Planning for Fleet Electrification Marc Manning 1
CTA’s Electric Bus 2
Electric Bus Design New Flyer XE40 with 300 kW-hr Battery Capacity • String 3 String 4 String 5 Conventional Engine Compartment String 6 Rear Energy Storage Compartment Strings 1 & 2 3
Bus Promotional Design Livery • Interior Promotional Advertising • 4
Kedzie Charging Infrastructure Bus Parking Lane Bus Parking Lane Bypass Lane Building Bypass Lane Beam Aligned with Front Door to ensure proper bus spacing. 5
77 th Charging Infrastructure Bus Inspection Lanes Manager’s office Bus Maintenance Bays Dedicated Bay for Electric Bus Yellow Parking Lines & Yellow Bollard for Front Door Positioning 6
Cold Weather Solutions Note: Table from “E-Truck Performance in Cold Weather” by CALSTART 7
Electric Bus Daily Revenue Schedule Overnight Charge Morning Revenue @ Garage (~3-5 Service 50-60 hours) miles (~6 hours) Afternoon Mid-Day Charge Revenue Service @ Garage (~3-5 70-80 Miles (~8 hours ) hours) Note: Ridership for routes is published here http://www.transitchicago.com/ridership/ 8
Depot Charge Analysis (Kedzie Garage) 9
Vehicle Block Information - CTA CTA has 7 Garages with 1,868 Buses in Revenue Service • 248-289 Buses per Garage – 308 60 ft. Buses & 1560 40 ft. Buses – Note: Estimated Battery Capacity based on 4 kw-hr/mile. This doesn’t account for end of life or 80% Useable State of Charge. Battery cost per bus based on Bloomberg New Energy Finance presentation on “Lithium-ion Battery Costs & Market.” 10
Vehicle Block Information – Kedzie Garage 159 Vehicle Blocks with less than 80 miles of Range • Only Vehicle Blocks <80 Miles 11
Strategies & Assumptions Strategies to deploy depot-only bus • Maximize Mileage: Charge Midday – Allows for Greater than 100 miles per day Requires 84 Buses to operate One Charge Per Day: Shifts Charging to Night Only – Maximum of 80 miles per day per bus. Requires 90 Vehicles to operate High Level Assumptions • 80 miles of Maximum Range before Charging – All charging directly to High Voltage Battery – No charge reduction at end of charging cycle. 100% charge efficiency Buses are on schedule – No early departures or late arrivals Buses are available immediately upon arrival for charging – Buses available for service after fully charged – No limit to Peak Demand – No limit for Maximum Number of Chargers. – 12
Strategy Outcome Require Midday Charge Require 1 Charge Per Day 21 Buses could be charged Midday for Greater than 80 Miles 13
Peak Demand for 100 kW Charger How Many Chargers can be What Demand installed at can Garage Garage? Support? Charge Mid-day to have spare available buses for PM Distribute Distribute Charging to Charging to Optimize Optimize 14
Demand Cost for 100 kW Charger ~$0.14 per Mile Supply Charge @ $0.043 per kW-hr (Not Included) $3.00 Per Gallon (Diesel) Shift $2.00 Per Gallon (Diesel) charging to Off- Peak Distribute Charging to Optimize 15
Questions for Next Steps 16
Questions for Next Steps What Scale-Up Approach is planned? What Range Allows for best Optimization? • • What is the Peak Demand Limit? What is target for Cost Per Mile? • • What is the Charging Location Limitation? What is the Variability for Diesel vs. Electricity Cost? – – What is the Utility Limitation? What Utility Rate Structures are available? – • How Many Chargers can be Installed? Would the Utility create a E-Bus special rate? – • Is there Enough Real Estate? How much extra time needed for charging? • – What Cost is Available for Each Charger? What technologies could help manage charging? • – Is there Enough Power to Support? What are the seasonal (cold weather) affects on range? • – What type of Charger? – 17
Contact Information Marc Manning 7801 S Vincennes Ave Chicago, IL 60620 Cell: 312.204.9235 Email: mmanning3@transitchicago.com 18
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