro Transit introduces zero-emission BRT to Minneapolis with eight 60' New Flyer Buses
http://www.greencarcongress.com/2018/06/20180629-metro.html

. . . The purchase of the charging technology and Minnesota-built buses is supported by a $1.75 million grant from the Federal Transit Administration (FTA).

The buses will bring zero-emission public transit to Metro’s new C-line, a dedicated bus rapid transit (BRT) route operated by Metro Transit and scheduled to open in 2019. . . .

Also GCC:
Volvo Buses receives order for 23 electric buses from Arriva in the Netherlands
http://www.greencarcongress.com/2018/06/20180628-volvo-1.html

. . . The buses will operate in the city of Leiden in the province of South Holland.

Deliveries of the battery-electric buses equipped with 200 kWh battery packs will take place between Q1 and Q3 in 2019. . . .

The buses will be fast-charged using four charging stations which will be delivered by ABB. The charging stations will be based on an open interface—OppCharge—which means they can be used by other electrified bus makes as well. Energy consumption for Volvo’s electric buses is about 80% lower than for corresponding diesel buses.

The fully electric buses are being sold as a complete turnkey package whereby Volvo takes care of all vehicle maintenance at a fixed monthly cost. . . .
 
Via GCC:
Creative Bus Sales sells 18 electric school buses in California; Motiv Power Systems
http://www.greencarcongress.com/2018/07/20180717-motiv.html

Creative Bus Sales has received purchase orders for 18 new electric Starcraft eQuest XL school buses powered by Motiv Power Systems, slated for delivery to districts throughout California this fall. Funding for the buses was provided by the North and South Coast Air Quality Management Districts.

The eQuest XL school buses are built on the Ford F59-based Motiv EPIC 6 chassis. The CARB-certified, all-electric buses provide a maximum capacity of forty-eight passengers and 90 miles of range on a single charge. The eQuest XL buses also feature flexible ADA seating that can be configured to accommodate up to eight wheelchairs for routes serving students with special needs.

Districts receiving Motiv powered school buses include seven Los Angeles districts (Los Angeles Unified School District, Covina-Valley Unified School District, Montebello Unified School District, Anaheim Elementary School District, Savanna School District, Coachella Valley Unified School, and Magnolia School District); Brawley Elementary School District in the San Diego region; and Gateway Unified School District in Redding California.

These districts join those in Long Island, Sacramento, Kings Canyon and San Bernardino in transitioning to all-electric Motiv powered buses. . . .
 
Via GCC:
TfL orders 31 Optare electric doubler-decker buses
http://www.greencarcongress.com/2018/08/20180813-optare.html

Transport for London (TfL) has ordered 31 Optare Metrodecker EV double-decker buses; the buses . . . will be added to London’s fleet by next summer.

The lightweight, fully electric Metrodecker has a passenger capacity of up to 99. A 200 kWh lithium iron magnesium phosphate battery pack delivers up to 105-145 miles (170-230 km) on a single charge, dependent on duty cycle and equipment options.

A 40kW integrated on-board charger connects to standard commercial three phase supply.

The buses will be used on Metroline’s iconic routes 43 (Friern Barnet – London Bridge) and 134 (North Finchley – Tottenham Court Road), which will become exclusively operated by electric double deckers. . . .
 
Via GCC:
Berlin orders 15 Solaris electric buses
http://www.greencarcongress.com/2018/08/201800818-solaris.html

Berlin’s public transit operator BVG has ordered fifteen 12-meter electric buses from Solaris, which will arrive in the capital of Germany in 2019. . . .

The battery buses for Berlin will be powered by axles with integrated traction motors. The energy will be stored in a set of Solaris High Energy type batteries with a total capacity of 240 kWh, and its replenishment will be carried out through a plug-in socket, which is the standard solution for Solaris electric buses. . . .

The vehicles can accommodate a maximum of 65 passengers, 28 of them seated. Eight seats will be available from the low floor, making it easier for people with reduced mobility to take their seats.

Right now there are 27 Solaris electric buses in total operating the streets of German cities, including Brunswick, Hannover, Hamburg, Frankfurt, and Dresden.
 
All via GCC:
Montréal and Laval award Canada’s largest-yet battery-electric bus contract to New Flyer
http://www.greencarcongress.com/2018/08/20180825-nfi.html

The Société de Transport de Montréal (STM) and the Société de transport de Laval (STL) have awarded New Flyer a contract for 40 forty-foot, zero-emission, battery-electric Xcelsior CHARGE heavy-duty transit buses, marking the largest-yet battery-electric bus contract in Canada. The buses will use depot-based charging to slow-charge the buses, which are fitted with 466 kWh battery packs on board. . . .

The notice to proceed for the pilot bus is expected 31 October 2018, and the notice to proceed for the production buses is expected following the nine month review of the pilot bus.

The new order, supported by funding from provincial and federal governments, includes 10 buses for STL and 30 buses for STM, together making it the largest Canadian battery-electric bus procurement to date. . . .

Currently, both agencies operate battery-electric bus pilot programs, and intend to be fully electric in future with STL and STM committing to buy only electric buses as of 2023 and 2025, respectively. . . .

STM provides public transportation in Montréal, Québec, via bus, taxibus, paratransit, and subway services, delivering more than 260 million passenger rides per year. It is the second-most heavily used urban mass transit system in Canada and the third-most heavily used rapid transit system in North America.

STL provides public transportation via bus and paratransit services in the community of Laval, Québec, delivering more than 20 million passenger rides per year.


BYD delivers first 3 battery-electric buses to Chattanooga
http://www.greencarcongress.com/2018/08/20180824-byd.html

. . . Momentum Dynamics developed a 200-kilowatt wireless charging system to support zero-emission transit buses in Chattanooga. The system automatically charges as passengers load and unload. . . .
 
More EV buses for Park City:

https://www.parkcity.org/Home/Components/News/News/29717/

Interesting they would attempt that for the PC-SLC route. I wonder what the specs would look like for a model to handle the climbs (and downgrades) over that distance.
 
Via GCC:
BYD delivers first battery-electric bus to IndyGo
http://www.greencarcongress.com/2018/09/20180913-byd.html

IndyGo, the largest public transportation provider in the state of Indiana, and BYD announced the delivery of the first K11 60-foot battery-electric bus to serve Indianapolis. The bus is the first of 13 ordered for the Red Line by IndyGo.

This K11 will serve IndyGo’s Red Line, a 13.1-mile route that runs between Broad Ripple on the north side of the city and the University of Indianapolis on the south side, offering more frequent service and longer hours than current routes. The Red Line is the densest corridor in terms of population and employment within Marion County.

The bus purchases are part of IndyGo’s plans to replace all its diesel buses with electric models by 2032 . . . At least some of the energy required to charge the buses will be derived from a 1 megawatt Solar system mounted atop IndyGo’s garage.
 
LTLFTcomposite said:
More EV buses for Park City:

https://www.parkcity.org/Home/Components/News/News/29717/

Interesting they would attempt that for the PC-SLC route. I wonder what the specs would look like for a model to handle the climbs (and downgrades) over that distance.
Looking at the timetable for that route, it appears it is designed to be handled by two buses, both garaged in Salt Lake City. Each bus makes four round trips daily each of which is comprised of 2 55- to 65-minute one-way trips with six stops each and a 10-minute stop at each terminus. The one-way distance traveled is 26 miles for a total of 208 miles each day. Total time on the route each day is 8.5 hours (excluding the 5.5 hours of breaks in SLC in the middle of the day).

If the vehicle rests and charges during the entire 5.5-hours of breaks each day, this route can be easily serviced using Proterra Catalyst E2 Max buses. That would only require the buses travel 104 miles over a 4.25-hour period before being fully recharged. That would only require a minimum efficiency of 5.8 kWh/mile or an average draw of 70 kW or less while enroute (assuming 600 kWh used each half-day).

The worst-case scenario is for a 660-kWh Proterra bus that is only charged at night and serves other routes in SLC for the other five hours of the day. In that case, the total driving range for the day would approach 300 miles. If we assume no charging during the entire 14-hour day, the minimum efficiency required would be about 2 kWh/mile (assumes 600 kWh used). That seems extremely unlikely for a vehicle which achieves an efficiency of only 1.89 kWh/mile without HVAC.

Another idea is that the bus travels the 300 miles but is charged at each of the terminus locations for a total of about 120 minutes per day. According to Proterra's specifications, their E2 buses can charge at 325 kW using the overhead charger. This approach could add another 650 kWh of charge through the course of the day. Adding that to the 600 kWh that was available at the start of the day, that comes to a total of 1250 kWh available, which would allow the completion of this route structure even if average efficiency dropped to 4.2 kWh/mile. This is equivalent to an average draw of 89 kW over the course of the entire 14-hour day.

In any case, use of the Proterra buses on this route will significantly reduce energy consumption as well as overall cost when compared with the use of a diesel bus.

These buses when equipped with the Duopower drivetrain can climb a 23% grade, so there is no issue with the slopes involved.

My conclusion is that this route can be handled by buses which are currently available from Proterra. Operational considerations will determine what features the buses need in order to meet the requirements.
 
Via GCC:
First Blue Bird electric school buses delivered in North America
http://www.greencarcongress.com/2018/09/20180930-bluebird.html

Blue Bird just delivered the first electric-powered school buses to customers in California and Ontario, just in time for the new school year. Seven Type-D All American Rear Engine Electric school buses and one Type A Micro Bird G5 Electric school bus will be in operation this year.

All of the customers who obtained electric school buses were able to do so through the help of financial grants offered by various entities and government programs. These grants helped to pay for all or part of the cost of the buses, as well as some necessary infrastructure costs.

Jack Matrosov of Wheelchair Accessible Transit, based in Toronto, Ontario, was able to add a Micro Bird G5 Electric school bus to his fleet through the use of the Electric and Hydrogen Vehicle Incentive Program (EHVIP), which is offered by Ontario’s government. The grant also allowed him to cover nearly all of the costs of the infrastructure needed for this bus.

The larger, 72-passenger buses ordered by customers in California have a similar design to the many Blue Bird Type D CNG buses that districts operate in the state today. These districts utilized many California-based grants, including South Coast AQMD and HVIP, which helped to pay towards the cost of the buses and infrastructure. . . .
 
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