1 New Developments in Green Vehicle Technology in the U.S. January 2011 Walter Kulyk, P.E. Director, Office of Mobility Innovation Federal Transit Administration.

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New Developments in Green Vehicle Technology in the

U.S.

January 2011

Walter Kulyk, P.E.

Director, Office of Mobility Innovation

Federal Transit Administration

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OverviewU.S. Transit Operations

U.S. Transit and Energy

Transit as a Green Technology Demonstration Platform

U.S. Transit Policy and Goals

Electric Drive and Clean Fuels Research

National Fuel Cell Bus Program (NFCBP)

Transit Investments for Greenhouse Gas and Energy Reduction (TIGGER) Program

Hydraulic Hybrid Development Efforts

Advanced Small Transit Vehicle Development

Urban MAGLEV Program

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Public Transit in the U.S.

Passengers rode transit vehicles 55.1 billion miles in 2008

Transit use represents about two percent of U.S. passenger car mileage

Transit ridership increased 38-percent from 1995 to 2008 U.S. population grew 14-

percent Highway use grew 21-percent

Sources: APTA & U.S. DOT BTS

Demand for transit and transit ridership continues to increase

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Public Transit Bus Operations

1,100 transit systems operate buses (2008)Over 50,000 buses in operation every dayTransit is a leader in adopting clean fuel and advanced technologyAbout 19% of transit buses are alternatively-powered

Source: Environmental Benefits of Alternative Fuels and Advanced Technology in Transit, FTA-WV-26-7003-07.2

Diesel

81%

CNG15%

Diesel - Electric

2%

LNG2%

Transit Bus Fuel Types (2009 Fleet)

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Transit & Energy Current U.S. Transportation

sector is petroleum based

Demand for oil will continue to outstrip supply

Transit petroleum consumption is insignificant compared to overall transportation consumption

However, transit is highly vulnerable to oil demand & supply disturbances

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Transit & Energy

The primary natural energy resource in the U.S. is coal

Significant interest in replacing petroleum with electric fuel for transit

Increasing role of renewables and natural gas in electric power generation

Electrification of transit vehicles is the key enabler

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Transit Industry: Platform for Advanced Technologies

Fleet Operations Centrally fueled and maintained Professional operators and mechanics Urban stop-go duty cycle and fixed route Start-up time

Federal Capital Funding Support Federal procurement funding Assistance for developing new technologies

High Visibility & High Impact Operate in densely populated areas Broader public exposure and acceptance

Alamodome Transit Entrance. VIA Metropolitan Transit; San Antonio, TX

New Flyer Hybrid Bus. Intended for Seattle, WA

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FTA Support of Clean Vehicle Technology

Reduce transit bus emissions

Lower greenhouse gas transportation

emissions

Improve fuel efficiency Fuel is second largest operating cost, and not

eligible for FTA assistance Current full size transit buses achieve only 2 to 4

mpg

Improve vehicle performance

Consumer Acceptance/Public Relations Smoke and odor free Clean and quiet Move toward “greener” technologies

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U.S. Transit Policy

DOT Strategic Goal:

Environmental Stewardship

FTA Strategic Goal:

Environmental Sustainability

• Reduced carbon and other harmful emissions• Improved energy efficiency • Reduced dependence on fossil fuels• Reduced transportation-related air, water, and noise pollution and impacts on ecosystems

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Commercial availability of zero and near-zero emissions, high efficiency, affordable transit vehicles for transit agencies across the country by 2030 from domestic suppliers

To advance electric drive and related technologies to enable commercially-viable transit vehicles with significantly higher efficiencies, lower emissions, and superior performance

Electric Drive Strategic Plan

The Vision

The Goal

Specific Goal Measure

1 Quadruple fuel efficiency of 40’ transit bus

Fuel economy greater than 12 miles per diesel equivalent gallon

2 Decrease transit vehicle tailpipe emissions

>50% improvement over 2010 EPA requirements for heavy-duty diesel engines

3 Achieve superior performance of new transit vehicles

10 % increase in MBRC25 % reduction of interior noiseMinimum 12-year vehicle lifetimeZero safety incidents

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Technical Focus Area 2014 Objective 2030 Objective

Vehicle Energy Management

Implement innovative bus energy system demonstration and evaluation program

Validated energy storage systems commercially available for transit

Electrification of Accessories

Validate all-electric 40’ busAll-electric bus commercially

established

Bus DesignPrepare advanced propulsion

bus design standards and guidelines

Commercially established innovative bus design for

advanced propulsion systems

Rail Energy ManagementImplement innovative rail

energy system demonstration and evaluation program

Validated energy management systems

commercially available for rail transit

Locomotive Design Analyze alternative locomotive designs

Established validation program for alternative

locomotive designs

Electric Drive Research ApproachWith support from industry stakeholders, FTA identified five focus areas, in priority order, necessary to advance technology to the 20 year vision

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Support of Clean FuelsFTA Research and Accomplishments

CNG successfully commercialized

Over $185M in FTA support from 1988-1990

Most common alternative fuel in transit

Hybrid-electric vehicles recently commercialized

Over $25M in FTA hybrid and electric drive research since 2000

Highest fuel efficiency and lowest emissions in current fleet

Incentive included in budget submission for FY07 and FY08

Federal funding proposed for 100% of cost differential over an equivalent diesel bus

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Fuel Cell Transit BusFTA initiated fuel cell bus development with a feasibility study awarded to Georgetown University in 1983Brassboard Fuel Cell Power Plant Development 1987-1990

Generation I Fuel Cell Bus Development (1991-1995)• 50 kW Phosphoric Acid Fuel-Cell• 75 kW DC drive motor• 40 kW-hr SAFT NiCd Battery Pack• 30-ft Bus

• Two Methanol Fueled Designs• 40-ft Nova Bus Platform• BAE HybriDrive Electric Drive System

Generation II Fuel Cell Bus Development (1993-2001)

• UTC 100 kW Phosphoric Acid Fuel Cell• 185 kW AC Induction Drive Motor• 50 kW-hr Lead-Acid Battery Pack

• Ballard 100 kW PEM Fuel Cell• 185 kW AC Induction Drive Motor• 30 kW-hr Lead-Acid Battery Pack

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National Fuel Cell Bus Program (NFCBP)

Authorized under SAFETEA-LU

Funded $49M for FYs 2006-

2009

Additional $13.5M in FY 2010

50-percent non-Federal cost

share

Competitively selected

Balanced portfolio of projects Diverse group of locations and climates

Oakland, CA

San Francisco, CA

Thousand Palms, CA

Hartford, CT

Boston, MA

Columbia, SC

Albany, NY

Austin, TX

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NFCBP Highlights

Fuel cell buses demonstrations in transit fleets for 2011:BAE Systems BUS 2010 project with fuel cell APU delivered to MUNI, in San Francisco Enhancing a successful Hybrid Electric Vehicle with fuel cell Auxiliary Power System (APU)

Hydrogenics fuel cell, Orion bus platform Electrified accessories to increase efficiency

reduce power requirements

All-American Fuel Cell Bus with BAE, Ballard and El Dorado for operation in SunLine Transit in California

Zero Emission Bus vehicle demo in a very hot desert climate

Project enables side-by-side comparisons of a Van Hool UTC Bus and BAE System - Ballard Design

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NFCBP Highlights CTE/Proterra

Battery-dominant hydrogen fuel cell 35-foot bus

Dual 16 Kw Hydrogenics fuel cell stacks Lightweight composite structure Advanced Lithium-Titanate batteries Demonstration in Columbia, South

Carolina

UTC/ISE/Van-Hool UTC 120kW PEM Fuel Cell ISE ThunderVolt Hybrid Drive Siemens ELFA Drive; two AC induction

motors, 85 kW each (170 kW total) ZEBRA® (nickel sodium chloride),

three modules, 32 kW (95 kW total), 53 kWh

Demonstration in Oakland, CA

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NFCBP AccomplishmentsSeveral technical advances for fuel cell technology

achieved

Fuel-cell powerplant surpassed 7,000 hours on bus in revenue service with the original cell stacks and no cell replacement Fuel cell warranties exceeding 10,000 hours, up from 4,000 hours in 2006 Component projects completed successfully including Hybrid Fuel Cell Power Converter and Integrated Auxiliary Module

BDC

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TIGGER Transit Investments for Greenhouse Gas and Energy

Reduction (TIGGER) Funding directly to public transit agencies to implement

strategies for reducing greenhouse gas emissions or reduce energy usage from their operations

TIGGER I Initiated within the American Recovery & Reinvestment Act (ARRA) of 2009 at $100 Million TIGGER II executed through the Transportation, Housing

and Urban Development, and Related Agencies Appropriations Act 2010 (Pub. L. 111-68) at $75 million

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TIGGER I: Project Selections Over 560 project proposals received totaling $2.0 Billion

43 projects totaling $100 Million announced October 2009Multiple technologies and strategies for energy and greenhouse gas emissions reductionProjects vary in cost and complexityGeographically-diverse with projects in 27 U.S. statesWA

OR

ID

CANV

MT

WY

COUT

AZNM

ND

SD

NE

KS

OK

TX

MN

IA

MO

MT

MT

WV VA

AR

LA

WI

IL

KY

TN

MO

MI

IN

OH

MS AL

NC

SC

FL

GA

PA

NY

MD

VTNHMA

ME

HI

AK

NJCTRI

DE

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TIGGER I : Examples of Selected Projects

Purchase of new clean & efficient transit vehicles

Transit facilities efficiency improvements Geothermal heating and cooling Low energy lighting Passive solar water heating Roof mounted PV solar and turbine electric power

Rail wayside energy storage system with flywheel technology

Idle reduction technology for buses

PV Shade structures for bus fleet

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TIGGER II ProgramAdditional $75M appropriated for FY 2010

Significant technologies employed in project awards include:

Biomethane fueled 400kW SOFC Fuel Cell Powerplant

PEM Electrolyzer for on-site hydrogen production

Solar and wind based electric power generation

Geothermal heating & cooling for transit terminals

Hybrid-electric buses to replace older diesel buses

Fast-charging electric buses and charging stations

Locomotive engine idle reduction systems

UTC 400 kW Solid Oxide Fuel Cell Power Plant

ZTR SmartStart Locomotive Idle Reduction

Solar Bus Canopy

Designline EcoSaver IV Turbine-Electric BusProterra EcoRide 35 with FastFill Charging StationSolar Power Plant

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Benefit of Alternative Fuels & Technology 2007 study quantified and compared the emissions and fuel consumption characteristics of alternatively fueled (CNG, LNG, and Biodiesel), and diesel hybrid-electric buses Study predicted the overall emissions and fuel benefits at an increased level of market penetration of each technology and compared to those of the forecasted 2009 bus fleet Diesel-electric hybrid appears to offer the best overall environmental benefits and is the only technology to result in a reduction in fossil fuel consumption

FTA-WV-26-7003-07.2

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Hydraulic Hybrid Bus Development

BUSolutions Project in Troy, MICALSTART Shuttle Bus Demonstration at RTA in Riverside, CAFuture Minneapolis, MN DemonstrationFuture El Paso, TX Demonstration

Several Development Efforts Underway Simultaneously Leading to Potential for Viable Deployments

The Goal is to Provide a Hydraulic Hybrid Bus with Better Fuel Economy and Lower Emissions at a Lower Life Cycle Cost than Today’s Basic Diesel Bus

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• Optimized Design• Employed Virtual Prototyping or efficient

design• Full bus 15% lighter

• Optimized all aluminum structure - 30% lighter

• Series Hydraulic Hybrid• Partner is Parker Hannifin

• 70% recovery of braking energy

• 45% improvement in fuel economy and emissions

BUSolutions Key Innovations

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CALSTART Hydraulic Hybrid Shuttle Bus

CALSTART is sponsoring the development of hydraulic hybrid shuttle bus for demonstration in Riverside, CA; Minneapolis, MN; and El Paso, TXCombined funding CALSTART/FTA and SCAQMD > $1.0 MillionShuttle Bus is based on a Ford cutaway chassis busEATON Hydraulic Launch Assist (HLA) upfitted by a third partyEATON HLA is a parallel hybrid system that requires limited changes to base vehicleEATON system already demonstrated on a shuttle for U.S. Army returning >25% fuel economy improvement on the EPA city cycle

Eaton HLA®System

EATON HLA Shuttle Bus

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Total Life Cycle Cost Comparisons

Data source: Transit Bus Life Cycle Cost and Year 2007 Emissions Estimation (FTA-WV-26-004.2007.1.)

Delta cost estimates made for Hybrid Hydraulic with similar assumptions. 45% fuel economy improvement used compared to 19% reported for DEH

Total Life Cycle Cost by Bus Type Hybrid Hydraulic has the lowest Total Life Cycle Cost

A basic diesel bus is 4% more A Hybrid Electric is 39% more

Main drivers of lower cost: Lower purchase price No expensive battery

replacement Superior fuel economy

Even lower emissions than hybrid-electric

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Proterra Bus Development under the ARRA Program

Proterra Ecoliner used by Foothill Transit

Foothill Transit, Los Angeles, CA Three Fast Charge Battery electric busesOperational since September 2010Recharge in 10 minutes30 mile range with recharge stations at each end of the route

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Proterra Bus DesignFlexible design layoutConfigurable for several variations of electric-drive modesModes include:

Hydrogen fuel cell Plug-in battery

electric Fast charge battery

electric Diesel electric

hybrid

Proterra Inductive Fast Charging Proterra Fuel Cell Stacks Proterra Battery Pack

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Advanced Small Transit VehicleNeed for an improved small vehicle to support rural/small urban transit markets Current small vehicles

Adapted Commercial Vehicles Harsh ride & limited to good roads Crude wheel-chair lifts Inflexible Seating

Future Small Transit Vehicle Low-floor wheelchair friendly Reconfigurable seating Compact powertrain Traction Control Adjustable Ground Clearance

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Ride Solutions BusSmall heavy-duty low-floor bus designed by BreviBus Key Innovations Transverse Engine/Transmission

adapted from Class 8 Truck mounted behind rear axle

H-drive translates transmission output 270 degrees into rear axle

Allows 25 seated passengers in only a 26-foot long bus

Foldaway seats allow conversion to 5 wheelchair positions for paratransit or 6 stretchers for emergency evacuation

Built-in Wheelchair Ramp

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Urban MAGLEVIn 1999, FTA announced the Urban Maglev Project (UMP) with the objectives of:

Developing a base of knowledge about Urban MAGLEV low speed technology

Pursue full system development and demonstration

Enhance one or more of critical maglev subsystems using advanced technologies

Develop functional specifications

Critical Urban MAGLEV

Technology Areas

Levitation

Propulsion

Power Supply & Delivery

Communication & Control

Guideway design

Vehicle Design

Artistic rendering of Urban MAGLEV at Old Dominion University in Virgina

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Urban MAGLEVDesign Targets:

Speeds up to 45 m/s (162 km/h, 101 mph) Acceleration and braking up to 2 m/s2 (4.4

mph/s) Headways as short as 4 seconds Capacity of 12,000 passengers per hour Horizontal turn radii of 18.3 m (60’) and

vertical radius of 300 m (984’) Target cost of $20 million/mile including

vehicles Less noise and energy than current transit

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MAGLEV Energy Efficiency

http://www.magnemotion.com/products/maglev/pdf/M3UrbanSystem.pdf

Comparison of Energy Demand by Passenger

Mode

Travel Mode Energy Intensity

(BTU/pass-mi)

M3 Urban MAGLEV

1180

AMTRAK 2902

Commuter Rail 2759

Transit Bus 4775

Automobile 5669

MAGLEV eliminates traditional “rolling resistance”Primary energy loss is from air-resistance. Aerodynamic losses mitigated by limiting speeds to 100 mph (162 kph)one-half the energy consumption of passenger rail systems one-quarter the energy consumption of a transit bus or passenger car

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ConclusionsThe ever increasing challenges of energy cost and emissions will continue to drive the search for effective alternative fuel sources for U.S. transit vehiclesTransit is prime for demonstrating green vehicle technologiesU.S. Transit has a long successful history with developing and demonstrating green vehicle technologiesThe FTA has a robust diversified portfolio of green technology projects

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Thank You

Walter Kulyk, P.E.Director, Office of Mobility InnovationFederal Transit Administration1200 New Jersey Avenue S.E., Room E43-302Washington, DC [email protected]