Attachment B - Fleet Data and Vehicle Use Case Information

Transcription

1 Attachment B - Fleet Data and Vehicle Use Case Information The combined fleets of Los Angeles, San Francisco, Portland and Seattle contain nearly 25,000 pieces of equipment. Of these, almost 8,000 are sedans, over 7,200 are trucks with a Gross Vehicle Weight Requirement (GVWR) of less than 10,000 pounds (lbs), and over 3,500 are trucks with a GVWR between 10,000 and 26,000 lbs (Class 3 - Class 6). Other non pick-up truck medium and heavy duty equipment account for another 3,200 vehicles. (See Chart 1) CHART 1: Fleet numbers for Seattle, Portland, San Francisco, Los Angeles Current Fleet ICE CNG LNG Propane Hybrid BEV PHEV Hydrogen Diesel TOTAL AUTOMOBILE 3, , ,989 TRUCKS (<10,000 GVWR) 6, ,289 TRUCKS (10,000-26,000 GVWR) 2, ,225 3,657 OTHER 10,000-26,000 GVWR (e.g. Step/Delivery Van) ,247 CLASS 7 (26,001-33,000 GVWR) CLASS 8 (>33,000 GVWR) ,090 1,260 TRASH TRUCK STREET SWEEPER BUS ,423 Total 12,884 2, , ,682 24,069 *Fleets change routinely because of turnover and accidents. This is a snapshot from October 2016 Sedans** Gasoline ICE sedans account for 47% of all sedans, with hybrid gasoline sedans making up 33%. CNG sedans account for 12% and battery electric vehicles (BEV) make up about 5%. The use case for most sedans falls into four main categories:

2 Motor pool Personal vehicle Inspector vehicle Traffic enforcement Although the duty cycles differ somewhat between these categories, numerous EVs available today or coming to market in model year 2018 largely meet the daily duty cycle needs for these activities (100+ miles). Sedan availability is limited in Washington where Zero Emission Vehicle mandates don t exist, and in general, prices are still somewhat above the comparable ICE sedan that a municipality would otherwise opt for a significant budgeting challenge for cities mile range Cost competitive with similarly sized vehicles EV Barrier Cost Availability (outside of California or ZEV mandate state) **Does not include police patrol vehicles Class 1 and 2 Trucks With nearly 7,300 total vehicles in the Class 1 and 2 truck segment, the integral daily importance of these vehicles cannot be overstated. 86% have standard gasoline engines, followed by CNG with 8% and diesel with 4% Class 1 and 2 trucks account for an important part of all four cities fleets, used widely for operations in public works (street paving, sidewalk maintenance, sanitation, etc.), parks and recreation, public utilities and other miscellaneous internal city operations electric miles plus 300+ miles for Plug-in Hybrid EV variant 1,500 lbs. payload bare minimum (2,000-4,000 lbs. preferred) 5,000 lbs. towing capability (5,000-13,000 lbs. preferred) Acceptable cabs: Crew a/o extended

3 Lack of / no options Medium Duty Trucks (10,000-26,000 GVWR) Medium duty trucks are split evenly between standard gas engines and diesel engines. With over 3,600 trucks in operation between the four cities, this class of vehicle represents an important part of daily operations. Details here about how this type of equipment is usually used and what kind of payload/towing would usually be done electric miles plus 300+ miles for PHEV variant 3,000-10,000 lbs. payload 10,000-17,000 lbs. towing capability Acceptable cabs: Crew a/o extended Lack of / no options Medium Duty Non Pick-up Trucks (10,000-26,000 GVWR) - Box trucks, step/delivery van, etc. Nearly 1,250 vehicles are found among the four fleets in this category. 35% have standard gasoline engines and 58% have diesel engines. These vehicles are used for all kinds of delivery, providing operational support for supply services divisions and public works among other departments. Payload capacity is important with these vehicles given their primary task. Although some may have a mostly fixed daily route (i.e., a library delivery van), many will have varied daily routes that are dependent on the diversity of operational needs of a city. This delivery class vehicle faces topographical and weather challenges that are more or less pronounced depending on the city (i.e., steep hilly terrain in San Francisco, long distances in Los Angeles, rainy weather in Seattle and Portland), but are not unique to any city. A viable electric option for this class will need to be able to handle all of those factors. This class of truck also performs work while stationary at a jobsite. Often a power-takeoff (PTO) provision is required to supply mechanical power to auxiliary systems

4 (hydraulic circuits, air compressors, generators, etc.) It is common for a truck s power plant to be utilized for work at a jobsite to a greater extent than to transport a payload electric miles plus 150+ miles for PHEV variant 3,000-10,000 lbs. payload Desired variants: Box truck, step van, cab/chassis Range of existing options Payload capacity Cost of existing options Lack of standardized charging plugs Heavy Duty Trucks (Class 7 & 8) Between the four cities there are nearly 2,000 class 7 and 8 vehicles with 90% and 87% of them having diesel engines, respectively. The remaining 10% of class 7 vehicles is split evenly between regular gasoline engines and CNG. The other 13% of class 8 vehicles are CNG. This class of truck will frequently have a work body installed for a specific purpose. A class 7 or 8 vehicle is used to its fullest potential on a demanding schedule. On the way to or from a jobsite, it may weigh in at its full GVWR. While at the jobsite, the power plant may experience the highest engine output possible to perform work. Idle times and fluctuations in output demands are inherent in heavy utility equipment and thus claim responsibility as the greatest producers of greenhouse gasses electric miles plus 150+ miles for PHEV variant 10,000 30,000 lbs. payload 10, ,500 lbs. towing capability Desired variants: Cab/Chassis Range of existing options Payload capacity

5 Cost of existing options Lack of standardized charging plugs Buses Buses are integral to the transit picture in all four cities. While they are not managed at the city level in all of the municipalities, each city works closely with their respective local transit agency. Buses can run anywhere from 16 to 24 hours per day depending on the route. They traverse flat roads, low and steep hills, city streets and freeways / highways. Transit buses make frequent stops, while commuter models will go longer distances with less stops. Depending on the length and configuration, buses will need to hold anywhere from a dozen passengers up to 60. Given the variability in use case and duty cycles, multiple charging options may be needed (e.g. depot charging, on route charging). 130 mile range for BEV variant Occupant capacity comparable to equivalent length CNG/Diesel variant Range of existing options Cost of existing options Lack of standardized charging infrastructure