To: GVTA Board of Directors
From: Sheri Plewes, Vice President, Contracts and Acquisitions
Date: June 5, 2000
Subject: Trolley Bus Fleet Replacement
Recommendation:
A. That the Board approve the
replacement of the present trolley bus fleet with a current service
requirement of
· 205 low-floor, standard (12m) electric trolley buses,
· plus an option of either 60 low-floor standard (12m)
trolleys or 40 low-floor articulated (18m) electric trolley buses,
procured as described within this report. Staff will report back
to the Board prior to the selection of the option.
B. That the Board approve the inclusion of a fleet expansion option
in the
procurement to meet service requirements to 2006 for a further
· 60 low-floor standard electric trolley buses, or
· 40 low-floor articulated electric trolley buses, procured
as described within this report. Staff would be required to report
back to the Board for approval of this purchase in 2004.
C. That the Board approve the concept of banking carbon dioxide
emission credits
incurred due to the avoidance of emissions from the purchase of
trolley buses
instead of diesel buses. Staff will pursue opportunities for trading
these credits, or
using the credits internally, for carbon dioxide credit offsets.
PURPOSE
This report reviews the service requirements for routes currently
served by the trolley
fleet and recommends a strategy and technology for replacement.
Strategies for both
replacement and expansion of the trolley fleet to meet service
requirements to 2006 have
been reviewed.
- 2 -BACKGROUND
Trolley buses have been in operation in Vancouver since 1948.
The fleet is comprised of
244 high-floor standard length (12m or 40 ft) buses that were
commissioned between
1982 and 1983. As such, the fleet is nearly 18 years old and nearing
the end of its
operational life. Most of the vehicles are corroded and spare
parts can no longer be
acquired. TransLink needs to replace the fleet with vehicles that
meet current service and
technology requirements.
The attached document, "Report on Trolley Bus Replacement
for the TransLink Capital
Plan", brings together information on Vancouver's trolley
bus fleet and on current bus
technology so that choices can be made for the replacement of
the fleet. Much of the
information in this report has been provided by Coast Mountain
Bus Company and the
TransLink Implementation Planning Group.
The trolley bus replacement report summarizes the present operation
of the trolley fleet.
There are currently 244 high floor trolley buses operating on
13 trolley routes in
Vancouver, with limited trolley bus service on 41 st Avenue, covering
a route length of
309 km. The average weekday boardings total 245,000. Each trolley
bus carries an
average of over 1000 people daily compared with 500 people per
day on the average
diesel bus.
The Oakridge Transit Centre houses the trolley bus fleet. Opened
in 1948 as a base for
trolley coach operations, it currently houses 244 trolley buses
and 200 diesels for a total
of 444 vehicles. The facility was originally designed to handle
a maximum fleet size of
350 vehicles. Parking congestion on the site causes operational
difficulties and
inefficiencies, particularly with maintenance. The opening of
the new Richmond Transit
Centre will relieve the congestion at the Oakridge Transit Centre
by reducing the vehicles
on site to the 350 vehicle level. As well, Oakridge Transit Centre
currently lacks the
space and maintenance equipment to maintain 18 m (60 ft) articulated
buses. A facility
plan study is currently underway to develop a program of major
improvements for
Oakridge Transit Centre.
The 309 kilometers of trolley routes are serviced by overhead
wire under which 925,000
hours of service are operated annually. The overhead trolley infrastructure
has an
estimated replacement cost of $184 Million. The existing network
of overhead wires has
been well maintained with ongoing, routine maintenance and rehabilitation.
There is
estimated to be a remaining life of 20 30 years for the
overhead infrastructure.
DISCUSSION
Future Service Issues
No expansion is planned to the present
trolley grid infrastructure. The coverage is mainly within the
City of Vancouver and on the busiest routes in the bus transit
system. The immediate need is to replace the existing trolley
buses with a new fleet, either with the same trolley technology
or with the other available fleet options.
There are a number of issues that affect the planning of the future
trolley bus service. These include:
· increases in population (population growth is projected
to grow 50% and employment
by 56% in the GVRD between 1996 and 2021);
· new transit services that are being considered within
the City of Vancouver (these
include SkyTrain, new B-Line services and community bus services);
· conditions on the present routes (issues such as ridership,
loading, frequencies and overcrowding have been reviewed for each
trolley route with suggestions being made for changes in frequencies
and equipment).
One of the biggest problems associated with the present trolley
bus operation is the traffic congestion on the streets over which
it runs. Traffic increases annually and this affects the turnaround
times of the buses and the need to operate a larger fleet. TransLink
planners have estimated the future trolley bus needs by modelling
and analyzing the above factors. These future requirements are
shown on Table1. The table shows the requirements for a
future fleet of standard (12m) buses and an equivalent fleet of
standard and articulated (18m) buses for the year 2006.
- 4 -TABLE
1
Future Fleet Requirements
Route
Number
Route Name Current
Fleet of
standard
electric
trolley buses
Current
Peak
Frequency
2000
Projected
Frequency
(using 12 m
buses) in 2006
Projected Frequency (using
articulated buses on routes 3,
9 and 20) in 2006
Current Peak
Service in 2000
On Trolley Routes
Note 1
Projected Peak
standard Trolley
Buses Required
in 2006
Projected Peak Trolley Buses
Required with articulated buses on
routes 3, 9 and 20 in 2006
(A = articulated)
3 Main/ Downtown 21 5 4 6 25 29 19 (A)
4 Powell/UBC/Downtown 12 11 9 9 12 16 16
5 Robson/ Downtown 10 5.5 4 4 10 15 15
6 Davie/ Downtown 9 5.5 4 4 9 14 14
7 Nanaimo Stn/ Dunbar 14 11 9 9 14 19 19
8 Fraser/ Granville 29 6 6 6 29 32 32
9 Boundary/ Alma/ UBC 28 4 3 4.5 32 41 28 (A)
10 Hastings/ UBC 19 8 - - 19 - -15
15 Cambie/ Downtown 10 6 5 4 10 18 13
16 29 th Avenue Stn/ Arbutus 19 9 7 7 22 27 27
17 Oak/ Downtown 16 7.5 6 6 19 17 22
19 Metrotown Stn/ Downtown 11 10 8 8 11 15 15
20 Victoria/ Downtown 23 5 4 6 28 32 21 A
PEAK REQUIREMENT 221 221 275 173 + 68 (A)
SPARES 23 44 (18%) 50 (18%) 31 + 12 (A) (18%)
TOTAL FLEET REQUIRED 244* 265 325 204 + 80 (A)
Note 1: In order to meet current (2000) demand on trolley routes,
the electric trolley bus fleet is augmented with diesel buses.
- 5 -Technology
Alternatives
There are a number of existing and new candidate technologies
for the replacement fleet.
The characteristics of each technology have been assessed in terms
of its operation,
emissions, noise level and life cycle cost. In comparing the different
technologies,
account has been taken of the influence that vehicle age, heavy
route loadings and stop-start
conditions have on the present trolley fleet. These were evaluated
with the different
features of the buses and routes that are operated by the diesel
and compressed natural
gas (CNG) fleets.
In general terms, electric trolley buses require an overhead power
infrastructure and are
more expensive to purchase than diesel buses. The higher initial
cost for the trolley bus
results in higher life cycle costs. Trolleys are less flexible
to operate than diesels but
have similar shop maintenance requirements. The trolley bus compares
favourably with
diesels in terms of customer service, the environment and social
impacts. Attention is
drawn to the few transit agencies that operate electric trolley
bus fleets in North America
and the influence that this has on the market with resulting higher
costs for new trolley
buses.
The diesel engine has been the standard engine of choice in the
transit industry for the
last fifty years. It is a readily available stock item that is
competitively priced.
Refinements, upgrading and technology advancements have enabled
diesel engine
manufacturers to meet the stringent emission requirements now
being imposed on the
diesel technology. Despite these technological advances, the use
of diesel fuels produces
undesirable emissions such as carbon dioxide that is a greenhouse
gas.
Buses fuelled with compressed natural gas have advantages over
diesel buses in terms of
the cleaner emissions they produce with respect to particulate
emissions. However, CNG
buses are heavier, costly to operate and emit similar amounts
of carbon dioxide.
Electric trolley buses compare favourably with diesel and CNG
buses in terms of their air
emissions, lower noise levels and their operating characteristics
on routes with high
passenger loadings and frequent stops.
The two most promising emerging technologies are the hybrid and
the fuel cell. Both
technologies are in experimental stages and several North American
transit agencies
(including TransLink) are operating prototypes. Neither technology
is yet in commercial
production and is unlikely to be commercially viable within the
next five years. They
cannot be considered for the present trolley bus replacement acquisition,
but may be
attractive options for future fleet expansion.
Technology Assessment
An assessment was made of the technology that would best meet
the needs of TransLink
for service on existing trolley bus routes. Account was taken
of the financial, customer
service, environmental, economic, social, safety and operational
features of each
technology. This assessment is shown on Table 2.
This assessment shows that electric trolley buses have positive
attributes over diesel and
CNG buses in terms of customer service, environment, economic
development and social
factors. Trolleys are more expensive to acquire and their use
is restricted to trolley
routes. However, they are considered to be most appropriate for
the kind of routes,
passenger loadings and built-up urban areas where they are required
to operate.
- 6 -TABLE
2
Technology Assessment
Trolley Diesel CNG (Compressed
Natural Gas)
Hybrid and
Fuel Cell
Financial (6.5% discount rate)
Life Cycle Costs
Premium over diesel
Annual Life Cycle Cost
$1.45m/vehicle
28%
$73,000/year
$1.13m/vehicle
-$
57,000/year
$1.37m/vehicle
21%
$69,000/year
Not known
-Customer
Service
Value derived from each technology
· Clean
· Quiet
· Even ride
· Fumes
· Noisy for residents with
odorous emissions
· Reasonably quiet for
bus riders
· Reasonably comfortable
· Fumes
· Noisy for residents with
odorous emissions
· Reasonably quiet
· Reasonably comfortable
Cleaner and quieter than
diesel
Environment
Biophysical impact of each technology
Zero air emissions from a
bus
· Cleaner emissions than
trucks in PM10 NOx
and CO
· Greenhouse Gas
Emissions
· Cleaner emissions than
trucks in PM10 NOx
and CO
· Greenhouse Gas
Emissions
Fuel Cell approaches
zero air emissions,
Hybrids have reduced
emissions varying with
the different engine
configurations.
Economic Development
Market impact of each technology
Positive: Some permanence
created by fixed overhead
wires
Supportive of development Supportive of development Positive
Social
Impacts on social fabric and values
· Neighbourhood
friendly; little noise or
air pollution
· Visual intrusion of
overhead wires
Noisy for residents with
odorous emissions
Noisy for residents with
odorous emissions
Unknown
Safety & Traffic Operations
Impact on street safety and operation
· Good on heavy routes
· Delays when
disconnected from
overhead
Neutral Neutral Unknown/neutral
Regional Bus Operations
(Impact on Coast Mountain Bus Company
Operations)
· Less flexibility
· Specially equipped
maintenance facility
· Special replacement
order requires pre-
delivery units
· Existing infrastructure
in place and in good
condition
· Flexible for any route
· Standard Industrial
Maintenance
· Well supplied and
competitive
marketplace
· Removal of trolley
overhead and loss of
overhead use
· Less flexible, carries
fewer passengers
· Special fueling
equipment
· Technology becoming
more reliable
· Removal of trolley
overhead and loss of
overhead use
· Hybrid is an
emerging
technology
· Fuel cell remains
experimental
· Removal of trolley
overhead and loss of
investment
Carbon Credits
Most of the emissions from diesel
engines are in the form of carbon dioxide which is a
greenhouse gas. One average diesel bus emits approximately 100
tonnes of carbon
dioxide per year. This means that a total replacement fleet of
265 trolley buses, if
converted to diesel engines, will emit about 30,000 tonnes of
carbon dioxide per annum.
If the trolley buses are retained and these emissions to the atmosphere
were not made,
the carbon dioxide savings can be used to trade with a company
that is trying to offset the
risk of their own carbon emissions.
The ability for TransLink to trade carbon emission is made possible
by the Kyoto Treaty,
an international protocol agreement to which Canada is a participant.
The Treaty aims at
curbing global warming by reducing the greenhouse gas (GHG) emissions
(carbon
dioxide and methane) of developed countries to 1990 levels by
the year 2010. In addition
to restricting GHGs, the agreement encourages international trading
in emissions to offset
the costs of compliance.
The basis of the trade would be the avoidance of future emissions
that would arise from
TransLink replacing their electric trolley fleet with more economical
diesel buses.
The weight of avoided diesel emissions (30,000 tonnes per year)
are moderate compared
to some recent international trades. The current cost of carbon
trading is about
CDN$3.00 per tonne. This indicates a possible trade at current
prices in the amount of
$90,000 per annum. The value of a tonne of carbon could increase
if taxes or penalties
are levied by federal governments on producers of GHGs.
Most Canadian energy utilities burn fossil fuels (coal, oil and
natural gas) and are trying
to make carbon trades. If the Board approves the purchase of trolley
buses, TransLink
should "bank" the carbon emission savings and pursue
a carbon trade which will signal
TransLink's ongoing commitment to the environment.
Procurement Schedule and Acquisition Costs
Based on the results of the technology assessment, which showed
the appropriateness of
replacing the existing trolley fleet with new electric trolley
buses, a financial analysis was
undertaken of acquisition strategies. The recommended strategy
is shown on Table 3.
TABLE 3
Trolley Bus Replacement Strategy
2000 Service Replacement 2006 Service Strategy Option Expansion
Year 2002 2003 2004 2005 2006 2007
60
Standard Trolleys
60
Standard Trolleys Acquisition 205 Standard (12m) Trolleys
40
Articulated Trolleys
40
Articulated Trolleys
It is recommended that TransLink should
replace its trolley buses with a new fleet for
delivery scheduled between 2002 and 2005. Options should be investigated
for a further
expansion of this fleet in 2006 or 2007. Options should also be
investigated for articulated vehicles to replace standard vehicles
in the later deliveries. If the Board approves the replacement
of trolley buses, with new electric trolleys, procurement could
take the form of:
· a request for a base order of 205 standard electric trolley
buses for delivery between
2002 and 2004; with,
· a request for 60 standard electric trolley buses for
delivery in 2005; or
· a request for an option of 40 articulated electric trolley
buses for delivery in 2005. The tender could also permit an option
for the following expansion of service requirements to 2006 and
to be approved by the Board at a later date. This would be for:
· a request for an option of a further 60 standard electric
trolley buses for delivery in
2006 or 2007; or,
· a request for an option of a further 40 articulated electric
trolley buses for delivery in
2006 or 2007.
TransLink would use a competitive tender to procure the trolley
buses on the basis of best value. Due to the limited North American
market for electric trolley buses, this may be achieved by international
public tender to a prequalified list of suppliers. The conditions
of contract should provide for the development of working relationships
between TransLink/Coast Mountain Bus Company and the suppliers
in the interest of acquiring the best, current equipment for the
replacement fleet. It is expected that different manufacturers
may supply the base order and the selected optional orders. The
annual acquisition costs of the above procurement, together with
options for standard or articulated trolleys, is shown on Table
4.
(Table 4 omitted here).
CONCLUSION
As identified in the TransLink
Strategic Transportation Plan 2000 2005 and outlined in the
"Report on Trolley Bus Replacement", TransLink needs
to replace the present electric trolley bus fleet with 265
standard (12m) buses to meet the operating requirements for the
year 2000. A further 60 standard vehicles will be required to
meet projected requirements for operation in the year 2006.
It is recommended that the Board approve replacement of its trolley
fleet service
requirements with a new fleet of low-floor electric trolley buses
with delivery
scheduled between 2002 and 2005. Options should be investigated
for an expansion
of this fleet in 2006 or 2007.
It is also recommended that approval be given to seek to bank
or to trade savings in
carbon dioxide (a greenhouse gas) emissions created as a result
of choosing a trolley
bus replacement over a diesel bus replacement.
For a complete report, please refer to:
This page last updated 22 JN 2000
