Hybrid Buses

November 21, 2012 Transit Commission

Timelines
Phase 1 begins: Fleet Emission NRC Feasibility Study Reduction Strategy Two lead buses procured to enter service in 2008 Subsequent order of 95 hybrid buses for 2009 delivery and 80 hybrid buses for 2010 delivery for a total of 177 hybrid buses

Hybrid Bus Implementation Plan Phase 1: Hybrid Technology and Feasibility Study Phase 2: Hybrid Bus Acquisition Phase 3: Preparations to Introduction Phase 4: Hybrid Bus Performance Analysis

Procurement of diesel-electric estimated at 226 buses by 2009

Two hybrid buses enter service for a pilot project

NRC Findings
Hybrid Bus Feasibility Study Findings:
1. Buses be targeted to specific routes in Ottawa: such as the 2, 85, 18 and 14
2. 17% to 26% savings realized during the trials 3. Fuel savings will be realized on routes that are presently served by 60 foot therefore, consider operating a mixed fleet of 40 foot and 60 foot hybrid electric buses or perhaps exclusively 60 foot buses 4. Hybrid systems will not provide sufficient fuel savings on low-stop frequency and high-speed routes such as 95, 96 or rural routes to offset initial cost 5. NRC recommends that the hybrid electric drive should be sourced from a single supplier

NRC Findings (Cont)

1. Additional capital cost is estimated between $270,000 to $324,000 each (including taxes) 2. One-time infrastructure cost is estimated at $900,000, plus initial training costs for operators and mechanics, and one full-time equivalent (FTE) required in the Fleet Services to manage technical support 3. Estimated offsets: - 2/3 subsidy of the hybrid system by the Government of Ontario - Fuel cost savings of 17 to 26 percent based on annual new bus mileage of 75,000 km at current ultra-low sulphur diesel fuel cost of $0.752/L with an annual inflation of four percent - Reduced net maintenance costs of 2.5 % considering increases for battery system and savings on brakes and engines

NRC Findings (Cont)

1. Payback period of less than six years is estimated with an 80 percent level of confidence 1. The technological change to diesel-electric hybrid has risk elements that are considered LOW and manageable 2. If no provincial subsidy is provided, the payback period will be extended to approximately 16 years 3. Greenhouse gases will be reduced to an amount equivalent to fuel saving, approximately 17 to 26 percent. For a fleet of 226 hybrid buses, an annual reduction of 6,500 to 10,000 tonnes of greenhouse gases is estimated -equivalent to removing 850 to 1,350 commuting cars off the road every day.

Optimal Operating Environment

Specific route characteristics are required: High stop density and low speed routes

Fuel savings will not be gained on low-stop frequency and high-speed routes
Minimize idling Diesel engine is used when idling Fuel costs Average fuel consumption of a hybrid bus is 1.60L/km, whereas the average fuel consumption for current 40 diesel buses is 1.64L/km

Challenges
Any high speed use will quickly erode projected savings Mixed routes (stop-and-go routes combined with higher speed route) will also erode projected savings
In order to meet service, Hybrid buses will be used despite the fact that they are assigned to mismatched routes
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Challenges
A battery pack, which has a life span of 6-8 years, costs approximately $29,000 and has to be replaced over the life of the vehicle
Current lifecycle Capital budget is 15 years The Alternating Currant Traction Motor (ACTM) for hybrid bus have a high failure rate and would be replaced if EPA Clean Diesel engines are installed Current bus also experiencing cracking of engine cradles we are attempting to recover costs from Orion & Daimler Bus manufacturer (Orion) is no longer in business Orion will not be taking new bus orders, but will honour all commitments and warranties.

Where are we with Hybrids?

Important to compare hybrids with buses they replaced new buses have fuel efficient clean burning engines Bus assignments have been reviewed and are monitored daily within 3% on average

Buses are approaching 5 years - now is the ideal time to explore alternative options in advance of mid-life repairs
Batteries are not covered under warranty beyond the 4-year mark Cracked Frame issue is being pursued Note: if EPA diesel engines are installed, cracked frame can be fixed/replaced at the same time

Where are we with Hybrids? (Cont)

Current performance: Less fuel yes, just not enough Less emissions yes Fuel monitoring with route assignment will assess if we are making any improvements

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Current Status
If we continue using Hybrid buses: Warranty with BAE expires August 2013, with an option to renew for a year
The buses are coming to mid-life and will be subject to engine repairs

Once warranty expires, OC Transpo is not set up and we require capital costs and resources

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Current Status
OC Transpo has met with BAE Systems and they have confirmed the following:
BAE Systems values the relationship with OC Transpo, and remains committed to support its fleet of hybrid buses.

BAE will continue to work cooperatively with OC Transpo to maximize the benefits of hybrid technology while minimizing lifecycle costs through: Conducting workshop reviews of in-service data, service reports, and operational objectives; Based on shared data, developing and implementing plans to improve on existing performance; Customizing support and service offerings that match OC Transpos initiatives from mid-life through end of useful life.

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Options
All options will be explored they include:
Working with BAE on extended warranties, lower lifecycle costs, etc. all batteries to date changed out under good will policy by BAE Retrofitting to Diesel Explore selling/trade in as part of future purchases of buses Use of hybrids during LRT construction

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Funding in 2013 Budget

The $550,000 will provide for the following options we are proposing: Hybrid to diesel conversion of 4-5 hybrid buses All parts required for the conversion process Research and Development (OCT Engineers, Cummins Manufacturing, NRC) All technology will be owned by OC Transpo Research and development costs are a one-time cost Moving forward, retrofitting hybrid buses to diesel engines will cost significantly less per unit (approximately $60,000 per bus)

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QUESTIONS?

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