1 BEACH CITIES TRANSIT
Zero-Emission Bus
Rollout Plan
May 16, 2023
Agenda
I. Project Purpose
II. Key Findings from Existing
Conditions
III. Modeling Methodology and Results
IV. Recommendation
V. ICT ZEB Plan
VI. Discussion and Q&A
B C T Z E B R O L L O U T P L A N 2
Project Overview
B C T Z E B R O L L O U T P L A N
3 Project Purpose
• To develop a CARB-compliant zero-emission rollout
plan in response to the ICT Regulation
• To develop a transition plan and strategy for BCT’s
goal of a 100% ZE fleet
B C T Z E B R O L L O U T P L A N
4 Section Description
Section A Transit agency information
Section B Rollout plan general
information
Section C Technology portfolio
Section D Current bus fleet
composition and future bus
purchases
Section E Facilities and infrastructure
modifications
Section F Providing service in
disadvantaged communities
Section G Workforce training
Section H Potential funding sources
Section I Start-up and scale-up
challenges
ICT Mandate
CARB:
• Requires that small transit agencies begin purchasing ZEBs in 2026, with a goal of 100% transition by 2040
• Requires that small transit agencies submit a Council-approved plan by June 30, 2023
• Exempts cutaways, motorcoaches and articulated bus until 2026 (and later if no Altoona tested vehicles are available) • Provides exemptions for agencies based on lack of feasible vehicle alternatives, challenging terrain, operating profiles that aren’t feasible with ZE alternatives, and other challenges
B C T Z E B R O L L O U T P L A N
5 6B C T Z E B R O L L O U T P L A N
• Propulsion occurs from
electricity directly stored in
batteries
• Fueling occurs by
recharging batteries
• Propulsion occurs from
hydrogen converted by
fuel cells into electricity for
propulsion
• Fueling occurs by refilling
on-board hydrogen tank
What is a ZeroEmission Bus?
Battery Electric Bus (BEB)
Hydrogen Fuel Cell-Electric
Bus (FCEB)
What are some…?
• Zero emissions
• Near silent ride
• Cleaner cabin air
• Smoother ride
• Fewer moving parts to
maintain—more
reliable vehicles
• More expensive
• Costly infrastructure
upgrades
• New training
• Coordination with
public utilities
• Range constraints
• Lack of maturity for
ZE cutaways, and
motorcoaches
Benefits Challenges or
drawbacks
Considerations for BEBs and FCEBs
B C T Z E B R O L L O U T P L A N
7 BEBs:
• More vendor options
• Lower bus purchase price compared to FCEBs
• Charging infrastructure lower on a per-bus
price for smaller fleets
• BCT’s fleet would require 9 charging cabinets
(120kW) with 18 plug-in connections
• Requires coordination with SCE – participation
in Charge Ready Transport Program
• Safety and training:
• High voltage systems
• Charging procedures
FCEBs:
• Fewer vendor options
• Higher bus purchase price compared to BEBs
• Charging infrastructure higher on a per-bus price for smaller fleets
• BCT’s facility lacks sufficient space for onsite hydrogen fueling station
• Requires a dedicated BCT staff member to track
weekly purchase of hydrogen and maintenance of
hydrogen facility
• Safety and training:
• Hydrogen gas detection system
• Working with high pressure fueling systems
• Hydrogen fueling procedures
Key Findings from Existing Conditions
B C T Z E B R O L L O U T P L A N
8 Key Findings and Observations
• BCT currently operates a mix of CNG buses,
cutaways, and vans for fixed route and the WAVE
dial-a-ride service
• Fleet size of 20 vehicles
• Fixed route buses travel between 20 and 179 miles
per day
• Dial-a-ride vehicles travel an average of 64 miles per day
• Limited capacity for growth and necessary
modifications at current facility
• Building requires replacement
• Significant improvements required to accommodate
ZEBs
• Currently no onsite fueling infrastructure
B C T Z E B R O L L O U T P L A N
9 These mileages indicate
most of service should be
convertible to ZEBs in a
1:1 manner
Modeling Methodology and Results
B C T Z E B R O L L O U T P L A N
10 Why Not Hydrogen?
Only BEBs were modeled and not FCEBs
B C T Z E B R O L L O U T P L A N
11 • Why?
• BEBs have a longer proven track record compared to
FCEBs
• BCT does not require the extended range provided by
FCEBs
• The cost of constructing an onsite hydrogen fueling
station is very high
• BCT’s small fleet would translate to low hydrogen fuel demand resulting in a more expensive per-bus cost
compared to BEBs, particularly if onsite hydrogen
fueling station is constructed
• There are more BE vehicle options to fit BCT’s fleet
compared to FCEBs Source: TCRP, CTE
Modeling Process Overview
B C T Z E B R O L L O U T P L A N
12 ZEVDecide
BUS SPECS
DRIVING
CYCLES
PASSENGER
LOADS
AMBIENT
CONDITIONS
ELEVATION
AND
TOPOGRAPHY
Route Blocks Vehicle
• High passenger load
• Low passenger load
• Curb weight
• Frontal dimensions
• Auxiliary
• HVAC
• Aerodynamic drag
• Rolling resistance coefficients
Modeling Results
• 75% of fixed route service can
be successfully completed
with BEBs
• Three vehicles that failed
were very close to success
threshold
• 87% of WAVE service can be
successfully completed with
BE cutaways
• 97% of WAVE service can be
successfully completed with
BE vans
B C T Z E B R O L L O U T P L A N
13 75%
87%
97%
0%
20%
40%
60%
80%
100%
Fixed route WAVE Cutaway WAVE Van
BEB Success Rate
Recommendation
B C T Z E B R O L L O U T P L A N
14 Section C: Technology Portfolio
Recommendation: Deploy Battery-Electric Buses
• Many regional peers are moving forward with BEB fleets • BEBs are more commonly deployed than hydrogen – proven track record • More vehicle options available compared to hydrogen, especially for WAVE vehicles • BCT’s small fleet would translate to low hydrogen fuel demand resulting in a more expensive per-bus cost compared to BEBs, particularly if onsite hydrogen fueling station is constructed
• Hydrogen fueling onsite presents higher up-front capital costs compared to BEBs • Most of BCT’s operations can be converted to BEBs in a 1:1 manner • FCEBs are preferable for longer distance routes – BCT does not have this need • FCEBs are fueled via a hydrogen fueling station – BCT would either need to construct one (high upfront capital costs and large footprint) or look for an offsite fueling location • BCT’s current facility lacks the space to accommodate a hydrogen fueling station
B C T Z E B R O L L O U T P L A N
15 CARB ICT Plan
B C T Z E B R O L L O U T P L A N
16 Section D: Future Bus Procurements
• First BEB purchase in 2029 in
accordance with CARB purchase
requirements
• Provides more time for technology to
continue to evolve and mature
• Fleet grows 20 → 23 vehicles to
accommodate 5-year service plan and
take a more conservative approach to
ZEB deployment
• WAVE fleet transitions to more vans (5)
and fewer cutaways (3) to right-size fleet
B C T Z E B R O L L O U T P L A N
17 Year Percentage of purchase
that must be ZEB
2026 25%
2027 25%
2028 25%
2029 and after 100%
0 5
10 15
20 25
2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 Vehicle Count
Fleet Composition
CNG Bus CNG Cutaway CNG Van BEB Bus BEB Cutaway BEB Van Achieves full ZEB transition by 2040
Section E: Facility Infrastructure Modifications
• BCT will require significant
modifications to its facilities to
accommodate the transition
to BEBs
• New operations and
maintenance facility
• New BEB charging
equipment and electrical
utility improvements
Facility construction: 2027-2029
Charger installation: 2029
First vehicle delivery: 2030 (with
procurement in 2029)
B C T Z E B R O L L O U T P L A N
18 Section E: Facility Infrastructure Modifications
B C T Z E B R O L L O U T P L A N
19 Example a BEB plugged into a charger Example of ground-mounted dispensers • Electrical utility
upgrades through SCE
• Potential participation
in SCE Charge Ready
Transport Program for
infrastructure
installation
Section F: Disadvantaged Communities
• Disadvantaged Communities as
defined by CalEnviroScreen
• BCT serves 2 census tracks
defined as disadvantaged, both
on Line 109
• BCT can plan to prioritize BEB
deployment on Line 109 to
make the biggest positive
impact on local air quality
B C T Z E B R O L L O U T P L A N
20 Section G: Workforce Training for BEBs
Possible training methods:
• Train-the-trainer
• Vendor training
• Training with partner transit
agencies
• National Transit Institute (NTI)
training
• Local partnerships
B C T Z E B R O L L O U T P L A N
21 Training Type Course
Operator
Drive training
Overall vehicle/system orientation
Maintenance/
Technician
Preventative maintenance
Electrical/electronic
Multiplex
HVAC
Brakes
Energy storage system, lithium-ion battery and energy
management hardware and software training
Electric drive/transmission
Section H: Potential Funding Sources
B C T Z E B R O L L O U T P L A N
22 • Low or No Emission Vehicle Program (5339c)
• Grants for Bus and Bus Facilities (5339a; 5339b)
• RAISE Discretionary Grants
• Congestion Mitigation and Air Quality (CMAQ)
• Urbanized Area Formula Grants (5307)
• Other federal opportunities (like IIJA, etc.)
Federal
• Local Transportation Fund (LTF)
• Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project (HVIP) • Low Carbon Transit Operations Program (LCTOP)
• Transit and Intercity Rail Capital Program (TIRCP)
• California State of Good Repair (SGR)
• Volkswagen Environmental Mitigation Trust
• Low Carbon Fuel Standard (LCFS) credits
• SCE Charge Ready Transport Program
• SBCCOG Subregional Measure R Funding
State/Local
Section I: Start-up and Scale-up Challenges
• Facility challenges: upgrades will require a significant amount of capital and construction support to execute facility changes required for a ZEB transition as well as electrical utility upgrades for charging infrastructure
• Funding constraints: BCT will need to identify, pursue, and win competitive grants to pay for capital purchases (facility and vehicles)
• Limited fleet options: limited vehicle options, particularly for the WAVE service (cutaways and vans) • Staffing challenges: BCT operates with a small and nimble staff that has limited capacity to take on new activities such as the ZEB transition. BCT will require new staff with expertise in this space to manage the new facility project and work with SCE to oversee utility modifications and charging infrastructure
• BCT can explore exemptions from CARB if these or other challenges or constraints preclude BCT from adhering to the ZEB Rollout Plan
• The ZEB Rollout Plan is intended to be a living document that can be updated over time as conditions change
B C T Z E B R O L L O U T P L A N
23 B C T Z E B R O L L O U T P L A N
24