There is no escaping the fact that the trucking industry is in the midst of a transformation as both internal and external forces are pushing us to move goods more sustainably.
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A lot of attention has been given to battery-electric vehicles (BEVs) when it comes zero-emission freight movement. More and more fleets are adding a few BEVs to their operations to get some real-world experience about how they perform.
Speaking at a recent NationaLease meeting, Eaton&#;s Advait Katarki, business development manager, EVCI & Connected Solutions, and Paul Ryan, director, EVCI & Connected Solutions, said they expect to see 11M commercial BEVs by and they expect them to reach cost parity with diesel trucks during the next decade.
Working with fleets, Katarki and Ryan found that they had some common questions about electrifying their fleet. During their presentation, they provided answers to these common questions.
Q: What type of BEV charger best suits my fleet&#;s needs? Depot charging or on-the-go charging?
A: The primary charging choice for fleets at this point in BEV development is depot charging where chargers are located at the fleet&#;s location and trucks can charge overnight. On-the-go charging is not a realistic option today as there has not been much of a build-out of a nationwide public charging infrastructure. However, work is being done on building out public charging infrastructure, but it will take time to develop.
Q: Which is better: AC charging or DC charging?
A: The type of charging to invest in depends on the vehicle use case and vehicle class. The goal at the fleet&#;s depot should be to optimize for the lowest power solution that meets the use case requirements. Level II chargers provide enough power to recharge light- and medium-duty trucks overnight. Level III chargers charge the fastest and use DC current to charge rather than the AC current used by Level II chargers.
Q: How should I think about the infrastructure needed at my depot to support charging my BEVs?
A: Fleets need to take a system-based approach to depot charging, Katarki and Ryan said. Key components of a BEV charging infrastructure solution include chargers, battery storage systems, charger management software, microgrids, distributed energy resource integration, power distribution, and grid connection upgrades. The fleet needs to perform a feasibility analysis of the deployment site, a power system analysis of the existing electrical infrastructure, and a protection analysis, among other things.
Q: Who do I need to engage in the infrastructure development and construction project?
A: It is important to engage all stakeholders in the process, but it is critical to connect with local utilities very early in the process and to stay in constant communication with them throughout the process. You don&#;t want to find yourself in the position of having BEVs on site with no way to charge them.
Q: What role does software play in charging?
A: Charging network management software is critical in managing charging costs. The time at which trucks charge and whether trucks charge at the same time or sequentially will have a big impact on electricity costs. Managing charging can help avoid unnecessary infrastructure upgrades.
Jane Clark is vice president of member services for NationaLease. In this position, she is focused on managing the member services operation as well as working to strengthen member relationships, reduce member costs, and improve collaboration within the NationaLease supporting groups. Prior to joining NationaLease, Clark served as area vice president for Randstad, one of the nation&#;s largest recruitment agencies, and before that, she served in management posts with QPS Cos., Pro Staff, and Manpower Inc.
Electric Vehicle Maintenance Best Practices
By National RTAP, Shared-Use Mobility Center (SUMC), and Transit Workforce Center (TWC)
November
(Photo credit: Fresno County Rural Transit Agency - FCRTA)
Introduction
Zero-emission bus (ZEB), electric bus, and battery-electric bus (BEB) adoption has been increasing over the past decade and is expected to continue to rise. According to the most recent U.S. Bureau of Transportation Statistics data, there were 761,100 sales of hybrid and electric vehicles in . While most people concur that zero-emission vehicles are better for the environment, public health, and global sustainability, less is known about maintenance requirements for these vehicles. This best practice spotlight article on electric vehicle maintenance, prepared collaboratively by National RTAP, Shared-Use Mobility Center (SUMC), and Transit Workforce Center (TWC), provides recommended practices and case studies from transit agencies that have successfully implemented these vehicles into their fleets.
Challenges and Solutions
While electricity and battery-powered vehicles are not new (electric trackless trolleys debuted in and cars began including batteries in the s), today&#;s ZEBs rely on a battery charging infrastructure to keep them operational. ZEBs consist of two propulsion types. BEBs require either wayside or in-depot charging equipment, while fuel cell buses (FCBs) typically require infrastructure to store and dispense liquid hydrogen. Both present a unique set of challenges. This section provides recommended solutions, related primarily to BEBs.
Challenge
Recommended Practices
Certain BEBs may have range limitations
Drivers can be trained on efficient operation and how to maximize regeneration.
Buses can be charged at agency depots overnight and/or during the day at a slow rate of charge as needed to achieve the desired range.
Dedicated charging stations can be set up strategically along routes for fast charging.
Change routes, if possible, for access to existing charging stations.
When possible, add additional batteries for increased capacity and range.
Buses can be equipped with more batteries to achieve longer range but this solution comes at a bus weight penalty.
Technologies are always being improved, so look for batteries with longer ranges when battery change-outs are due.
Battery life can vary between manufacturers
Consider wireless charging and/or thermal management charging software.
Look for longer-term battery warranties that allow manufacturer-trained, qualified agency technicians to perform maintenance and repairs, for which the authority can be reimbursed.
Charging stations need to be maintained
Manufacturers must train transit staff to maintain and repair the charging equipment.
Modular charging equipment can make maintenance and repair more efficient.
Establish clear maintenance practices and define which technicians will be responsible.
Staff safety considerations
Technicians should disable the high-voltage (HV) system according to the manufacturer&#;s procedures prior to performing any maintenance on that system.
Special personal protective equipment (PPE) with insulating characteristics allows technicians to safely perform maintenance functions.
Agencies must purchase adequate supplies of Personal Protective Equipment (PPE) and provide training on its use for those who maintain and repair ZEBs.
High voltage electrical components are identified as such. High voltage cables are colored bright orange for easy identification.
BEBs include a high voltage disconnect system on the bus.
Agencies must provide training to transit staff on high-voltage hazards through in-house trainers, manufacturers, and/or third-party training providers.
Potential for electrical fires or other damage
Emergency response guides are available for several manufacturers through the National Fire Protection Association (NFPA).
Training on thermal runaway events, for first and second responders.
Special battery handling, storage, and disposal requirements
Manufacturers must train transit staff on safe battery handling and storage procedures.
Batteries no longer suitable for electric vehicles may be able to be recycled for other uses (some recycling facilities take them).
High voltage components and connections can become damaged
Replace as needed.
Train staff to recognize signs of failure during maintenance inspections.
Obtain and become familiar with Original Equipment Manufacturer (OEM) maintenance intervals, repair and diagnostic procedures, and special tools.
Impact of weather on vehicle range: Weather (extreme heat or cold, etc.) can affect battery operation. 20-degree weather could reduce the range by 10-12%. When there is up to 95-degree weather outside and air conditioning is used inside the vehicle, ranges can decrease by 17%.
Train drivers to obtain maximum battery life and range.
Pre-condition the vehicle prior to service by enabling the heating, ventilation, and air conditioning (HVAC) and other HV systems while the bus is connected to the charger to minimize the impact to the state of charge (SOC).
Plan for service that allows a buffer to accommodate the changes in range on very cold or hot days. This can include planning shorter routes or having additional vehicles on stand-by.
In general, charging indoors can be more efficient than charging outdoors in extremely cold weather, if space is available.
Extra space is needed for charging equipment
Stack, hang, or mount the charging equipment in the garage or maintenance facility.
Explore modular charging equipment such as megawatt chargers with multiple dispensers.
Education and Training
A survey in TCRP&#;s
Battery Electric Buses&#;State of the Practice conducted by the Center for Transportation and Environment found that most transit agencies conducted electric vehicle maintenance activities in-house, followed by having the original manufacturer perform maintenance, and fewer agencies outsourcing this function to a third-party.
The
Infrastructure Investment and Jobs Act, Section states that 5% of grants related to zero-emission vehicles must be used by recipients to fund workforce development training, including registered apprenticeships and other labor-management training programs. This applies to both the Low or No-Emission (Low-No) Bus Program and Grants for Buses and Bus Facilities. The Federal Transit Administration (FTA) Fiscal Year Low-No Bus Program awardees included workforce development and training on electric fleet maintenance and management for Pioneer Valley Transit Authority, the regional transit authority for 24 municipalities in Western Massachusetts, and for Tri-Valley Transit in Vermont to train its mechanics and drivers.
The
Inflation Reduction Act of also provides funding for workforce development and training to support the maintenance, charging, fueling, and operation of zero-emission vehicles
Transit agency staff need training on pre- and post-inspection, emergency procedures, and preventive maintenance on electric bus features that are not found on conventional buses. Drivers need to be trained on how to read and understand diagnostic systems and know when to contact dispatch for further assistance.
They should also be trained on on-road charging procedures as applicable. Maintenance staff and emergency response personnel need to fully understand basic electrical systems before making the transition to high-voltage applications. They should also have the ability to read electrical schematics and diagnose and repair systems specific to zero-emission vehicles, such as energy storage systems, procedures to safely de-energize buses from high voltage, electrically-powered auxiliary systems, and electric propulsion systems.
FTA funds the Transit Workforce Center (TWC), administered by the International Transportation Learning Center in Silver Spring, Maryland, to provide technical assistance to transit agencies planning and implementing new workforce development initiatives including zero-emission vehicle training. The TWC has created a range of
resources to support the training of frontline ZEB technicians.
Additional FTA grantees include the West Coast Center of Excellence in Zero Emission Technology (CoEZET), hosted by SunLine Transit Agency. CoEZET is a collaboration between public and private organizations, including transit agencies, colleges, private industry, and government agencies, that focuses on training for the maintenance of zero-emission buses. The Center has also been funded for a dedicated zero-emission maintenance facility which will be used to demonstrate many of the diagnostic tools necessary to maintain zero-emission fleets.
Training courses include the SAE (Society of Automotive Engineers) International&#;s Hybrid and Electric Vehicle Engineering Academy and ZEB University at AC Transit. As more ZEBs are adopted, it is likely that more training courses will become available from various organizations.
Case Studies
Case Study: Fresno County Rural Transit Agency
Fresno County Rural Transit Agency (FCRTA) was established in and currently serves 13 cities and 39 unincorporated communities throughout Fresno County, California, which has a population of about 400,000. Of their 122 vehicles, 46 (over 1/3) are electric. They began their transition to electric vehicles in and were one of the trailblazers adopting the new technology when California mandated the transition to all-electric transit statewide by . They chose to purchase their vehicles from different manufacturers based on agency services provided &#; their passenger fleet currently contains 18 Chevy Bolts, 6 electric vans, and a number of electric 30-foot, 35-foot, and 40-foot buses.
While FCRTA General Manager Moses Stites feels that electric vehicles generally should not require a lot of maintenance, he knew that there would be both preparation challenges and unforeseen events during and after the transition. FCRTA worked closely with both the vehicle manufacturers and the electric utility company to maximize productivity and minimize disruption. Examples include obtaining preauthorization from the manufacturer to install a charging station (this requires an on-site visit), proactive planning with the Pacific Gas and Electric Company about the possibility of wildfires, and working with one of the vehicle manufacturers for replacement batteries when the initial batteries were recalled due to safety issues. Plug-and-play circuits may also become outdated and need to be recalled; transit management should advocate for manufacturer recalls as vendors do not automatically issue them. Transit agencies need to plan for emergency shut-offs of electricity. Even basic matters like taking a vehicle to a collision repair shop following a crash can be complicated by the presence of a battery with a risk of fire.
FCRTA relied on experts from the bus manufacturers to train their maintenance staff. The trainers came on-site for five days and provide ongoing technical assistance, including returning for onsite visits during the warranty period. Stites notes that &#;some vendors are better than others&#; in terms of training and support.
The agency received grant funding and is using local Measure C funds to build an operations and maintenance facility that will contain new and innovative solar microgrid charging infrastructure. They worked with affordable housing organizations to study solutions like parking lots with solar panels on carports with self-generating battery backups to see how these technologies can potentially be applied to transit. They are also installing inductive chargers at the new maintenance facility to charge their buses which use pads and do not require plugs.
FCRTA was also awarded a grant to conduct an Electrical Grid Analysis Study from Caltrans, the State Department of Transportation (DOT), in rural Fresno County. They published their Electrical Grid Analysis Study that identified the impacts of the anticipated increased electrification on the electric grid system and the unique challenges faced by rural communities serviced by FCRTA. Some of their routes are over 50 miles one-way, which will be challenging in terms of the grid, but the study will provide a roadmap for how charging infrastructure can be leveraged.
Stites uses the popular term &#;range anxiety&#; and empowers those responsible for the electric vehicles to become &#;EV Doctors&#; and minimize this preventable fear in his team. For example, he advises drivers to charge at half-range and never go below a quarter-charge. &#;While it&#;s not an easy transition, you learn as you go along,&#; says Stites &#;and with proactive planning, you can put the savings gained from switching to electric vehicles back into operations, which is a win-win for all.&#;
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Case Study: Mountain Rides Transportation Authority
Mountain Rides Transportation Authority (MRTA), based in Sun Valley, Idaho, is a small rural (FTA Formula Grants for Rural Areas) recipient with a big ridership &#; providing about 500,000 rides per year. Mountain Rides operates under a joint powers agreement between four cities and Blaine County. It provides free public transit bus, commuter bus, and vanpool service, non-emergency medical transportation, demand-response service, and tourist-oriented fixed route service. Of the 24 heavy-duty buses, Mountain Rides owns four electric vehicles, which were delivered in June . The agency has ordered 7 more, will own 16 by , and plans to be emissions-free by .
Mountain Rides started preparing for electric bus maintenance even before they purchased the vehicles, which helped contribute to their smooth rollout. MRTA leadership led a change management process to inform all staff of the change that was coming. The agency purchased New Flyer vehicles and established an excellent ongoing relationship with the manufacturer. The manufacturer sent trainers to the facility to train Carlos Tellez, Manager, Maintenance & Facilities, and his staff of five for a full week of half-day sessions. Maintenance staff, mechanics, and drivers were trained on the actual buses. The agency also plans to hire a mechanic that specializes in electric vehicles. Jamie Canfield, Director of Transit Operations, monitors driver performance on a daily basis using reports from New Flyer to give near real-time feedback to operators on their performance with the regeneration and overall performance of the buses.
Cold weather has been the biggest challenge for this Idaho transit agency. There was one day which the average temperature was negative 5 degrees Fahrenheit, and the driver was able to bring the bus back to the garage in the nick of time by watching the battery charge closely. Training for drivers included how to pay attention to safe levels of charging in various situations. Since Mountain Rides drivers care a great deal about their buses, they have been &#;owning, loving, and wanting peak performance for their new electric vehicles,&#; said Wally Morgus, Executive Director. Mountain Rides decided not to purchase a booster heater for their batteries as they want to be completely electric.
Ben Varner, Director of Assets and Planning, believes that preventive maintenance is key to maintaining a safe and efficient fleet. The maintenance team follows the manufacturer's recommendations for quarterly maintenance checks and service at various intervals, such as every 6,000 miles. The maintenance team also uses the manufacturer&#;s reporting system to help with preventive maintenance and to stay ahead of the curve, by taking a deep dive into potential situations of battery depletion. Early on in their electric vehicle transition, a driver was concerned that the battery was too low and brought the bus into the depot. The report showed that the battery was right where it should be with the reserve, which turned into a teachable moment for that driver and for all the drivers. Varner also stresses the importance of having a close relationship with the area&#;s electric utility and says that &#;partnership is key.&#;
Mountain Rides is known for thinking outside the box and its electric vehicle maintenance strategy provided the first of many opportunities to do so for its new fleet. For the batteries that are mounted on top of the roofs of the buses, they were able to purchase a special scaffolding, so maintenance staff had easy and safe access to the equipment.
Case Study: SporTran
The Transit Workforce Center (TWC) contributed this case study. SporTran is the transit agency for Shreveport, a city in northern Louisiana. In , having secured funding through the FTA Low or No-Emission Vehicle Deployment Grant program, SporTran embarked on a procurement process to add five BEBs to its existing fleet of Compressed Natural Gas (CNG) buses. The agency attributes its successful transition to a number of factors, including learning lessons from problems with their earlier purchase of CNG buses; documenting every stage of the process and all maintenance issues; and, based on those lessons, moving through this transition process in close collaboration with ATU Local 558 and the ZEB vendor. Representatives of labor and management, including ATU Local 558 VP Damarcus Roberson, and SporTran General Manager Dinero Washington, attest to the effectiveness of these strategies in ensuring frontline worker engagement in the procurement and training processes.
The frontline union workers with expertise in bus operations and maintenance, along with their management counterparts, were involved from the very beginning of the process. Their participation in initial focus group meetings with the vendor, Proterra, ensured that important questions were asked and answered, and critical elements were included in the final procurement agreement. Based on the procurement agreement, Proterra provided a technician onsite and training and assistance throughout the two-year warranty period to work with SporTran technicians on a range of areas, including troubleshooting issues specific to BEBs.
Safety constituted a critical aspect of the early discussions and training. In addition to labor and management safety experts, SporTran brought in the local utility and fire department to ensure they were aware of the transition and to work together on high-voltage safety issues. SporTran employees, members of ATU Local 558, currently maintain the BEBs on the property and maintain the charging equipment. Due to the additional electrical/electronic skills required to work with the new fleet, the agency is working with a local community college on basic electrical and electronics courses for their technicians.
Washington, SporTran&#;s General Manager, emphasizes that a collective effort was central to their ZEB transition. This transition worked, he notes, because everyone worked together.
Many rural areas are turning to electrical co-ops to coordinate their electric vehicle initiatives. The co-ops can serve many rural communities simultaneously. Organizations like the
National Rural Electric Cooperative Association and the
Electric Vehicle Consortium can provide information on electric co-ops.
FCRTA (see case study above) wants to share their lessons learned and best practices with all who can benefit from them and publish their documents like their
Grid Analysis Study publicly. General Manager Moses Stites and Operations Manager Janelle Del Campo welcome questions from other agencies regarding electric vehicles. The agency also coordinates with the 13 Public Works yards in rural Fresno County to install chargers and worked with local law enforcement and first responders to coordinate training for catastrophic events (including terrorism) using the FRCTA electric vehicles.
In Shasta Regional Transportation Agency's
work program for the county, part of their plan was to consider opportunities for partnership and/or training programs with local or regional colleges for alternative fuel, hybrid or electric vehicle maintenance.
Agencies must submit a Zero Emission Fleet Transition Plan as a requirement for participation in the Low-No Emissions Grant program. The plan should include details on how the transition will impact the existing frontline workforce, including plans for training incumbent maintenance workers.
It is a good idea for requests for proposals and contracts to specify that the manufacturer will train agency personnel.
Providing Training for Zero Emission Buses: Recommended Expanded RFP Language
provides detailed information on this topic.
The manufacturer is responsible for ensuring that frontline agency workers are trained to safely perform maintenance.
When hiring, prioritize individuals with previous electrical skills, licenses, and/or certifications.
Train bus operators to charge their own buses via both depot and in-route charging methods.
Vehicles do not need dedicated chargers. A schedule can be made for multiple vehicles to use the same charger. Charge, when possible, at times when electricity costs are lower.
Explore the possibility of negotiating a locked-in reduced rate with the utility.
It is a good practice to buy buses and charging infrastructure from the same manufacturer, if feasible.
Check the battery warranty. Work with manufacturers and with agency maintenance personnel to determine the best warranty language for your agency.
Maintain an inventory of spare parts needed for emergency situations.
Consider letting BEV drivers who use their own vehicles to charge their vehicle at their homes overnight to take advantage of lower nighttime electricity rates if it is feasible to install charging infrastructure and reimburse employees.
Test the battery capacity at regular intervals.
If agencies can automate their bus yard and install corresponding software in their buses (some vehicles come with this), buses can be pre-scheduled to automatically travel to overhead charging stations at regular intervals.
Plan for the potential need to purchase new chargers or other equipment as the grid infrastructure changes. Explore modular charging infrastructure, which may enable agencies to expand the charging capacity with the proper equipment. Plan for the need to replace or upgrade charging infrastructure early.
If buses are not in use for long periods of time, batteries can still lose charge and it is important to check the level of charge (keep them at a charge of 25-75% if they are going to remain unused).
Try to store battery-electric buses and batteries in a shaded, climate-controlled environment, generally between 40-86 degrees Fahrenheit.
Train drivers on energy-efficient driving behaviors. Drivers should understand the difference between driving an EV and an Internal Combustion Engine (ICE) vehicle. They should be introduced to the concept of regenerative braking and how to maximize regeneration by planning out their stops. There should also be an introduction to the differences in energy consumption when accelerating or maintaining speed in EV&#;s vs. ICE&#;s.
The following tips from Andrew Walker, Ford Pro EV product marketing manager were published in How to Improve EV Battery Performance in Cold Weather: (see the further information section)
Drive at moderate speeds when possible.
Use &#;Eco&#; or &#;L&#; drive modes to help recover more energy from the battery when road permissions permit.
Avoid harsh acceleration and braking to help maximize battery range.
Keep doors and windows closed when running the heat or air conditioning to conserve energy.
If the vehicle is covered with snow, start it remotely or schedule preconditioning to melt snow, and brush off any remaining snow before driving to eliminate extra weight and drag.
Acknowledgements
National RTAP is grateful to the following individuals for their contributions and reviews: Douglas Nevins, Researcher, James Hall, Program Manager, Technical Training, John Schiavone, Program Director, Xinge Wang, Deputy Director, Jack Clark, Executive Director, Transit Workforce Center; Moses Stites, General Manager, and Janelle Del Campo, Operations Manager, Fresno County Rural Transit Agency (FCRTA); Wally Morgus, Executive Director, Carlos Tellez, Maintenance Manager, and Ben Varner, Director of Assets & Planning, Mountain Rides Transportation Authority; Shauna Miller, RTAP Program Manager, Idaho Transportation Department.
Further Information
For more information, please visit 2T Pure Electric Road Maintenance Truck.
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