Report to/Rapport au :

 

Transit Committee

Comité du transport en commun

 

and Council / et au Conseil

 

19 August 2009 / le 19 août 2009

 

Submitted by/Soumis par: Nancy Schepers, Deputy City Manager

Directrice municipale adjointe,

Infrastructure Services and Community Sustainability

Services d’infrastructure et Viabilité des collectivités

 

Contact Person/Personne ressource: Alain Mercier, General Manager/Directeur général,

Transit Services/Services du transport en commun

(613) 842-3636  x 2271, Alain.Mercier@ottawa.ca

 

 

City Wide/à l'échelle de la Ville

Ref N°: ACS2009-ICS-TRA-0009

 

 

SUBJECT:

Transit Vehicle emissions reduction strategy

 

 

OBJET :

STRATÉGIE DE RÉDUCTION DES ÉMISSIONS DES VÉHICULES DU TRANSPORT EN COMMUN

 

REPORT RECOMMENDATIONS

 

That Transit Committee recommend that Council:

 

1.                  Receive the Transit Vehicle Emissions Reduction Strategy as updated from the 2004 Fleet Emissions Reduction Strategy; and

 

2.                  Approve the updated strategy as outlined in the report.

 

 

RECOMMANDATIONS DU RAPPORT

 

Que le Comité du transport en commun recommande au Conseil :

 

1.                  de recevoir la Stratégie de réduction des émissions des véhicules du transport en commun à titre de mise à jour de la Stratégie de réduction des émissions du parc automobile de 2004 et

 

2.                  d’approuver la stratégie mise à jour telle que décrite dans le rapport.

 

 

BACKGROUND

 

City Council approved the Fleet Emissions Reduction Strategy (FERS) March 27, 2002 as the means to determine the best value options for achieving reduced exhaust emissions from the City of Ottawa fleet of vehicles.  The strategy was structured such that implementation could be carried out in timed objectives, over a number of years, with progressive achievements in reducing exhaust emissions.  Council directed that the strategy be reviewed regularly and updated, based on new research and technological advancements.  As well, availability of government funding sources needed to be reviewed and considered.  There was a further requirement to report back to Council at a minimum of once per term.

 

This Transit Vehicle Emission Reduction Strategy (TVERS) is the second update of the 2002 Fleet Emissions Reduction Strategy (FERS).  The FERS reports in 2002 and 2004 applied to both the municipal and transit fleets.

 

The strategic objectives approved in 2004 were the following:

 

Long-Term (11-20 years)

i.  Convert the urban transit bus fleet to near-zero emission fuel-cell technology.

 

Mid-Term (4-10 years)

i.  Introduce hybrid diesel-electric urban transit buses in transit service, and

ii.  Conduct preparatory work to implement the long-term strategy.

 

Short-Term (1-3 years)

i.   Monitor the cost of bio-diesel fuel for possible implementation, if economically feasible,

ii. Participate in government-led retrofit programs that target emission reduction from older transit buses, and

iii.  Execute the multi-phased implementation plan for hybrid diesel-electric technology.

 

In June 2008, the accountability of transit fleet was aligned with the Transit Services department.  This permits Transit Services to continue down the course of action as defined by the FERS while giving latitude to municipal fleet to explore other emission reduction opportunties.

 

This update recommends a practical approach for achieving sustainable emission reductions specifically for the City’s transit fleet.

 

 

DISCUSSION

 

The City of Ottawa is committed to a growth management strategy that is part of the City’s comprehensive Air Quality and Climate Change Management (AQCCM) Plan.  In Ottawa, transportation accounts for 40 per cent of the community's greenhouse gases (GHGs), over 85 per ent of total nitric oxide (NOx) emissions, 90 per cent of carbon monoxide (CO), 60 per cent of sulphur dioxide (SO2) and smaller amounts of various carcinogenic substances.

 

Air pollution is closely linked with the burning of fossil fuels.  Transit vehicles annually consume over 40 million litres of transportation fuel and are a significant source of community emissions.

 

The TVERS is an important component of the City's overall AQCCM plan.  However, to be successful in the short term and sustainable in the long term, it is equally important that budgetary provisions are considered.

 

The TVERS must be planned and implemented to meet the challenges of cost-effective fleet management and operation.

 

The overall objective of the TVERS is to rationalize and recommend a practical affordable approach for achieving sustainable emission reductions from the transit fleet and equipment, while meeting the requirements of the City’s AQCMM plan.

 

The TVERS includes diesel buses, trains, and non-revenue fleet (both diesel and gasoline vehicles, and equipment).  Over 72 per cent of emissions from the City’s fleet are generated by diesel bus engines.As a result, reduction within the transit bus fleet offers the greatest potential for meeting overall reduction goals for the City.

 

In 1990, the size of the bus fleet was 787 vehicles. It has grown by 30 per cent. During that period, the emission requirements for hydrocarbons and nitric oxides have decreased by 67 per cent and particulate matter by 98 per cent. Transit Services has procured 404 new buses since 2004 that reflect these reduced emission figures and has retired 331 buses with an average age greater than 18 years.

 

Since 2004, the City has initiated a number of projects and strategies to reduce the emissions of the fleet vehicles.

 

Transit Services capitalized on a federal program to retrofit 56 buses (1989 and 1993 vintage) with diesel oxidation catalyst (DOC) mufflers. The mufflers were supplied by Environment Canada and the program managed by the Canadian Urban Transit Association (CUTA) and Transit Services supplied the installation labour.

 

City Council approved the procurement of diesel-electric hybrid transit buses after reviewing a compressed natural gas consortium proposal and the Hybrid Technology and Feasibility Study conducted by National Research Council of Canada conducted in 2004-05. Two lead buses were procured in 2007 and delivered the following year to enter service in November 2008. These buses are being monitored and evaluated during a one year period by comparing their performance with two Invero diesel buses on similar route profiles. Subsequent orders for 95 and 80 hybrid-electric transit buses have been placed for 2009 and 2010 deliveries.

 

In addition, Fleet Services conducted a number of trials in 2007-08 to reduce fuel consumption.  The trials achieved the following results:

 

·        A 5 per cent soy-based bio-diesel (B5) trial test indicated that on a fleet-wide basis the life cycle greenhouse gases (GHG) could be reduced by 1,130 kg per year. A conversion to bio‑diesel is not financially supported by the operating budget at this time.

 

·        A trial test for number two-grade ultra low sulphur diesel revealed fuel savings from 0.3 per cent to 4.2 per cent depending on the engine model and driving cycle. The potential saving is being weighed against measured increases with some critical air contaminants.

 

·        A tire pressure monitoring study with 25 buses indicated a 1.21 per cent improvement in fuel economy. Other tire mangement system technologies are being examined to justify a business case.

 

City Council approved the acquisition of three double-decker buses for trial service that were delivered in November 2008. These buses are being monitored for one year and their performance will be compared and evaluated to the articulated buses. The double-decker trial will also provide an opportunity to access other “green” features such as timed automatic engine shutdown on idle and on-board tire air pressure monitoring.

 

A number of transit authorities have demonstrator fuel-cell buses operating in regular service and indications are that this technology is becoming as reliable as the diesel technology. The challenges with these bus models remain their initial capital cost, reliability of fuel-cell membranes and the supply and distribution of hydrogen. Continued research and development is continuing to make this technology commercially viable.

 

The initiatives undertaken, along with all of the information gathered, has provided a strong foundation for establishing emission reduction priorities.  This review has established the following strategic objectives for the 2009 TVERS:

 

Short-Term (1-4 years)

i.    Monitor the cost of bio-diesel fuel for possible implementation (if economically feasible).

ii.   Report annually GHG emission of the transit bus fleet, including rail.

iii.  Complete the multi-phased implementation plan for hybrid diesel-electric technology.

iv.  Plan conversion from No.1 to No.2 diesel fuel.

v.   Prepare garages to dispense urea for buses with EPA 2010 certified engines.

vi.  Complete the tire pressure monitoring and tracking study.

vii. Complete the double-decker bus evaluation.

viii. Ensure the non-revenue fleet is right-sized.

 

Mid-Term (5-10 years)

i.    Monitor fuel-cell technology to formulate a roadmap.

ii.   Monitor options for alternate vehicle power sources.

iii. Proceed with expansion of the Rapid Transit Network through a near-zero emission rail system.

 

Long-Term (11-20 years)

i.    Convert the urban transit bus fleet to near-zero emission.

 

 

CONSULTATION

 

Due to the nature of this report consultation is not required.

 

 

LEGAL/RISK MANAGEMENT IMPLICATIONS

 

There are no legal/risk management impediments to the implementation of this report's recommendations.

 

 

FINANCIAL IMPLICATIONS

 

There are no financial implications for this report.  Initiatives that require additional funding will be brought forward to Council under a separate report or included in the annual budget submission to Council.

 

 

SUPPORTING DOCUMENTATION

 

Document 1            Consultant's Report - Transit Vehicles Emissions Reduction Strategy

 

 

DISPOSITION

 

Transit Services will implement the short-term objectives of the strategy.  Transit Services will conduct a review and update of the strategy for the next term of Council.

 

Consultant's Report – Transit

Vehicles Emissions Reduction Strategy DOCUMENT 1

 

 

 

OC Transpo

 

 

 

TRANSIT VEHICLE

EMISSIONS REDUCTION STRATEGY

 

 

 

 

 

 

 

 

Prepared By:             Richard Gunn PEng

Transit Engineer,

 

Reviewed By:                  Jean-Yves Carrier

Program Manager, Transit Vehicle Projects

Transit Services Branch

 

 

Approved By:            Alain Mercier

General Manager Transit Services

 

Group:                        City of Ottawa

 

Date:                            May 2009

 

 

 

 

Table of Contents

 

                    Content                                                                          Page

EXECUTIVE SUMMARY

iii

INTRODUCTION           

1

BACKGROUND

1

FERS 2009 UPDATE  -- 1.  Objective

2

                                     -- 2. Emissions Reduction -- National Commitment and Regulation

2

                                     -- 3.   Traditional Methods for Emissions Control and Reduction

3

                                     -- 4.   Current Status and Recent Developments

5

                                     -- 5.   2009 Strategic Objectives

13

 

 

 

 

Executive Summary

 

This Transit Vehicle Emission Reduction Strategy (TVERS) is the second update of the 2002 Fleet Emissions Reduction Strategy (FERS). The FERS reports in 2002 and 2004 applied to both the municipal and transit fleets. On June 9, 2008 the municipal and transit fleets were reassigned in two different departments. This update recommends a practical approach for achieving sustainable emission reductions for the City’s transit fleet.

 

In 1990 the size of the bus fleet was 787 vehicles. It has grown by 30 percent. Over that time period, the emission requirements for hydrocarbons and nitric oxides have decreased by 67 percent and particulate matter by 98 percent. Transit Services has procured 404 new buses since 2004 that reflect these reduced emission figures and has retired 331 buses with an average age greater than 18 years.

 

Transit Services capitalized on a federal program to retrofit 56 buses (1989 and 1993 vintage) with diesel oxidation catalyst (DOC) mufflers. The mufflers were supplied by Environment Canada and the program managed by CUTA. OC Transpo supplied the installation labour.

 

City Council approved the procurement of diesel-electric hybrid transit buses after reviewing a compressed natural gas consortium proposal and the Hybrid Technology and Feasibility Study conducted by National Research Council of Canada conducted in 2004-05. Two pilot buses were procured in 2007 and delivered the next year to enter service in November 2008. These buses will be monitored for one year by comparing their performance with two Invero diesel buses on similar route profiles. Subsequent orders for 95 and 80 hybrid-electric transit buses have been placed for 2009 and 2010 deliveries.

 

Fleet Services conducted a number of trials in 2007-08 to reduce fuel consumption.  The trials achieved the following results:

 

·                                  A five percent soy-based bio-diesel (B5) trial test indicated that on a fleet wide basis the life cycle greenhouse gases (GHG) could be reduced by 1,130 kg per year with B5 bio-diesel fuel. A conversion to bio-diesel is not financially supported by the operating budget at this time. 

 

·                                  A trial test for number 2-grade ultra low sulphur diesel revealed fuel savings from 0.3 percent to 4.2 percent depending on the engine model and driving cycle. The potential saving is being weighed against measured increases with some critical air contaminants.

 

·                                  A tire pressure monitoring study with 25 buses indicated a 1.21 percent improvement in fuel economy. Other tire monitoring system technologies are being not examined to justify a business case.

 

City Council approved the acquisition of three double-decker buses for trial service that were delivered in November 2008. These buses will be monitored for one year and their performance will be compared to the articulated buses. The double-decker trial will also provide an opportunity to access other “green” features such as timed automatic engine shutdown on idle and on-board tire air pressure monitoring.

 

A number of transit authorities have demonstrator fuel-cell buses operating in regular service and indications are that this technology is becoming as reliable as the diesel technology. The challenges with these bus types remain their initial capital cost, reliability of fuel-cell membranes and the supply and distribution of hydrogen. Continued research and development is continuing to make this technology commercially viable.

 

This review has established the following strategic objectives for the 2009 TVERS:

 

a.      Short-Term (1-4 years) –

i.       Monitor the cost of bio-diesel fuel for possible implementation, if economically feasible,

ii.      Report annually GHG emission of the transit bus fleet, including rail,

iii.       Complete the multi-phased implementation plan for hybrid diesel-electric technology,

iv.       Plan conversion from No.1 to No.2 diesel fuel,

v.         Prepare garages to dispense urea for buses with EPA 2010 certified engines,

vi.       Complete the tire pressure monitoring and tracking study,

vii.     Complete the double-decker bus evaluation, and

viii.      Ensure the non-revenue fleet is right-sized.

 

b.      Mid-Term (5-10 years) –

i.        Monitor fuel-cell technology to assist in formulating a roadmap,

ii.      Monitor options for alternate vehicle power sources, and

iii.  Proceed with expansion of the Rapid Transit Network through a near-zero emission LRT system.

 

c.      Long-Term (11-20 years) –

i.    Convert the urban transit bus fleet to near-zero emission.

 

INTRODUCTION

 

The City of Ottawa is committed to a growth management strategy that is part of the City’s comprehensive Air Quality and Climate Change Management (AQCCM) Plan[1].  In Ottawa, transportation accounts for 40 per cent of the community's greenhouse gases (GHGs), over 85 per cent of total nitric oxide (NOx) emissions, 90 per cent of carbon monoxide (CO), 60 per cent of sulphur dioxide (SO2) and smaller amounts of various carcinogenic substances. 

 

Air pollution is closely linked with the burning of fossil fuels. Transit vehicles, which consume over 40 million litres of transportation fuel annually, are a significant source of community emissions.  Consequently, the Fleet Emissions Reduction Strategy (FERS) is an important component of the City overall AQCCM plan.  However, with increasingly stringent budgetary requirements, it is equally important that, in order to be both successful in the short term and sustainable in the long term, the FERS must be planned and implemented to meet the challenges of cost-effective fleet management and operation.

 

 

BACKGROUND

 

In 2002, the City of Ottawa adopted the original Fleet Emissions Reduction Strategy (FERS) as the means to determine the best value options for achieving reduced exhaust emissions from the City fleet of vehicles.  This strategy was structured such that implementation could be carried out in timed-objectives, over a number of years, with progressive achievements in reducing exhaust emissions. City Council also included a requirement that the strategy be reviewed regularly to update it based on new research and technological advancements, and on the availability of government funding sources. There was a further requirement to report back to City Council at a minimum of once every term.

 

The re-organization of Transit Services in June 2008 redeployed transit fleet accountability from Fleet Services to Transit.  This division is allowing the municipal fleet to explore other emission reduction opportunities while Transit may pursue its course as defined by the FERS. The new strategy developed herein for transit vehicles will be referred as the Transit Vehicle Emission Reduction Strategy (TVERS).

 

The current review and update of the TVERS represents the second major revision to the FERS, the first being in 2004 (Fleet Emissions Reduction Strategy - 2004 Update[2]).  City Council directed in late 2008 that Transit Services conduct an internal staff review for this rendition of the strategy[3].   The strategic objectives approved in 2004 were the following:

 

a.      Long-Term (11-20 years) –

i.    Convert the urban transit bus fleet to near-zero emission fuel-cell technology.

 

b.      Mid-Term (4-10 years) –

i.    Introduce hybrid diesel-electric urban transit buses in transit service, and

ii.   Conduct preparatory work to implement the long-term strategy.

 

c.      Short-Term (1-3 years) –

i.    Monitor the cost of bio-diesel fuel for possible implementation, if economically feasible,

ii.   Participate in government-led retrofit programs that target emission reduction from older transit buses, and

iii.  Execute the multi-phased implementation plan for hybrid diesel-electric technology.

 

 

TRANSIT VEHICLE EMISSION REDUCTION STRATEGY - 2009 UPDATE

 

1.            Objective

 

The overall objective of the Transit Vehicle Emission Reduction Strategy (TVERS) is to rationalize and recommend a practicable approach for achieving sustainable emissions reduction from the Transit fleet of vehicles and equipment thereby meeting the requirements of the City’s Air Quality and Climate Change Management (AQCMM) Plan. 

 

The TVERS encompasses the transit fleet diesel buses, the trains, and the non-revenue fleet (both diesel and gasoline vehicles and equipment). Over 72 percent of emissions from the City fleet are generated by City bus diesel engines. Consequently, reduction within the transit bus fleet offers the greatest potential for meeting overall reduction goals for the City.

 

2.           Emissions Reduction -- National Commitment and Regulation

 

2.1            Regulated Vehicle Exhaust Emissions

 

The expected next phase of the US Environmental Protection Act (EPA) standards, (post-2010) is targeting major gains in fuel economy, as well as a reduction of the in-cylinder production of both regulated and unregulated pollutants.  While a significant reduction in exhaust emissions has been achieved to date, it has often been at the expense of fuel economy. 

 

Current diesel engine development is directed towards marked improvements in combustion efficiency by going well beyond existing combustion technology by initiating combustion simultaneously at multiple sites throughout the cylinder volume, by reducing flame propagation and by making shorter the duration of combustion.  As a result, the development of the homogeneous charge compression ignition engine, which combines the advantages of the traditional spark ignition gasoline engine with those of compression ignition diesel engine, has the potential to significantly reduce or eliminate incomplete combustion, while improving the combustion process.  The developments in this area could impact the mid-term direction of the TVERS, in its next update.

 

2.2       Kyoto Protocol

 

In 1997, at the United Nations Framework Convention on Climate Change in Kyoto Japan, 160 countries from around the world, including Canada, committed to reducing greenhouse gas emissions. This agreement became known as the Kyoto Protocol[4]. It was ratified by Canada in December 2002 and the federal government’s role is defined by Environment Canada[5].  Ratification commits Canada to reducing its greenhouse emissions to six (6) percent below 1990 levels by the period 2008 to 2012.

 

While Canadian EPA regulations have significantly reduced carcinogenic and some greenhouse gas emissions, carbon dioxide remains unregulated. To reduce the greenhouse gas, engine-related CO₂ emissions, improvement needs to be made through fuel economy. Some short-term methods to accomplish this objective are described in following sections. 

 

2.3            Targeted Exhaust Emissions

 

The National Highway Traffic Safety Administration (NHTSA) intends to introduce Corporate Average Fuel Economy legislation for both passenger cars and light trucks. The vehicle manufacturers’ combined fleet of all passenger cars and light trucks in 2020 must achieve a minimum 35 miles per gallon. Emphasis is now being placed on improving the vehicles’ fuel economy. At present NHTSA has not announced similar fuel economy improvements for heavy-duty engine vehicles.

 

With the phased in of EPA 2010 emissions for heavy-duty engines, the US Act is legislating onboard diagnostic (OBD) systems to monitor and control regulated engine emissions.

 

The OBD systems will monitor the pollutants; CO, HC, NOx and PM. Once set threshold values have been reached, the OBD system will activate warning devices. The system will have the capability of de-rating the engine performance if the emission issue is not addressed and steadily gets worse.  This type of technology currently exists on engine with PM trap system such as the double-decker buses and the last group of 60-ft articulated buses delivered to Ottawa. The OBD system is to be phased in from 2010 to 2013. The effect of this legislation is to remove poorly maintained heavy-duty engines off the road and to control the amount of pollutants being emitted by a heavy-duty engine.

 

 

3.            Traditional Methods for Emissions Control and Reduction

 

3.1              Diesel Engines

 

3.1.1    2010 EPA Diesel Engine and Infrastructure Requirements

 

Transit Services is scheduled to receive EPA 2010 certified engines in 2011 as part its next bus procurement for high-capacity vehicles, either articulated or double-decker. These buses will have a diesel engine that uses selective catalytic reduction technology and urea [(NH2)2CO] to comply with these regulations. The selective catalytic reduction system is required to follow the EPA guidelines contained in Docket: EPA–HQ–OAR–2006–0886.  The urea is sprayed into the engine exhaust gases in the front of a new catalytic chamber. The urea has to comply with ISO standards that define quality, test method, handling and refilling interface.

 

As a new short-term, these documents will be reviewed to determine the necessary infrastructure, processing and maintenance change requirements to ensure operation readiness to receive the new technology. 

 

Other engine manufacturers have for example chosen to use a combination of advanced technologies of exhaust gas re-circulation, fuel injection and air intake and accumulated credits to meet the 2010 EPA emissions requirements. The credits allow them to be compliant for two years.  Within these two years they expect their technologies to mature sufficiently to be compliant without the credits.

 

The development in selective catalytic reduction and advanced exhaust re-circulation technologies will be closely monitored in the short-term to determine which is more suitable for OC Transpo’s operating conditions.

 

3.2              Vehicle Growth, Retirement and Replacement of the Transit Bus Fleet

 

Since 2004, 331 heavy-duty transit buses have been retired. The average age of the buses was well above eighteen plus years. At the same time 404 new buses were delivered to OC Transpo and the fleet grew by 73 buses. Each growth bus eliminates between 40 and 90 single-occupant vehicles from City roadways and correspondently reduces emissions. By the end of 2009, 70 more buses will have been retired and 95 new hybrid buses will have arrived at OC Transpo, of which 17 will be growth. Table A depicts the fleet change since 2004. The average age of the bus fleet is now 7.1 years old.

 

TABLE A

Year

Quantity of Buses Retired

Retired Buses Average Age

Quantity of new buses

2004

141

24 years

98

2005

36

23.5 years

36

2006

69

24.5 years

130

2007

39

20 years

87

2008

46

18 years

53

2009

70

18.5 years

95

 

Table B indicates the change in EPA emission standards emission reduction on a grams/brake horsepower (g/bhp-hr) basis between 1990 and 2007.

 

TABLE B

Year

HC

CO

NOx

HC+NOx

PM

 

g/bhp-hr

g/bhp-hr

g/bhp-hr

g/bhp-hr

g/bhp-hr

1990

1.3

15.5

6.0

(7.3)

.60

2007

*

15.5

*

2.4

.01

Net difference

 

0

 

4.9

.59

% of change

 

0

 

67

98

 

* In 2004 combined HC+NOx must not exceed 2.4 g/bhp-hr combined or 2.5 with a limit of .5 for NMHC.

 

In 1990 OC Transpo’s active diesel bus fleet totaled 787. Total number of active diesel buses in 2009 is 1020. The fleet has grown by 233 buses, or 30 percent. This excludes the para-transit buses from 2008. The average age of the bus fleet in 2009 is 7.2 years. By the end of 2009 OC Transpo will have phased out 401 buses whose emissions met 1990 or earlier EPA emission regulations. In itself, this represents a substantial reduction of fleet emissions for HC, NOx and PM. With the procurement of buses compliant to the 2010 EPA standards the HC and NOx pollutants will be reduced to 0.14 g/bhp-hr and 0.2 g/bhp-hr respectively. This amounts to an 89 per cent and 97 per cent reduction respectively from the 1990 levels.

 

 

4.            Current Status and Recent Developments

 

This section begins each sub-section with the status of the approved 2004 FERS objectives, as stated below.  Consideration of new initiatives and other developments – since the 2004 FERS – that are germane to sustainable emissions reduction from the transit vehicles are then discussed in light of this update.

 

a.      Short-Term (1-3 years) –

i.    Monitor the cost of bio-diesel fuel for possible implementation, if economically feasible,

ii.   Participate in government-led retrofit programs that target emission reduction from older transit buses, and

iii.  Execute the multi-phased implementation plan for hybrid diesel-electric technology.

 

b.      Mid-Term (4-10 years) –

i.    Introduce hybrid diesel-electric urban transit buses in transit service, and

ii.   Conduct preparatory work to implement the long-term strategy.

 

c.      Long-Term (11-20 years) –

i.    Convert the urban transit bus fleet to near-zero emission fuel-cell technology.

 

 

4.1       Short-term Objectives

 

4.1.1    Bio-diesel Fuel

 

The objective has been achieved as a feasibility study and will continue.

 

Diesel fuel standards for sulfur content changed in 2006 from low (<300 ppm) to ultra-low (<15 ppm) under the US and Canadian EPA.  The change was initiated at OC Transpo as early as September 2004 to support the use of particulate traps on some buses. The use of ultra-low sulfur diesel decreases smog formation.

 

In 2007, a successful renewable fuel demonstration was carried out using a 5 per cent soy-based bio-diesel blend (B5), during which time over 2.9 million litres of B5 fuel was consumed by transit buses at two garages.  The trial started in the spring and ran to the end of the year, with a corresponding reduction in life cycle GHG emissions of over 300 tonnes.  If the entire transit fleet was to operate on a 5 per cent bio-diesel mix, then projections indicated that a reduction in lifecycle GHGs of over 4,900 tonnes per year could be expected, in addition to a reduction in criteria air contaminants of 1,130 kg per year. The type of emissions tests performed has an effect on the amount of NOx produced. Vehicle emission tests conducted with Environment Canada as part of the trial on a standard Ottawa duty cycle indicate a slight reduction in NOx over. The trial was discontinued because of budgetary constraints.

 

The ultimate goal of the bio-diesel program is to use a cost-effective seasonal blend of B5 (to accommodate the winter months) and B15, resulting in an overall average blend ratio of about 11 per cent, using biomass produced in Canada and derived from waste products (e.g., agricultural / forestry), or from crops produced on land not suitable for food production.  This policy is also consistent with the federal government’s outlook and its intent, under the Canadian Environmental Protection Act, to require for on-road diesel, a renewal fuel portion approximately equivalent to 5 per cent by 2012[6].  

 

This program will be reinstated when the one or more of following conditions are met:

 

·        The cost of biomass, or B100, is consistently competitive with the price of diesel fuel;

 

·        The supply of biomass can be produced in sustainable quantity and quality solely from waste products (not from the food chain); or

 

·        Legislation (Environment Canada) imposes use of biomass with diesel fuel.

 

4.1.2        Government-led Retrofit Programs

 

The objective has been completed.

 

Fifty-six (56) model years 1989 and 1993 transit buses participated in a muffler retrofit initiative launched by Environment Canada[7] in 2004-2006 with the collaboration of CUTA (Canadian Urban Transit Association). This retrofit aimed at reducing emissions from older transit buses by replacing conventional mufflers on Detroit 6V92 series engines with diesel oxidation catalyst (DOC) mufflers.  The City had at the time over 150 candidate buses with varying expected life. Buses with the longer life expectancy were selected for the retrofit.  This program required the City to absorb the cost of the installations, while CUTA provided the DOC mufflers, funded by Environment Canada.  The program was not renewed after 2006 and the City obtained 17 percent of the national allotment.

 

All 56 buses remain in service in 2009, and the DOC reduced exhaust emissions of particulate matter (PM) by 20%, carbon monoxide (CO) by 40% and hydrocarbons (HC) by 50%.  Since most buses with 6V92 engines are retiring within the next two years, and replace by diesel-electric hybrid buses, investment to continue or expand this program without government funding is not recommended.

 

4.1.3        Diesel-electric Hybrid Technology Implementation Plan

 

The (mid-term) objective is in progress and will be continued as a short-term objective.

 

A phased approach, called the Hybrid Bus Implementation Plan[8], was approved by City Council in September 2003. 

 

The primary objective of Phase 1 - the Hybrid Technology and Feasibility Study, conducted by the National Research Council of Canada in 2004-05, was to assess the feasibility of the program and to select the appropriate hybrid diesel-electric technology that will best meet the requirements for transit service.  A consortium representing compressed natural gas (CNG) companies challenged the resulting report[9] to Council in 2005, which staff examined and refuted[10]. After re-examination of the CNG Consortium proposal by an independent 3rd party[11], it was determined that the Consortium business case had errors and omissions and that, through a reconstruction process, it failed to generate the proposed savings. Approval to proceed with diesel-electric technology was provided in June 2007, allowing phase 2 to proceed.

 

Phase 2 – Hybrid Bus Acquisition, proceeded as per the City purchasing by-law through a competitive best-value bid in 2007-08.  Daimler Bus North America was awarded the contract with its Orion VII NG (Next Generation) hybrid bus. Transit Services procured two pilot hybrid buses that were delivered in October 2008 and entered service on November 17, 2008.  These 40-foot low floor buses incorporate a diesel-electric series hybrid propulsion system and lithium-ion energy storage technology for the traction drive.  The use of these pilot buses will provided better understanding of the technology and will be used to complete phases 3 and 4 of the Hybrid Technology Implementation Plan.

 

The subsequent orders for 95 and 80 Orion VII-NG hybrid buses, for delivery in 2009 and 2010 respectively, are expected to service the routes where the duty cycle optimizes this technology and therefore maximize fuel efficiency and emission reductions, which are low-speed and frequent stop operations, as reported in the feasibility study[12].

 

Phase 3 – Infrastructure Preparations and Phase 4 – Performance Analysis, will be conducted simultaneously in 2009 and will culminate with a report to Council.  Phase 3 will plan and implement the necessary infrastructure changes that will support the hybrid technology while the objective of Phase 4 is to validate the performance characteristics of the selected hybrid bus design against the requirements specification. 

 

The Phase 4 Performance Analysis has begun with the start of service of the two pilot buses. The fuel efficiency is being monitored and compared with the D40i Invero diesel buses. Vehicle fuel consumption varies from season to season so to determine a yearly fuel usage the data will be gathered over the first year of operation. The maintenance and in service efficiency of the hybrid-electric buses will also be compared. An interim report with three months of data will be released in Q3 2009. The final report will be released in 2010.

 

Hybrid-electric technology is still maturing. In 2010, BAE Systems will be mounting both the generator and traction motor on the back of the diesel engine. Their next major scheduled design change will have the bus auxiliaries driven electrically. This will allow the bus operator to turn off the engine and still have all the bus systems operable. ISE Corporation already has this feature available. ISE also has produced propulsion systems using a combination of diesel electric-hybrid and ultra-capacitors. The ultra-capacitors allow for a greater use of brake regeneration energy. The system can be programmed to be more efficient than diesel electric-hybrid with batteries. The developments in hybrid-electric technology will continue to be monitored for application in other Ottawa duty cycles.

 

4.1.4            Quantitative Analysis of Vehicle Emissions - GHGenius

 

This is a new initiative as a short-term objective.

 

GHGenius[13] was developed by Natural Resources Canada and made publicly available in Excel spreadsheet format.  The GHGenius model focuses on lifecycle assessment up to the year 2050, for existing and future fuels including renewable fuels, and for transportation applications including from light-duty vehicles to heavy-duty buses and Class 8 trucks.  The propulsion systems include conventional internal combustion engines, battery and fuel-cell powered motors, as well as hybrid systems such as diesel/gasoline-electric hybrid.  GHGenius focuses on estimating life cycle effects on three impact categories -- greenhouse gases emissions, regulated emissions (criteria air contaminants) and energy usage.

 

The use of GHGenius for assessing both tailpipe and life cycle emissions from the current Transit Services fleets is under consideration.  Since GHGenius is not tailored to OC Transpo’s operational environment, it will be used as a benchmark to indicate engine emission reductions.

 

4.1.5    Diesel Fuel Options for the Transit Fleet

 

This is a new initiative as a short-term objective.

 

Bus refueling is completed at night when temperatures are cooler.  When combined with a positive lock fuel-dispensing device, the risk of atmospheric release of hydrocarbon vapour from is substantially reduced.

 

Two fuel-savings related studies have been conducted in response to Transportation Committee motion 39/17[14] to deal with the 2008 increase in fuel cost.  The two studies examined fuel type and tire pressure monitoring.

 

4.1.5.1            Seasonal Number 2 Grade Ultra Low Sulpur Diesel Fuel (#2 Diesel)

 

The Ottawa transit fleet has historically used #1 grade diesel fuel. Number #1 diesel is used essentially because it is not susceptible to waxing under cold temperature conditions and it is regarded as a cleaner fuel for intercity use: it produces less particulate matter. Conversely, #2 is a denser fuel, adjusted seasonally by blending in #1 diesel fuel with the #2. Consequently, in Ottawa, the winter #2 grade typically contains the equivalent of approximately 80% of #1 diesel.

 

Transit organizations across Canada and Northeast USA use either #1 or #2 diesel.  A switch to #2 diesel fuel for the transit fleet has been considered in order to:

 

·            reduce purchase cost; i.e., historically #2 is up to 2 cents per litre cheaper, which is significant for an annual consumption of about 40 million litres; and

·            reduce fuel consumption due to the higher energy content of #2 diesel, resulting in both reduced consumption and less tailpipe emissions.

 

Modern buses with electronic injection control and exhaust after treatment systems do not require the use of #1 diesel to meet current emissions standards. Given that the average bus age of the transit fleet is 7 years, the use of #2 diesel fuel is an attractive option.  However, to ensure that switching to #2 grade fuel is operationally and environmentally acceptable, Fleet Services contracted the National Research Council (NRC) in 2008 to oversee a study of the impact of such a change.  The study included the following comparative testing components:

 

·                     Dynamometer and exhaust opacity testing at a transit facility to evaluate any differences in torque, power, fuel consumption and visible smoke (particulate matter) emissions. 

·                     Cold chamber testing to assess cloud point (waxing), starting and engine run performance, and generally any other fuel temperature dependencies. 

·                     Tailpipe testing at Environment Canada facilities to precisely determine fuel consumption and tailpipe pollutants (criteria air contaminants)

 

The tests revealed fuel savings from 0.3 percent to 4.2 percent depending on the bus and drive cycle. Based on an annual usage of 40.8 million litres of #1 diesel fuel per year the City would save between 347,000 litres and 856,000 litres. At $0.825 per litre the dollar savings would be from $286,275 to $706,200 per year.

 

The trade-off between reduced fuel consumption and cost saving against increased emissions of certain critical air contaminants are being carefully weighed by staff before implementation.  The dominance of electronically controlled engines in the bus fleet is favouring the conversion of at least two existing garages and the new garage.

 

4.1.5.2 Tire Tracking Study

 

Tire air pressure and temperature are important parameters that are known to have significant effect on tire wear and fuel economy. For example, operation for prolonged periods with under inflated tires can result in heat build up that degrade tires and significantly reduced fuel economy with a corresponding increase in GHG emissions, and in extreme cases can lead to catastrophic tire failure. 

 

To better assess these effects on transit buses, a tire tracking study was initiated by Fleet Services in 2008 using 25 buses equipped with wireless technology for monitoring and transmitting tire pressures and temperatures. The objective of the study was to validate the technology and to define potential cost or emissions savings, as well as assess how this wireless technology can be adapted into a fleet operation.  A consultant was retained for the data reduction phase of the study and to help formulate conclusions and recommendations. 

 

The test period was from July 14, 2008 to October 14, 2008. During this time period these buses showed a 1.21% improvement in fuel economy. Full system implementation into the OC Transpo SmartBus infrastructure is expected to cost approximately $2,626,000. The total recurring costs on the current transit fleet is approximately $162,108 annually. Total annual savings identified was approximately $1,067,500.

 

The trial report is being re-examined.  Data collection of this system is quite onerous.  Similar systems provide the same information to the vehicle operator and can achieve comparable results without the data collection, transfer and management infrastructure.  System reliability and accuracy needs to be further demonstrated.

 

4.1.6             Evaluation of Double-Decker Transit Buses

 

This is a new initiative as a short-term objective.

 

A demonstration of various high-capacity buses was demonstrated to Transit Committee in 2006 when three bus models were displayed including the New Flyer D60LF (CDN), the Van Hool AG300 (B) and the Alexander-Dennis Enviro-500 (UK). A survey was conducted at the same time to identify areas of concerns by attending Councilors and staff on bus design issues.  The interest for a double-decker bus was very high.

 

Two in-service trials were organized following the demonstration. A two-week summer operational evaluation was held in July 2006 followed by a winter performance test and operational winter trial in early 2007.  The winter performance test included standard vehicle dynamic testing on a snow and ice covered track owned by Transport Canada and cold chamber testing.

 

In mid-2007, City Council approved the purchase of three Alexander-Dennis Enviro-500 double-decker buses for a one-year evaluation in Ottawa (Transit Fleet Acquisition Strategy[15]). The main advantages of a double-decker bus, as a high-capacity vehicle, compared to an articulated bus, are the smaller roadway footprint, the greater seating capacity, and the potential to serve long-distance commuters.  The Enviro-500 carries 52% more seated passengers, relative to Ottawa’s D60LF articulated buses, which translates into significantly more passenger cars removed from Ottawa roads – on a per bus basis – hence more efficient cost and emissions reduction.

 

A test evaluation program has been developed to compare the in service and maintenance performance of the Enviro-500 with 60-foot articulated buses operating on similar routes.  The double-decker evaluation will also provide an opportunity to assess other “green” features such as timed automatic engine shutdown on idle and on-board tire air pressure monitoring.  A report to Council is expected in Q3 2010 for consideration of future expansion of double-decker bus fleet and operation.

 

4.1.7        Fleet Right Sizing and Green Vehicle Procurement

 

This is a new initiative as a short-term objective.

 

Transit Services has been operating a shuttle-like bus service on route 123 for many years.  The reliability of that service was becoming poor in 2002-03 because of its two aging mini-buses.  Under the 2004 Universal Program Review, a single unit replaced the two buses, which has impacted the reliability of that service.

 

In order to provide reliable service of this type, more that one unit is required.  Transit Services has undertook analyzing busloads and route profiles to determine if more than route 123 could benefit from right sizing to a smaller bus, in the 30-foot model.

 

In 2007, a project was launched with the issuance of a request for information to examine products that could possibly meet Ottawa’s demands.  Respondents were invited in April 2008 to conduct demonstrations in Ottawa, which could include a one-week in-service trial on route 123, where client and operator comments were gathered. The EZ-Rider II from Eldorado National and the Easy-On from Glaval/Overland Custom Coach were tried in June and July 2008 while the Van Hool’s A300K model was displayed in September 2008 for operator evaluation only, as it was being delivered to AC Transit in California.

 

The non-revenue vehicle replacement program provides a valuable means for greening the fleet through energy efficient right-sizing initiatives for light-duty vehicles, as well as the replacement of older heavy-duty vehicles with those meeting modern standards, including more stringent emission requirements.  Significant reductions in all of the criteria air contaminants, such as particulate matter (PM) and NOx emissions that contribute extensively to smog formation, can be realized by modernizing the fleet. 

 

The development in the various fuel engine technologies will be closely monitored to assess the best choices for Transit Services.

 

 

4.2       Mid-Term Objectives

 

4.2.1            Preparatory Work for Fuel Cell Technology

 

This objective is in progress and will continue.

 

There have been federal government fuel cell development demonstration programs at such transit authorities as:

 

·        Connecticut Transit,

·        Alameda-Contra Costa (AC) Transit

·        Santa Clara Valley Transportation Authority

·        University of Delaware

·        University of Texas.

 

BC Transit is procuring 20 New Flyer/Ballard fuel cell buses for the 2010 Winter Olympics. On going discussions have been held with Connecticut Transit, AC Transit and BC Transit concerning their operational experiences with fuel cells. The discussions revealed that fuel cells have developed to the same level of dependability as diesel buses. Depending on the bus’ duty cycle, the fuel cells can be twice as efficient as diesel engines. However, the drawback at this point in time is the capital and maintenance costs. The cell membrane material and assembly costs are expensive. Substantial amount of funds are being directed to developing alternative membrane materials and assembly methods. Once a break through has been achieved in this area fuel cells will be more common in all forms of vehicles.

 

The commercial availability, the distribution and storage of pure hydrogen (99.9%) required to operate fuel cell remains the greatest challenge.  For example, the 2010 Olympic operation of fuel cell buses will be dependent on a supply chain that will stretch across the nation from Bécancour, QC to Whislter, BC where refueling will be made by truck. US transit agencies who use local natural gas reformers as a source of hydrogen reported at the 2008 APTA annual conference experiencing contamination of the fuel thereby affecting fuel cell performance, high maintenance cost of their reforming station and long fueling times. It is noteworthy to state that operating pressure of natural gas is 3,600 psi while hydrogen fuel cell is 5,000 psi.

 

The development of trial programs on fuel cell buses has been enhanced by the aggressive emissions standards established by the California Air Resources Board. The carbon footprint of the fuelling system and necessary safety procedures requires research.  Until such time as the technology demonstrates proven results and reliable source of hydrogen are found, Transit Services will continue to monitor results of trial programs and learn more from them which should provide guidance on the development of a roadmap for zero-emission buses in Ottawa.   

 

Transit staff has been involved in 2008 with BC Transit and TransLink (Vancouver) agencies with two projects. The first was the development of a specification for a small transit bus multi-purpose and of green propulsion technologies including hybrid and fuel cell.  The second has been an option for two fuel cell New Flyer buses has been presented to Transit Services by Ballard Systems, a Canadian fuel cell manufacturer. The procurement would piggyback onto the BC Transit order for 2010 delivery. The proposal is under review and will be subject to the annual Transit Fleet report in Q3 2009. It offers:

 

·                    Fuelling and storage of the buses at National Energy Canada’s facilities in Ottawa.

·                    Bus maintenance be completed at OC Transpo’s facility with the hydrogen fuelling system turned off and the bus operating on the battery power

·                    Maintenance on the fuel system be completed at another facility by Ballard

·                    Funding from federal departments is expected to reduce the capital cost of the buses to be approximately equal to that of a diesel hybrid-electric bus

 

4.2.2    Ottawa Rapid Transit Network

 

This is a new initiative as a mid-term objective.

 

In May 2008, City Council approved a Recommended Rapid Transit Network[16] for the City of Ottawa that emphasizes electric Light Rail Transit (LRT) running through a downtown tunnel and along some of the existing Bus Rapid Transitway, as well as along an upgraded and extended O-Train rail bed.  Additionally, Council further directed that the transit network be expanded to include LRT service in other regions of the City, once specific criteria have been achieved.  Bus Rapid Transit will continue to play an important role in the overall rapid transit network, as will bus service for rural areas and for main line and local feeder routes.  Although growth and replacement buses will continue to be required on a yearly basis, subject to the normal budget approval process, the emphasis on LRT for the mid- and long-term is considered in the strategic planning for transit vehicle emissions reduction.

 

The power management of the LRT project from a green renewable source is key to its successes.  Acquiring the right technology that will deliver minimum, or nil, emissions, when compared to diesel buses, will be favoured. Introduction of a very-low emission LRT will further advance Ottawa’s objective toward zero emission technology for transit.

 

4.2.3    Other Alternative Power Sources and fuels

 

This is a new initiative as a mid-term objective.

 

Batteries store electrical energy via chemical means and their performance is temperature dependent. The existing battery technology does not perform as well in a northern climate such as Ottawa as compared to New York City, Washington D.C. or other cities that infrequently have temperatures below –10 degrees Celcius. Under colder climate conditions, batteries cannot accept the same amount of brake regeneration energy used in hybrid technologies. An option is ultra-capacitors, which store energy electro-statically and do not operate with the same restrictions as batteries. 

 

Long Beach Transit procured in 2005 a quantity of 47 gasoline electric-hybrid 40-foot transit buses. In lieu of batteries, the buses were equipped with ultra-capacitors and braking resistors. The buses were used on routes with eight stops per mile and average route speeds of 13.8 miles per hours. Ultra-capacitors worked well with frequent stops per mile and low average speeds with their high charge and discharge rates provided quick bursts of energy for departures and acceleration. Ultra-capacitors can withstand hundreds of thousands of charge/discharge cycles without degrading. They have an expected life cycle of twelve years; whereas, batteries have an expected life cycle of three to six years.

 

The next generation of buses may well not be fuel cell powered due to their continuing challenges. Buses may be powered by a combination of batteries and ultra-capacitors.

 

Hydrogen internal combustion engines have been used in demonstration fleets in North America. The state of California and the province of British Columbia are aggressively promoting hydrogen fueling.

 

These technologies are among those that could challenge the City’s long-term goal of using hydrogen fuel cell. With this in mind inquires will be made into the cost and availability of non-revenue fleet vehicles and in the short term having them fuelled and stored at National Energy Canada facilities. 

 

4.3       Long-Term Direction

 

4.3.1            Conversion to Near-Zero Emission Technology

 

This objective is in progress and will continue.

 

The long-term component of the 2004 FERS is conversion of the City fleets to near-zero emission propulsion, possibly by using fuel cell technology or any equivalent technology. Until such time as fuel-cell, or other technologies and their fuel source, have attained an acceptable level of commercialization and have proven their reliability in transit service, Transit Services will continue to monitor their developments.  Customer service through bus availability and reliability will not be traded-off for unproven and unsustainable technology.

 

Ford and GM have fleets of light-duty fuel cell test vehicles in service. The test units are performing better than expected. Once fuel cell technology becomes commercially viable for mass production Ford and GM along with other vehicle manufactures will be offering it in their vehicles. The Green Fleet Policy will drive the use of these vehicle types for Transit Services.

 

 

5.         2009 Strategic Objectives

 

5.1       2009 Transit Vehicle Emission Reduction Strategy Objectives

 

This review has established the following new strategic objectives for the TVERS:

 

a.  Short-Term (1-4 years) –

i.                                Monitor the cost of bio-diesel fuel for possible implementation, if economically feasible,

ii.                  Report annually GHG emission of the transit bus fleet, including rail,

iii.                Complete the multi-phased implementation plan for hybrid diesel-electric technology,

iv.                Plan conversion from No.1 to No.2 diesel fuel,

v.                  Prepare garages to dispense urea for buses with EPA 2010 certified engines,

vi.                Complete the tire pressure monitoring and tracking study,

vii.              Complete the double-decker bus evaluation, and

viii.            Ensure the non-revenue fleet is right-sized.

 

b.  Mid-Term (5-10 years) –

i.        Monitor fuel-cell technology to assist in formulating a roadmap,

ii.      Monitor options for alternate vehicle power sources, and

iii.    Proceed with expansion of the Rapid Transit Network through a near-zero emission LRT system.

 

c.  Long-Term (11-20 years) –

i.      Convert the urban transit bus fleet to near-zero emission.

 

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[12] http://ottawa.ca/calendar/ottawa/citycouncil/trc/2005/11-16/ACS2005-PWS-FLT-0001eng.htm

[13] http://www.ghgenius.ca/

[14] http://ottawa.ca/calendar/ottawa/citycouncil/trc/2008/10-15/ACS2008-PTE-DCM-0006.htm

[15] http://ottawa.ca/calendar/ottawa/citycouncil/occ/2007/06-27/tc/ACS2007-PTE-TRA-0009.htm

[16] http://www.ottawa.ca/residents/public_consult/beyond_2020/tmp/transit_options/index_en.html