NYCT Operating Experience with Hybrid Buses

John P. WalshChief Maintenance OfficerMTA New York City Transit

Department of BusesNovember 30, 2004

Outline

Overview of NYCT Bus Operations

Hybrid Electric Bus Technology

NYCT Hybrid Bus Projects

Lessons Learned with Hybrids

Future Plans

NYCT Bus Operations

Annual Bus Customers 762,190,226 Average Weekday Ridership 2,452,554 Total Buses in Fleet 4,500 # of Bus Routes 218 # of Bus Stops 12,355 # Of Total Employees 14,388 Annual Mileage (2003) 121,255,903 Gallons of Fuel Consumed (2003)

Diesel

44,129,685 CNG

3,695,157

NYCT Bus Fleet

Type 2003 2004 200540' 2-Stroke Diesel Transit 580 167 040' 4-Stroke Diesel Transit 2,655 2,531 2,50445' 4-Stroke Diesel Coach 570 572 57260' 4-Stroke Diesel Articulated 420 630 63040' CNG Transit 221 481 48140' Hybrid Transit 10 131 325Totals 4,456 4,512 4,512

End of Year

*Two-stroke engines to be retired from DOB fleet by end of 2004.

The Clean Fuel Solution - Hybrid Electric

Hybrid Electric buses combine a diesel engine and electric drive components

Improved performance

Significant emissions reduction

Increased fuel economy

Smooth and quiet operation

Avoids the infrastructure costs of CNG - no special fuel handling is required

NYCT Hybrid Bus Programs

Successful prototype in 1996 (Orion/GE)

Pilot fleet of 10 hybrid buses began operating in revenue service in 1998.

First production order of 125 delivered in 2004.

Second production order of 200 to be delivered in 2005.

Hybrid Revenue Service Experience

Hybrid buses in service since Sept. 1998

Approx. 700,000 revenue miles on pilot fleet to date

Approx. 800,000 revenue miles on new production fleet to date.

Drivers and customers like the buses

Brake life approximately doubled

Very positive - for a brand new technology, have exceeded expectations

Orion VII/BAE New Production Hybrid Buses - In Service Performance First of 125 into service in February, 2004

100 buses in service as of November at two depot locations with different duty cycles.

Used interchangeably with standard buses

No major propulsion system problems to date

Emissions significantly better than other buses: NOx less than half that for a ‘clean diesel’ or CNG bus

CO less than one fourth that for a ‘clean dlesel’ and roughly one tenth that for a CNG bus.

The baseline fuel consumption is 2.3 MPG for 40-foot standard diesel buses

The hybrid buses have demonstrated the following fuel consumption to date: Clara Hale Depot – 3.7 MPG

Queens Village Depot – 3.4 MPG

The hybrid bus fuel consumption is reduced approx. 40% compared to the standard diesel buses they replace. This equates to nearly 5000 gallons of diesel fuel saved per year for each bus.

Orion VII/BAE New Production Hybrid Buses - In Service Performance

Orion VII Hybrid Bus

Hybrid Bus Revenue Miles

November 2004

0

250,000

500,000

750,000

1,000,000

1,250,000

1,500,000

1,750,000

1 4 7 10 13 16 19 22 25 28 31 34 37 40 43 46 49 52 55 58 61 64 67 70 73Months in Service

Cum

ulat

ive

Mile

s

Pilot Fleet Production Fleet

Hybrid Bus Fuel Economy (MPG)

In-Service Fuel Economy at NYCT

2.31

1.53

2.60

3.27

0.00

0.50

1.00

1.50

2.00

2.50

3.00

3.50

Standard Diesel (Series 50 w/ DPF)

CNG NYCT Orion VI Hybrid NYCT Orion VII Hybrid

MP

G

Hybrid Bus Reliability (MDBF)

250

500

750

1000

1250

1500

1750

2000

2500

00 00 00 00 00 00 01 01 01 01 01 01 02 02 02 02

Hybrid Monthly MDBF

0

500

1,000

1,500

2,000

2,500

3,000

3,500

4,000

J un-

99

Oct-

99

Feb-

00

J un-

00

Oct-

00

Feb-

01

J un-

01

Oct-

01

Feb-

02

J un-

02

Oct-

02

Feb-

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J un-

03

Oct-

03

Feb-

04

J un-

04

Oct-

04

Mile

s

Orion VI MDBF Orion VII MDBF

Orion VI 12 Month Moving Average

Hybrid Bus Availability

% of Hybrid Fleet Availability

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

Jun-99 Sep-99 Dec-99 Mar-00 Jun-00 Sep-00 Dec-00 Mar-01 Jun-01 Sep-01 Dec-01 Mar-02 Jun-02

Hybrid Fleet Availability

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

Jun-99 Oct-99 Feb-00 Jun-00 Oct-00 Feb-01 Jun-01 Oct-01 Feb-02 Jun-02 Oct-02 Feb-03 Jun-03 Oct-03 Feb-04 Jun-04 Oct-04

Orion VI Availability Orion VII Availibility

NYCT Fleet target Availibility - 85%

Orion VI12 Month Moving Average

Hybrid Emissions Results

Standard vs Hybrid Emissions

0.2

2.79

0.120.02

0.2

1.9

0.2

0.94

0.02

1.89

2.12

0.3

0.026

1.06

0.130.03

0

0.5

1

1.5

2

2.5

3

PM*10 NOx/10 CO/5 THC*

CBD - ULSD Fuel

gra

ms/

mile

Standard Diesel (with DPF)

CNG Orion VI Hybrid (with DPF)

Orion VII Hybrid (with DPF)

* NMHC for CNG

Exhaust Pressure - DPF Inlet (PSI)

Engine Load

Orion VI Lead Acid Battery Life

For the 36 months of testing ending in February of 2004: 17,000,000 Battery-miles, 5% replaced Replaced batteries did not appear to be ‘end-of-

life’ failures Two buses with Optima batteries in service for

40+months with no failures

Life goal of 3 years appears to be potentially achievable but not realized yet

Changes to software in Orion VII should reduce battery replacements

Battery Type Life/Cost Comparison

Chemistry Lead-Acid NiMH Lithium-Ion

Service Life (Expected) 2.5 – 4 yrs 5 – 7 yrs 5 – 10 yrs

Cost($ / kW-hr) $100-$150 $300-$500 >> $1000

Life-Cycle Cost ($/kW-hr/Yr)

$25-$60 $42.86-$100>> $100 –

>> $200

Lead-Acid Technology is still the cost winner … for now

Life Cycle Costs - Hybrid vs. Standard Propulsion in Transit Duty Cycle

Current differential in acquisition costs make justification of HEV’s difficult

Current range differential is $125- 200 K per bus

Series HEV in NYCT high density duty cycle achieves > 35% better fuel economy than standard propulsion system

Average bus 32k/m/yr uses 13,000/gal/yr diesel fuel @$2.00/gal annual fuel cost $26K

HEV will use 8,800 gal/yr @ $2.00/gal annual fuel cost $17,600 - differential of $8,400/ yr

Over 12-year life minimum differential $100K

Delta will increase as cost of fuel increases @ a half life assumption of $3.00/gal the differential exceeds $125K

Life Cycle Costs - Hybrid vs. Standard Propulsion in Transit Duty Cycle

$500,000

$600,000

$700,000

$800,000

$900,000

$1,000,000

$1,100,000

$1,200,000

$1,300,000

$1 $2 $3 $4 $5

Fuel Costs per Gallon

To

tal

12

Ye

ar

Co

st

Diesel $325,000

Hybrid $400,000

Hybrid $450,000

Hybrid $500,000

Hybrid $550,000

Initial Cost

Lessons Learned - Operational

Bus operators and passengers like hybrids

Quiet, smooth operation excellent acceleration/smooth braking “feels” like a standard bus little or no operator training required

Able to be used on all NYCT routes

Bus does not roll back on hills

More advanced troubleshooting procedures and tools required

Hybrid Bus - Future Challenges

Revise current EPA heavy duty certification protocol to allow for system evaluation. Tailpipe emissions vs. engine dyno results. Chassis dyno testing is what is used for cars and

light duty trucks. Allows for evaluation of total system performance. Much better representation of actual in-service

performance of vehicle. Measures the overall effects of other propulsion

system components.

Energy Storage - encourage additional

development, testing, and deployment of other energy storage systems:

Advanced batteries Lead Acid

NiMH

Sodium

Other

Ultra Capacitors

Power from grid

Solid fuels for fuel cells

Hybrid Buses - Future Challenges

Hybrid Buses - Future Challenges

Component Optimization - HEV allows for the use of other electrically driven system components.

Electric components have inherent advantges:

Remote mounting - better packaging

More efficient

High reliability index

Reduced noise signature

Hybrid Buses - Future Challenges

Opportunities for Electrically Driven Accessories:

Short term Compressors, air and HVAC

Steering

Cooling system

Long Term Wheel motors

ZPE operation

Fuel cell integration

Additional Information

Speaker Contact:

John P. Walsh, Chief Maintenance Officer

MTA New York City Transit

(347) 643-5100; jowalsh@nyct.com

Hybrid/CNG/Diesel Emissions Report

www.navc.org/emissionsreport.html

NREL Reports:

www.afdc.doe.gov/resources.html

reports 6369 and 6383