TRAN2319.SR.JK
CITY OF SIMI VALLEY
MEMORANDUM
June 5,
2023
TO: Cit
y Council
FR
OM: Department of Public Works
SUBJ
ECT: APPROVAL OF THE CITY OF SIMI VALLEY ZERO EMISSION BUS (ZEB)
ROLLOUT PLAN AND ADOPTION OF A RESOLUTION AUTHORIZING
THE CITY MANAGER TO SUBMIT THE ZEB ROLLOUT PLAN TO THE
CALIFORNIA AIR RESOURCES BOARD
STAFF RECOMMENDATION
Sta
ff recommends that the City Council:
1. Approv
e the attached draft City of Simi Valley Zero Emission Bus (ZEB) Rollout Plan to comply with the California Air Resources Board (CARB) Innovative Clean Transit (ICT) regulation; and,
2. Adopt
Resolution No. 2023-28 authorizing the City Manager to submit the ZEB Rollout Plan to the California Air Resources Board.
BACKGROUND AND OVERVIEW
In
2019, the CARB adopted the Innovative Clean Transit (ICT) regulation, which requires all public transit agencies to gradually transit ion their bus fleets t o zero emission technology. The requirement establishes a schedule for the purchase of Zero Emission Buses by public transit operators. It also requires all public transit operators to approve a “Rollout Plan” which serves as a blue-print for how a transit agency is planning to achieve full transition to electrification by 2040, when operation of non-ZEB's will not be allowed.
Th
e ICT regulation requires each transit agency to submit a complete Zero Emission Bus Rollout Plan (ZEB Plan) before ZEB purchase requirements take effect. All public transit agencies are required to submit their ZEB Plan to CARB by June 30, 2023. The ZEB Plan is meant to be an evolving document and should guide the deployment of zero emission bus fleets and help transit agencies work through many of the potential challenges and explore solutions. In the ZEB Plan, Transit agencies should provide estimated timelines based on best available information for their financing, planned bus purchases, infrastructure upgrades, or any other timelines. After the submission of the ZEB Plan, a Transit agency may update the ZEB Plan, as needed however it is recommended that major updates be resubmitted to CARB. All agencies are required to submit an annual report to CARB in March.
AGENDA I
TEM NO.
Consent (8)
FINDINGS AND ALTERNATIVES
Th
e CARB has adopted the Innovative Clean Transit (ICT) regulations which requires all public transit to transition to zero emission vehicles. The regulations have two basic requirements. The first requirement is that all public transit providers approve a “ rollout plan” showing how they intend to meet the second requirement, which is to transition to zero emission buses on the schedule adopted by CARB. Because to some degree funding for the purchase of buses is not guaranteed in future years, CARB recognizes that the plan shows the transit agency’s intent, and that the plan will be amended and refined as the transition occurs.
Th
e ZEB purchase requirement gradually increases over time. The ICT requires that, at a minimum, beginning January 1, 2026, for small transit agencies, 25% of the total number of new bus purchases in each calendar year must be zero emission buses .
Starting January 1, 2029, all new bus purchases must be zero emission buses, with a goal of complete transition to ZEB's for all buses in each transit agency’s fleet by 2040.
The
ZEB Plan proposed by City staff (page 6) includes all the required elements by CARB.
While technical data regarding t hings such as individual route analysis have been developed, they are not required by the S tate, and may change as technology changes.
As such, they have not been included in the draft plan.
Th
e City’s transit fleet currently consists of 11 conventional CNG fixed route buses and 15 paratransit cutaway vans. In 2024, Simi Valley Transit plans to add a new Community Service/Micro Transit service and purchase three new small electric vans. Simi Valley Transit will begin to integrate electric vehicles, which will be purchased in early 2024 as the CNG transit fleet reaches its respective useful life. Once grant funds are available to offset the cost differential between CNG and electric buses, the City will accelerate the transition to electric buses in lieu of CNG buses that have reached their respective useful life. Delivery of the first six electric buses is expected in late 2025.
The
new/replacement and delivery schedule of electric buses and vans is outlined below:
• 2024
3-electric vans (new)
• 2025 6- electric transit buses (replacements)
• 2029 6- electric cutaway vans (replacements)
• 2030 6- electric cutaway vans (replacements)
• 2031 3- electric cutaway vans (replacements)
• 2032 3- electric transit buses (replacements)
• 2034 2- electric transit buses (replacements)
St
aff recommends the City Council approve the ZEB Plan and adopt a resolution authorizing the City Manager to submit the ZEB Plan to the CARB. 2 The following alternatives are available to the City Council:
1. Approve the attached draft City of Simi Valley Zero Emission Bus (ZEB) Rollout Plan to comply with the California Air Resources Board (CARB) Innovative Clean Transit (ICT) regulation;
2. Adopt Resolution No. 2023-28 authorizing the City Manager to submit the ZEB to the California
Air Resources Board;
3. Modify and approve the ZEB Plan and adopt a resolution authorizing the City Manager to submit
the ZEB Plan to the CARB;
4. Provide staff with further direction.
St
aff recommends Alternative Nos. 1 and 2.
SUGGESTED CITY COUNCIL MOTION
I move t
o approve the draft City of Simi Valley Zero Emission Bus Rollout Plan and adopt the attached Resolution No. 2023- XX authorizing the City M anager to submit the ZEB Plan to the California Air Resources Board.
SUMMARY
Sim
i Valley Transit is a public transit operator in the State of California and subject to the California Air Resources Board 2018 Innovative Clean Transit (ICT) regulation. This regulation requires the City, as the public transit operator, to prepare and approve a Zero Emission Bus Ro llout Plan by June 30, 2023. The plan is intended to guide the implementation of the state requirements for a transition to zero emission transit. The plan before the City Council meets the state requirements and provides the City with a financially via ble and practical path to meet the state requirements and continue to provide the high-quality transit services to the City.
______
______________________________
Ronald K. Fuchiwaki
Public Works Director
Pr
epared by: Ben Gonzales, Deputy Public Works Director
INDEX Page
Res
olution ........................................................................................ 4 Exhibit 1 - City of Simi Valley Draft ZEB Rollout Plan....................... 6 3 RESOLUTION NO. 2023-28
A RE
SOLUTION OF THE CITY COUNCIL OF THE CITY OF
SIMI VALLEY APPROVING THE CITY OF SIMI VALLEY
ZERO EMISSION BUS (ZEB) ROLLOUT PLAN AND
AUTHORIZING THE CITY MANAGER TO SUBMIT THE ZEB
ROLLOUT PLAN TO THE CALIFORNIA AIR RESOURCES
BOARD IN ACCORDANCE WITH THE INNOVATIVE CLEAN
TRANSIT REGULATIONS
WH
EREAS, the State of California continues to adopt climate, energy and transportation goals, policies, and programs to improve air quality, especially by reducing greenhouse gases; reduce health impacts from emissions; and to develop a strong clean energy economy that creates sustainable jobs; and
WH
EREAS, the California Air Resources Board (CARB) adopted the Innovative Clean Transit (ICT) regulation on December 14, 2018; and WH
EREAS, the ICT regulation requires small transit agencies in the State of California to begin to purchase zero emission buses (ZEBs) as soon as 2026, with the goal of transitioning all transit buses in California to zero- emission technology by 2040; and
WHEREAS, each transit agency must submit a rollout plan under the regulation demonstrating how it plans to purchase zero emission buses, build out necessary infrastructure, and train the required workforces; and WH
EREAS, CARB requires the submittal of the small transit agency rollout plans by July 1, 2023; and
WH
EREAS, the City of Simi Valley provides public transit services and is considered a small transit agency; and
WH
EREAS, the City of Simi Valley is committed to acting to maintain a quality environment by reducing greenhouse gas emissions; and WH
EREAS, the Rollout Plan is a living document intended to guide the City’s conversion to a ZEB fleet and may be updated based on changes in funding, vehicle technology, fleet size and operating requirements; and
WH
EREAS, the City of Simi Valley Rollout Plan must comply with the CARB regulations and be approved by the City's governing body through the adoption of a resolution prior to submission to CARB.
4 NOW
, THEREFORE, THE CITY COUNCIL OF THE CITY OF SIMI VALLEY DOES HEREBY RESOLVE AS FOLLOWS:
SE
CTION 1. The City Manager is authorized to hereby develop and submit the ZEB Rollout Plan attached hereto as Exhibit “1”.
SE
CTION 2. The City of Simi Valley Public Works Director or designee is authorized to execute documents related to the ICT and ZEB Rollout Plan.
SE
CTION 3. The City of Simi Valley Transit Division of the Public Works Department agrees to comply with all conditions and requirements set forth in the documents and applicable statutes, regulations, and guidelines pertaining to the ICT.
PASSED
and ADOPTED this 5th day of June, 2023.
At
test:
Lucy Blanco, City Clerk Fred D. Thomas, Mayor of the City of Simi Valley, California
Ap
proved as to Form: Approved as to Content:
David L. Caceres, City Attorney Brian Paul Gabler, City Manager Ronal d K. Fuchiwaki
Public Works Director
RES NO. 2023-28
5 CITY OF SIMI VALLEY
ZERO EMISSION BUS ROLLOUT PLAN
City of Simi Valley City Council to review on
June 5, 2023
2023
6 RES NO. 2023-28
TABLE OF CONTENTS
SECTION A: Transit Agency Information…….......................................……..…………...……….….…..… 01 SECTION B: Rollout Plan General Information……………..………...………………………………..…….....…… 03 SECTION C: Technology Portfolio………...…………………………………………...…………………….………..…… 04 SECTION D: Current Bus Fleet Composition and Future Bus Purchases….........................……….. 05 SECTION E: Facilities and Infrastructure Modifications…………...…………………….…..……….....….….. 13 SECTION F: Utility and Fuel Provider Partnerships……………...……………………….…….……...……...…… 20 SECTION G: Providing Service in Disadvantaged Communities…………………….………….….…….….... 21 SECTION H: Workforce Training…………………………………...…………………..………….………….…….………. 22 SECTION I: Potential Funding Sources………………...……………………..……………………........….…..……... 24 • Local Funding
• Regional Funding
• State Funding
• Federal Funding
SECTION J: Policy and Legislation……………………………….…………………………………......….……..……..…. 28 • Infrastructure Investment and Jobs Act (IIJA)
• California Innovative Clean Transit (ICT)
• City of Simi Valley General Plan
• City of Simi Valley Climate Action Plan (SV-CAP) 2012 SECTION K: Start-up and Scale-up Challenges…………………..……………………..………………..……..……… 32 APPENDIX A: City Council Adopting Resolution …………………………………………………………………..…. 34
7 RES NO. 2023-28
TABLE OF EXHIBITS
Exhibit A.1 Simi Valley Transit Routes ………………………………………..………………………………...…………..……... 02 Exhibit D.1 Individual Bus Information of Current Bus Fleet ………………………………………………………....….. 05 Exhibit D.2 Future Purchase of Fixed Route Buses ……..…………………………………………………………...…….….. 06 Exhibit D.3 Future Purchase Paratransit Cutaway and Van Buses ………..…………………...…….…………..……. 06 Exhibit D.4 Daily Mileage for Fixed Route Buses (September 2022) …………………..……………………….……… 07 Exhibit D.5 Daily Mileage for Paratransit Cutaway Buses (September 2022) ………………….………………….. 08 Exhibit D.6 Wireless Inductive Charging Roadway Embedded Pad …………………………………………...………. 10 Exhibit D.7 Overhead Charger ……………...………………………………………………………………………………………….. 10 Exhibit D.8 Range and Estimated Cost Fixed Route Buses …………………………..……………………………………… 11 Exhibit D.9 Range and Estimated Cost Paratransit Cutaway Buses ………………………..……….………………….. 11 Exhibit D.10 SCE New Electric Vehicles Charging Rates ………………… …………………………………………………… 12 Exhibit E.1 Existing Simi Valley Transit Maintenance Facility Map ………………………………….………………….. 13 Exhibit E.2 Facilities Information and Construction Timeline ……………………….…………………………………….. 14 Exhibit E.3 Example of Bus Charging Stations …………………………………………………………………………………….. 15 Exhibit E.4 Make-Ready Infrastructure (SCE-Built) Standalone Charging Stations ………………………………. 16 Exhibit E.5 Make-Ready Infrastructure (Customer-Built) Standalone Charging Stations …………………….. 17 Exhibit E.6 SCE Charger Approved Products List ……………………………………………………………………..…………. 18 Exhibit E.7 Simi Valley Transit Facility Aerial Photo ……………………………………………………………….…..………. 19 Exhibit H.1 Battery Electric Buses Training Plan ………….…………………………………………………….……………….. 23 Exhibit I.1 Funding Source and Project Use …………………………………………….…………………………..…………….. 27
8 RES NO. 2023-28
LIST OF ABBREVIATIONS
ADA – American with Disabilities Act
BEB – Battery Electric Buses
BEV – Battery Electric Vehicles
CALACT – California Association for Coordinated Transportation CARB – California Air Resources Board
CEQA – California Environmental Quality Act
CMAQ – Congestion Mitigation and Air Quality
CNG – Compressed Natural Gas
CONV - Conventional
CTA – California Transit Association
DAR – Dial-A-Ride
ECTA – East County Transit Alliance
FTA – Federal Transit Administration
GCAP – Green Community Action Plan
GHG – Greenhouse Gas
GPAC – General Plan Advisory Committee
HFCB – Hydrogen Fuel Cell Buses
HVIP – Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project ICT – Innovative Clean Transportation
kW – Kilowatt
kWh – Kilowatt Hour
LCTOP – Low Carbon Transit Operations Program
LowNo – Low or No Emission
LTF – Local Transportation Funds
NFPA – National Fire Protection Association
OEM – Originally Equipment Manufacturers
SB – Senate Bill
SCE – Southern California Edison
SCG – Southern California Gas
SCRTTC – Southern California Regional Transit Training Consortium SGR – State of Good Repair
STA – State Transit Assistance
9 RES NO. 2023-28
SV-CAP – Simi Valley Climate Action Plan
SVT – Simi Valley Transit
SVUSD - Simi Valley Unified School District
TCO – Transit Coach Operators
TDA – Transportation Development Act
TIRCP – Transit and Intercity Rail Capital Program
TMF – Transit Maintenance Facility
VCAQMD – Ventura County Air Quality Management District VCTC – Ventura County Transportation Commission
VW- Volkswagen
ZEB – Zero Emission Buses
ZEV – Zero Emission Vehicles
10 RES NO. 2023-28
SECTION A: TRANSIT AGENCY INFORMATION
Transit Agency’s Name City of Simi Valley
Mailing Address 490 W. Los Angeles Avenue
Simi Valley, CA 93065-1644
Name of Transit Agency’s Air District(s) Ventura County Air Quality Management District Contact Information Ben Gonzales
Deputy Public Works Director (Transit)
(805) 583-6482
[email protected]
Is your agency part of a Joint Group (13
CCR§2023.1 (d)(3))?
Yes No XX
Background and Description of Simi Valley Transit Service The City of Simi Valley has operated transportation services for more than 50 years, nearly since the City was incorporated. It is the third largest of Ventura County’s ten cities with an estimated population of 127,000 and approximately 42 square miles in area. Simi Valley Transit (SVT) provides fixed -route bus service to approximately 170,000 riders annually and paratransit service to approximately 31,000 passengers annually.
SVT provides the majority of the fixed-route bus service within the city limits and connects with Ventura County Transportation Commission’s (VCTC) InterCity bus service. In addition, SVT provides service to a major commuter connection at the Los Angeles County Metropolitan Transit Authority (LA METRO) in the community of Chatsworth, located near the Simi Valley/San Fernando Valley border. SVT also extended service to Moorpark College, near the City’s western boundary. The three fixed-route bus services operate Mondays through Saturdays from 5:00 a.m. through 8:09 p.m.
SVT provides quality Americans with Disabilities Act (ADA)/Dial-A- Ride (DAR) paratransit services throughout Simi Valley. It is a shared ride, complementary paratransit transportation service designed for seniors, age 65 years and above, and those certified under the Americans with Disabilities Act. ADA/DAR paratransit services are provided on a “curb- to-curb” basis and access to destinations within a ¾ mile corridor along SVT’s local routes. The paratransit service operates Mondays through Saturdays from 5:00 a.m. through 8:09 p.m. For ADA/DAR service outside the city limits, the City of Simi Valley participates and funds the same service through East County Transit Alliance (ECTA).
11 RES NO. 2023-28
SVT current fleet is comprised of eleven (11) fixed route buses and twelve (12) paratransit cutaway buses.
All revenue vehicles are powered by compressed natural gas (CNG). The City has a natural gas compressor at the Transit Maintenance Facility (TMF) and fuels all revenue service vehicles on site.
Exhibit A.1 Simi Valley Transit Routes
12 RES NO. 2023-28
SECTION B: ROLLOUT PLAN GENERAL INFORMATION
The California Air Resource Board’s (CARB) Innovative Clean Transportation (ICT) regulation requires all public transit agencies in the State of California to gradually transition from conventional buses to a 100% zero-emission buses (ZEB ) fleet by 2040. The regulation requires a progressive increase of an agency’s new bus purchase of ZEB based on their fleet size. Beginning in 2029, 100% of new purchases by transit agencies must be ZEB to meet the full transition by 2040.
To ensure that each agency has a strategy to comply with the 2040 requirement, the ICT regulation requires each agency, or a coalition of agencies (“Joint Group”), to submit a ZEB Rollout Plan (Rollout Plan) before the purchase requirements t ake effect. The Rollout Plan is considered a living document and is meant to guide the implementation of ZEB fleets and help transit agencies work through many of the potential challenges and explore solutions. Each Rollout Plan must include a number of r equired components (as outlined in the Rollout Plan Guidelines) and must be approved by the transit agency’s governing body through the adoption of a resolution, prior to submission to CARB.
The City of Simi Valley’s ZEB Rollout Plan ensures that the Cit y will make a complete transition to ZEB by 2040. Additionally, this plan accounts for delivery timelines ranging from six (6) to twenty -four (24) months and confirms that the fleet will not be retired before reaching its useful life. The City’s replacement schedule does not allow for delivery of conventional buses after 2028. The retirement schedule is based on the re placement of CNG buses with ZEB beginning no later than 2025 , which will allow the fleet to be replaced with ZEB by 2035.
SVT’s Rollout Plan is designed to achieve the CARB full transition to ZEB and technologies by 2040 that avoids early retirement of conventional buses (13 CCR § 2023.1(d)(1)(A)). This plan, which was prepared by City staff, was presented and approved by the City Council on __________________, 2023. A copy of the resolution is attached in Appendix A.
In addition, SVT worked with Southern California Edison (SCE), several bus manufacturer s, consultants and representatives, and Southern California Transit agencies, which have transition ed to and implemented the ZEB and technologies, to create a plan that considers the SVT’s Current Bus Fleet Composition and Future Fleet Purchases, Facilities and Infrastructure Modifications, Workforce Training, Potential Funding Sources, and Start-up and Scale-up Challenges.
13 RES NO. 2023-28
SECTION C: TECHNOLOGY PORTFOLIO
The City’s fleet consist of conventional CNG fixed route buses and paratransit cutaway buses. SVT will integrate battery electric buses (BEB ), which will be purchased as the CNG transit fleet reaches its respective useful life. Beginning in FY 2023-24, the City will transition its transit fleet to batter y electric vehicles (BEV). The City has received a C ongestion Mitigation and Air Quality (CMAQ) grant authorizing the purchase of several battery electric paratransit vehicles. It has also received the Transit and Intercity Rail Capital Program (TIRCP) grant from the State to purchase six BEB . This will allow the City to replace the m ajority of its peak -hour buses, which have reached their “FTA Useable Life” , with zero emission vehicles (ZEV). As the other bus and paratransit vehicles reach their respective useful life, the City intends to replace them with BEV.
This effort will focus exclusively on the transition of S VT’s fleet between 2024 and 2035, to which all of the City’s fixed route buses and paratransit cutaway buses are fully replaced by BEB. Currently, there are no commercially available transit buses that have successfully completed the Altoona testing , which will meet the range requirements for the City’s transit operations, so the City may be required to rotate some of the BEB with CNG buses which have not reached their usable life. The new BEB available this calendar year 2023 appears to meet the service requirements of two of the three fixed route buses service in Simi Valley. The Rollout Plan anticipates that BEB range will continue to improve between 2023 and 2031, and further increase their range after 2031. To address this, the City has received funding to construct “in - route” charges which will allow SVT fleet to operate uninterrupted service without returning to the City’s TMF mid-day to charge BEB. As technology evolves, this Rollout Plan will be updated to reflect the changes made and adopted by the City.
California Air Resources Requirements:
Transit agencies must purchase or operate a minimum number of ZEB as determined by the transit agency fleet size. A s mall transit agency , such as SVT, is required that 25% of the total number of new bus purchases in calendar years 2026 -2028 must be ZEB. Then, starting 2029, it is required 100% of new bus purchases must be ZEB . If transit agency voluntarily purchased zero -emission version of these types of buses ahead of their purchase r equirement, they will still be counted to wards the minimum number of ZEB in the year of purchase to recognize their purchases.
Furthermore, CARB requires all California transit agencies, regardless of size, to submit and update their agency and bus fleet information and purchases every March.
14 RES NO. 2023-28
SECTION D: CURRENT B US FLEET COMPOSITION AND FUTURE BUS
PURCHASES
The City of Simi Valley’s current fleet is consist of conventional CNG eleven (11) fixed -route buses and twelve (12) paratransit cutaway buses.
Exhibit D.1 Individual Bus Information of Current Bus Fleet BUS NO. ENGINE
MODEL YEAR MODEL YEAR FUEL TYPE BUS
MANUFACTURER
BUS TYPE
4527 2009 2010 CNG New Flyer Standard
4528 2009 2010 CNG New Flyer Standard
4529 2013 2014 CNG New Flyer Standard
4530 2013 2014 CNG New Flyer Standard
4531 2013 2014 CNG New Flyer Standard
4532 2013 2014 CNG New Flyer Standard
4533 2013 2014 CNG New Flyer Standard
4534 2013 2014 CNG New Flyer Standard
4535 2019 2020 CNG New Flyer Standard
4536 2019 2020 CNG New Flyer Standard
4537 2019 2020 CNG New Flyer Standard
6024 2014 2015 CNG Chevrolet Cutaway
6025 2014 2015 CNG Chevrolet Cutaway
6026 2014 2015 CNG Chevrolet Cutaway
6027 2014 2015 CNG Chevrolet Cutaway
6028 2014 2015 CNG Chevrolet Cutaway
6029 2014 2015 CNG Chevrolet Cutaway
6030 2014 2015 CNG Chevrolet Cutaway
6031 2014 2015 CNG Chevrolet Cutaway
6032 2014 2015 CNG Chevrolet Cutaway
6033 2015 2016 CNG Chevrolet Cutaway
6034 2015 2016 CNG Chevrolet Cutaway
6035 2015 2016 CNG Chevrolet Cutaway
The total number of buses to be purchased through 2034 and the percentage of those expected to be ZEV are presented in Exhibit D.2 and Exhibit D.3. The fleet is expected to be 100% transitioned to ZEV by 2035.
At this time, BEB manufacturers are reporting that delivery period is approaching up to two (2) years from the date of order and continued to be delayed due to CARB mandated and Federal Transit Administration 15 RES NO. 2023-28
(FTA) prioritization of ZEV. In order to comply with the SVT Asset Management Plan and FTA vehicle useful life standard, the City must order ZEV no later than 2024 in lieu of the 2026 conventional buses replacement.
Exhibit D.2 Future Purchase of Fixed Route Buses
Timeline
(Year)
Total
Number
of Buses
to
Purchase
Number
of ZEB
Purchas
es
Percentage
of Annual
ZEB
Purchases
ZEB Bus
Type
ZEB Fuel
Type
Number
of Conv
Bus
Purchases
Percentage
of Annual
Conv Bus
Purchases
Type of
Conv Buses
Fuel
Type
of
Conv
Buses
2023 2 0 0 0 0 2 100% Standard CNG
2024 6 6 100% Standard Battery-
Electric 0 0 Standard CNG
2032 3 3 100% Standard Battery-
Electric
0 0 Standard CNG
2034 2 2 100% Standard Battery-
Electric
0 0 Standard CNG
Total Active Fleet 11
Exhibit D.3 Future Purchase Paratransit Cutaway and Van Buses Timeline
(Year)
Total
Number
of Buses
to
Purchase
Number
of ZEB
Purchases
Percentage
of Annual
ZEB
Purchases
ZEB Bus
Type
ZEB Fuel
Type
Number
of Conv
Buses
Purchases
Percentage
of Annual
Conv Bus
Purchases
Type of
Conv
Buses
Fuel
Type
of
Conv
Buses
2023 12 0 0% Cutaway Battery-
Electric 12 100% Cutaway
/ Van CNG
2024 3 3 100% Van
Battery-
Electric 0
0 Cutaway CNG
2029 6 6 100% Cutaway Battery-
Electric 0 0 Cutaway CNG
2030 6 6 100% Cutaway Battery-
Electric 0 0 Cutaway CNG
2031 3 3 100% Cutaway
Battery-
Electric 0
0 Cutaway CNG
Total Active Fleet 12 (+3)
16 RES NO. 2023-28
Range of Service for Simi Valley Transit Routes (2022)
Currently, SVT service fixed route buses operates an average of 227 miles per service day, including weekends. Daily mileage including deadhead ranges from 44 to 319 per bus. The mode for the bus mileage is between 179 and 233 miles per bus per day, with a significant number of daily mileages between 287 and 314 per bus. Exhibit D.4 shows the current mileages for the transit fixed route buse s based on a sample of 454 bus rollouts in September 2022. Two of the routes that service the City and all weekend routes have daily mileages of less than 235 miles per day. Route 10, which extends from Moorpark College west of the City to the Chatsworth Metrolink station east of the City, and includes crossing the steep Santa Susana Pass, operates typically over 300 miles per day, and exceed s currently available BEB ranges. The Service Assessment shows that for Route 10, depot -charged BEB cannot presently meet the range requirements of the route. A relief bus would therefore be required to complete the block when the first fixed route bus returned to the depot to charge. However, the range of BEB are expected to improve, and may eventually meet the service requirements of Route 10. Because of this, as the City replaces CNG buses with BEB, Route 10 will be the last route to receive BEB. The range issue could be managed with in-route charging.
Exhibit D.4 Daily Mileage for Fixed Route Buses (September 2022)
The paratransit cutaway buses have daily mileages ranging from 70 to 165, with an average of 91 miles per day, and a mode between 79 and 105 miles per day. Based on this data and the fact that Simi Valley is in the area that requires air conditioning, a significant energy consumption factor, the desired range of the paratransit cutaway buses would be 150 miles between recharges. Exhibit D.5 shows the current mileages for the paratransit cutaway buses based on a sample of 47 paratransit cutaway buses in September 2022.
17 RES NO. 2023-28
Exhibit D.5 Daily Mileage for Paratransit Cutaway Buses (September 2022)
Current Vehicle Costs
The cost of BEB is evolving, as the range is more powerful and more efficient batteries are being produced and available. For planning purposes, this Rollout Plan is projecting a “high -end” of the range cost not including the one -time cost of adding charging infras tructure. The ZEV purchase cost appears to be approximately $200,000 more tha n comparable CNG vehicles. The City has no expe rience with the “lifetime” costs of the vehicles. However, there is an expectation that they will be less than the cost of the CNG fleet assuming operating and maintenance costs are less.
The City considered the alternatives of both BEB and Hydrogen Fuel Cell Buses (HFCB) in preparing its ZEB plan. The decision to choose the BEB path was based on several criteria. This includes the increased cost of the buses, increased infrastructure cost, fueling space re quirements, and the phasing of fueling infrastructure. The BEB support infrastructure is to a large degree scalable, meaning that the City can add chargers as its fleet changes, and the level chargers, which support the paratransit cutaway buses, are relatively affordable, at less than $10,000 per unit. Moreover, there are no major adjustments to the TMF for BEB fueling infrastructure.
Hydrogen fueling is more costly, complex in operation and will necessitate a storage tank. The City can either truck in liquid hydrogen, which will require a compressor in the TMF, or generate hydrogen on site, which will require a facility that has an estimated cost of $5 -7M. The City can construct the storage tank and truck in hydrogen until most or all of the fleet are converted to HFCB vehicles, but there is no guaranteed scalability. In this case, the City will have to construct a fueling infrastructure in a fairly constrained TMF which will be a challenge to the City. There are no locations at the site that conform to the National Fire Protection Association ( NFPA) 2 code restrictions, which requires offset distances, for 18 RES NO. 2023-28
example between hydrogen equipment and the building’s electrical power lines, and the property line.
The hydrogen storage and compressor equipment needs to be surrounded by 10 ft firewalls to reduce NFPA 2 separation distances. It will also require removal of transit fleet parking spaces and the possibility of constricting the transit traffic flow. The parking spaces are already near capacity; therefore, removing the spots may not be feasible. The City transit operations is relatively small, and the cost of constructing a hydrogen fueling station is not economically viable for the small fleet that the City operates. On the other side, HFCB range is longer than BEB, and the refueling time are much quicker. Moreover, the City TMF is currently at capacity, and it would be difficult to allocate the additional space needed for a hydrogen fueling facility.
The BEB batteries are making significant improvements in their range and charging time. With the current available BEB, SVT can provide transportation service without having to recharge during the day, except for one of the three fixed route service that will require a mid -day bus exchange. The City has also the option to buy its electricity from SCE at the State mandate discounted rates for transit agencies, or generate its own electricity by installing solar panels which will require additional upfront funding but will reduce the electricity costs in the long term.
The following assumptions are made as the City considers the BEB:
• It is assumed that th ere will be a 5% improvement in battery capacity every two years with a starting battery capacity of 442 kWh, which is the average battery capacity in 35 -foot commercially available buses in 2023.
• The transit routes served by SVT will not significantly change, although there may be some additional neighborhood routes with relative short routes served by paratransit cutaway buses or similar buses. The route lengths, relative speeds, and elevation changes will generally be unchanged from those currently in operation even if specific routes and schedules changed. • The fleet composition will generally consist of 35 -foot fixed route buses, smaller paratransit cutaways buses, and potentially ADA/DAR vans. Based on FTA useful life standards, the fixed route buses have a 12-year useful life, while the paratransit cutaway buses have a 7-year useful life.
• In determining the range of BEB, the usable on-board energy is assumed to be that of a mid -life battery ( 20% degraded) with a reserve at both the high and low end of the battery’s charge potential. As previously discussed, battery age affects range, so a mid -life battery was assumed as the average capacity of the battery’s useful life. Charging batteries to 100% or dropping the charge below 10% also degrades the batteries over time, so the analysis assumes that the top and bottom portions of the battery are unusable.
The City can mitigate the range requ irement issue by the installation of an “in -route” charger at the forthcoming Transit Center adjacent to City Hall. The “ in-route” charger consists of an induction pad placed in or above the street, which will allow the buses to stopover to partially recharge their batteries.
This may not be necessary when the battery range is enhanced to increase range when SVT replaced their fleet.
19 RES NO. 2023-28
Exhibit D.6 Wireless Inductive Charging Roadway Embedded Pad
Exhibit D.7 Overhead Charger
20 RES NO. 2023-28
Exhibit D.8 Range and Estimated Cost for Fixed Route Buses Timeline (Year) Number of ZEB ZEB Bus Type ZEB Fuel Type Required Range Estimated Costs/bus
2024 6 Standard Battery-Electric >210 miles $1,030,000 2034 3 Standard Battery-Electric >210 miles $1,030,000 2035 2 Standard Battery-Electric >330 miles $1,030,000 All costs are in 2023 dollars
Exhibit D.9 Range and Estimated Cost for Paratransit Cutaway Buses Timeline
(Year) Number of ZEB ZEB Bus Type ZEB Fuel Type Required Range Estimated Costs/per bus
2024 3* Van BEB >120 miles $200,000
2029 6 Cutaway BEB >150 miles $750,000
2030 6 Cutaway BEB >150 miles $750,000
All costs are in 2023 dollars
The City does not intend to convert any o f its conventional fleet to ZEB. As buses reach their respective useful life, they will be replaced. Based on present schedules and paratransit service levels (and daily mileage), the current and planned paratransit services can be operated with the existing and/or ne ar- term expected vehicle ranges; the City will maintain a one for one replacement. As previously stated, the current BEB that are certified by the FTA do not meet the ranges required to allow service to be operated without returning buses to the TMF for a battery recharge. To address that issue, the City will be required to have additional fixed route and paratransit cutaway buses to exchange the in-service buses during mid- day service.
In addition to SVT service buses, the City also operates five non-revenue service vehicles. These are support vehicles used by supervisors and occasionally by mechanics to respond to incidents and buses on route for service calls. These are also used as exchange vehicles to transport TCO to and from the layover locations in response to their scheduled shifts. Currently, these non -revenue service vehicles are all gasoline-hybrid, however, with the plan to transition to electric infrastructure, the City will shift to battery electric sedans and vans.
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Exhibit D.10 SCE New EV Charging Rates
The above chart displays the current SCE EV rates for peak and off peak charging hours. In order to minimize high charging rates, Transit staff will make every effort to charge vehicles during off peak periods.
22 RES NO. 2023-28
SECTION E: FACILITIES AND INFRASTRUCTURE MODIFICATI ONS Since the 1970’s, the City o f Simi Valley has maintained the transit buses at the TMF, located in an industrially zoned area in the western part of the City. Prior to 1989, the SVT maintained their buses in the adjoining Public Works yard, but in September 1989, it was moved into a 10,000 square feet TMF, which has been upgraded and modified several times. The upgrade of the TMF in 2011 earned it the designation of a LEED Gold Certified Facility making it the first government facility in the City to do so.
Later, a new and expanded CNG compressor and related ancillary equipment were installed.
Exhibit E.1 Existing Simi Valley Transit Maintenance Facility Map
This location also serves as the administrative and operational headquarters for the City’s transit operation system. The City will continue to utilize the TMF to store, maintain, fuel, and clean the City’s ZEB.
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Exhibit E.2 Facilities Information and Construction Timeline Facility Name Address Main Function Types of
Infrastructure Service Capacity Status
Estimated
Construction
Timeline
Simi Valley
City Transit
Maintenance
Facility
490 W. Los
Angeles Avenue,
Simi Valley, CA
93065-1644
Transit
Administrative,
Operations,
and
Maintenance
Facility
Electric
Chargers
Install transformer,
conduits, switch gear,
Level 2 Chargers: 50
kW per unit*
New Phase 1: 2024
Simi Valley
City Transit
Maintenance
Facility
490 W. Los
Angeles Avenue,
Simi Valley, CA
93065-1644
Transit
Administrative,
Operations,
and
Maintenance
Facility
Electric
Chargers
Install transformer,
conduits, switch gear,
Charger 1440 kW
(J1772 plug-in) 16
Dispensers
New Phase 2: 2024
City Transit
Hub
2969 Tapo
Canyon Rd. Simi
Valley, CA 93063
Bus Layover
Facility
Electric
Chargers
Install transformer and
pantograph for
opportunity/in-route
charging
New Phase 3: 2024
Simi Valley
City Transit
Maintenance
Facility
490 W. Los
Angeles Avenue,
Simi Valley, CA
93065-1644
Transit
Administrative,
Operations,
and
Maintenance
Facility
Electric
Chargers
Install transformer,
conduits, switch gear,
Level 2 Chargers: 50
kW per unit*
New Phase 4: 2029
In order to support the transition to ZEB, the TMF must be modified to include the necessary supporting technology infrastructure. This process will be completed in phases to manage the capital outlay schedule improvements with the buses’ procurement and delivery schedule, and to ensure that the City is leveraging and implementing the latest technology available at the time. 24 RES NO. 2023-28
Exhibit E.3 Example of Bus Charging Stations
The City must decide whether to work with SCE to install the entire charging system, or to bring the necessary electrical infrastructure and meter up to the perimeter fence, but not install the actual chargers within the TMF.
The first alternative would simplify the process for the City, and likely reduce installation and charger costs. This option has two drawbacks. This option pre-empts the City from being able to change the way it acquires electricity (such as through the use of solar panels), and that all of the chargers are installed at one time, regardless of the phasing of BEB acquisitions. 25 RES NO. 2023-28
Exhibit E.4 Make-Ready Infrastructure (SCE-Built) Standalone Charging Stations
The second alternative is to have SCE install the electrical distribution system infrastructure up to the meter, with the panel and charging stations being the responsibility of the City. This would allow the City to transition from the SCE grid to solar power or other electric sources at a future date.
If the City chooses the option of installing its own electric panel and charging stations, it will be eligible to receive financial assistance from SCE for the chargers. The rebate amount will depend on the chargers ’ model, level, and cost, and if they are included on the SCE approved charger list.
26 RES NO. 2023-28
Exhibit E.5 Make-Ready Infrastructure (Customer-Built) Standalone Charging Stations
The determination of which path to take in the installation of electric charging stations will be subject to a comprehensive study during 2023. With initial BEB deployments, charging requirements are met relatively easily with a handful of plug-in pedestal chargers and small infrastructure investment. Scaling to a large BEB deployment requires a more substantial infrastructure upgrade and smart charging software. The phasing plan described below presumes the City decides to install and maintain the electric chargers and equipment beyond the utility side of the facility meter. • Phase 1 - The City will install one, two station, 50 kW charging unit to support the introduction of battery electric paratransit cutaway buses into the tra nsit fleet. In addition to the charging infrastructure, charging management software will be procured to manage the vehicle charging cycles and costs during 2024.
• Phase 2 - The City will install transformer, conduits, switch gear, Charger 1440 kW (J1772 plug-in) 16 Dispensers
to support the introduction of battery electric transit buses into the fleet. The system will grow by adding charging units as the electric fleet increases. Based on the proposed bus replacement schedule, the City’s BEB charging infrastructure will expand by 2024. • Phase 3 – The City will work with SCE to install a transformer and pantograph for opportunity/in- route charging at the planned Transit Center site by 2024. • Phase 4 – The City will install three, two station, 50 kW charging units to support the addition of six (6) more battery electric paratransit cutaway buses into the fleet. The system will grow , by adding charging units as the electric fleet increases. Based on the proposed bus replacement schedule, the City’s BEB charging infrastructure will expand in late 2029. 27 RES NO. 2023-28
Exhibit E.6 SCE Charger Approved Products List
At present, the City has no identified source of funding for the construction of solar panels, storage batteries, and micro-grid to support the transit system; but will continue to investigate, research, and seek funding opportunities. Consequently, when the source of funding is identified, the system will both reduce the long term cost and provide a reliable source of power in the event of emergencies such as natural disasters, which could otherwise disrupt the energy supply.
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Exhibit E.7 Simi Valley Transit Facility Aerial Photo
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SECTION F: UTILITY A ND FUEL PROVIDER PARTNERSHIPS
The City of Simi Valley purchases its natural gas directly from Southern California Gas (SCG) and operates its own compressors at the TMF; while the City’s electricity is provided by SCE.
Furthermore, the other utilities provided to the TMF are water and sewer service, which are both supplied by the City of Simi Valley ’s Waterworks District No. 8 and Sanitation Services . The trash collection is provided by the City franchised carrier, Waste Management / G. I. Industries.
Also, SVT has executed an agreement with the Simi Valley Unified School District (SVUSD) to provide CNG fueling at the TMF to SVUSD’s vehicles.
30 RES NO. 2023-28
SECTION G: PROVIDING SERVICE IN DISADVANTAGED COMMUNITIES According to the California Office of Environmental Health Hazard Assessment, the disadvantaged communities are defined as the top 25% scoring areas from CalEnviroScreen along with other areas with high pollution and low populations. CalEnviroScreen is a tool that was developed to identify communities disproportionally impacted by multiple sources of pollution.
Since October 2021 and based on CalEnviroScreen 4.0, there are no disadvantaged communities located within the City of Simi Valley, nor does SVT provide service to any census tracts , which are classified as disadvantaged by CalEnviroScreen 4.0.
While Simi Valley ranks fairly well in the CalEnviroScreen 4.0 classifications, indicating a relatively healthy and comfortable community, all twenty seven (27) of the census tracts in and adjoining the City ranked in the 62
nd to 76th percentiles as far as ozone pollution. One census tract, 6111007700, ranks in the 81st percentile for “Pollution Burden”, while one tract, 6111007512 ranks in the 91 st percentile for “Solid Waste” and “Hazardous Waste”. Almost all the census tracts rank in the top 15th percentile for “Imported Water Bodies”.
For the reason that SVT routes are of varying length and topographical characteristics, the City expects to place the BEB vehicles on the routes that will maximize their ranges. As new electric vehicles are added over the next decade, we expect that ranges will improve, allowing the City to efficiently operate on a wider range of routes. At rollout, BEBs will be assigned to the speci fic routes that are aligned with their range limitations. Because the buses operate through a number of different census tracts, and Simi Valley does not have any census tracts , which are identified by CalEnviroScreen 4.0 in the top 25 % as disadvantaged communities, there will be no adversely impacted disadvantaged communities as a result of the route assignments.
Twelve (12) of the twenty seven (27) Census tracts which are in or adjoining the City of Simi Valley are identified as being Transportation Disadvantaged Census Tracks (CT 77, 75.05. 76.14, 78, 80.01, 80.02, 80.04,
82.01, 83.02, 83.03, 84.02, 85)
(https://usdot.maps.arcgis.com/apps/dashboards/d6f90dfcc8b44525b04c7ce748a3674a).
31 RES NO. 2023-28
SECTION H: WORKFORCE TRAINING
The City of Simi Valley presently ha s four (4) staff members maintaining the transit vehicles and fueling the buses. Maintenance staff includes the Maintenance Superintendent , Maintenance Supervisor , Mechanic I , and Mechanic II. The current job specifications all require knowledge of computerized electronic diagnostic programs and ability to diagnose, maintain and repair electrical system components, ignition systems, computers, alternators, high voltage power generators, starters, and batteries. It is the intent of the City to require all maintenance/mechanics to take advantage of the training made available by the original equipment manufacturers (OEM), both bus and charger providers.
In addition, concurrent with the in troduction of BEB , the City will incorporate budget funding to allow maintenance staff to complete coursework at the Southern California Regional Transit Training Consortium (SCRTTC). After reviewing the training provided by the OEM , the City will supplem ent the training by having appropriate maintenance staff complete training provided by SCRTTC as suitable; potentially including their programs EV Transit Bus Safety Awareness and Familiarization SC -BEV-5000-I (EV Transit Bus Safety Awareness and Familiarization); E2-Electrical II for Transit SC-EL-1600-II (Advanced Electrical Systems on Transit); E3-Electrical III for Transit SC -EL-1600-III (Network Communication- Introduction to PLC and Data Networks); and E4 -Electrical IV for Transit SC -EL-1600-IV (PLC/IO Systems Diagnostics); or their equivalent.
Operations supervisors will complete t heir EV Transit Bus Safety Awareness and Familiarization course , which will provide a general understanding of safety do’s and don’ts when working around electric high voltage transit vehicles. The supervisors will then train all TCO in bus safety awareness.
BEB training provided by a combination of the selected battery powered vehicle and electric charger OEM and classes provided by the SCRTTC will focus in the following areas:
1. Charging infrastructure maintenance training
2. General bus overview introductory training
3. High voltage safety training
4. Bus maintenance, troubleshooting, and repair training
5. Emergency first responder training for the Ventura County Fire Department and the Simi Valley Police Department representative as well as Simi Valley onsite staff
Training will be conducted after buses are procured, and in advance of the delivery of the first buses. At present, the lead time between procurement and delivery is approximately 20 month s for transit fixed route buses, and seven 7 months for paratransit cutaway buses. Training conditions and schedules will be included in the procurement documents, with all existing procurements. Based on the first year of delivery of BEB and charging facilities, the City will budget funding for the BEB training plan as shown in Exhibit H.1.
32 RES NO. 2023-28
Exhibit H.1 BEB Training Plan
Training
Program/Class
Purpose of
Training
Name of
Provider
Trainees’
Positions
Training
Hours
Training
Frequency
Estimated
Costs/Class
Operator Training Operator
orientation
BEB OEM Operator
Trainers,
Supervisors, or
Bus Operators
16 One time $4,000
Bus Introduction Overview of
the bus
BEB OEM Mechanics and
Maintenance
Staff
16 One time TBD
Structural
Composites
Training
Hands-on
training for
structural
composites
repairs on
buses
BEB OEM Mechanics and
Maintenance
Staff
24 One time TBD
Bus Maintenance
Training
Training of bus
maintenance
technicians on
routine
servicing
SCRTTC or
BEB OEM
Mechanics and
Maintenance
Staff
32 One time $10,000
Charger
Maintenance
Training
Training of
charger
infrastructure
maintenance
SCRTTC or
Electric
Charger
OEM
Mechanics and
Maintenance
Staff
16 One time $5,000
Emergency First
Responder
Training
First responder
training on
electrical buses
and
infrastructure
Electric
Charger
OEM and
BEB OEM
Ventura County
Fire Department
and Simi Valley
Police
Department
Representative
4 One time TBD
The following provides a list of personnel and positions that will need to be retrained upon adoption of ZEB (this list is not exhaustive):
• Bus Operators. Bus operators will n eed to be familiarized with the electric buses, safety, bus operations, and charging operations.
• Mechanics and Maintenance Staff. Mechanics and maintenance staff will need to be familiarized with scheduled and unscheduled repairs, high -voltage systems, and specific maintenance and repair of equipment.
• First Responders. Ventura County Fire Department and Simi Valley Police Department representative will need to be familiarized with the new electric buses, and supporting facilities. 33 RES NO. 2023-28
SECTION I: POTENTIAL FUNDING SOURCES
Due to the uncertain nature of transit funding over a 12 year timeframe, the City will need to constantly monitor funding and financing opportunities and pursue funding opportunities vigorously. The City has identified multiple federal, state and local funding sources to implement this ZEB Rollout Plan. In addition, discretionary and program specific funding sources have been identified. The following reflects the funding available as of 2022 an d is not all inclusive. New funding opportunities will be evaluated and pursued as they arise. SVT intends to use multiple local sources to match funding for this project.
Local Funding
Transportation Development Act (TDA)
The Mills-Alquist-Deddeh Act (SB 325) was enacted by the California Legislature to improve existing public transportation services and encourage regional transportation coordination. Known as the T DA, this law provides funding to be allocated to transit and non -transit related purposes that comply with r egional transportation plans. Based on State law, Simi Valley must use their TDA funds exclusively for transit purposes. These formula funds the City of Simi Valley receives, called Local Transportation Funds (LTF) , are derived from a one quarter (1/4) cent of the general sales tax collected statewide. The State, based on sales tax collected in each county, returns these general sales tax revenues to each county’s LTF. Each county then apportions the LTF funds within the county based on city and transit d istrict population shares.
To the greatest degree possible, the City uses its TDA funds to comply with the legislative directive to maximize Federal Grants, and the use of the TDA as the required local match. The City will use the TDA funds as a match for grant funds. However, these funds are also used to operate and maintain the transit service.
Regional Funding
Carl Moyer
The Carl Moyer Program is a voluntary, incentive grant program administered by the VC AQMD that reduces air pollution from vehicles and equipment by providing incentive funds to private companies and public agencies to purchase cleaner-than -required engines, equipment, and emission reduction technologies.
State Transit Assistance (STA)
The State also provides, by formula, to Regional Planning Agencies (for the City of Simi Valley, VCTC), and a distribution to transit agencies based on their share of the statewide fare. The funds are derived from diesel fuel tax fees. The City of Simi Valley receives approximately $100,000 per year fro m this source.
The majority of the STA funds are distributed by VCTC with a priority on regional transit services, including the regional rail service provided by Metrolink.
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Southern California Edison (SCE) Charge Ready
The actual value of the SCE Charge Ready program is difficult to quantify. Through the program, SCE will design, obtain required permits, and installs necessary electric charging infrastructure (or provides rebates to transit agencies if they do the work and obtain SCE approved chargers), including installation of a separate meter to allow transit agencies to take advantage of special low rates for transit operations.
The agency must use SCE provided infrastructure for 10 years. They will provide the charging infrastructure free o f cost to transit agencies with a 10 year agreement. If transit agencies cho ose to design, procure and install the customer side of the meter infrastructure, SCE will provide a Make-Ready Rebate option. The Make- Ready Rebate option is intended to offset t he 80% of the cost that SCE will otherwise incur for performing the work. Transit agencies have the choice to perform this work themselves and receive the rebate, or to have SCE perform the work at no cost.
State Funding
Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project (HVIP) HVIP provides vouchers to transit vehicle dealers which are applied against the cost of the vehicles, effectively reducing the price of vehicles directly to purchasers. Purchasers do not need to submit proposals, complicated paperwork or wait to be reimbursed. Incentives are locked in at the time of the purchase order. Dealers process the required documentation. The current voucher value s for the types of buses SVT expects to purchase are $120,000 per transit fixed route bus , and $60,000 per paratransit cutaway bus. The actual amount will vary yearly based on the state evaluation of the vehicles and costs.
State of Good Repair (SGR)
The Road Repair and Accountability Act of 2017, Senate Bill (SB) 1, includes a program that provides additional revenues for transit infrastructure repair and service improvements, referred to as SGR Program. This program receives funding of approximately $105 million annually. SGR funds are to be made available for eligible transit maintenance, rehabilitation , and capital projects. The City of Simi Valley receives by formula a minimal amount of “State of Good Repair” funding of less than $ 12,000 per year.
The City is eligible to compete for the almost $1.3 million the VCTC receives annually under PUC Section 99314.
Transit and Intercity Rail Capital Program (TIRCP)
TIRCP was created by Senate Bill (SB) 862 (Chapter 36, Statutes of 2014) and modified by SB 9 (Chapter 710, Statutes of 2015) to provide grants from the Greenhouse Gas Reduction Fund to fund transformative capital improvements that will modernize California’s intercity, commuter, and urban rail systems, and bus and ferry transit systems to reduce emissions of greenhouse gases by reducing congestion and vehicle miles traveled throughout California. The program is competitive, with grants historically provide d on a bi-annual cycle.
Low Carbon Transit Operations Program (LCTOP)
LCTOP provides operating and capital assistance for transit agencies to reduce greenhouse gas emissions and improve mobility, with a priority placed on serving disadvantaged communities. Approved projects in the program will support new or expanded bus or rail services, expand intermodal transit facilities, and 35 RES NO. 2023-28
may include equipment acquisition, fueling, maintenance and other costs to operate those services or facilities, with each project reducing greenhouse gas emissions.
Volkswagen (VW) Mitigation
The VW Mitigation Trust has $130 million in funds to replace older, high -polluting transit, school, and shuttle buses with new battery -electric or fuel-cell buses. Replacing an older bus with a ZEB eliminates particulate matter and other pollutants that impact children and residents riding the buses, as well as residents throughout California communities. During the project’s 10 -year period, approximately 425 vehicles will be replaced with an incentive amount of up to $400,000 per vehicle. The program will provide up to $180,000 for the replacement of a transit bus, and up to $160,000 for “shuttle buses”. The funds are available until the trust is exhausted. These funds CANNOT be used in combination with any other California State funding source such as LCTOP, TIRCP, or HVIP funds.
Federal Funding
Bus and Bus Facilities Program (FTA Section 5339(b))
The Grants for Buses and Bus Facilities Program (49 U.S.C. 5339) makes federal resources available to states and direct recipients to replace, rehabilitate and purchase buses and related equipment and to construct bus -related facilities including technological changes or innovations to modify low or no emission vehicles or facilities. Funding is provided through formula allocations and competitive grants.
Low or No Emission (LowNo) Program (FTA Section 5339(c)) The LowNo competitive program provides fundi ng to state and local governmental authorities for the purchase or lease of zero -emission and low -emission transit buses as well as acquisition, construction, and leasing of required supporting facilities.
Urbanized Area Formula Funding Program (49 U.S.C. 5307) The 5307 program makes federal resources available to urbanized areas and to governors for transit capital and operating assistance in urbanized areas and for transportation-related planning. An urbanized area is an incorporated area with a population of 50,000 or more that is designated as such by the U.S.
Department of Commerce, Bureau of the Census.
As a small-urbanized area, 5307 funding is apportioned and flows directly to the City of Simi Valley. Eligible activities include: planning, engine ering, design and evaluation of transit projects and other technical transportation-related studies, capital investments in bus and bus-related activities such as replacement, overhaul and rebuilding of buses, crime prevention and security equipment and co nstruction of maintenance and passenger facilities, and capital investments in new and existing fixed guideway systems including rolling stock, overhaul and rebuilding of vehicles, track, signals, communications, and computer hardware and software. In addition, associated transit improvements and certain expenses associated with mobility management programs are eligible under the program. All preventative maintenance and some Americans with Disabilities Act complementary paratransit service costs are considered capital costs.
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Bus & Bus Facilities Program (FTA Section 5339 (a))
FTA provides Section 5339 Bus and Bus Facilities program under Moving Ahead for Progress in the 21st Century (MAP 21). This program designates Caltrans as the designated recipient of this Program’s funds for small urban and rural areas of the State. Caltrans annually allocates the Section 5339 Program to each “small” (population 50,000 to 200,000) urbanized area. The programs provide capital funding to replace, rehabilitate and purchase buses, vans, and related equipment, and to construct bus -related facilities.
Currently, the Simi Valley urbanized area recei ves over $350,000 annually. The funds can provide up to 80% of capital projects costs.
Exhibit I.1 Funding Source and Project Use
Timeline (Year) Name of Funding Sources How Each Fund is Planned to be Used
Number of ZEB to Purchase or
Types of Infrastructure to
Install
2022 CMAQ, TDA Purchase CNG Fixed
Route Buses (BEB) 2
2022 CMAQ, TDA, HVIP : CMAQ
GRANT AWARD PENDING
Purchase Battery Electric
Paratransit Cutaway
Buses
2 2023
5307, TDA, 5339, Edison
DEPENDING ON FUNDING
FOR 2022 BEB
Purchase BEB Chargers
Install Infrastructure at
TMF
2 - 3 station chargers: 120-180
kW per unit
2023/24 TIRCP/TDA/5339
Purchase In-Route
Charges and Install them
at Transit Hub
3 2024/25 TIRCP/TDA Purchase 35-foot BEB 6
2029 TDA, HVIP, FTA LowNo,
TIRCP, 5307
Purchase Battery Electric
Paratransit Cutaway
Buses
6 2030 TDA, HVIP, FTA LowNo,
TIRCP, 5307
Purchase Battery Electric
Paratransit Cutaway
Vehicles
6 2034 TDA, HVIP, FTA LowNo,
TIRCP, 5307 Install Infrastructure
2 Level 3 Chargers: 80 kW per
unit, each 6 station, charging
units
2034 CMAQ, TDA, 5307 Purchase Battery Electric
Fixed Route Buses (BEB) 3
2035 CMAQ, TDA, 5307 Purchase Battery Electric
Fixed Route Buses (BEB) 2
37 RES NO. 2023-28
SECTION J: POLICY AN D LEGISLATION
In addition to the policies and legislation listed below, the City of Simi Valley is actively working with various transit associations such as the California Association for Coordinated Transportation (CALACT) and the California Transit Association (CTA), as well as the California League of Cities, to monitor and participate in both State and Federal legislation and regulations regarding zero-emission programs.
Infrastructure Investment and Jobs Act (IIJA)
Signed into law by President Biden on November 15, 2021, the Infrastructure Investment and Jobs Act (IIJA), also known as the “Bipartisan Infrastructure Law,” includes $39 billion of new investment to modernize transit, in addition to continuing the existing transit programs for five (5) years as part of surface transportation reauthorization. In total, the new investments and reauthorization in the Bipartisan Infrastructure Law provide $89.9 billion in guaranteed funding for public transit over the next five (5) years — the largest Federal investment in public transit in history. While individual Federal Budget actions will be required to implement the legislation, it creates the framework to provide funding to expand public transit options across every state in the country, replace thousands of defici ent transit vehicles, including buses, with clean, zero emission vehicles, and improve accessibility for the elderly and people with disabilities. While zero emission transit vehicles are not mandated, the IIJA provides significant levels of funding to support that transition.
California Innovative Clean Transit (ICT)
In December 2018, the California Air Resources Board adopted the Innovative Clean Transit regulation.
The Innovative Clean Transit regulation requires all public transit agencies, including the City of Simi Valley, to fully transition to a 100% ZEB fleet by 2040. For small transit agencies, including SVT , in years 2026-2028, at least 25% of the transit vehicles purchased must be ZEVs. Beginning in 2029, all new bus purchases by all transit agencies must be zero-emission. The ICT regulation applies to all transit agencies that own, operate, or lease buses with a gross vehicle weight rating greater than 14,000 pounds. It includes standard, articulated, over-the-road, double-decker, and cutaway buses.
The ICT regulation requires the City to identify a path and prepare a transition plan outlining the steps to be taken to comply with the introduction of zero emission vehicles. This plan is intended to be a living document that will be amended over time to reflect current operating conditions.
City of Simi Valley General Plan
The General Plan for the City of Simi Valley is the foundation for making decisions based on goals and policies that are related to land use, population growth and distribution, development, open space, resource preservation and utilization, air and water supply and other factors. The vision of the General Plan that was adopted in June 2012 is:
38 RES NO. 2023-28
To provide a safe, functional, healthy, and environmentally sustainable community while expanding to meet the needs of the future where people can live, work, and recreate in peace and tranquility.
The goal is that Simi Valley is an ideal place to live, work, play, grow a business, and raise a family. The guiding principles implement the vision for Simi Valley and are intended to sustain and enhance environmental resources.
City of Simi Valley Climate Action Plan (SV-CAP) 2012
The SV-CAP achieves the purpose and goals described above by providing: an analysis of Greenhouse Gas (GHG) emissions and sources attributable to land uses in the City of Simi Valley; estimates on how those emissions are expected to increase; recommended policies and actions that can reduce GHG emissions to meet state, federal, and international targets; a timeline of implementation; and a defined tracking and reporting mechanism that will measure progress toward the goals. The plan was adopted in 2012, along with the General Plan, and focused on stationary controls and on transportation control measures and mode shifts. At the time of the plan’s adoption, there were extremely limited, and relatively unreliable options for zero emission transit vehicles. Nonetheless, the City committed itself to actively reduce GHG, and included in Phase 3 of the Plan is the expansion of renewable fuel/low-emission vehicle use.
Purpose
This SV-CAP was developed to meet the following state requirements and City objectives:
• Create a GHG baseline from which to benchmark GHG reductions; • Provide a plan that is consistent with and complementary to: the GHG emissions reduction efforts being conducted by the State of California through the Global Warming Solutions Act (AB 32); the federal government through the actions of the Environmental Protection Agency; and the global community through the Kyoto Protocol;
• Guide the development, enhancement, and implementation of actions that effectively reduce GHG emissions; and
• Provide a policy document with specific implementation measures meant to be considered as part of the planning process for future development projects.
Public Involvement in Updating the General Plan and Creating the Climate Action Plan The City pro cess to update the General Plan involved a broad spectrum of community input including elected and appointed officials, residents, and public agencies during key phases in the development of the document. The public and stakeholders were involved throughout the planning process and an outreach and engagement plan was established to continually involve members of the public and other interested parties in the planning process to obtain valuable community feedback.
A General Plan Advisory Committee (GPAC) was appointed by the City Council which included a representative of each Neighborhood Council, citizens at large, public agencies, and civic and community service organizations. The active involvement of the GPAC assured the continuity of community involvement in the update process. They conducted seventeen ( 17) meetings throughout the process to 39 RES NO. 2023-28
provide feedback to City staff and the co nsultants, and w ere instrumental in the development of the updated General Plan. The process to prepare the updated general plan and Climate Action Plan had extensive public involvement, including opportunities for public involvement at seventeen (17) publicly noticed GPAC meetings and an additional fifteen ( 15) publicly noticed meetings, including public workshops, joint Planning Commission and City Council meetings, study sessions, and public hearings. The City also had a General Plan Update Website , which was regularly updated, include d draft documents, and facilitated direct email contact with City staff for additional information regarding the General Plan update process, upon request.
The City also maintained a mailing list that was used to notify interested parties of meetings and document availability via email contact. Interested parties were included on this mailing list by contacting City staff via the web page contact link or by completing the sign-in sheet available at all General Plan meetings and workshops.
City of Simi Valley Green Community Action Plan (GCAP)
In 2010, the City developed the GCAP. It was prepared to solidify and document Simi Valley’s commitment to a sustainable future - a commitment that balances environmental, economic, and social considerations.
The GCAP is the product of a collaborative effort between the City Council - appointed Sustainable Simi Valley Committee and a “Green Team” of City staff that provided the framework for a strategic commitment to sustainability. The GCAP’s overarching goals and the related actions to implement a sustainability vision recognize the City’s responsibility to lead by example within its operations and to facilitate the adoption of these values among the community, as a whole.
Guiding Principles
To provide clear guidance for fulfilling the City’s sustainability mission, this GCAP is based on five guiding principles:
• That sustainability decisions be balanced, taking into consideration their benefit to the environment, their economic impact, and social equity;
• That the City demonstrate leadership in sustainable practices in order to inform and spur community action;
• That GCAP strategies be compatible with the City’s overall mission, General Plan, and other established policy guidance;
• That the GCAP emphasize long-term sustainability measures; and • That the City seek and build upon strategic partnerships in carrying out its sustainability mission.
The GCAP established a goal that stated:
SIMI VALLEY IS A CITY THAT SUPPORTS ENHANCED FUEL EFFICIENCY THROUGH ALTERNATIVE
FUEL OPTIONS, AND RENEWABLE SOURCES OF ENERGY, FOR CITY FACILITIES, OPERATIONS AND THE COMMUNITY.
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A Second Goal of the GCAP was:
SIMI VALLEY IS A CITY THAT SUPPORTS ALTERNATIVES TO SINGLE OCCUPANT AUTOMOBILE
TRAVEL THROUGH PROCESSES AND PROGRAMS THAT REDUCE DEPENDENCY ON AUTOMOBILES AND IMPROVE TRANSPORTATION INFRASTRUCTURE.
Under this goal, the objectives and action recommendations included efforts to obtain funding for alternative fuel vehicles, including electric vehicles, providing electric vehicle charging facilities, and replacement of vehicles with ones powered by alternative fuels to reduce GHG emissions.
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SECTION K: START- UP AND SCALE -UP CHALLEN GES
The City of Simi Valley Transit ZEB Rollout Plan will serve as a guide for the ZEB transition. There are some significant unknowns that will impact implementation over the next decade, including the changes in battery and charger technology, funding programs, and costs as the BEB and paratransit cutaway technology matures, and as more manufactures enter the market. ZEB have not been on the road in great numbers for long enough to fully understand and predict performance, reliability and robustness, and the technology is continuously improving. Further complicating this is ZEB technology is evolving at a rapid pace, which complicates operations and maintenance with compatibility of components and charging infrastructure.
On a long- term basis, the biggest challenge faced by the City will be securing the essential funding to construct and maintain the infrastructure necessary to support a ZEB fleet. While this plan has identified potential funding sources and adopts a phased approach, the investment in required infrastructure is significant. Considerable funding will be required to complete the ZE Btransition, which presents a significant challenge to the City. Zero-emission fixed route buses and paratransit cutaway buses are more expensive than conventional buses, and new infrastructure is required to operate and maintain the se vehicles. There have been some additional federal formula transit funding provided in the IIJA, as well as new programs at the State, and Federal level that will help to fund a portion of the increased costs. One of the challenges the City faces is whether or not the grant programs will be available when the City’s CNG vehicles have reached their useful life. Beginning in 2029, the City will only be able to purchase ZEB. At the same time, some of the existing programs, such as the VW Mitigation Program are ineligible to be used to meet state and federal mandates (implementation before the mandate occurs are eligible). It is also uncertain if the FTA “LowNo” program will be included in the next federal authorizing act, or what other state and federal resources will be available.
There is some expectation that BEB costs will decrease compared to the cost of CNG as the technolog y matures and the number of manufacture rs increases. This was the original expectation when CARB regulations required a shift from diesel to CNG. However, a significant cost difference still exists between those two fuel paths. As a result, the City is n ot basing its plans and expectations on a reduction in BEV over the next decade.
Although the BEV manufacturers are providing vehicle ranges for their current models, the actual experience may or may not prove to be what is advertised – with many factors including battery degradation, route characteristics, passenger load, topography, climate (temperature), and even driver behavior. At this time, it appears that the currently available BEV can operate City’s Routes 20 and Route 30, and all ADA/DAR service. However, Route 10 would require a change in buses mid-day. Optimistically, by 2032, the battery range will increase sufficiently to allow the BEV , that will replace the current CNG buses, to operate Route 10.
While the life of batteries, especially as they get bigger and more complex, is still uncertain. The cost of replacement batteries, and even how long they will last in operation, is still uncertain. Additionally, there 42 RES NO. 2023-28
is the potential with compatibility of bus and charger communication protocols. Issues with charger and bus “handshake” causing either bus and/or charger to produce a fault error. As well, with two chargers paired together to provide an option for higher rate of charge, there have been issu es with some of the paired settings provided with the conjoined units.
Along with the concerns about the increased battery size is the question about real life operational range versus manufacturer claims. No requirement exists that the actual mileage be verified, nor that each manufacturer uses a common methodology to determine the actual range.
Some studies show that the maintenance costs for BEV are lower than a bus equipped with a combustion engine. It should be noted that these studies are based o n a relatively small sample of ZEB and over a limited period of time. To some degree, they are based on the fact that the ZEB do not have internal combustion engines, with all those parts. Offsetting that is the fact that there are increased and complex electrical components, and a complex battery which must be maintained. If electronic parts are not readily available, it could lead to increased operating costs, straining the City’s limited resources and leading to temporary reductions in service, especially in the first few years that the City is operating ZEB.
Over time, the mechanics and Transit Coach Operators will develop an understanding of, and experience with, BEB operations, and learn how to maintain and repair them.
Presently, there are a limited number of BEV that have met the FTA mandatory criteria, including “Altoona Testing.” There are a limited number of BEV models and manufacture rs, while at the same time State regulations and Federal priorities are increasing demand. Until production capacity is increased, delivery times are extremely long – close to two years for fixed route buses . Even if the City is able to fund the increased cost of the BEV, it may be forced to operate its CNG fixed route buses and paratransit cutaway buses beyond their useful life.
Finally, the City of Simi Valley has not deployed ZEB in the past, so quality workforce training is e ssential for ensuring a smooth ZEB transition. Classes will be required to train staff on the operations and maintenance of ZEB and accompanying infrastructure. In particular, TCO behavior will have a large impact on ZEB performance – impacting the range of BEB as much as 10 -20%. Trainings will be significant in establishing buy-in on the new technologies from all aspects of the workforce through education and outreach activities.
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APPENDIX A : CITY COUNCIL ADOPTING RESOLUTION
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