Electrifying Transit

ELECTRIFYING TRANSIT

Table of Contents About New Flyer 3 Buying an electric bus? Early planning is critical 4

By David Warren

Choosing a zero-emission bus technology: Key considerations 5

By Jennifer McNeill

Vehicle innovation as a driver of change 6

By Lindy Norris

Battery electric power, simplified 7

By David Warren

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NFI Group, comprised of New Flyer Industries, Motor Coach Industries, and NFI Parts, is the largest transit bus and motor coach manufacturer and parts distributor in North America, with 31 fabrication, manufacturing, distribution, and service centers across Canada and the U.S. employing over 5,800 team members.

It is North America’s heavy-duty transit bus leader and offers the largest transit bus product line under the New Flyer Industries brand Xcelsior®, incorporating the broadest range of drive systems available, including: clean diesel, natural gas, dieselelectric hybrid, trolley-electric, and battery-electric.

NFI Group actively supports over 44,000 heavy-duty transit buses (New Flyer, NABI, and Orion) currently in service, of which 6,400 are powered by electric and battery propulsion.

NFI Group is also North America’s motor coach market leader offering the Motor Coach Industries Inc. (MCI) J-Series, the industry’s best-selling intercity coach for 11 consecutive years, and the MCI D-Series, the industry’s best-selling motor coach line in North American history. MCI is also the exclusive distributor of Daimler’s Setra S 417 and S 407 motor coaches in the United States and Canada. MCI actively supports over 28,000 coaches currently in service.

NFI Group also operates North America’s most comprehensive parts organization, NFI Parts™, providing parts, technical publications, training, and support for its OEM product lines (transit buses and motor coaches). All buses and coaches are also supported by an industry-leading comprehensive warranty, service, and support network.

Further information is available at www.newflyer.com.

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Electrifying Transit Buying an electric bus?

Early planning is critical

By David Warren

Passenger load carrying capability Passenger carrying capability is determined by the number of seats on the bus plus standees. The number of allowable standees is based on the available floor space while not exceeding the gross axle legal load ratings. The latter becomes a major challenge on an electric bus, even with the most advanced next generation automotive batteries on the market. It’s important to have the bus manufacturer conduct detailed passenger load weight studies to determine if the electric bus will carry the same number of passengers as the CNG or diesel bus it’s replacing.

Energy cost Electricity use is metered and electric price charged is dependent on several factors which must be considered. Demand charges may be imposed based on highest capacity required during the given billing period, typically a 15-minute interval during that billing cycle. The electricity price may also depend on Time-of-Use (TOU) energy to power the electric bus, including winter and summer rate schedules. Consult the utility company to fully understand the rate structures and strategies to manage both Demand and TOU electricity rates.

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ith a battery-electric bus, reducing emissions and greenhouse gases in our communities is the ultimate goal. Pilot programs for electric buses are being planned at small to large transit fleets across North America. Each opportunity for electric buses has unique considerations when it comes to the operating duty cycle and transit service characteristics.

Battery electric buses have inherent challenges compared to diesel or CNG buses. They are typically heavier, more expensive, and require unique infrastructure to cover the same range with the same passenger load carrying capability as a non-electric bus. With adequate planning and analysis, the added capital costs for electric buses and infrastructure can be offset by operational savings and funding strategies to ease the impact of the incremental upfront costs.

The following are some considerations and tips for the early planning of an electric bus deployment: Range Battery electric buses ranges are tested by the Federal Transit Administration (FTA) test protocol which includes three types of duty cycles – central business district, arterial and commuter routes.

A limitation of the FTA range test is the exclusion of heating and air conditioning (HVAC) energy loads; a very significant factor in hot and cold regions. Additionally, range should be calculated using “useable battery capacity;” typically 80-90 percent of the manufacturers rated battery capacity. And finally, gradeability and the number of stops on the route will adversely affect range. Consult the bus manufacturer on the energy consumption for the specific application and routes under consideration. All of these variables can be simulated in computer models to more accurately determine the real-world range capability of the electric bus.

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Charging infrastructure There are two types of electric bus charging stations and equipment infrastructure – 1) Depot Plug-in Charging, and 2) On-Route Charging (either overhead or in-ground wireless). The type considered directly depends on range, passenger loads and energy costs. If carrying the highest number of passengers is the top priority and the route chosen is conducive for on an onroute charger, this strategy would allow the bus to operate around the clock and carry as little as 25 percent of the batteries of an extended range bus. If energy cost is the primary consideration, an extended range bus, potentially carrying fewer passengers and charged overnight with plug-in charging, may be the most economical alternative.

There are many options to configuring the electric bus specifications to the ideal charging strategy. The key to a successful electric bus deployment is to start the technical and infrastructure planning discussions early to identify the best solution before establishing the budget and project scope.

Funding electric buses and infrastructure Once the best electric bus and charging strategy is identified, there are several paths available to assist transit agencies offset the incremental capital costs. Industry programs, such as the Federal Transit Administrations’ Low or No Emissions Program (Low-No Program), state rebate programs, and partnerships with utility and infrastructure partners can help offset the costs to deploy zero emission technology. Battery leasing, an option endorsed by the FTA, can offset initial costs with ongoing payments. Seek the assistance of non-profit clean transportation organizations such as CALSTART or the Center of Transportation and the Environment to identify funding strategies to acquire zero emission electric buses.

David Warren is the director of sustainable transportation for New Flyer and oversees activities related to the company’s commercial and technical support for low and zero emission bus programs. New Flyer is the only manufacturer in North America that offers three types of zero emission electric buses – battery electric, trolley electric, and fuel cell electric. Visit www.newflyer.com.

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Choosing a zero-emission bus technology: Key considerations

By Jennifer McNeill

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eightened public concern surrounding climate change, air quality and the supply of fossil fuels has certainly accelerated the testing and adoption of zero emission buses (“ZEBs”) throughout North America over the last couple of years. A zero-emission transit bus is able to eliminate 1,690 tons of CO2, 10 tons of nitrogen oxides, 350 pounds of particulate matter (Source: U.S. Department of Transportation), and can save hundreds of thousands of dollars in fuel costs over its 12-year lifespan. Regardless of the technology a transit agency selects, every zero-emission bus eliminates the need for up to 160,000 gallons of fossil fuel. It’s simply good, sustainable innovation in our communities.

ZEB technology has been evolving for more than two decades in North America. While battery-electric buses are the most widely publicized, trolleyelectric and hydrogen fuel cell-electric buses are also in active transit service in cities throughout the United States and Canada. All three ZEB technologies are electric buses driven by electric motors, with common New Flyer’s Xcelsior® 60-foot hydrogen fuel cell-electric bus power electronics and common electric accessories, such as power steering, doors and HVAC systems. Selecting a zero-emission bus technology basically boils down to making choices regarding the investment in onboard energy storage and “fueling” methods.

The pros and cons Today’s ZEB technology choices by have become a trade-off between vehicle range and infrastructure complexity and cost.

Trolley-electric ZEBs are electric buses that use electricity from overhead wires to drive an electric motor. Despite the very minimal onboard energy storage, this technology has virtually unlimited range. The primary drawback to trolley-electric buses are the high infrastructure constraints and costs. Trolley-electric buses are limited to specific routes with installed overhead catenary systems, and allow for very short “off-wire” operation. Trolley-electric buses are a great choice for cities that have already invested in the infrastructure.

Hydrogen fuel cell-electric ZEBs are electric buses incorporating a small hydrogen fuel cell that operates as an on-board battery charger.

The technology uses advanced hydrogen fuel cells and regenerative braking to charge batteries on board, resulting in vehicle range in excess of 250 miles. This allows agencies to adopt electric buses on virtually any transit route without relying on electricity from the utility grid. It does however, require the investment in hydrogen fueling islands at the transit depots (similar to compressed natural gas) and requires the supply or creation of hydrogen. Hydrogen fuel cell-electric buses are a great choice for agencies who wish to employ similar fueling methods to today’s practices and avoid the complex

and costly infrastructure for re-charging batteries. While there is definitely a higher up front cost for fuel cells in today’s market, the evolution of fuel cell technology is expected to reduce the component cost and weight in the coming years.

Battery-electric ZEBs are electric buses that store energy in flexible, modular, onboard battery packs. The total capacity of onboard battery packs determines the vehicle range.

Although regenerative braking is also involved, all battery-electric buses require investment in charging infrastructure to re-charge the batteries (Depot Plug-in Charging or On-Route Charging), and an electricity grid ® capable of charging large New Flyer’s Xcelsior 40-foot battery-electric bus numbers of vehicles.

Investment in on-route charging infrastructure allows the batteryelectric bus to have unlimited range with a lighter, more efficient vehicle but typically requires a more expensive and complicated infrastructure solution than plug-in charging, and constrains the buses to specific routes where on-route chargers are installed.

A depot charging strategy requires the investment in more onboard energy storage but simplifies route planning and has the added benefit of charging during off-peak hours, when electricity costs are lower.

Unfortunately, even with the most advanced automotive battery technology available on the market today, maximum allowable axle weights constrain the number of battery packs that can be installed before compromising passenger capacity. As automotive battery technology evolves and becomes mainstream, it is expected that the component cost and weight will reduce, allowing for greater onboard energy storage capacity, passenger capacity and range.

Battery-electric ZEB technology adds the complexity of grid management and interoperability, meaning – the ability to provide enough electricity to charge a large number battery-electric buses from multiple manufacturers using a single charging technology. Although charging standards for battery-electric ZEBs do not exist today, it is critical that bus and charging equipment manufacturers collaborate to introduce and comply with standards for both on-route and depot plug-in charging to simplify the infrastructure requirements.

Other considerations Electric bus technology works, and it is here to stay. While onboard energy storage and infrastructure technology is evolving quickly, the expected service life of a North American heavyduty transit bus remains unchanged. The bus has New Flyer’s Xcelsior® 40-foot battery-electric to reliably meet pull out bus at an on-route charging station and safely carry passengers every day for at least 12 years or 500,000 miles. When choosing a ZEB technology, consider the reliability of the vehicle and its subsystems, as well as the ability of the manufacturer and the major component suppliers to support the vehicle for the life of the bus.

Jennifer McNeill serves as vice president of sales & business development for New Flyer. New Flyer is the only manufacturer in North America that offers three types of zero-emission electric buses - battery-electric, trolley-electric, and fuel cell-electric. Visit www.newflyer.com.

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Vehicle innovation as a driver of change How exploration and advancement of bus technologies directly influences social and environmental evolution

By Lindy Norris

With increasing public scrutiny on political decisions as they impact climate change, zeroemission options for public transportation are coming front and center in the consideration set for public transportation authorities.

Over the past six months, climate change has established itself as a recurring headline, and as a result, public transit manufacturers are intensifying focus on zero-emission transportation that runs cleaner, greener, and leaner for growing cities. Battery-electric transit has shot to stardom, and North American OEMs find themselves amidst an industry opportunity and moment to shine.

The Vehicle Innovation Center – a first in North America New Flyer of America is no exception.

In September of this year, it announced the Vehicle Innovation Center (VIC), dedicated to exploration and advancement of bus technologies in America. The Center, based at New Flyer of America’s Anniston, Alabama campus and opening October 2017, is North America’s first innovation hub of its kind, brought to life by New Flyer of America, together with Motor Coach Industries (MCI).

The Center’s vision is to be America’s leader in the exploration and advancement of bus technology connecting people to places.

Through ongoing operation, exploration, and events, the mission of the Vehicle Innovation Center is to: • Explore and advance bus and coach technology through sustainable R&D, fresh innovation, progressive manufacturing, and bold thinking; • Foster dialogue through discussion, education, and training on the latest zero emission and autonomous driving vehicle technologies; •E ngage learning through current and interactive exhibits, experiences, and observations; • Spark energy and commitment to the air quality, safety and economic benefits for people, communities, and business; and 6

• Harness the power of collaboration, environmental stewardship, and social change on manufacturing the way we move.

The $25 million expansion and renovation of the Anniston campus, which includes the introduction of the Vehicle Innovation Center, continues New Flyer’s commitment to investment in American infrastructure, manufacturing, and jobs. Acquired by the company in 2013, The New Flyer of America Anniston campus consists of five buildings that produce complete transit buses, from frame welding to final assembly. In 2015, New Flyer invested $20 million to transform the campus to a world-class LEAN manufacturing

“New Flyer of America announces the Vehicle Innovation Center, aimed at becoming America’s leader in the exploration and advancement of bus technology connecting people to places.” facility capable of producing New Flyer’s Xcelsior® heavy-duty bus platform.

New Flyer proudly employs more Americans than any other transit bus manufacturer in North America, with 24 fabrication, manufacturing, distribution, and service centers across the United States. Its team, currently 5,400 strong, is tasked with designing and manufacturing buses that are not only reliable, but at the forefront of leading-edge technology, zero-emission and electric advancement, and vehicle innovation.

Climate change and electrifying transit As interest in environmental stewardship, energy, and climate change becomes increasingly prevalent, the transit industry must continue a rapid evolution by meeting demands, and with proactive, sustainable solutions. The VIC helps New Flyer do just that, by leading industry innovation,

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exploring zero-emissions technologies, and leveraging its more than 50 years of experience in manufacturing zero-emission buses (ZEBs).

Just as battery-electric cars have ignited fascination and demand in American consumers over the past decade, batteryelectric buses are becoming more understood as a method of public transportation in American cities. Indeed, and perhaps out of necessity, communities are waking up to the power of quieter, cleaner engines and the positive, sustainable impact they lend on smart city planning, environment, health, and quality of life.

More than 7,400 cities globally have committed to greater local efforts to combat climate change. Cities have committed to working together in sharing ideas for delivering carbon-free transit and housing, and collaborating on development of standard emissions reduction measurements to monitor progress. In addition, and shortly following the United States Conference of Mayors Annual Meeting in Miami Beach, Florida in late June, 364 mayors signed on as “Climate Mayors” – an independent initiative at climatemayors. org – to uphold Paris Climate Agreement goals.

Atlanta and Los Angeles have started blazing the trail already, with commitments to 100 percent renewable energy by 2035, and an emission-free fleet by 2030, respectively.

While electric transit has been around since the 1960s, battery-electric is relatively new.

Several other cities are expected to follow suit and look to early adopters such as LA, Washington, and New York as benchmarks for introduction, management, and maintenance of battery-electric buses. Due to infrastructure required to operate and maintain batteryelectric fleets, total fleet replacement with battery-electric is not feasible today for most urban, metropolitan, and municipal cities. A blended approach utilizing multiple propulsions is ideal. New Flyer meets that need as the only company making all three types of zero emission buses (fuel cell electric, battery electric and trolley electric), as well as clean diesel, compressed natural gas, and dieselelectric hybrid.

Electric bus technology works, and it’s here to stay. Through the Vehicle Innovation Center, New Flyer of America proudly intends to lead the charge in electric exploration and advancement, and to help propel American cities forward with American-made, Americandesigned, electric propulsion buses.

Lindy Norris serves as director of marketing communications for New Flyer. Visit www. newflyer.com for more information.

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Battery electric power, simplified

By David Warren

How battery-electric propulsion works, and why demand continues to grow Public transit manufacturers are intensifying focus on zeroemission transportation that runs cleaner, greener, and leaner for growing cities. Battery-electric transit has shot into pop culture, and North American OEMs are finding themselves in a moment to shine.

With this comes an opportunity to educate and enlighten the general public about battery-electric power. As a relatively new propulsion option, battery-electric power (and its charging infrastructure) is not widely understood, leaving room for assumption and ambiguity when it comes to “How it works.”

New Flyer is actively participating in and leading the conversation, while investing in the advancement of battery-electric and autonomous bus technologies in North America. In September, New Flyer of America held a ground-breaking event for its $25 million expansion and renovation project in Anniston, AL, and also announced the creation of a Vehicle Innovation Center (VIC) as part of the project, which opened in October. The VIC has a mandate to: • Explore and advance bus and coach technology through sustainable research and development, fresh innovation, progressive manufacturing, and bold thinking; • Foster dialogue through discussion, education, and training on the latest zero-emission and autonomous driving vehicle technologies; • Engage learning through current and interactive exhibits, simulation, hands-on experiences, and observations; • Generate energy and commitment to clean air quality, safety, and economic benefits for people, communities, and business; and • Harness the positive influence of collaboration, environmental stewardship, and social change to advance mobility solutions.

As manufacturers continue to invest in the research and development of battery-electric power, we must consider how advances in batteries and the benefits of battery-electric bus (BEB) technology are relayed to the end-user. If we, as an industry, intend to build excitement and demand for zero-emissions electric propulsion, we must ensure basic physics and chemistry principles are truly and responsibly understood by various stakeholders.

The most important fundamentals of battery-electric buses include energy storage, battery cell technology, and the integration of battery packs into the BEB. Although there are close similarities between hybrid buses and electric motors and batteries, BEB customers must have a clear understanding of today’s basic battery chemistry and battery integration when considering an all-electric transit bus system.

Chris Stoddart, vice president of engineering and customer service, starts with basics to demystify an anode is made of one type of chemistry, and a cathode made of another type of chemistry.

The electrolyte provides the flow of electrical charge between the cathode and anode. When a load, such as an electric motor, is connected to the battery terminals, a closed circuit is created and a chemical reaction occurs.

The next important consideration is the re-charge capability of lithium-ion batteries; from in-motion created regenerative (“regen”) power, or power transferred from an off-board charger such as a depot plug-in charger or from an on-route rapid charger. Both regen and offboard charging transfers electricity to the battery cells to create a reverse chemical reaction that restores the charge.

The entire battery cycle is repeated multiple times throughout the life of a BEB, with stages consisting of: 1) Chemical energy stored in the lithium-ion battery cells, 2) To energy released from the battery as electricity, 3) C onverted to kinetic energy through the motor for propulsion and HVAC, 4) R ecovering electricity from the motor (turned generator) when decelerating, 5) C ausing a reverse chemical reaction to recharge the battery cells, and finally 6) Supplemented by off-board plug-in or overhead charging to create a reverse chemical reaction to restore the battery cell to a full stateof-charge.

Re-chargeable batteries eventually experience capacity fade.

This is why battery engineers must select the ideal chemistry and manufacturing quality provisions to achieve a long-life and reliable performance in transit BEBs. New Flyer batteries are designed and tested over 5,000 deep depth-of-discharge cycles to achieve an expected service life of 12 years or more.

At New Flyer, battery engineers selected Nickel Manganese Cobalt (NMC) for the lithium-ion battery cell chemistry. New Flyer works with two Michigan based battery companies, XALT Energy, and A123 Systems, based on many successful years of industry experience with NMC batteries for heavy vehicle applications, operating in the harshest environmental conditions throughout the globe.

Stoddart shares the key role of New Flyer system integration engineers; having ultimate responsibility for the battery integration comprised of safety monitoring systems, power distribution units, thermal management in cold and hot weather, and battery packaging to optimize the weight distribution over the bus axles and maximize the passenger-carrying capability.

The most difficult challenge for batteries in transit BEB applications is specific energy, measured in Wh/kg. Diesel has a near 60:1 advantage over the highest technology battery cells and is the sole reason BEBs have range limitations in transit where gross axle load ratings have finite limits.

Stoddart notes a major difference in the engineering mindset needed to design a transit BEB carrying massive batteries. He starts with an electric car, where engineers methodically balance the load between the four corners to create both high-performance handling and tight cornering. For transit buses, this mindset is not ideal, a concept that has not been recognized by all BEB manufacturers. A transit BEB is similar to a vocational truck such as a Peterbilt, where four load-carrying tires are attached to the rear axle, with only two steer tires on the front axle. Spreading the heavy battery load evenly between the two axles is fundamentally flawed on a six-wheel vehicle, and undoubtedly, will cause overloading of the front axle, at a load well below the passenger load-carrying capability of an equivalent diesel-powered bus. New Flyer, on the other hand, methodically biases the battery loads to the rear axle, where more of the load can be carried by four traction tires.

Stoddart concludes that U.S.-based battery manufacturers, complemented by New Flyer’s battery integration expertise, offer transit agencies unsurpassed life-cycle value from cradle-to-grave.

Battery cell technology will continue to evolve, as noted by an annual 12 percent increase in specific energy capability over the past five years.

As the cell technology improves, we’ll be able to offer BEB customers even further range between recharging.

David Warren serves as director of sustainable transportation for New Flyer of America. Visit www.newflyer.com for more information

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