1. Zero Emission Buses in California
CalACT 2017 Spring Conference and Expo
April 27, 2017
Tony Brasil, Chief
Transportation and Clean Technology Branch

2. Challenges in California
Localized toxic air pollutants
Regional air quality
Ozone, particulate matter, etc.
Climate protection
Dependence on fossil fuels
Traffic congestion

3. Transportation is Largest Emissions Source in California
Total 2014 Greenhouse Gas (GHG) Emissions MMT CO2
Total 2015 NOx Emissions
1886 tpd NOx
Source – California Air Resources Board Emissions Inventory

4. Vision for Future Transit
Clean, efficient transportation technologies
Enhanced service for disadvantaged communities
Seamless integration between modes and transit systems
Enhanced mobility with innovation
Efficient, safe, and affordable transit services across California
Future transit buses will continue to play an important role in providing efficient and safe transportation to Californians. The California Transit Association indicates that transit could be highly desired by California’s changing demographics with a projected bigger increase in senior ridership over commuter ridership. In addition, transit buses as part of the broader scope of the entire transportation system helps support the millennials that prefer to live in communities featuring multi-modal transportation options. Therefore, seamless integration between different transportation modes and transit systems will be essential to increase ridership, help relieve congestion, and reduce transportation sector emissions.
We hope to help incentivize the most efficient transportation technologies that help shape these future transit needs while also continuing to focus on enhancing transit service and availability in disadvantaged communities.

5. Benefits of Zero Emission Vehicles
GHG and criteria pollutant reductions
Petroleum use reduction
Two to six times more efficient than conventionally fueled vehicle
Reduced brake wear/dust
Decreases direct exposure to criteria pollutants
Less potential for hazardous fluid/gas leaks
Potential benefits to electrical grid
Opportunity to use all forms of renewable energy
Noise reduction

6. Addressing Barriers to Electrification
Regulations to provide long-term market signal
Low Carbon Fuel Policies
Transportation electrification (SB 350) policies
Incentive programs
Data collection and information sharing

7. Innovative Clean Transit Regulation
Partner with transit fleets to improve public transportation efficiency and opportunities for zero-emission modes
Low-NOx engines and renewable fuels
Zero-emission buses where suitable
Enhanced mobility and connectivity
End goal of all zero emission passenger transportation

8. Zero Emission Bus Market Growing1
In Service 109
Pending Delivery 241
Total 350

9. Zero Emission Buses Lead the Market
More manufacturers produce zero emission transit buses than conventional buses
Battery electric transit buses in all configurations
More than 300 miles on single charge
On-route charging
Total cost of ownership comparable to conventional
Fuel cell electric buses
Fueling and range similar to conventional buses
Success in zero emission bus deployment can be replicated in other heavy duty sectors
Note: Zero emission shuttle buses/cutaways have not been Altoona tested as of 4/25/2017.

10. Bus Experiences Aid Other Vocations
Deployment experience
Curriculum for technician training (SunLine + AC Transit)
Initial planning, maintenance and facility upgrades
Route management for fleets
Technology transferability and synergies
Same electric drive components in multiple applications
Synergies with other on-road and off-road

11. Low Carbon Fuel Standard (LCFS)
Fuel producers and importers must reduce carbon intensity of transportation fuels 10% by or buy credits from others
Low carbon fuel producers
Fleet owners that use electricity or CNG in truck or bus
At value of $100 per LCFS credit will earn
$0.11/kWh for a battery-electric bus (4.2 EER)
Simple online registration and reporting
The Low Carbon Fuel Standard is a program designed to lower the carbon intensity of their fuels by 10% by Fuel producers whose fuel is above the CI standard must buy credits from low CI fuel producers.
You can generate LCFS credits from a number of clean fuels including electricity, hydrogen, and renewables. Assuming an LCFS value of $100, a battery-electric truck will generate $0.06/kWh of credits for operations, which cuts the roughly $0.13/kWh cost of electricity almost in half.
Credits for renewable fuels are generated by the fuel producers and are incorporated into the renewable fuel’s price.
We have held a workshop on LCFS in the past to explain to fleet operators how it works and can benefit them, and we are willing to hold another one.
Source:
Note: EER is energy efficiency rating compared to a conventional diesel vehicles

12. Battery Electric Vehicle Efficiency Data
Evaluated recent data for truck and buses
Battery electric and diesel on same test cycles
Drayage trucks, transit buses, step vans
Battery electric vehicle energy efficiency ratio compared to diesel improves as average speed decreases
In-use data for yard truck and shuttle vans show similar results
Document available for review and comment* *

13. Battery Electric Truck and Bus Efficiency Highest at Lower Speeds
Altoona Bus Tests (2010 and newer buses)
Battery Electric Parcel Delivery Truck Testing and Demonstration. California Energy Commission. Gallo, Jean-Baptiste, Jasna Tomić. (CalHEAT)
Performance Evaluation of TransPower All-Electric Class 8 On-Road Truck. Johnson, Kent, J. Wayne Miller, and Jiang Yu Xiao.

14. Efficiency Comparison Implications
EER consistent for wide range of trucks and buses
GHG emissions benefits higher than prior estimates
Fuel savings highest at low speed duty cycles
Potential updates to the LCFS program could result in more credits and improve total cost of ownership
Allows for better comparison of electricity/fuel usage under same conditions
Estimate electricity usage if average speed and fuel economy of the conventional vehicle is known

15. SB 350 Background Broad GHG reduction activities
Increases grid electricity to 50% renewable by 2030
Energy efficiency requirements
Remove barriers for zero emission vehicles
Ensure benefits in disadvantage communities
Authorizes utilities to undertake transportation electrification activities
Others
Signed in 2015
CAISO regionalization, IRP, etc

16. Transportation Electrification Applications
PG&E, SCE, and SDG&E filed applications by 1/20/17
Bear Valley Electric Service, PacifiCorp, and Liberty to file by 6/30/17
Priority review and standard review projects
Priority review: non-controversial, 1-year investments; $20M per utility, <$4M per project
Standard review for everything else
Address priority projects and programs
Rate design
Expand focus to include MD/HD, transit, ports, etc.
Leverage results of previous pilots
Align with local, regional, state transportation and electrification planning and investments
Define priority review vs. standard

17. Investor Owned Utility Applications $1 billion Funding Requested
Funding by Project Type
$13
$30 $8 $4
Onroad Medium/Heavy Duty Infrastructure
$1B in rate-based programs
Majority for MD/HD
Majority from SCE
$230
Residential Infrastructure
SDG&E, $244
PG&E, $253
Offroad Infrastructure
Public DC Fast Charging
Taxi/ Ridesharing
Education/ Outreach
SCE, $574
$779
Potential to offset all heavy duty infrastructure costs,
establish new EV rates, on-site battery storage, and improve grid reliability

18. Onroad Medium/Heavy Duty Infrastructure
Residential Infrastructure
Offroad Infrastructure
Public DC Fast Charging
Taxi/ Ridesharing
Education/ Outreach
~$779 M
~$230 M
~$13 M
~$30 M
~$7.5 M
~$3.6 M
Residential Charging Infrastructure
$226 M
Airport Ground Support Equipment
$2.8 M
Electrify Local Highways
$4 M
Taxi/Shuttle/ Rideshare
$3.5 M
Car Dealer Incentives
Total SDG&E
Request:
$244 M
SDG&E
Fleet Delivery Services
$3.7 M
$1.8 M
Commercial Grid Integration Rate
Residential Grid Integration Rate
MD/HD and Forklift Port Electrification
$2.4 M
Public Charging Grid Integration Rate
EV Driver Rideshare Reward
$4 M
Transit Bus Make- Ready & Rebate
$4 M
Residential Make- Ready Rebate
$4 M
Port of Long Beach Gantry Crane
$4 M
Urban DC Fast Charger Clusters
$4 M
Port of Long Beach ITS Terminal Yard Tractor
$0.5 M
Total SCE Request:
$574 M
SCE
MD/HD Charging
Infrastructure
$554 M
Generally, lots of MD/HD programs
Commercial EV Rate
Design
Idle-Reduction Technology
Fast Charge Infrastructure
$22 M
Home Charger Information
MD/HD Fleet
$3.4 M
Total PG&E Request:
$253 M
$3.4 M
$1.8 M
PG&E
Electric School Bus Renewables Integration
$3.4 M
Priority Review
FleetReady Make-
Ready Infrastructure
$210 M
PG&E also proposed conducting a request for third-party EV innovators to design a project or program to spend the remainder of its priority review budget ($6.6 M)
Source: California Public Utilities Commission
Standard Review
Rate Design Proposals

19. Opportunities for Engagement
Coordination with CPUC and CEC
Transportation electrification meeting in conjunction with Local Truck Regulation workshop April 25, 2017
CEC heavy duty transportation electrification workshop today
Planned CPUC workshops on current proposals
Priority review proposals; May 17, 2017 and adoption in October 2017
Standard review proposals; July 11, 2017 and adoption in April 2018

20. Advanced Clean Local Truck Regulation
Accelerate early market for zero emission trucks/vans
Centrally fueled, low average speed, stop-and-go operation
Evaluating initial manufacturer sales requirement
Class 2B to Class 8 vocational
Role of plug-in electric hybrids, range extenders, electric PTO options
Long term transition to performance based goals
Board consideration 2018
CARB is trying to cast a wide net when looking at trucks, but we are not looking at long-haul trucks
We are looking at applications where zero- and near-zero emission technology provides the most effective emission reductions
Zero-emissions is easiest to implement for centrally-fueled trucks
Trucks operating in low-speed, stop-and-go driving in inner-city environments
When looking at specific vehicle uses, the best targets are
Parcel Delivery
Food, Beverage, and Linen Delivery
Electric Power Takeoff Devices on work trucks
Yard Tractors
As we begin delving into the commercial truck market, we are looking at including vehicles from class 2b all the way up to potential class 8 categories. With the help of businesses and manufacturers, we hope to pair up duty cycles with the best available technology suited to their unique drive cycles. In particular, vehicles that operate from a central location and are on inner-city, low speed, stop-and-go driving are good targets for electrification. Vehicles we are focused on are delivery vehicles including parcel, food, beverage, and linen delivery, as well as yard tractors, bucket trucks and other work trucks with a limited range could also benefit from zero and near-zero emission technology to improve their fuel efficiency and decrease their business costs. In summary, we are focused on finding where zero-emission and near-zero emission technology generates the most cost-effective emission reductions.

21. Zero Emission Truck Market Status
Ford recently approve electric drivetrains in its qualified vehicle modifier program
Mitsubishi Fuso is first major manufacturer planning to bring a battery electric truck to market in 2017
Workhorse Group announced plans for first range extended battery electric pickup truck
Has been producing range extended battery electric step vans
Several zero emission truck/equipment manufacturers

22. Zero-Emission Airport Shuttle Bus
Meeting with California airports and exploring use of zero-emission shuttles (rental car or parking)
Multiple zero-emission vehicle platforms available to serve these needs
Meeting with stakeholders to decide the best mechanism (regulation, MOU, and/or incentives)
Also considering use of other zero-emission equipment at airports including ground support equipment
In our actions to create cross-sector emissions reductions and also continuing our support of ZE technology, ARB is meeting with airports to explore the use of ZE for the shuttles that move passengers to and from terminals and rental car or parking facilities.
There are multiple ZE vehicle platforms currently available ranging from small vans to buses.
Staff is exploring various mechanisms to meet our goals of criteria and climate pollutant emission reductions while expanding the market for first-wave HD ZEVs. ARB is also considering the use of ZEVs for other airport applications.

23. HVIP Voucher Program
The Hybrid and Zero Emission Truck and Bus Voucher Incentive Program (HVIP)
Offsets incremental cost of advanced technology engines, equipment and drivetrains
Vouchers up from $20,000 and $110,000 for zero emission trucks and buses.
First-time fleet or vehicle owner participants can also receive up to $10,000 in additional funding for their first three voucher requests
Amounts vary by vehicle class and technology
More information can be found at

24. Recent Pilot Programs $130 million in grant funding
Multisource projects
36 trucks and off-road vehicles
Drayage trucks, yard trucks, forklifts, top picks, integrated solar and battery storage
Truck and Bus Pilots
Buses: 25 fuel cell and 54 battery electric buses
Trucks: 68 battery electric
Zero-Emission Drayage Truck Demonstration
43 drayage trucks (Class 8) from 4 manufacturers
Vehicle data collection planned for all projects

25. Additional Information
Innovative Clean Transit
Advanced Clean Local Trucks
Tony Brasil
(916)