Diesel Buses Research Articles

Environmental Benefits of Hydrogen-Powered Buses: A Case Study of Coke Oven Gas

This study conducted a Life Cycle Assessment (LCA) of alternative (electric and hydrogen) and conventional diesel buses in a large metropolitan area. The primary focus was on hydrogen derived from coke oven gas, a byproduct of the coking process, which is a crucial step in the steel production value chain. The functional unit was 1,000,000 km traveled over 15 years. LCA analysis using SimaPro v9.3 revealed significant environmental differences between the bus types. Hydrogen buses outperformed electric buses in all 11 environmental impact categories and in 5 of 11 categories compared to conventional diesel buses. The most substantial improvements for hydrogen buses were observed in ozone depletion (8.6% of diesel buses) and global warming (29.9% of diesel buses). As a bridge to a future dominated by green hydrogen, employing grey hydrogen from coke oven gas in buses provides a practical way to decrease environmental harm in regions abundant with this resource. This interim solution can significantly contribute to climate policy goals.

Online characterization of primary and secondary emissions of particulate matter and acidic molecules from a modern fleet of city buses

Abstract. The potential impact of transitioning from conventional fossil fuel to a non-fossil-fuel vehicle fleet was investigated by measuring primary emissions via extractive sampling of bus plumes and assessing secondary mass formation using the Gothenburg Potential Aerosol Mass (Go:PAM) reactor from 76 in-use transit buses. Online chemical characterization of gaseous and particulate emissions from these buses was conducted using chemical ionization mass spectrometry (CIMS) with acetate as the reagent ion, coupled with the Filter Inlet for Gases and AEROsols (FIGAERO). Acetate reagent ion chemistry selectively ionizes acidic compounds, including organic and inorganic acids, as well as nitrated and sulfated organics. A significant reduction (48 %–98 %) in fresh particle emissions was observed in buses utilizing compressed natural gas (CNG), biodiesels like rapeseed methyl ester (RME) and hydrotreated vegetable oil (HVO), and hybrid-electric HVO (HVOHEV) compared to diesel (DSL). However, secondary particle formation from photooxidation of emissions was substantial across all the fuel types. The median ratio of particle mass emission factors of aged to fresh emissions increased in the following order: DSL buses at 4.0, HVO buses at 6.7, HVOHEV buses at 10.5, RME buses at 10.8, and CNG buses at 84. Of the compounds that can be identified by CIMS, fresh gaseous emissions from all Euro V/EEV (Enhanced Environmentally friendly Vehicle) buses, regardless of fuel type, were dominated by nitrogen-containing compounds such as nitrous acid (HONO), nitric acid (HNO3), and isocyanic acid (HNCO), alongside small monoacids (C1−C3). Notably, the emission of nitrogen-containing compounds was lower in Euro VI buses equipped with more advanced emission control technologies. Secondary gaseous organic acids correlated strongly with gaseous HNO3 signals (R2=0.85–0.99) in Go:PAM, but their moderate to weak correlations with post-photooxidation secondary particle mass suggest that they are not reliable tracers of secondary organic aerosol formation from bus exhaust. Our study highlights that non-regulated compounds and secondary pollutant formation, not currently addressed in legislation, are crucial considerations in the evaluation of environmental impacts of future fuel and engine technology shifts.

Bus fleet decarbonization under macroeconomic and technological uncertainties: A real options approach to support decision-making

Fleet owners deal with various and critical uncertainties while planning bus fleet replacement, encompassing macroeconomic and technological factors, such as fuel and electricity prices, energy consumption, purchasing costs of electric batteries and powertrains, and bus salvage value upon resale. This paper proposes a Real Option-based framework to evaluate investment choices in different bus technologies over time (diesel, hybrid electric, compressed natural gas, and full-electric), where the proposed options usually involve replacing existing diesel fleets with alternatively powered buses. In particular, we provide a multi-option least squares Monte Carlo simulation to help fleet owners in making cost-effective investment decisions, resulting in potential cost savings of up to 10% of the annual total cost of ownership. By applying the proposed approach to different bus route types (inner-city, urban, suburban, commuter), the results show how the optimal investment choices for fleet replacement change over time. Initially, diesel buses or, at most, compressed natural gas buses are more cost-effective compared to electric technology. However, as electric technology becomes increasingly competitive, internal combustion buses are phased out. Inner-city and urban routes are better suited for the electric transition, whereas the transition may progress more slowly on other route types.Finally, we show that, under technological and macroeconomic uncertainties, the duration of contracts can strongly affect the investment decisions, in absence of specific guarantees on the new fleet.

Solutions for decarbonising urban bus transport: a life cycle case study in Saudi Arabia

With heavy reliance on fossil fuels, countries like Saudi Arabia face challenges in reducing carbon emissions from urban bus transportation. Herein, we address the gaps in evaluating proton-exchange membrane fuel cell buses and develop a globally relevant life-cycle assessment model using Saudi Arabia as a case study. We consider various bus propulsion technologies, including fuel cell buses powered by grey and blue hydrogen, battery electric buses, and diesel engines, and include the shipping phase, air conditioning load, and refuelling infrastructure. The assessment illustrates fuel cell buses using blue hydrogen can reduce emissions by 53.6% compared to diesel buses, despite a 19.5% increase in energy use from carbon capture and storage systems. Battery electric buses are affected by the energy mix and battery manufacturing, so only cut emissions by 16.9%. Sensitivity analysis shows climate benefits depend on energy sources and efficiencies of carbon capture and hydrogen production. By 2030, grey and blue hydrogen-powered fuel cell buses and battery electric buses are projected to reduce carbon emissions by 19.3%, 33.4%, and 51% respectively, compared to their 2022 levels. Fully renewable-powered battery electric buses potentially achieve up to 89.6% reduction. However, fuel cell buses consistently exhibit lower environmental burdens compared to battery electric buses.

Comparative Analysis of BEST Buses and Electric Buses in India

An overwhelming trend that marks the beginning of the transportation sector’s energy transition is the electrification of public transportation. The public sector’s considerable influence and predominance of public ownership define the transportation industry. Consequently, tendering processes Are frequently used to determine which bus delivery options are the most efficient. Based on a comprehensive analysis of the Polish bus market and in-depth interviews with individual vendors, this paper compares, assesses, and delineates the distinctions between the criteria applied in tenders for battery electric buses and diesel buses. The article additionally endeavors to ascertain whether the proportion of the vehicle price in the life cycle cost or total cost of ownership aligns with the weight assigned to the “vehicle price” criterion. The outcomes show There isn't a noticeable distinction between diesel and battery electric buses' tender requirements. Institutions that had previously created diesel bus acquisition patterns applied those patterns, for the most part, to battery electric bus tenders. As a result, the weights assigned to the criteria in tenders do not account for the benefits and drawbacks of either technology. Procedures for tendering are modified to meet regional needs and operational specifications. On current routes and schedules, electric buses frequently take the place of conventionally powered vehicles. Operational requirements are therefore known. This makes it possible to calculate the required number of vehicles as well as the fundamental technical and operational parameters (such as choosing the best charging technique and battery capacity). The charging strategy will therefore have an impact on the overall cost of ownership Opportunity charging is preferred for longer mileages, and overnight charging is preferred for shorter assignments.The electrification of public transportation is a massive trend that represents the first stage of the energy transition of the transportation sector. The transportation industry is defined by the significant influence of the public sector and the prevalence of public ownership. As such, tendering proceduresare widely employed to identify the most effective bus delivery options. This paper compares, evaluates, and discusses the differences between the specifications used in tenders for battery electric buses and diesel buses. It is based on a thorough examination of the Polish bus market and indepth interviews with specific vendors. The piece also aims to determine whether the percentage of the car price in the life cycle cost or overall cost of ownership is consistent with the importance given to the "vehicle price" factor. The results reveal no appreciable.

Comparisons of Driving Characteristics between Electric and Diesel-Powered Bus Operations along Identical Bus Routes

The energy consumption profiles of conventional fuelled and electric vehicles are different due to the fundamental differences in the driving characteristics of these vehicles, which have been actively researched elsewhere but mostly on the basis of uncommon geographical contexts. This study, therefore, collected driving data on electric and conventional diesel buses running along exactly the same set of bus routes in Hong Kong during normal daily revenue operations. This enabled a fair comparison of driving characteristics for both types of bus under identical real-life, on-road driving conditions, which highlighted the originality and contributions of this study. A three-step approach was adopted to carry out detailed driving pattern analyses, which included key driving parameters, speed–acceleration probability distributions (SAPDs), and vehicle-specific power (VSP) distributions. Results found that route-based comparisons did highlight important differences in driving patterns between electric and diesel buses that might have been smoothed out by analyses with mixed-route datasets. In particular, the spread, intensity, and directions of these differences were found to be exaggerated at the route-based level. The differences in driving patterns varied across different routes, which has significant implications on vehicle energy consumption. Government agencies and/or bus operators should make references to these results in formulating electric bus deployment plans.

Assessing the Environmental, Economic, and Route Optimization Impacts of Implementing a Green Bus System in Urban Areas

The proliferation of e-bus has swept the globe. Many countries have begun the transformation of electric buses. Electric buses are embraced worldwide for their environmental and low-cost advantages. This work will help local governments establish a complete e-bus system.The first question mainly addresses the ecological impact that would be brought by the impact. In this work, the Ecological Impact Quantification Model (EIQM) is developed to address gaseous pollution including Greenhouse gas carbon dioxide, pollutants nitric oxide and PM2.5. The ecological effect enhancement with e-bus system is presented, and especially, the gaseous pollution caused by electricity production is approximated by the Monte Carlo simulation method. As a result, this team figures out that with the development of e-bus system, the average CO2 emission per person decreases, having a reduction of 11391g at first, and 14039g after five years.The second question mainly addresses the financial problem that the government needs to face. In this work, the Quantification of Financial Impact Model (QFIM) is developed. This team utilizes the differential equation to obtain the exact varying rate of diesel fuel and electricity fee, and finally determined the possible range of the government deficit. By synthesizing these data, this team discovers that the government could start reducing its deficit after 8 years of the transformation from diesel bus to e-bus, having deficit from $-88,412,180 to $-64,182,722.The third question addresses the 10-year plan for the selected city and 2 additional cities. This team develops Optimized Deployment Model based on Greedy Algorithm (ODGA) to optimize the transformation plan over 10 years of existing bus routes and the number of e-bus to be constructed per year. Monetary and time utility is considered and Greedy Algorithm is introduced to find out the best travelling route for e-buses. This team successfully figures out the best transformation plan of travelling routes and number of e-bus to be constructed per year to maximize the efficiency, including 5-min interval departure time and 867 buses are required to run the proposed route in Chicago. Finally, the team writes a piece of letter to Chicago Transit Authority and proposes the 10-year plan of e-bus system construction to guarantee the steady implementation of e-bus.

Adopting electric school buses in the United States: Health and climate benefits

Electric school buses have been proposed as an alternative to reduce the health and climate impacts of the current U.S. school bus fleet, of which a substantial share are highly polluting old diesel vehicles. However, the climate and health benefits of electric school buses are not well known. As they are substantially more costly than diesel buses, assessing their benefits is needed to inform policy decisions. We assess the health benefits of electric school buses in the United States from reduced adult mortality and childhood asthma onset risks due to exposure to ambient fine particulate matter (PM2.5). We also evaluate climate benefits from reduced greenhouse-gas emissions. We find that replacing the average diesel bus in the U.S. fleet in 2017 with an electric bus yields $84,200 in total benefits. Climate benefits amount to $40,400/bus, whereas health benefits amount to $43,800/bus due to 4.42*10-3 fewer PM2.5-attributable deaths ($40,000 of total) and 7.42*10-3 fewer PM2.5-attributable new childhood asthma cases ($3,700 of total). However, health benefits of electric buses vary substantially by driving location and model year (MY) of the diesel buses they replace. Replacing old, MY 2005 diesel buses in large cities yields $207,200/bus in health benefits and is likely cost-beneficial, although other policies that accelerate fleet turnover in these areas deserve consideration. Electric school buses driven in rural areas achieve small health benefits from reduced exposure to ambient PM2.5. Further research assessing benefits of reduced exposure to in-cabin air pollution among children riding buses would be valuable to inform policy decisions.

Exploring Cost Effective Fleet Electrification Possibilities for Public Transit Services in Kutch Region

The extensive use of fossil fuels in transit buses has led to both environmental problems and fuel scarcity. Renewable energy has emerged as a potential solution to mitigate these issues. Many countries worldwide have already adopted renewable energy to address these challenges. Similarly, the Indian government has initiated e-vehicle adoption in various sectors through subsidies to reduce dependence on conventional fuels. This research investigates two key areas: Fuel consumption dependency and air quality impact assessment for diesel-operated public buses (GSRTC) and Exploring fleet electrification possibilities. The recent significant rise in fossil fuel costs has exposed the inherent conflicts between achieving net-zero goals, ensuring energy security, and maintaining affordability. This research employs a three-stage energy modeling methodology: Route energy planning, charging infrastructure planning and total cost of ownership (TCO) analysis. This study explores the potential for fleet electrification at the Mundra depot, aiming to replace existing diesel-powered internal combustion engines (ICEs) with environmentally friendly electric vehicles (EVs). A total of 18 buses from the Mundra depot, covering 22routes with 103 trips, were surveyed. An optimal route requiring minimal energy was prioritized. Based on this and a minimum state-of-charge requirement of 25%, five buses were chosen for further study. An analysis of annual capital costs for both ICE diesel and electric buses was conducted, considering bus capitalization, battery capitalization, charging infrastructure, and annual operation costs. The findings revealed that the TCO for an EV bus is significantly lower than that of a diesel bus (49.64 Rs/km vs. 72.80 Rs/km).

Modeling an Investment Framework for BMTA Electric Bus Fleet Development

In Thailand, diesel buses are notorious for their poor energy efficiency and contribution to air pollution. To combat these issues, battery electric buses (BEBs) have emerged as a promising alternative. However, their high initial costs have posed challenges for fleet management, especially for agencies such as the Bangkok Mass Transit Authority (BMTA). This study aims to revolutionize BEB fleet management by developing an energy model tailored to the BMTA’s needs. The methodology consists of two crucial steps: analyzing BMTA bus routes and designing fleet management and charging systems. Through this process, the study seeks to determine the maximum number of BEBs that can be operated on each route with the fewest chargers possible. The results reveal exciting possibilities. Within the city bus landscape, two out of five BMTA bus routes show potential for transitioning to BEBs, provided they meet a maximum energy requirement of 200 kWh every two rounds. This analysis identifies routes ripe for BEB adoption while considering the limitations of battery size. In the next step, the study unveils a game-changing strategy: a maximum of 13 BEBs can operate on two routes with just four chargers requiring 150 kW each. This means fewer chargers and more efficient operations. Plus, the charging profile peaks at 600 kW from 4:00 to 8:00 p.m., showing when and where the fleet needs power the most. However, the real eye-opener? Significant energy savings of THB 10.44 million per year compared to diesel buses, with an initial investment cost savings of over 37%. These findings underscore the potential for BEB fleet management to revolutionize public transportation and save money in the long run. However, there is more work to be done. The study highlights the need for real-time passenger considerations, the development of post-service charging strategies, and a deeper dive into total lifetime costs. These areas of improvement promise even greater strides in the future of sustainable urban transportation.

Techno-economic assessment of renewable hydrogen production for mobility: A case study

Renewable hydrogen produced by water electrolysis from intermittent energy sources (i.e. sun and wind) is considered one of the most promising energy carriers for the decarbonisation of the so-called “hard-to-abate” sectors, especially heavy-duty transport and industry. To this reason, several new projects are currently under development and public fundings are widely available to boost the renewable hydrogen market. In this fast-changing scenario, this paper presents the techno-economic analysis of an integrated system where renewable power generation, electrolytic hydrogen production and final hydrogen use are closely integrated within a specific site, allowing higher efficiency as well as a containment of hydrogen production and handling cost. The analysis here presented considers a specific case study that includes a 12.5 MWP photovoltaic plant, a 5 MW electrolyser capable to produce nearly 300 t/yr. of renewable hydrogen, and a compression and storage system, all located in Sardinia (Italy). Differently from previous studies, this work faces the analysis from two opposite perspectives: on the one hand, it allows the assessment of the levelized cost of hydrogen during the whole project’s life, making the results comparable to those from other similar analyses; on the other hand, it presents the calculation of project’s profitability in terms of net present value, internal rate of return and payback time from the perspective of a potential investor. The analysis shows that a whole investment of about 20.3 M€ is required, which allows to achieve a levelised cost of hydrogen of 4.09 €/kg, which can decrease to 2.97 €/kg considering the revenues from selling oxygen and the overproduction of electricity. The potential use of renewable hydrogen in urban public transport (by means of fuel cell electric vehicles) has been considered as well, in comparison with conventional diesel buses. Despite the lower cost for fuel (0.41 €/km for hydrogen buses vs. 0.72 €/km for diesel buses) and maintenance and repair (0.20 €/km vs. 0.27 €/km), as well as the lower CO2 emission (some 76 t/yr. saved per bus), the very high investment cost for hydrogen-fuelled buses (up to 720,000 €) makes hydrogen still not competitive with diesel for urban transport, being hydrogen buses characterised by a whole specific transport cost of 1.45 €/km, to be compared with 1.04 €/km for diesel buses.

Navigating the Path to Electric Bus Integration: Ecological, Financial, and Strategic Analyses

Electric buses (E-buses) are gaining global attention for their positive impact on the environment and urban living. Governments worldwide recognize their potential to reduce air and noise pollution, ultimately enhancing urban environments. Despite their high energy conversion rates and economic advantages, widespread adoption faces challenges such as the need for extensive charging infrastructure, financial constraints, and concerns over long charging times and battery replacement costs. Due to these complexities, developed regions like Europe and North America have been cautious in fully embracing electric buses. To assess the pros and cons of transitioning to E-buses, this article examines factors including charging infrastructure, financial implications, and the challenges associated with long charging times and battery replacement costs. (1) Analysis of the ecological consequences of the E-bus transition is crucial for promoting its adoption, focusing on a five-dimensional comparison with diesel buses. Qualitative and quantitative methods were used to analyze air pollution using selected city data. (2) A financial implications model examined investment and returns, encompassing operational, capital, and overall costs for E-bus replacement. Expected returns were calculated considering three factors, providing a comprehensive financial overview. (3) Leveraging the financial analysis results, we devised a 10-year roadmap for full electric bus integration using linear programming. This approach maximizes expected returns by solving the investment portfolio proportions. Finally, we detailedly calculated the ecological sequence cost of conversion to fully electric flies for the selected city.

The financial impacts of the electronic bus transition

This article delves into the financial impact of five factors, including the procurement cost of electric bus (e-bus), charging equipment, installation cost of charging equipment, maintenance cost of e-bus, electricity cost, and electricity cost, on the transformation of e-bus. A linear programming model for the transformation cost of e-commerce is established. Research has found that although the initial purchase cost of an e-bus is higher than that of traditional diesel buses, their operating and maintenance costs are lower and more economically competitive in the long run. Meanwhile, introducing external funds such as government subsidies can further reduce transformation costs and accelerate the popularization of e-bus in urban transportation systems. In addition, reasonable planning and layout of charging facilities can effectively reduce costs while improving the efficiency of charging facilities. Overall, this article reveals the key factors and optimization strategies in the process of electronic bus transformation through in-depth research on the cost model of electronic bus transformation. The research results have important theoretical and practical guidance for promoting the green transformation of urban public transportation systems worldwide.

Life cycle thinking-based analysis of diesel and electric-powered buses for Canadian transit systems

Increasing greenhouse gas emissions from the conventional fleet of diesel buses has made Canadian transit agencies explore low-emission alternative fuels. Despite electric buses showing great potential to reduce emissions during their operational phase, the transformation from diesel buses to electric buses would require in-depth analysis pertaining to their economic and social implications. Published literature highlights the importance of developing a comprehensive framework that considers multiple decision parameters over a life cycle perspective for analyzing different fuel options to replace the existing fleet of diesel buses. This paper assesses the triple-bottom-line sustainability of diesel and electric buses in different regions of Canada. Moreover, a framework is proposed to incorporate multiple decision criteria (life cycle environmental, economic, and social impacts) over different perspectives to make the best decisions for transitioning the diesel bus fleet. The results showed that the environmental performance of electric buses highly depended on the electricity grid mix. Despite diesel buses having a low cost of production compared to electric buses, most provinces showed a low life cycle operational cost for electric buses. Electric buses’ life cycle social impacts are high during their production stage, whereas diesel buses have the highest social impacts during their operational phase. Overall, electric buses have a high sustainability performance in all provinces and territories in Canada except Nunavut. The proposed framework and findings can aid policymakers and planners in implementing electric buses for public transit systems in Canada and beyond.

Analysis of the amount and structure of solid particles PM released into the city’s atmospheric air by motor transport

Atmospheric air pollution with fine particles PM2.5 and PM10 is one of the main environmental problems of the city. This paper presents the results of the study of quantitative and structural components of solid particles’ emissions in the city of Almaty, released during the operation of cars: by an engine with exhaust gases, by tire abrasion, by braking devices (linings) and road pavement wear. РM solid particles in the amount of 543.2 tons are released annually into the atmospheric air of Almaty by motor transport. The bulk PM10 is released totally from the tires, brakes and road – 65.4 %, from the engine – 34.6 %. On diesel buses and trucks, the bulk РM particles’ emissions are released from the exhaust gas engines. Recommendations are given to reduce PM particles emitted by motor transport.

Electric bus fleets during urban flash floods: A mixed bus fleet strategy

Bus electrification is widely cited as a key technique to reduce carbon emissions and mitigate climate change. In some Chinese cities, the electrification rate of buses has even reached 100%. However, compared with diesel buses (DBs), electric buses (EBs) cause scheduling problems during urban flash floods due to their limited wading performance. This study proposes a mixed EB-DB fleet strategy to mitigate bus fleet problems during urban flash floods. The difference in wading height thresholds between EBs and DBs is considered in the fleet schedule. Utilizing a two-fleet strategy, the requisite number of DBs for bus depots is calculated. The mixed bus assignment problem is then solved by linear programming to establish the optimal dispatch scheme for the individual bus route. This study emphasizes the advantages of mixed bus fleets in emergency response and contributes to improving urban transportation resilience.

Comparative Analysis of Sustainable Electrification in Mediterranean Public Transportation

The Mediterranean region is a hot spot for climate change, with transportation accounting for a quarter of global CO2 emissions. To meet the 2030 Sustainable Development Goals (SDGs), a sustainable urban transport network is needed to cut carbon emissions and improve air quality. This study aims to investigate the electrification of public transport in both developed and underdeveloped countries by examining the existing public transport network of two modes of transportation (buses and trams) across the Mediterranean region. This study suggests that the electrification of public transportation could result in a significant additional demand for more than 200 GWh of electricity, depending on the size and congestion of the city. It also studies the potential reduction of greenhouse gas (GHG) emissions through the electrification of buses. Results show that electrification significantly impacts decreasing GHG emissions, helping achieve SDG 13. Furthermore, a financial analysis was conducted to determine the feasibility of using different bus fuel technologies. Regarding economic benefits, electric buses are not consistently optimal solutions, and diesel buses can be advantageous. Our finding shows that, at a 5% discount rate, the diesel bus is most favorable for Marseille, and, as discount rates increase, the advantage of electric buses diminishes. However, the high purchase price of electric buses compared to diesel buses is currently a major obstacle in achieving SDG 11, particularly for developing countries.

Environmental Impact Reduction of a Trolleybus System in the City of São Paulo, Brazil

Several cities worldwide are studying the replacement of their trolleybus systems with diesel buses or battery electric buses, due to their flexibility and lower operational costs. Diesel buses are considered a major cause of gas emissions in cities, while battery electric buses employ cutting-edge technology, but there is still discussion around the topic due to their technology costs, autonomy, and the sustainability of battery packs. In this study, we evaluated the trolleybus system’s potential for reducing emissions, noise pollution, and greenhouse gases (GHGs) when compared to diesel buses. Furthermore, we compared the trolleybus system with battery electric buses in terms of cost and environmental benefits. To do so, a case study was conducted in São Paulo, Brazil, the largest city in Latin America, which operates the second-highest trolleybus system on the American continent. Our results show that the trolleybus system is a feasible alternative to diesel buses when considering environmental aspects. It can be seen as a complementary service for urban transport systems in the city’s transition to clean energy. Finally, the study implications indicate the need for further investigation of the benefits of in-motion-charge technology to generate flexibility in trolleybus systems, and the involvement of stakeholders in the transition matrix energy process in urban bus systems beyond the direct costs.

Integrated Sustainability Assessment of Electric Bus Adoption: A Comprehensive Model for Ecological, Economic, and Operational Impact

The spread of electric stations in cities around the world is an important step towards sustainable urban transportation. In Task 1,We developed the FE-VC model to determine carbon emission indicators based on the BWM approach, and demonstrated the ecological consequences over the life cycle through quantitative models. In the quantitative calculation of urban data, compared with diesel buses, the carbon emission reduction rate of pure electric buses is 28.68%, mainly from the fuel cycle, in which the carbon emission reduction rate of the fuel cycle stage is as high as 40.11%, and it takes about 3.5 years to achieve the relative carbon emission reduction. In Task 2, we construct an economic impact consequence model based on the time value of capital with the theory of time value of money as the core, consider the full life cycle of acquisition, operation and vehicle maintenance, quantify and visualize the impact mechanism of electric buses on the economy, and provide a method to understand the economic impact for metropolitan areas. For task 3, based on the optimal enterprise operating cost and the optimized economic impact model, we construct the initial replacement model of the electric bus. The initial replacement model was optimized by simplifying the social cost of carbon emission, and an electric bus replacement model based on the optimal enterprise operating cost was obtained. In city-specific applications, we find that vehicle choice has a significant impact on fleet replacement plans and operating costs, and that using multiple vehicles can significantly reduce operating costs as electrification rates increase.

Can the development of electric buses bring economic and environmental benefits

The transition of urban buses to e-buses can be a significant contribution to the ecological construction of cities. Understanding the ecological and economic consequences of the transition is challenging. In this paper, Copenhagen is chosen as a case study, and specific parameters for the city are established through the model to assess the impact of the electric bus transformation program. Traditional diesel buses (Yutong C12) and electric buses (BYD-K19) are examined using the Eco-efficiency Model. Additionally, harmful gas emissions, such as sulfide, are quantitatively analyzed, and the daily production of harmful gases by traditional diesel buses and electric buses is calculated. In the second part, Economic model is grounded in the actual circumstances of the bus fleet, considering various factors such as initial costs, maintenance costs, energy costs, and external investments. This comprehensive evaluation assesses the feasibility of the transformation plan and is applied in a selected city. By simulating and comparing the cost consumption of traditional fuel buses and electric buses over the past 10 years, it was found that electric buses have high long-term economic benefits, providing a solid foundation for informed decision-making by urban traffic management departments. In the third part, through the sensitivity analysis of the influence of external investment, we find that when external investment is approximately $15,000 per E-bus, the economic benefits of electric buses and fuel buses are comparable over time. Finally, the calculation results of the model are clearly shown in the form of charts, including the change trend of maintenance cost and external investment in 10 years. These results provide comprehensive data support for urban transportation authorities to help them better develop and adjust electric bus transformation plans to promote urban public transportation towards a more sustainable and environmentally friendly direction.