Toronto Transit Seeking to Reopen Daimler Contract for Hybrid Buses
24 October 2008
Globe and Mail. Toronto Transit Commission’s (TTC) fleet of Orion VII diesel-electric buses have been suffering a spate of early failures of their lead-acid battery energy storage systems. The city councilors who oversee the TTC have voted to buy less expensive, “more reliable” diesel buses, rather than hybrids in 2010. They also instructed TTC officials to try to restructure the contract with Daimler Buses North American to cancel the 130 hybrids on order and replace them with diesels.
The new hybrids are to have lithium-ion battery packs rather than lead acid.
And the commission voted to warn Daimler that the TTC might buy diesel buses from someone else, such as Winnipeg-based New Flyer Industries Inc., if the hybrid issues aren’t resolved.
On top of the battery problems, the buses have only achieved a 10-per-cent savings on fuel, despite a promised 20 or 30 per cent. TTC officials say differences between traffic congestion in Toronto and New York are responsible for both the disappointing fuel economy and the battery problems, as faster traffic in Toronto is wearing the batteries out.
Valueable experiance.
Posted by: Darius | 24 October 2008 at 08:21 AM
Toronto would do well to pilot a CNG Hybrid using Altair NanoSafe batteries. The Altair battery is a very good fit for hybrid public transit. Even a small fleet of 5-10 buses would provide valuable data on the fuel/emissions savings.
A regular CNG bus sells for around $400k US. The added 50kWh battery pack and power electronics pushes that to about $600k. Far cheaper than FC or FC hybrids. The NanoSafe battery can be safely quick-charged at route end points rather than terminal yard. Thus, a boost of AER to nearly 50% workload can be expected.
Aside from capital cost of the equipment, a simple overhead quick-charge rail can be added to selected routes. At route end, the batteries are quick-charged in ten minutes or less.
Since NanoSafe are warranted for 15-20k cycles, assuming 8 charges per day * 6 day work week * 52 weeks = 2500 cycles per year. A minimum of 6 years full time operation could be expected of the batteries.
Posted by: gr | 24 October 2008 at 09:54 AM
Ultracapacitors might be a better option than batteries. They have effectively unlimited cycle life, high specific power and would work well in a series-hybrid configuration.
Posted by: Engineer-Poet | 24 October 2008 at 02:05 PM
The lead batteries should be replaced with ZEBRA batteries for their high capacity and ease of cooling and simple contacts in the roadway at bus stops eliminate the need for fuel but:
Hydraulic hybrids are adequate to solve most transit bus problems. Artemis electronic valves or INNAS NOAX hydraulic transformers and motors have high enough efficiency to compete with standard tranmissions. Regeneration is not a necessity. Just using a serial hybrid hydraulic unit reduces allows a lower-loss lower-power but higher-efficiency motor to power the bus. Parry People movers has already clearly demonstrated that for over ten years, steel flywheels are adequate for transportation vehicles. They are far less costly than batteries or ultra capacitors. Just series hybrid operation will save enough money if implemented right. Artemis should reequip an old Parry People Mover with its motors to also demostrate their value. INNAS Chiron free piston pumps can improve efficiency and emissions over crank piston engines for hydraulic pumping. ..HG..
Posted by: Henry Gibson | 24 October 2008 at 07:19 PM
The hybrid buses in Toronto were assigned to routs they were most unsuitable on just to show them not working.
TTC riders and Toronto voters are pissed.
Posted by: John Taylor | 27 October 2008 at 08:38 AM