China
Africa
Explore chapters and articles related to this topic
Electrification of Transportation
Published in Larry E. Erickson, Gary Brase, Reducing Greenhouse Gas Emissions and Improving Air Quality, 2019
TCO analysis shows that the purchase price is greater for electric buses than for ICE buses, but energy and maintenance costs are less, making the TCO comparable (Lajunen and Lipman, 2016; Tong et al., 2017; Rogge et al., 2018). Like electric cars, the batteries in electric buses are a major part of their cost, but as battery costs decrease, electric buses will become even more competitive. As the electrical grid is transformed to reduce the amount of carbon emissions associated with electricity generation, electric buses will have greater benefits with respect to the reduction of greenhouse gas emissions. When urban air quality is considered, electric buses are an ideal choice in large cities with poor air quality because emissions from diesel buses affect air quality and health. Where electric buses have been introduced, those who ride them have appreciated the noise reduction and the better air quality.
Economic analysis of transit facility preservation
Published in Zongzhi Li, Transportation Asset Management, 2018
Noise pollution: Traffic noise is always a problem in urban areas. Conventional diesel buses are quite noisy because of the large engines and low power-to-weight ratio. The noise produced by a typical diesel bus is equivalent to that produced by 5–15 average automobiles, depending on conditions (Delucchi and Hsu, 1998). Hybrid and electric buses can run much more quietly than conventional diesel buses. If a bus can reduce noisy vehicle trips such as those of a motorcycle, it can help reduce noise in the community.
Solving urban electric transit network problem by integrating Pareto artificial fish swarm algorithm and genetic algorithm
Published in Journal of Intelligent Transportation Systems, 2022
Yi Liu, Xuesong Feng, Yan Yang, Zejing Ruan, Lukai Zhang, Kemeng Li
The main contribution of this study is developing a multi-objective optimization model considering the interests of passengers and operators for the simultaneous optimization of the layout of bus routes, the frequency and the location and size of charging stations. Although Iliopoulou et al. (2019) and Iliopoulou and Kepaptsoglou (2019) simultaneously design bus route layouts and deploy charging infrastructures, they do not consider the optimization of frequency setting which has a great influence on the number of electric buses and the energy consumption. Moreover, in their studies, the stationary infrastructures are placed only at bus stops where electric buses are recharged using fast chargers during dwell time. In fact, most existing studies use fast charging technology which can charge electric buses in a very short time (e.g., usually several minutes) with large charging power (Lin et al., 2019; Liu & Ceder, 2020; Rogge et al., 2018; Wang, Huang, et al., 2017). However, the large charging power has the substantial impact on the life loss of the battery and has the adverse impact on the utility distribution grid (Mohamed et al., 2017). Thus, in this study, the ordinary charging mode is considered. And the charging stations are built in bus depots to satisfy overnight parking and charging requirements and achieve reliable hardware maintenance and efficient management.
Environmental sustainability of public transportation fleet replacement with electric buses in Houston, a megacity in the USA
Published in International Journal of Sustainable Engineering, 2021
Hongbo Du, Raghava Rao Kommalapati
Methane is estimated to have a global warming potential of 28–36 times that of CO2 over 100 years (USEPA, n.d.b). Black carbon forms through the incomplete combustion of fossil fuel, biofuel, and biomass, and it can cause human morbidity and premature mortality. Primary organic carbon refers specifically to the mass of carbon in particulate matter. Black carbon and primary organic carbon are two major organic species in the composition of PM. The life-cycle emissions of methane, black carbon, and primary organic carbon in 2020 are shown in Figure 4. Similar to the analysis of GHG emissions, electric buses would lead to fewer emissions of methane and black carbon than the conventional diesel buses, almost equal to or slightly lower than the diesel hybrid buses. The emission trend of primary organic carbon is similar to the life-cycle PM10 emissions for the three types of buses since primary organic carbon is mostly present in PM10 (Banoo et al. 2020).
Electric buses’ sustainability effects, noise, energy use, and costs
Published in International Journal of Sustainable Transportation, 2020
According to previous noise measurements (Borén et al., 2016; The Larson Institute, 2009; Turcsany, 2016), biogas powered buses are in general a few dBA more noisy during acceleration than diesel powered buses. Based on that and the findings in Section 3.3, this study assumes that electric buses are in general 5 dBA less noisy than diesel buses during acceleration from 0 to 35 km/h, and 7 dBA less noisy than gas powered buses. As the distance from the road to the buildings included in this study is between 10 and 20 meters, an average distance of 15 meters to the façade of affected buildings was assumed. According to Equation (1), this leads to a reduction of the noise level at a building´s façade by 6,0 dBA. This leads, in turn, to the average noise levels at a building’s façade along route 1 listed in Table 10.