Zero Emission Electric Transit in

Prototype Electric Development and Demonstration Final Report

Research Partnerships & Innovation , Manitoba

June 2017

Ray Hoemsen Executive Director Research Partnerships & Innovation Table of Contents

Executive Summary ...... 1 1.0 Introduction ...... 1 2.0 Project Background ...... 1 2.1 Electrified Public Transit ...... 1 2.2 Project Genesis ...... 2 3.0 Formulation, Objectives and Timelines...... 2 3.1 Project Formulation ...... 2 3.2 Project Team Members and Roles ...... 3 3.3 Project Objectives ...... 3 3.4 Project Timelines (Original) ...... 3 4.0 Major Project Activities ...... 4 4.1 Development of Prototype Bus and Rollout ...... 4 4.2 Shake-Down Testing ...... 4 4.3 Rapid-Charger System Implementation ...... 5 4.4 Demonstration Testing ...... 6 5.0 Utilization and Performance of Prototype Bus ...... 7 5.1 Overall Travel, Energy Consumption and Emissions ...... 7 5.2 Phase 3 Operations ...... 8 5.3 Public Awareness and Promotional Activities ...... 8 6.0 Successes and Lessons Learned ...... 9 6.1 Project Successes (Direct and Indirect) ...... 9 6.2 Lessons Learned ...... 10 6.3 Technology Readiness Assessment ...... 12 7.0 Follow-up Activities ...... 13 7.1 Transition to SDTC Demonstration ...... 13 7.2 Additional Research Activities Undertaken ...... 13 7.3 Joint Task Force on Transit Electrification ...... 14 8.0 Future Potential Directions and Uses for Project Assets ...... 14 References ...... 15 Appendix A Brochure: Manitoba’s All-Electric Bus - How it Works ...... 17 Appendix B GHG Emission Reduction Calculations and Assumptions ...... 18 Executive Summary

This report discusses the development and demonstration of the prototype electric transit bus within Manitoba. This project has been one of the most important advanced-vehicle innovation activities within Manitoba in recent history, beginning more than six years ago and continuing into the present. The project involved five initial partners: Government of Manitoba, Mitsubishi Heavy Industries, , Industries and Red River College. Significant additional expansion and follow-up activities have also occurred. This report summaries the project, including formulation, major activities, results, major successes and lessons learned, and major follow-up activities.

1.0 Introduction electric operating in-service 2.1 Electrified Public Transit with , and with The prototype electric transit bus funding support from Sustainable Electrification of public transit is development and demonstration Development Technology hardly new, with a diverse variety has been one of the most important (SDTC). The prototype bus project of electric systems already in place advanced-vehicle innovation and associated assets were across North America and around activities within Manitoba in recent incorporated in this latter project. the world. Electric operations history. This highly successful and Given that the follow-up SDTC have included a variety of subway, multi-faceted project began over six demonstration itself is now nearing light-rail, -trolley and rubber- years ago, and has led to a number its formal completion date (i.e., Fall tire trolley bus systems, with a of related and additional follow- 2017, although with potential for common feature in all cases of the up activities, as well as significant extension), this final summary report vehicles being essentially tethered direct and indirect benefits. on the prototype bus is timely. to an electrical supply network. The distinguishing innovation in modern The five partners in the project have This final report has been prepared electric bus technology has been the been: the Government of Manitoba; through the Research Partnerships development of advanced lithium ion Manitoba Hydro, Manitoba’s Crown- & Innovation (RPI) department of batteries, and associated battery- owned electrical utility; Mitsubishi RRC, which has been involved with based electric transit buses. These Heavy Industries (MHI), a major the project since its inception. The buses have all been either based on international energy technology report provides an overview of the existing diesel bus gliders, or involve company based in Japan; New Flyer project, as well as summarizing new configurations that closely- Industries, the largest transit bus major aspects and results of work. resemble existing diesel buses. They manufacturer in North America It also describes the relationships are much more similar in terms of and based in Winnipeg; and Red with other related and additional operation to diesel buses, especially River College (RRC), Manitoba’s activities that have occurred so far. compared to tethered trolleys. largest post-secondary polytechnic Given the intent of this report to institution. provide primarily a public-domain Early development of battery-based electric buses largely paralleled the The partners of the project had overview, specific proprietary technology details covered by non- development of advanced battery earlier confirmed the desire for a technologies. A Transportation public-domain final report to be disclosure agreements (NDA) are not described. Research Board (TRB) report of prepared by Red River College 1998 listed a total of only 133 regarding the prototype bus, as well 2.0 Project Background battery electric buses to be present as project results. As described later in the U.S. by that time (Arcadis, (in Section 7.1), the most important Background on the development Geraghty & Miller 1998). Only one follow-up activity with the prototype of the project is provided in the of these buses involved a 40-foot bus has been the pilot fleet trial following sections. full-size, but it was used for mail, not involving four second-generation passengers. The preponderance of

1 20 to 30 foot buses was due to the 2.2 Project Genesis use of primarily lead-acid and some nickel-cadmium batteries, which due The genesis of the project in to relatively higher weight and lower Winnipeg was the signing of a energy storage capacity severely Memorandum of Understanding limited bus operational capabilities. (MOU) in 2010 between the Government of Manitoba and MHI During the late 1990s through (Government of Manitoba 2010). early 2000s, much of the focus for The MOU involved eight potential advanced bus motive technology areas of collaboration on renewable within North America had been energy. Notably, the first area for toward hybrid and fuel cell buses collaboration was identified as, (Eudy and Gifford 2003). Hybrid “electrification of transportation and technology incorporating batteries recharging infrastructure projects.” 2014 to exit the lithium ion battery gained prominence as their use MHI had been already undertaking manufacturing business (MHI 2014). continued to increase (Clarke et al. MHI concluded an agreement in 2009), and also with the movement development of a larger-format, prismatic-cell lithium ion battery, April 2014 to sell their lithium-ion toward nickel-metal hydride as the rechargeable battery business preferred battery. The focus on fuel including implementation of a verification-scale commercial assets, including machinery, to cells reached an apex by 2010, with Taiwan-based Delta Electronics. the small-fleet deployment by BC production plant in Nagasaki, this Transit of twenty hybrid fuel cell to confirm the viability of further 3.0 Formulation, Objectives and buses, notably manufactured by larger-scale production (MHI 2010). Timelines New Flyer, used in conjunction with At the same time, MHI also began The basic outline of the project as the 2010 Winter Olympic Games in developing specific initial products originally conceived, is provided in the Vancouver area (Eudy and Post for market that would use the new the following sections. 2014). While not directly battery- battery. These included energy storage systems (ESS) for grid based, developments in both these 3.1 Project Formulation other areas helped to significantly support (Hashimoto et increase both exposure to and al. 2007), heavy-duty hybrid forklift The major announcement of the experience with electrical operation trucks (Ogawa et al. 2010), and, most project formation and associated of buses. relevant to this project, heavy-duty financial commitments was made in transit buses (Kakuhama et al. 2011). April 2011 (Government of Manitoba Lithium ion batteries first entered 2011). The total value of the project, MHI also had been already well aware commercial markets in 1991, albeit as announced, was $3 million, with of capabilities within Manitoba, starting with smaller consumer contributions of $1 million cash including New Flyer, the largest electronics, but progressively and/or equivalent each from the manufacturer of transit buses in moved to a forefront position for Government of Manitoba, Manitoba North America. This was because of consideration in vehicle motive Hydro and MHI. The formation of earlier discussions that had occurred operations, especially as costs the Electric Vehicle Technology and relating to , in which MHI declined and performance continued Education Centre (EVTEC) at RRC has been also active. MHI’s bus- to improve. Battery chemistries was also announced at the same related activities to that point had based on lithium ion have come to time. Separate provincial funding been solely within Japan, and the dominate in both electric cars and support directly to EVTEC amounted ensuing project in Winnipeg allowed electric buses. Initial developments to approximately $600,000 over them to participate in and explore toward lithium ion based battery three years (Parsons and Hoemsen opportunities in the North American buses occurred in a number of 2012). As described later, this electric transit bus market, which locations around the world during entity within RRC formally acted as was just beginning to emerge at the 2000s, notably including Korea, the funding administrator for the that time. Lastly, regarding MHI China, Japan and the U.S. prototype bus project. involvement, it is important to note that they made the decision in

2 The intent was also noted to have • Technical support regarding • Develop an operational prototype the prototype bus operational within specialized component battery-electric transit bus; one year, followed by two years of technologies; and • Utilize advanced technologies further testing. Before June 2011, an • Financial support for the project. in the prototype bus, both from overall project agreement was signed MHI, regarding their lithium-ion by all the partner organizations. New Flyer Industries batteries, and from New Flyer, This milestone denoted the actual • Technical leadership on prototype regarding their advanced Xcelsior beginning of the project. Relevant bus development; glider platform; NDAs had been also signed by the • Bus technologies, primarily glider project partner organizations. • Demonstrate operation of the system with associated design prototype bus, including in 3.2 Project Team Members and Roles modifications; conjunction with on-route rapid- charger technology; The main roles and responsibilities • Electric drive train components of each of the five project partner and auxiliary support systems; • Test operational capabilities under organizations are summarized as • Overall systems control and Manitoba’s extreme climatic follows: vehicle communications; conditions; and • Use the demonstration of the Government of Manitoba • Platform integration of technologies into single prototype bus as a showcase for • Financial support for the project; operational unit; and other potential markets in North America. • Overall coordination of activities, • Operational and maintenance including coordination of support, including maintenance 3.4 Project Timelines (Original) consortium group meetings and and driver training. communications, supporting The project was originally intended project planning and development; Red River College to last approximately three years • Legal support for agreements, • Administration of project funds, in total. The project involved three as well as any associated safety this through EVTEC; identified main phases, outlined as follows, with all phases structured approvals; • Base of operations, as required, around progress with the prototype for bus development and • Insurance and overall liability bus: issues; and demonstration activities; • Project “image” support, including • Technical support to New Flyer on • Phase 1: Prototype bus project-specific communications prototype bus development; development and construction, which was intended to be complete brochures. • Technical support with Manitoba within approximately one year Hydro on charging technologies; Manitoba Hydro from start. • Battery pack assembly and • Financial support for the project; • Phase 2: Prototype bus shake- monitoring (see Section 7.2); and • Charging site locations, and down testing, which was intended associated infrastructure • Operation of prototype bus during to require less than one year after preparation to accommodate Phase 3 demonstration (see the completion of the prototype battery charging systems; Section 3.4). bus. • Power supply arrangements; and Activities that were not outlined in • Phase 3: Limited-run operational demonstration of the prototype • Additional technical support on the original scope for RRC, but were bus, involving high-selected route electrical systems and options. later added (Hoemsen 2015), are described in Section 7.2. conditions and only selected Mitsubishi Heavy Industries passenger audiences lasting 3.3 Project Objectives less than one year. The specific • Advanced lithium-ion intended activity in this case was battery packs to operate The main objectives of the prototype identified as shuttling selected the prototype bus; bus project, outlined by Hoemsen Manitoba Hydro staff between (2015), were to: their downtown headquarters

3 and facilities on Taylor Avenue in South Winnipeg. As described later, this operational run was indeed employed.

Further potential for demonstration of the prototype bus on a suitable public route in for- service was discussed as a further Phase 4 operation. However, this was really only expressed at the time as a desired optional activity, if possible. This latter activity was not undertaken with the prototype bus itself, but was fully realized with Figure 1: Photograph of Operational Prototype at Rollout Event (June 1, 2012) the follow-up SDTC demonstration described later in Section 7.1. pack incorporated 8 modules, each the AC system, high-voltage DC rated for 15 kWh. The batteries power is converted to AC power 4.0 Major Project Activities were all physically located in the and supplied to each major system rear compartment of the bus, separately. This allowed each Major project activities as they where the diesel engine would system to operate efficiently, with occurred through the progress of the be normally located. A battery minimum power consumption. The project are described in the following management system (BMS) was bus also involved a high-voltage sections. also incorporated to constantly converter to supply 24-volt DC 4.1 Development of Prototype Bus monitor and manage the battery power for interior fans, lights, etc. and Rollout system. • In order for its battery pack to • Siemens Electric Drive System be recharged, the prototype bus The prototype bus employed New implemented. In this case direct needs to be connected to a DC Flyer’s advanced Xcelsior glider current (DC) power from the charging system. The bus had the platform, using a standard 40-foot batteries is converted to 3-phase capability to use two different bus size. The development activities alternating current (AC) power technologies, a slower overnight to transition the bus to electric to drive the traction motor. charging system, suitable for operation, including electric drive The system also incorporated within a bus garage, and an on- implementation, battery integration, regenerative braking, using the route, rapid-charger system. As HVAC (heating, ventilating and air motor to act as a generator noted earlier in Section 3.3, one conditioning) and other auxiliary to recover energy, just like in of the objectives of the project systems, were all completed within conventional hybrid vehicles. was specifically to demonstrate one year, as originally projected. The on-route charging of the prototype official rollout of the operational • HVAC involved an electrically bus. prototype bus occurred in early driven air conditioning system to June 2012 (Government of Manitoba cool the bus when needed, electric An overview photograph of the 2012a). heating for moderately cold operational prototype bus, this taken temperatures, and for very cold as part of the rollout event in June As outlined in a descriptive brochure conditions, a liquid-fuel heater to 2012, is provided in Figure 1. released at the time of the rollout warm the passenger cabin using a (Government of Manitoba, 2012b small amount of fuel, this in order 4.2 Shake-Down Testing – refer to Appendix A), the main to help maintain bus range during The prototype bus was operated features of the prototype bus winter. included the following: for roughly one and a half years • Other auxiliary systems for shake-down testing. Essentially • Total electrical energy storage including power steering and air this involved test driving around capacity of 120 kWh using MHI’s compression were directly powered the vicinity of Winnipeg, but advanced batteries. The battery electrically. In all cases, as well as without passengers, to confirm 4 Figure 2: Figure 3: Manitoba Hydro Site for Phase 3 Rapid Charger Station Installation Manitoba Hydro Rapid Charger Station Installation for Phase 3 the operability of the bus in actual area, and the potential to assemble pantograph on the prototype bus use. A variety of minor issues were a unit of suitable power capacity itself was selected to make the final identified and resolved, primarily of around 300 kW for the Phase 3 connection. by New Flyer, through the course operations. These latter discussions In order to facilitate Phase 3 of this work. The test period lasted were coordinated by New Flyer operation of the prototype bus longer than anticipated, primarily as from the consortium, and led to the (noted earlier in Section 3.4), the a result of delays in the acquisition engagement of Eaton Electric, a initial recharging site was selected and implementation of the on-route major international supplier based to be located at the south end of the rapid charger needed for Phase 3. primarily in the U.S., to manufacture employee parking lot at 820 Taylor a suitable unit. 4.3 Rapid-Charger System Ave., on Manitoba Hydro property. Implementation The Eaton rapid-charger, which This area was clear of any overhead they termed their “hyper-charger” obstructions and away from routes An important element of the project product, was modular in nature. The for any heavy equipment, ensuring was implementation of a rapid- system, as supplied, incorporated the overhead arms of the charging charger system that could be used two modules, packaged into a single unit would not be exposed to for intermediate rapid charging NEMA 3 type enclosure. Each module potential damage. Ample electrical of the prototype bus batteries had an output current capacity of connections were available at this while on-route, i.e., not having to 250 A, with maximum voltage of site. An overhead view with the periodically return to the bus garage 800 V, translating to a maximum approximate location of the selected for charging. Initially, discussions power output of approximately site is highlighted in Figure 2. were led by Manitoba Hydro and 200 kW per module. As such, the RRC, although looking more from A rough elevation view of the setup overall system capacity was up to the perspective of first principles. of the charging station is illustrated a maximum of approximately 400 This was due to the lack of such in the photograph in Figure 3, with kW. This was more than what was specialized equipment available in the prototype bus also included deemed necessary for the prototype the market, as well as the lack of any and about to be charged. The main bus. Also, given the modular nature consistent standards for high-power components in order from left to involved, additional modules could battery charging systems. Given right are as following: be added later as required to boost a desire to not implement one-off output, or to ensure redundancy. A technology for the demonstration, • Pad-mounted distribution powered overhead rail was selected i.e., without later commercial transformer, which involved a to supply the DC power to the support or follow-up product, relatively specialized three-phase prototype bus, specifically using this tactic was switched toward unit to step down from 24 kV to an already-existing product called having discussions with existing 480 V, the operating voltage of the Busbaar supplied by the European electric systems manufacturers Eaton unit (i.e., U.S. voltage level); manufacturer Opbrid. An extendable to investigate their interest in this 5 • Pad-mounted service later on. Eaton Electric announced the transition to the larger SDTC entrance enclosure, which was that effective September 2015, project, four shop-chargers based manufactured locally; they were exiting the commercial on this initial unit were implemented • Pad-mounted Eaton charging unit electric vehicle charging station at Winnipeg Transit’s garage, again itself, which shows twin exhaust manufacturing business. This providing over-night recharging stacks, one for each module; and included ceasing all activity on their capability as required. electric bus hyper-charger systems, • Opbrid charging rail to connect to on their direct current fast chargers Lastly, there had been consideration vehicle, mounted on a concrete (DCFC) for electric cars (i.e., Level 3 within the project to potentially look foundation. charger systems), and on their Level at the concept of battery-swapping 2 commercial electric car chargers as an alternative to rapid charging. Some concrete piles were required Such a concept, however, was not to support the overhead arms, which (i.e., 220 V, 16+ A). This decision was for business reasons, and although found to be practical in this case. It would remain in place, but the rest was not pursued further. of the equipment was set up in a way it did not directly impact the so as to simplify relocation. Manitoba demonstration, it had longer-term 4.4 Demonstration Testing Hydro employed a standard “tub” implications. mounting arrangement, with one unit In order to validate the operation A further important aspect of of the prototype bus (and rapid each for the distribution transformer, the rapid charger set-up was that the service entrance enclose, and the charger) with passengers, albeit in a communication between the bus more controlled environment, it was Eaton charger. This approach in each and charger was effected through case involved excavating a sufficient regularly operated during Phase 3 a physical cable. As such, this on a dedicated route, essentially as hole, filling with adequate aggregate required that for each charge event, to form a base, wooden members a shuttle. The bus carried limited- the driver would have to leave the access passengers, as opposed to then laid down to form a base floor, bus, open both the communications inverted fiberglass tub installed on unrestricted general passengers box and a panel near the rear on as would be typical for regular top of the wooden members, and the side of the bus, and insert the lastly the equipment mounted on transit operation. This provided an cable, stored in the communications important incremental step towards top of the tub. Wiring access in all box, into a selected slot in the bus cases is from underneath and is regular operation in proving the itself. This approach was undertaken vehicle. not constrained by the direction given that it was both simple and involved. A final, smaller unit that reliable. However, it was understood A public announcement regarding was part of the installation but not to be undesirable in terms of full- the Phase 3 demonstration visible in Figure 3 behind the bus, scale transit system operation. activities was made midway was the communications enclosure. Communication between the bus through completion, in May 2014 A direct communications cable itself and the charger system was (Government of Manitoba 2014). coupling was involved between the progressively enhanced by New This announcement event was also bus and the charger, as described Flyer. used to signal the impending start later. Movable concrete barriers were of operations later that year on the also incorporated at the site to form As a side note, New Flyer early expanded SDTC demonstration, the driveway for the prototype bus. on developed a simplified “shop- described later in Section 7.1. charger” unit suitable for the The rapid charging station for Phase prototype bus, although outside The prototype bus travelled between 3 operation was completed by the formal project. This system Manitoba Hydro’s new headquarters mid-2013. The Eaton rapid-charger provided the ability to more building at 360 Portage Ave. and unit, which involved quite new slowly charge the bus overnight. their facilities at 820 Taylor Ave. The technology, progressed through a It was partly an interim solution only people permitted to ride the number of teething issues during until the rapid charger was ready, bus were Manitoba Hydro employees initial installation. Problem issues and also was mobile in nature, and other authorized personnel. were corrected, after which the unit providing recharging capabilities for This simplified the licensure and performed well. A more important, demonstrations of electric buses in insurance for the bus, given that it but non-technical problem developed other diverse locations later on. With was not involved in any commercially

6 available conveyance service. The also provided for the four second- 33,000 km. A significant portion of total round trip in this case was generation electric buses as part this travel was accumulated during approximately 15 km, undertaken of the follow-up SDTC project, the regular Phase 3 operation. By approximately once every hour on described later. All the bus drivers September 2015, after completion of the half-hour. The bus was thus for the Phase 3 operation were hired Phase 3, it had logged almost 21,000 meshed with other shuttle vehicles by RRC. km (Hoemsen 2015). As such, during undertaking the same regular route, its first three years of operation the with the other shuttle vehicles 5.0 Utilization and Performance of bus travelled roughly 7,000 km per providing back-up redundancy as a Prototype Bus year, and during the past roughly precaution. The prototype bus was The uses and monitored performance two years has travelled roughly recharged as required using the of the prototype bus through the 6,000 km per year. The overall travel rapid charger located at the rear side course of the planned demonstration distance undertaken is a relatively of 820 Taylor Ave., as noted earlier. are described in the following large value for a prototype vehicle, but on an annual basis represents In order to facilitate this operation, sections. Additional research-related activities undertaken that were not less than 15% of the normal annual the bus was registered for operation travel of a transit bus in actual within Manitoba through Manitoba outlined in the original scope are described later in Section 7.2. service (i.e., about 50,000 km per Public Insurance, with RRC as the year). vehicle registrant. The prototype bus 5.1 Overall Travel, Energy was appropriately insured for Phase Consumption and Emissions The energy consumption 3 operation using a standard policy performance of the prototype bus from Manitoba Public Insurance. The original plan for the prototype was also monitored relative to Given the much higher value of the bus, as described earlier, was to seasonal conditions, with summary prototype bus beyond the vehicle- operate for approximately three results as follows (Hoemsen and value of a standard policy (i.e., years. The prototype bus is still Friesen 2013): $50,000), an extension policy was in operation after roughly five also secured. Both policies were years, which is well beyond initial • Approximately 125 kWh per 100 km obtained by RRC, as the vehicle expectations. As discussed later, when no heating or air conditioning registrant. the prototype bus is still currently employed (i.e., spring or fall); licensed for operation and insured • Approximately 185 kWh per 100 Because of requirements for with Manitoba Public Insurance. km when air conditioning fully payment of Manitoba Retail Sales engaged (i.e., summer); and Tax upon the time of any vehicle In terms of travel, from an overview registration, a waiver was obtained perspective, the prototype bus • Approximately 310 kWh per 100 km from the Minister of Finance for by May 2017 had logged total when full heating employed (i.e., Manitoba. The same waiver was cumulative travel of just over winter)

7 The high electricity consumption method, as follows: positive, in particular compared to for the bus during cold weather, competitor bus models. i.e., roughly 250% of baseline • Lower annual travel of 35,000 km requirements, is highly consistent per year translates to annual GHG 5.2 Phase 3 Operations with observed significant increases reductions in the range of 56 to 82 tonnes per year; The Phase 3 demonstration of the seen for light duty battery electric prototype bus, shuttling Manitoba vehicles (BEV) in cold weather • Average annual travel of 50,000 Hydro employees, lasted for operation within Manitoba (Delos km per year translates to annual approximately six months. This Reyes et al. 2016). This significant GHG reductions in the range of 81 started in March 2014 and continued increase in energy consumption to 117 tonnes per year; and until August 2014. Due to the timing emphasized the importance of using • Higher annual travel of 70,000 km involved, the prototype bus thus an auxiliary heating system during per year translates to annual GHG experienced operation in both cold very cold conditions in order to reductions in the range of 113 to winter and warm summer conditions. preserve battery capacity for motive 164 tonnes per year. This was the most extensive and travel. Based on the above values, intense operation of the prototype and including auxiliary heating, the It is obvious from these results, bus over its entire life so far. The bus average electricity consumption for irrespective on the basis of operated well over this period. the prototype bus was estimated calculation that electric buses to be around 160 kWh per 100 km, produce very significant emission 5.3 Public Awareness and including travel in all seasons. reductions, roughly 98%. Diesel Promotional Activities buses are large vehicles consuming Even though the prototype bus was large quantities of diesel fuel, and The prototype bus was used in involved solely in development and represent individually significant conjunction with a variety of public demonstration activities, a rough emission sources. When considered awareness and promotion activities. estimate of greenhouse gas (GHG) on a consistent basis compared to Firstly it participated in two major emissions reductions can be made light duty vehicles, a single electric announcements events directly based on cumulative travel (i.e., bus is equivalent to transitioning as associated with the project. Both 33,000 km as noted above). Also, many as 20 cars from fossil fuel to involved operation, and providing the performance of the prototype electricity, in terms of reductions. rides for dignitaries and media: bus gives guidance as to emissions This analysis emphasizes the • Initial unveiling of the prototype reductions that could be expected importance of electrifying transit bus in June 2012; and for fleet operations based on using fleets. the technology. Assumptions and • Highlighting of Phase 3 calculations for GHG emissions An additional notable feature of the demonstration operation in May reductions are provided in more prototype bus has been its quiet 2014, including showcasing of the detail in Appendix B. As described in operation. Initial estimates of noise rapid charger system at Manitoba Appendix B, the extent of emission levels were undertaken with the Hydro’s 820 Taylor Ave. location. reductions depends significantly on prototype bus. Preliminary results the basis of calculation, and on the showed noise levels of roughly 50 Both of these events were well extent of travel, whether in total for dBA for idle operation (with all covered by the local media, including the prototype bus, or in the case of background systems operating), a variety of radio, television and fleet-based performance projections roughly 56 dBA for idle operation video spots. of electric buses. (with compressor operating), and In terms of additional promotional roughly 61 dBA for full-throttle events, in January 2013, New Flyer In terms of the prototype bus itself, acceleration (Hoemsen and Friesen transported the prototype bus to over its life, it has achieved total 2013). More definitive third-party Los Angeles, California. While there, GHG reductions in the range of 53 to evaluation of noise levels was it participated in a demonstration 77 tonnes, depending on calculation undertaken for one of the second- trial event as part of a procurement method. In terms of projections generation electric buses as part process underway for electric or for fleet operation, three cases of Altoona testing as described other “super-low-emissions” buses are calculated, based on annual later (Pennsylvania State University by the City of Los Angeles. In July travel and depending on calculation 2015). The latter results were highly 8 2012, the prototype bus was on the prototype bus was not required • RRC public video on display at a Car and Heavy Truck for this purpose. An intended prototype bus demonstration: show event at RRC. Again, in June significant later promotional use of https://www.youtube.com/ 2014, the prototype bus participated the prototype bus was to shuttle watch?v=4nZxP08ddMY as part of a public vehicle “Show dignitaries to an opening event at • Manitoba Hydro public video on and Shine” event at RRC. In June Conservancy as prototype bus demonstration: 2015, the prototype bus was used part of the 2016 Energy and Mines https://www.youtube.com/ for shuttling delegates as part of the Ministers Conference (EMMC) in watch?v=QptoGWmnEy4 Canadian Urban Transit Association August of that year. In this case, the annual meeting held in Winnipeg that prototype bus was tied up with some 6.0 Successes and Lessons Learned year. The most recent promotional other research activity, described Major successes and lessons activity involving the prototype later, and one of the second- learned from the prototype bus bus was in May 2017, as part of generation electric buses was used are summarized in the following the Science Odyssey event at the instead. sections. . In terms of coverage in academic 6.1 Project Successes (Direct and By 2014, the second-generation journals, a peer-reviewed article Indirect) electric buses, part of the SDTC by Li (2016), reviewing electric bus project, had begun to be completed, development activities around the The project generated a number of and, given their more developed world, specifically noted the electric important major successes. Directly, nature, ended up being preferentially bus project in Winnipeg. Also, the the project achieved all the goals as used for individual promotional California Air Resources Board in a were originally outlined: and demonstration events. One of 2015 report on technology status for the second-generation buses was electric heavy-duty vehicles, noted • Prototype battery-electric also used for Altoona testing, as bus activities in Winnipeg (CARB transit bus was completed, fully- discussed later in Section 6.1. 2015). integrating MHI’s advanced batteries with New Flyer’s With the transition of the project Lastly in terms of promotion, two advanced Xcelsior platform; to the larger SDTC demonstration, significant video segments were • Prototype bus was demonstrated which began on-route operation prepared regarding the prototype in conjunction with on-route rapid- in November 2014, it had been bus, one by RRC and one by charger technology; intended for the prototype bus to Manitoba Hydro. Both of these be available on loan to the City videos are still available through • Prototype bus proved it could of Winnipeg until all four of the Youtube on the internet, as follows, be successfully operated under second-generation buses had been and can be still publicly viewed: Manitoba’s highly variable climatic delivered. As it turned out, however, conditions; and

9 • Demonstration of the prototype evaluation lasting over one year, on a series of on-going collaborative bus was used as a showcase to undertaken by an independent projects involving RRC and Manitoba promote the technology in other testing organization associated with Hydro, of which the prototype bus potential markets across North Pennsylvania State University. Such was specifically noted. America. testing is required for all transit bus models sought to be eligible 6.2 Lessons Learned The prototype bus was literally the for funding under the U.S. Federal first modern, battery-based electric Developments regarding the rapid- Transit Administration. All reports charger system, particularly charging bus to be completed by a domestic on these tests are available in the manufacturer in Canada (i.e., in 2012), protocols, likely represented the public domain, including for the New most important lessons learned as not imported into the country. Also, Flyer model XE40 (Pennsylvania the on-route rapid charger was the part of the prototype bus project. State University 2015). The results Rapid charging has also remained first bus rapid-charger system to of the Altoona testing confirmed the be implemented in Canada and the the area of greatest uncertainty solid performance characteristics in the more general progress of highest power rapid-charger to be of the XE40 product, in particular operated to date for any battery- battery-electric buses overall. When compared to competitor models (i.e., the project began, there was very electric vehicle in Canada (i.e., in test results also publicly available). 2013). As had been desired, some little experience anywhere with further business relationships The success of the demonstration rapid charging of batteries at high developed between MHI and New was to a significant degree due to power levels. It was also clear from Flyer, for example as part of the successful project coordination, and the start that individual transit follow-up SDTC demonstration. MHI cooperation between partners. The authorities were seeking a one- provided battery packs for two of the partnership that developed between stop shop solution, not wanting to four second-generation buses. This, of the various organizations worked deal with different and independent course, did not continue, but because very well. As an important note, providers of buses and charging- of MHI’s decision to exit the battery regular meetings were held involving equipment. manufacturing business in 2014. project partners, ensuring that all As noted earlier in Section 4.3, in were up to date on developments. An important concrete outcome is order to secure a practical operating that the subsequent expansion of the The success of the prototype bus rapid-charger for the prototype bus, project with SDTC directly involved development and demonstration the consortium shifted away from an the realization of a production was also an important factor that initial design approach based on first model bus based on the prototype led to RRC receiving a major and principles to engaging with a major within a relatively short period of prestigious national award from the electric systems manufacturer, Eaton time, i.e., within roughly three years Natural Sciences and Engineering Electric. An important anticipated from the start of the prototype Research Council of Canada (NSERC implication was that into the future bus project. The prototype bus was 2016). The college received a NSERC they could potentially act as an more exploratory by its nature, 2016 Synergy Award for Innovation ongoing technology partner as and provided an important learning (Category 4: College). This was based market applications increased. This experience. As such, by the time of the follow-up SDTC project, New Flyer had already transitioned design to the more standardized XE40 model bus that is now an important component of their product line (New Flyer 2017).

As also mentioned earlier, one of the second-generation buses from the SDTC demonstration was used for Altoona testing. This involves extended performance and reliability

10 was similar to relationships that had ND). Additional relevant standards like WD-40. This made the sourcing already developed between charging are also under development, of acceptable equipment tricky system providers and electric car including for plug-in chargers and expensive. Further, all transit manufacturers. and wireless chargers (New Flyer authorities, including for example 2016). Similar work on bus charging Winnipeg Transit, have capability for As also noted earlier, the system standardization is also underway in diesel refueling, including indoors, from Eaton Electric worked well, Europe. given the relatively high flash point but a major unanticipated issue of conventional diesel, which is a arose. Eaton Electric exited the A second major area of learning noted safety feature. On the other high capacity and commercial was in the selected battery capacity hand, B100 is a more limited special charging equipment market in 2015, to be used for transit buses. The product that is expensive to source, essentially leaving the equipment battery capacity of the prototype and further requires separate as an “orphan” system, without bus, being 120 kWh, was essentially and specially designed refueling further support. More subtly, the defined by what could be reasonably infrastructure, given its aggressive communications and charging provided by MHI at the time, and properties. protocols involved were of a was not based on any assessment proprietary nature, not necessarily of customer needs within the North As a practical compromise, it was compatible with other technologies. American market. In their electric determined that the prototype bus, bus brochure, New Flyer (2017) notes and indeed the further second- Ongoing progressive upgrades that variable battery capacities, generation buses, would use regular were made by New Flyer to the ranging from 100 kWh to 480 kWh, diesel fuel blend for auxiliary rapid charger system, both through can be accommodated by the XE40 heating. This is safe and readily the course of the prototype model but with the standardized available fuel that also normally bus demonstration, and into model involving 200 kWh. The incorporates some biodiesel, the subsequent SDTC project. standard battery pack, being able typically in the range of 2% to 5%. Most importantly, the significant to satisfy most transit authority This is obviously not purist in terms practical experience gained by requirements, is thus roughly 70% of being completely emissions free, New Flyer helped them become larger than the original prototype but as noted earlier in Section 5.1 directly involved in, and encouraged bus. and in detail in Appendix B, the general industry directions towards, contribution of diesel fuel used standardization of transit bus A third, but relatively subtle, for auxiliary heating is trivial, charging. A number of relevant area where lessons were learned with overall emission reductions organizations have been involved was regarding auxiliary heating. of roughly 98% compared to a in helping to coordinate these Originally, it had been intended that conventional diesel bus even when directions, including: Society of the prototype bus be completely the auxiliary heating fuel is included. Automotive Engineers (SAE), which renewable in nature, with auxiliary Auxiliary heaters, typically involving is an international automotive- fuel being 100% biodiesel, usually catalytic operation, are dramatically related standards organization; denoted as B100. When combined more efficient for producing heat Research Institute with Manitoba’s already clean than diesel engines, and further, (EPRI), which is the major electric- electricity grid, the prototype due to catalytic operation, produce industry research organization in the bus then would have been 100% negligible quantities of other U.S.; and the Canadian Urban Transit renewably powered. Notably, such engine-related pollutant emissions. Research and Innovation Consortium renewable liquid fuel was available This facet of emission reductions (CUTRIC), which is a recently via a licensed non-commercial for the electric buses also led to formed research-organization biodiesel system already at RRC, an important realization. Within under the auspices of the Canadian this employing used canola oil Canada, it would be more practical Urban Transit Association (CUTA). from all the College’s cooking and to deliberately define zero emission Various bus and electric equipment culinary arts operations. Using 100% vehicles (ZEV) in terms of no manufacturers have also become biodiesel, however, turned out to be emissions being produced from involved. Most directly relevant highly problematic. B100 is known motive operation, as opposed to no to the rapid charger system is the to act as a “penetrant,” similar to emissions produced from the vehicle developing standard SAE J3105 (SAE well-known commercial products as a whole. This subtle change 11 practically recognizes the reality 6.3 Technology Readiness (actual) environment, and even of cold weather and the need for Assessment potentially achieving completion vehicle heating within this country. of TRL 8, which corresponds to In order to assist in the objective the system having been proven to A fourth area in terms of lessons assessment of new technologies work in its final form, and under learned was regarding taxation under development, the U.S. expected conditions as typical for implications for demonstration Department of Energy (2011) real operations. The key differences vehicles. A relatively significant cost prepared a Technology Readiness between the status levels achieved that initially had not been anticipated Assessment Guide. The concept of by the prototype bus versus the in the project budget of the prototype Technology Readiness Levels (TRLs) follow-up SDTC project stem from bus was the Retail Sales Tax that was originally pioneered by NASA design finalization with the second- is due upon formal registration of in the 1980s and was adapted to generation buses to a production any vehicle for operation. This was energy-related technologies in this model, and operation in actual for- a relatively easy item to overlook. case by the DOE. fare service as is required for regular Initially, the prototype bus was transit operation. operated through shake-down testing TRLs overall range from Level 1 (TRL using a “dealer” plate under New 1), corresponding to the observation The approach of assigning TRLs is Flyer, but this needed to change for of basic principles, to Level 9 (TRL useful, and has been popular with a the Phase 3 operation, which was 9), corresponding to a total system number of relevant organizations. described earlier. Given the relatively used successfully in expected At the same time, it is important to high value of any demonstration regular full-scale operation. Based on note limitations and key caveats in vehicle, like the prototype bus, the their guidance document, in terms using TRLs, as for example outlined amount of tax is also very high, of the technology of an individual by EARTO (2014). Achieving a more i.e., current Manitoba rate of 8% electric transit bus, the completion advanced TRL has meaning solely in of vehicle value. The Government of the prototype bus, including Phase term of the state of readiness for a of Manitoba was a partner in 3 operation, would best represent technology product, not necessarily the project, and once this issue the completion of TRL 6. This whether it is economically viable or was identified, their involvement corresponds to an engineering-scale economically superior to existing facilitated approaching the Minister prototype validated in a relevant or other new technologies, nor of Finance to secure a tax waiver. As (similar) environment. As follow-up, whether it is likely to be adopted such, when the prototype bus was the further SDTC demonstration by the market. Assessments of the formally registered by RRC, no tax would represent, in terms of latter, of course, involve looking at was due. Similar tax waivers were individual electric transit buses, additional factors. A more important also provided for the four second- moving past the completion of TRL limitation in the application of generation buses. 7, which corresponds to a full-scale TRLs, so far, is that they have only system demonstrated in a relevant

12 reflected the readiness of individual As a result of this transition, Actual in-service operation began in bus vehicles for operation. Indeed, Winnipeg Transit became a new November 2014 using the first of the many transit operations have been partner with the consortium. The second-generation buses (New Flyer actively involved in the testing of overall value of the combined 2014). Over time, the number of small numbers of electric buses, proposal was approximately $10.3 buses operating in service increased typically over short periods of time. million at the time. SDTC provided to fully involve all four. Formally, Current transit systems, however, $3.4 million in new funding to New the in-service operation continues involve complex network operations, Flyer (NRCan 2012 and SDTC ND). until at least September 2017. There and have been largely based on and MHI’s activities continued into the is potential to extend for a longer built up around the characteristics SDTC project as well, with them period, based on agreement with the of conventional diesel buses. Moving providing two 200 kWh battery parties involved. to an overall system that can packs for two of the four buses. accommodate fully or nearly fully Another battery supplier provided The Winnipeg SDTC demonstration electric bus operation still requires battery packs for the other two represents literally the most significant additional work. buses. advanced battery-electric bus project ever undertaken in Canada, 7.0 Follow-up Activities For the for-fare service operation, and one of the most advanced in Winnipeg Transit’s #20 (Watt) the world as a whole. This report Several important follow-up route was selected. This route only discusses aspects of the activities that resulted from the runs laterally from west to east SDTC project as they relate to the prototype bus project are described across the City, and was deemed original prototype bus, and does in the following sections. to be highly suitable for operation not provide all relevant details. 7.1 Transition to SDTC Demonstration of the electric buses. The western Separate reporting on the SDTC terminus of the route is Winnipeg’s demonstration is anticipated in the In 2012, New Flyer, with the James Armstrong Richardson future. support of consortium partners, International Airport. Discussions applied for and was awarded by New Flyer secured cooperation 7.2 Additional Research Activities additional funding from Sustainable and involvement of the Winnipeg Undertaken Development Technology Canada. Airport Authority, with the rapid Although not included in the SDTC acts as an arms-length charger relocated from its initial originally identified project, RRC foundation with the Government of site at Manitoba Hydro to a new increased its scope of research- Canada, providing investments in location at the airport, just outside related activities in conjunction with promising environmental-related the main terminal building at the both the original prototype bus and technology products, essentially normal bus route stop. Although the subsequent SDTC project. RRC helping to bridge the gap toward the core charger unit remained the worked with MHI and was awarded commercialization. same as for the prototype bus, New additional funding through NSERC, Flyer had undertaken a variety of In order to facilitate the SDTC using NSERC’s Applied Research and improvements for communication application process, the assets and Development (ARD) Level 2 funding with and connection to the buses, remaining activities of the prototype stream. Although not all activities as noted earlier. This included bus project at that time were rolled can be disclosed, RRC provided an improved overhead gantry. into the larger SDTC proposal. important support in battery pack Reinstallation of the updated rapid- The SDTC proposal envisioned assembly, battery management charger station at the new airport expanding activities to construct system, and battery pack monitoring site was undertaken in conjunction four new, second-generation electric for the MHI battery packs in the with Manitoba Hydro, which provided buses, these based directly on the prototype bus and two of SDTC electricity for the airport charging experience gained with the prototype buses. location at no cost. Some additional bus, and also to undertake pilot funding assistance for updating Although RRC’s work was limited to operation on a suitable dedicated of the rapid charging system was a total of 520 kWh of battery pack route with Winnipeg Transit in full- provided to New Flyer by the capacity, through these activities fare service operation, this including Manitoba-based, non-profit Vehicle RRC acted as a Tier 1 battery pack on-route rapid charging. Technology Centre (New Flyer 2014). assembler, which is both a significant 13 and highly relevant accomplishment. 8.0 Future Potential Directions and possible alternative applications for Through additional NSERC funding, Uses for Project Assets the bus have been discussed. RRC also provided support to some additional activities with the The prototype bus development and The core rapid-charger has been prototype bus undertaken by New demonstration has definitely been in operation for more than four Flyer, although this work has not a significant success, and has set a years, and remains in service as been publicly disclosed. number of important directions for part of the SDTC project at the the future. Two major assets remain airport charging station. It will 7.3 Joint Task Force on Transit that are both still actively in use: the remain there until operation of Electrification prototype bus itself; and the core the four-bus SDTC demonstration rapid-charger unit (i.e., less overhead finally ceases. After that, however, The most recent major activity gantry, transformers and other site the future of the rapid-charger is following-up from the prototype bus elements currently at the airport less certain. It could definitely still project was the announcement in charging station). Under the project be used for the prototype bus or November 2015 of the formation of agreement, a procedure to determine other second-generation electric a joint task force by the Government the final disposition of remaining buses, however, as discussed, the of Manitoba and City of Winnipeg on project assets was included. industry has been moving toward transit electrification (Government common charging standards. In of Manitoba 2015). The purpose of The prototype bus has been such a developing environment, this the task force was to examine the operational for roughly five years, older, “orphan” system has become potential for broader implementation and remains licensed and insured largely obsoleted by technology of electric buses beyond the by RRC, being still the vehicle’s advancement, a common issue for demonstration activities already registrant. Given its close similarity electrical and electronic systems. underway. The task force began to the more modern XE40 bus and completed its main work during models, the prototype bus has been 2016. A public-oriented version of in use with New Flyer most recently their final report was also prepared and publicly to test additional later in 2016. Release of this final battery packs for the transit report is still pending. application. The prototype bus has also been associated with additional bus equipment testing work that has not yet been publicly discussed. As long as uses remain for the prototype bus, i.e., now primarily for research support, it is worthwhile to keep in operation. A number of

14 References Eudy, L. and M. Gifford. 2003. Government of Manitoba. 2014. In- Challenges and Experiences with Service Demonstration Showcases Arcadis, Geraghty & Miller, Inc.1998. Electric Propulsion Transit Buses All-Electric Bus, Manitoba’s New Guidebook for Evaluating, Selecting, in the . Technical Electric Bus, Charging System will and Implementing Fuel Choices Report. DOE/GO-102003-1791. U.S. Revolutionize Clean-energy Public for Transit Bus Options. Transit Department of Energy. Transportation Systems: Minister Cooperative Research Program http://www.nrel.gov/docs/ Struthers. New release, May 2, 2014: Report 38. Transportation Research fy04osti/34323.pdf https://news.gov.mb.ca/news/index. Board, Washington, D.C., U.S.A. html?item=30686 http://onlinepubs.trb.org/onlinepubs/ Eudy, L. and M. Post. 2014. BC tcrp/tcrp_rpt_38-a.pdf Transit Fuel Cell Bus Project: Government of Manitoba. 2015. http://onlinepubs.trb.org/onlinepubs/ Evaluation Results Report. Technical Province and City to Evaluate tcrp/tcrp_rpt_38-b.pdf Report NREL/TP-5400-60603. Electrifying Winnipeg’s Transit National Renewable Energy System, Electric Transit System California Environmental Protection Laboratory, Golden, Colorado, U.S.A. Will Lay Foundation For More Agency, Air Resources Board http://www.nrel.gov/docs/ Environmentally Friendly Public (CARB). 2015. Draft Technology fy14osti/60603.pdf Transit: Premier Selinger, Mayor Assessment: Medium- and Heavy- Bowman. News release, November Duty Battery Electric Trucks and Government of Manitoba. 30, 2015: https://news.gov.mb.ca/ Buses. 2010. Renewable Energy Focus news/index.html?item=36911 https://www.arb.ca.gov/msprog/ of Agreement With World- tech/techreport/bev_tech_report.pdf Class Manufacturer: Selinger, Hashimoto, T., T. Nishida, H. Tajima, Province Signs Memorandum of Y. Wada, K. Hashizaki, T. Shigemizu, Clark, N.N., F. Zhen and W.S. Wayne. Understanding with Mitsubishi Heavy K. Adachi and K. Kurayama. 2007. 2009. Assessment of Hybrid-Electric Industries. News release, December Development of lithium ion battery Transit Bus Technology. Transit 16, 2010: http://news.gov.mb.ca/ and grid stabilization technology for Cooperative Research Program news/index.html?item=10421 renewable energy using secondary Report 132. Transportation Research battery system. Mitsubishi Heavy Board, Washington, D.C., U.S.A. Government of Manitoba. 2011. Industries Technical Review 44(4): http://www.tcrponline.org/ Selinger Government Partners 1-6. PDFDocuments/TCRP_RPT_132.pdf with Industry, Red River College http://www.mhi.com/company/ to Develop Electric Vehicles. News Delos Reyes, J.R.M., R.V. Parsons and technology/review/pdf/e444/ release, April 26, 2011: http:// e444027.pdf R. Hoemsen. 2016. Winter happens: news.gov.mb.ca/news/index. the effect of ambient temperature on html?item=11342 Hoemsen, R. 2015. Manitoba the travel range of electric vehicles. Battery Electric Transit Bus Fleet IEEE Transactions on Vehicular Government of Manitoba. 2012a. Development & Demonstration. Technology. 65(6): 4016-4022. First Made-in-Manitoba Electric Bus Presentation to Next Generation Ready to Roll: Premier, New Clean European Association of Research Automobiles Symposium, Sendai, Energy Bus Unveiled by Province, Japan. Tohoku University. and Technology Organizations Industry Partners. News release, (EARTO). 2014. The TRL Scale as a http://blogs.rrc.ca/ar/wp-content/ June 1, 2012: https://news.gov.mb.ca/ uploads/2015/10/Hoemsen- Research & Innovation Policy Tool, news/index.html?item=14422 EARTO Recommendations Next-Generation-Automobiles- http://www.earto.eu/fileadmin/ Government of Manitoba. 2012b. Symposium-20151027-.pdf content/03_Publications/The_TRL_ Manitoba’s All-Electric Bus: How it Scale_as_a_R_I_Policy_Tool_-_ Works. [See Appendix A] EARTO_Recommendations_-_Final. pdf

15 Hoemsen, R. and D.R. Friesen. Natural Resources Canada (NRCan). Ogawa, K., K. Futahashi, T. Teshima 2013. Moving Forward with a Green 2012. Harper Government supports and F. Akahane. 2010. Development Economy Through the Development development of innovative clean of the world’s first engine/battery and Integration of Electric Vehicles. energy technology and jobs in hybrid forklift truck. Mitsubishi Presentation to Second Annual Winnipeg. News release, October Heavy Industries Technical Review Electric Vehicle Infrastructure 26, 2012: https://www.nrcan.gc.ca/ 47(1): 46-50. Summit, , . media-room/news-release/2012/2161 https://www.mhi.co.jp/technology/ http://blogs.rrc.ca/ar/wp-content/ review/pdf/e471/e471046.pdf uploads/2014/05/EV-Summit- Natural Sciences and Engineering Toronto-2013-02-06-Read-Only.pdf Research Council of Canada Parsons, R.V., and R. Hoemsen. 2012. (NSERC). 2016. Prime Minister Advancing Electric Vehicle Adoption: Kakuhama, Y., Y. Fukuizumi, T. Trudeau honours Canada’s top Insights from Manitoba Experience. Fujinaga, J. Kato, M. Watabe and scientists and engineers, Celebrating Presentation to EV2012VE T. Tada. 2011. Next-generation trailblazing astrophysics, a game- Conference and Tradeshow, , public transportation: Electric bus changing discovery of ancient Quebec. Electric Mobility Canada. infrastructure project. Mitsubishi waters, and a breakthrough that Heavy Industries Technical Review will transform healthcare delivery. Pennsylvania State University, 48(1): 1-4. News release, February 16, 2016: Thomas D. Larson Pennsylvania https://www.mhi.co.jp/technology/ http://www.nserc-crsng.gc.ca/ Transportation Institute. review/pdf/e481/e481001.pdf Media-Media/NewsRelease- 2015. Federal Transit Bus Test CommuniqueDePresse_eng. (Performed for the Federal Li, J.Q. 2016. Battery-electric transit asp?ID=817 Transit Administration U.S. DOT in bus developments and operations: Accordance with CFR 49, Volume A review. International Journal of New Flyer. 2014. New Flyer battery- 7, Part 665), Manufacturer: New Sustainable Transportation 10(3): electric buses enter into service Flyer, Model: XE40, Submitted for 157-169. with Winnipeg Transit. News release, Testing in Service-Life Category 12 November 27, 2014: https://www. Year/500,000 Miles. Report Number Mitsubishi Heavy Industries. 2010. newflyer.com/rss/399-new-flyer- LTI-BT-R1405. (Access portal): http:// MHI Completes Construction of battery-electric-buses-enter-into- altoonabustest.psu.edu/buses/458 Commercial Production Verification service-with-winnipeg-transit Plant for Lithium-ion Secondary Society of Automotive Engineers Batteries, Annual Production New Flyer. 2016. New Flyer (SAE). ND. Standard SAE J3105: Capacity of 66 MWh. New release second generation on-route Electric Vehicle Power Transfer No. 1387, November 18, 2010: http:// charging system underway System Using a Mechanized Coupler. www.mhi.com/news/story/1011181387. in support of global charging http://standards.sae.org/wip/j3105/ html standards. News release, August 18, 2016: https://www.newflyer. Sustainable Development Technology Mitsubishi Heavy Industries. 2014. com/rss/759-new-flyer-second- Canada. ND. Project Description: MHI to Sell Lithium-ion Rechargeable generation-on-route-charging- Electric Transit Bus Small Fleet Pilot. Battery Business Assets, Including system-underway-in-support-of- https://www.sdtc.ca/en/portfolio/ Machinery, to Delta Electronics of global-charging-standards projects/electric-transit-bus-small- Taiwan, Management Resources to fleet-pilot be Shifted to Energy Storage System New Flyer. 2017. Electric Bus: Products. News release No. 1792, Xcelsior XE35/XE40 (most current U.S. Department of Energy. 2011. April 18, 2014: https://www.mhi.com/ brochure version at portal): https:// Technology Readiness Assessment news/story/1404111792.html newflyer.com/buses/zero-emissions/ Guide, Report G 143.3-4A. xcelsior-electric-bus Washington, DC, U.S.A. https://www.directives.doe.gov/ directives/0413.3-EGuide-04a/view

Note: ND = not dated.

16 Appendix A

Manitoba’s All-Electric Bus: How It Works.

Manitoba’s All-Electric Bus HOW IT WORKS

Drive/Auxiliary System Power Electronics

Electric Heating, Ventilation and Air Conditioning (Electric HVAC)

Batteries Energy Storage System (ESS)

Traction Motor Air Compressor

Power Steering Unit

NO FUEL TANK – NO EMISSIONS major systems separately. This allows each system to The bus is powered by energy stored in rechargeable operate efficiently, with minimum power consumption. batteries. Instead of an internal combustion engine, it’s The bus also has a high-voltage converter to supply propelled by an electric motor. 24-volt DC power for interior fans, lights, etc.

BATTERIES HEATING, VENTILATION AND AIR Up to 120 kWh of electricity is stored in high-voltage CONDITIONING lithium ion batteries at the rear of the bus. A sophisticated An electrically-driven air conditioning system is used battery management system constantly monitors and to cool the bus when needed. For moderately cold manages the system. temperatures, the bus uses electric heating. For very cold conditions, a liquid-fuel heater warms the ELECTRIC DRIVE passenger cabin using a small amount of renewable Direct current (DC) power from the batteries is converted biodiesel. This helps maintain bus range during the to 3-phase alternating current (AC) power to drive the winter. traction motor. When braking, the motor acts as a generator to recover energy, just like in conventional hybrid vehicles. CHARGING OPTIONS The bus is connected to DC charging systems to AUXILIARY SYSTEMS recharge the batteries, either on route or at a transit The power steering, air compressor and air conditioning yard. One key project goal is to demonstrate on route, systems are electrically powered. High-voltage DC power rapid recharging capabilities. is converted to AC power and supplied to each of these

17 Appendix B GHG Emissions Calculated on Different Bases Input GHG emission reduction calculations Combustion Component Full-Cycle NIR Based and assumptions Only

Estimates of GHG emissions reductions Electricity 0.0 kg/kWh 0.004 kg/kWh 0.004 kg/kWh depend on a number of assumptions: Diesel alone 2.70 kg/L 3.90 kg/L 2.70 kg/L • Extent of travel by the bus in question on a total cumulative or annual basis; Biodiesel alone 0.15 kg/L 0.50 kg/L 0.15 kg/L • Electricity consumption of electric bus, as Blended fuel 2.65 kg/L 3.83 kg/L 2.65 kg/L well as any auxiliary fuel required; DEF 0.50 kg/L 0.70 kg/L 0.50 kg/L • Fuel consumption the comparable diesel bus being displaced; • GHG emissions associated with electricity; GHG Emissions Calculated on Different Bases • GHG emissions associated with diesel fuel Transit Bus Combustion blend, as well as associated diesel emission Option Full-Cycle NIR Based fluid (DEF) used in Tier 4, post-exhaust Only control systems for the diesel bus; and Conventional Diesel 165 kg/100 km 238 kg/100 km 165 kg/100 km • Basis for emissions calculation. Emissions

For the prototype bus itself, total travel of Prototype Electric 2.4 kg/100 km 4.0 kg/100 3.0 kg/100 km 33,000 km is assumed. In terms of annual Bus Emissions bus travel for projections of fleet based Electric Bus Net emission reduction comparisons, three cases 163 kg/100 km 234 kg/100 km 162 kg/100 km are included: (a) lower travel of 35,000 km GHG Reduction per year; (b) average travel of 50,000 km per year; and (c) higher travel of 70,000 km per year. GHG Emission Reductions per Bus on Different Bases Case Combustion Average fuel consumption for conventional Full-Cycle NIR Based diesel buses is assumed as 62 Litres per Only 100 km, which is based on average fuel consumption indicated publicly by Winnipeg Prototype Bus 54 tonnes total 77 tonnes total 53 tonnes total Transit (i.e., 18 million Litres per year ÷ 29 (21,000 km total) million vehicle km per year). DEF consumption represents additionally about 2% of diesel Lower Travel 57 tonnes/year 82 tonnes/year 56 tonnes/year fuel consumption. Diesel fuel contains (35,000 km/yr) approximately 2% biodiesel on average, based Average Travel 82 tonnes/year 117 tonnes/year 81 tonnes/year on Manitoba’s current mandate requirements, (50,000 km/yr) and also reflected by the Federal Renewable Fuels Regulation. In the case of biodiesel, it Higher Travel 114 tonnes/year 164 tonnes/year 113 tonnes/year is assumed that approximately 5% of the (70,000 km/yr) carbon content is fossil-based, this coming from natural-gas based methanol used in Emissions associated with different energy Using the above values, total GHG emission the transesterification reaction. Average and fuel inputs for the three different bases reductions for the prototype electric bus, if electricity consumption for the prototype bus of calculations are summarized in the first its operations had been undertaken using over all conditions is assumed as 160 kWh per table above. Electricity reflects Manitoba’s a conventional diesel bus, as well as annual 100 km, based on experience. An additional approximate current grid mix, while all the reductions for the three projected cases of small amount of auxiliary fuel is assumed for others are based on fairly standard values for electric buses operated in transit fleets are heating purposes, which is diesel blend. fuel components. summarized in the following table.

In terms of the GHG emissions reduction Based on these values, and associated input These results clearly show that the reductions calculation methods, three bases are also energy and fuel consumption rates, including achieved are significant, but also depend both considered: (a) combustion emissions, solely auxiliary fuel used for heating in the case of on how much a given electric bus travels, and at the bus itself; (b) full-cycle emissions, the prototype bus, GHG emissions and net the basis on which the calculation is made as including upstream emissions for energy reductions per 100 km travel can be calculated summarized in the third table above. and other inputs; and (c) National Inventory as summarized in the second table above. Report (NIR) based emissions, including only emissions that occur within the province, These data show that irrespective of the which effectively translates to full-cycle for basis for emissions calculation, an electric electricity and combustion-only for liquid bus based on the prototype operating fuels. within Manitoba achieves more than a 98% reduction in emissions on a per 100 km basis.

18 Electric Vehicle Technology & Education Centre (EVTEC)

EVTEC at Red River College is responsible for applied research and innovation projects concerning ground transportation electric and hybrid vehicles that utilize renewable fuels. EVTEC has a mission to: support electric vehicle (EV) innovation amongst Manitoba’s transportation sector; enhance electric vehicle education at the College and in the region; and increase public awareness and understanding of electric vehicle technology.

Contact

Ray Hoemsen, Executive Director Jose Delos Reyes, Research Manager Research Partnerships& Innovation Electric Vehicle Technology & Education Centre, Red River College Red River College 204.632.2523 204.631.3301 [email protected] [email protected]