Potential Impact of IISC from a …...•CUTRIC models Ebus performance along existing route(s) • Different routes/duty cycles have different optimal charger solutions •Understanding

Potential Impact of IISC from a Transit/Transportation Innovation Perspective

“Copyright © 2018 Canadian Urban Transit Research and Innovation Consortium (CUTRIC), Consortium de recherche et d’innovation en transport urbain au Canada (CRITUC). All rights reserved.”

Dr. Garret Duffy

Canadian Urban Transit Research & Innovation Consortium (CUTRIC)Consortium de recherche et d’innovation en transport urbain au Canada (CRITUC)

www.cutric-crituc.org

CREATE-IISC Inaugural Workshop Sept 4-5 2018

University of Calgary

http://www.cutric-crituc.org/

Canadian Urban Transit Research & Innovation Consortium (CUTRIC)


Introduction to CUTRIC

Outline of IISC-relevant CUTRIC projects completed or under development

Summary of knowledge gaps or lessons learned to educate the municipal leaders of the future

VisionTo make Canada a global leader in low-carbon smart mobility technology innovation across all modes of ground transportation.

MissionTo support the commercialization of technologies through industry-led

collaborative demonstration and integration trials that support the global exposure of Canadian innovation, and the domestic growth of a globally

relevant low-carbon smart mobility eco-system.



Zero-emissions & low-carbon

propulsion systems with fueling &

charging system integration

“Smart” vehicles and “smart” infrastructure

Big data advanced mobility

Cybersecurity in mobility

Pillar #1 Pillar #2 Pillar #3 Pillar #4



Our Members







Oxford County Feasibility Study:EVSE Data Mapping & Analysis


Definitions


Electric vehicle supply equipment (EVSEs) is an intermediary between a power source and the vehicle’s charging port. Its role is to simply transfer the electric

power to the vehicle safely.

Level 1: 120 V, AC, SlowLevel 2: 240 V, AC,

compatible with all EVs & PHEV

Level 3: 480 V, DC Fast Charger, compatible with

only fully electric cars

Driver Typology


Type A

Work Commuter (Principal Car)•Type A1: In town

commute•Type A2: Out of

town commute•Type A3: Out of

town commuting into town

Type B

Family Commuter

(Secondary Car)

Type C

Tourist

Type D

Inter-city Commuter transiting

through Oxford County between

city locations (for work or

leisure)

Summary of Predictive Analysis


The number of required EVSEs:• Level 1: 163 • Level 2: Min: 54 – Max: 163• Level 3: Min: 12 – Max: 47

Considerations:• Aggregated estimation• Adoption rate: 0.8%• Worst Case Scenario for all types of drivers

GIS Analysis for EVSE siting: Existing EVSE infrastructure


GIS Analysis for EVSE siting: Proposed Upgrading/New Installation


EVSE siting project: Implications for IISC


Different EV users may have different usage and charger level requirements

• Assess local demography (census, surveys, etc.)• Assess extra regional traffic

Expected EV adoption rate must be carefully estimated and reasoned, e.g. by referring to similar jurisdictions

Number of locational constraints to EVSE siting: privately or municipally owned?; walking distance to (ideally) many workplaces; distance from highway exits, malls, etc.


Pan-Canadian Hydrogen Fuel Cell Vehicle Demonstration & Integration Trial: Phase I


Will support the development of hydrogen fuel cell (HFCs) technologies for fuel cell electric buses (FCEBs)

CUTRIC Conducted national consultation sessions to identify opportunities, challenges and commercial relevance of hydrogen integration among Canadian transit

The project will play an instrumental role in gathering data to aid municipal/corporate planning on FCEB engagement, route selection and locating fuelling stations

Pan-Canadian Hydrogen Fuel Cell Electric Bus Demonstration & Integration Trial: Phase I


Environmental Opportunities Meeting national GHG reduction targets and localized sustainability goals. E.g. YRT’s Vision 2051 sustainability mandate; City of Mississauga’s Climate Change Action Plan

Economic Opportunities Direct (selling electrons, developing IP (performance modelling and monitoring) and indirect benefits (potential for job growth & retention as an incentive)

Global Relevance Advancing technology readiness of FCEBs and developing an integrated hydrogen fuelling supply chain

Pan-Canadian Hydrogen Fuel Cell Electric Bus Demonstration & Integration Trial: Phase I - Opportunities

FCEB project: Implications for IISC


Modelling of FCEB performance is essential for initial acceptance of feasibility• CUTRIC models FCEB performance along existing route(s)• Understanding how FCEVs work should be included in training of IISC

students

Carbon Number of supplied hydrogen essential to deciding FCEB benefit (how essential? Jurisdiction dependent)• Implicit requirement is knowledge of electricity grid profile and different

hydrogen production pathways

Knowledge/awareness of hydrogen economies will be vital for a 21st century municipal manager• “Could an FCEB project be part of an extra-regional hydrogen economy

of supply and demand?”


Pan-Canadian Electric Bus Demonstration & Integration Trial: Phase I, II

Technologies in Focus for E-Bus Phase II

Buses Chargers Energy storage media


Scope for E-Bus Phase II

Expansion

• At least eight new transit agencies• Eight buses and two standardized overhead chargers per new agency

Technical Focus

• High power (450-600 kW) overhead chargers standardization• Adoption of high power (150 kW) in-depot charging standard SAEJ3068• Energy storage standardization and demonstration

Knowledge generation

• Addressing key skill gaps in training and academic programming• Convention of academic advisory committee and elevating it to a

Centre of Excellence


Ebus project: Implications for IISC


Modelling of EBus performance is essential for initial acceptance of feasibility• CUTRIC models Ebus performance along existing route(s)• Different routes/duty cycles have different optimal charger solutions• Understanding how EVs work should be included in training of IISC students

“On route” Ebus chargers, where required, are significant installations that require certain planning considerations• Public acceptance studies or surveys may be required

Greater collaboration and knowledge/data sharing between utilities (esp. electric) and transit agencies will be required


National Smart Vehicle Demonstration & Integration Project: Phase I

Smart Vehicle Project Overview

The National Smart Vehicle Demonstration and Integration Trail will integrate fully autonomous, connected, low-speed, electrified shuttles (e-LSAs) in up to 13 Canadian

municipal jurisdictions as first-mile/last-mile applications.

Standardized V2V and V2I communication

protocols

Standardized cybersecurity protocols

Interoperability of e-LSA manufacturer equipment


Project Timeline

2017-2018: Five Technical Planning

Sessions

2018: Launch Technical Architecture Working

Group for Smart Vehicle Integration of e-LSAs

2019: Full project funding confirmed

2020-2023: On-road launch in up to 13

cities across Canada


Project Phases


Phase I• Electrified low-speed autonomous and connected

shuttles as first-mile/last-mile applications, with standardized V2V, V2I, and cybersecurity protocols

Phase II • Electrified autonomous and connected heavy-duty buses

Phase III• Connected vehicle

communication systems for Bus Rapid Transit (BRT) applications

Project Scope & Vision

Thirteen Cities:• Vancouver, Edmonton, Winnipeg, York Region, Kingston, London,

Windsor, Toronto, Ottawa, Montreal, Trois-Rivières, Halifax

Cost per city: $2 million - $4 millionNumber of vehicles per route: 2-3 e-LSAsNumber of OEMs: Minimum 2 OEM products per route Route length: ~1 kmTransit service option: No current bus services

Total project cost is estimated at $30-40 Million (2019-2021)


General Project Goals

1) Position transit within the development of Smart Cities

2) Explore opportunities for public transit as they relate to technology-enabled mobility services

3) Support the adaptation of policies and regulations for the testing and deployment of “smart” vehicles and e-LSAs in dedicated laneways

4) Demonstrate GHG reduction from “smart” vehicle integration in municipal communities


Smart Vehicle project: Implications for IISC


Implementation of e-LSAs in any municipality presents significant urban planning challenges, e.g. street layout, reallocation of parking space

Careful selection of trial routes (distance to homes, workplaces, distance from nearest transit station, etc.) deemed important

Real test of e-LSAs is how they function in mixed traffic but traffic-isolated routes are important first step

Public acceptance studies will be important to estimate success in a locality






Knowledge Gaps for IISC to Address


Different EV users may have different usage and charger level requirementsExpected EV adoption rate and EVSE numbers must be carefully estimated and reasonedNumber of locational constraints to EVSE siting amenable to geospatial analysis

EVSE Siting

Modelling of FCEB performance is essential for initial acceptance of feasibilityGeneral understanding of hydrogen production, hydrogen economy and how FCEVs workUnderstanding of electricity grid profile also very important for selecting sensible hydrogen production pathway

FCEB Project

Modelling of Ebus performance is essential for initial acceptance of feasibilityDifferent routes can have different optimal charger solutions“On route” Ebus chargers are significant installations that require certain planning considerations

Ebus Project

Implementation of e-LSAs in any municipality presents significant urban planning challengesSelection of trial routes is amenable for geospatial analysisReal test of e-LSAs is how they function in mixed traffic but traffic-isolated routes are important first step

Smart Vehicle Project

Potential Impact of IISC from a …...•CUTRIC models Ebus performance along existing route(s) • Different routes/duty cycles have different optimal charger solutions •Understanding

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