Scenario-based electric bus operation: A case study of Putrajaya, Malaysia

There is rapidly growing interest in autonomous electric vehicles due to their potential in improving safety, accessibility, and environmental outcomes. However, their market penetration rate is dependent on costs. Use of autonomous electric vehicles for shared-use mobility may improve their cost competitiveness. So far, most of the research has focused on the cost impact of autonomy on taxis and ridesourcing services. Singapore is planning for island-wide deployment of autonomous vehicles for both scheduled and on-demand services as part of their transit system in the year 2030. TUMCREATE developed an autonomous electric vehicle concept, a microtransit vehicle with 30-passenger capacity, which can complement the existing bus transit system. This study aims to determine the cost of autonomous electric microtransit vehicles and compare them to those of buses. A total cost of ownership (TCO) approach was used to compare the lifecycle costs. It was shown that although the acquisition costs of autonomous electric vehicles are higher than those of their conventional counterparts, they can reduce the TCO per passenger-km up to 75% and 60% compared to their conventional counterparts and buses, respectively.

Section: Introductionmentioning

confidence: 99%

Economic Assessment of Autonomous Electric Microtransit Vehicles

Ongel¹,

Loewer

Roemer

et al. 2019

“…The ideal solution was represented by EV + = {0.034, 0.083, 0.080, 0.055, 0.186, 0.023} and the negative ideal solution was represented by EV − = {0.026, 0.031, 0.013, 0.016, 0.080, 0.129}. Finally, the distance between the ideal and negative ideal solutions was calculated using expressions (10) and (11), and the last expression (12) was used for the final ranking. Based on the CCi values shown in Table 7, the ranking of the electric buses was EV_2, EV_1, EV_6, EV_5, EV_4, and EV_3.…”

Section: Ranking Of Alternatives With Topsismentioning

confidence: 99%

“…In addition to the potential reductions in greenhouse gas emissions via electricity generation from renewable sources, electric buses also offer significant additional benefits, such as reduced energy consumption and noise, compared to engines traditionally used in buses [9,10]. Therefore, electric buses could also help to address air and noise pollution issues [11,12].…”

Section: Introductionmentioning

confidence: 99%

Electric Bus Selection with Multicriteria Decision Analysis for Green Transportation

Hamurcu

Eren

2020

Multicriteria decision-making tools are widely used in complex decision-making problems. There are also numerous points of decision-making in transportation. One of these decision-making points regards clean technology vehicle determination. Clean technology vehicles, such as electric buses, have some advantages compared to other technologies like internal combustion engine vehicles. Notably, electric vehicles emit zero tailpipe emissions, thereby ensuring cleaner air for cities and making these clean technologies preferable to other technologies, especially in highly populated areas for better air quality and more livable cities. In this study, we propose a multicriteria decision-making process using analytic hierarchy process (AHP) and Technique for Order Preference by Similarity to Ideal Solution (TOPSIS) in the context of an electric bus in the center of Ankara. Six potential electric bus alternatives were evaluated under seven specific criteria. Overall, EV-2 electric buses outperformed other electric bus alternatives based on the chosen criteria. In addition, the stability of the results obtained under different scenarios using this method was established via sensitivity analysis.

“…Emission mitigation is one of the major topics of the 21st century [1]. The emissions from road transport have attracted wide publicity, as they cause a severe threat to inner-city air quality and contribute 22% of the global CO 2 emissions [2,3]. As electric automobiles have advantages in energy efficiency, are emission free and produce lower noise levels, the emerging electric buses with decreasing costs are gradually replacing the widely used fossil fuel-powered buses, such as diesel-powered buses [2,4,5].…”

Section: Introductionmentioning

confidence: 99%

“…The emissions from road transport have attracted wide publicity, as they cause a severe threat to inner-city air quality and contribute 22% of the global CO 2 emissions [2,3]. As electric automobiles have advantages in energy efficiency, are emission free and produce lower noise levels, the emerging electric buses with decreasing costs are gradually replacing the widely used fossil fuel-powered buses, such as diesel-powered buses [2,4,5]. In fact, electric buses have been deployed all across the world, and the electrification of buses is expected to show a strong increasing trend in the near future [6][7][8].…”

Section: Introductionmentioning

confidence: 99%

Carbon Asset of Electrification: Valuing the Transition from Fossil Fuel-Powered Buses to Battery Electric Buses in Beijing

Han

2019

An increasing number of cities are transitioning from fossil fuel-powered buses for public transport to battery electric buses, but there is still much confusion about the economic evaluation of the electrification of buses, especially in terms of the carbon asset value for carbon emissions reduction in this transition. Taking Beijing as the example, this paper studies the economic value of the transition of public buses from fossil fuel-powered buses to battery electric buses from the perspective of carbon asset theory, and mainly focuses the analysis on direct carbon emissions. First, the theory and methodology of carbon asset evaluation are introduced for the transition from fossil fuel-powered buses to battery electric buses. Second, the internal determinants of the carbon assets for the transition from fossil fuel-powered buses to battery electric buses are studied. Third, the distinct impacts of the determinants of the carbon assets of the transition from fossil fuel-powered buses to battery electric buses are analysed. The results indicate that (1) the transition from fossil fuel-powered buses to battery electric buses has a carbon asset value; (2) the carbon asset value of the transition from fossil fuel-powered buses to battery electric buses is determined by the distance-specific CO2 emissions of fossil fuel-powered buses, the carbon price and the annual driving distances of the buses as well as the discounted rate of the carbon assets for buses and the termination time of the fossil fuel-powered or battery electric buses; and (3) the carbon assets contribute to the economic value of the transition from fossil fuel-powered buses to battery electric buses. This paper provides academic support for the economic evaluation of the transition from fossil fuel-powered buses to battery electric buses in a low-carbon society.