TransPire - Issue #1_Eng - May 2024

MESSAGE FROM THE PRESIDENT & CEO

Dear Readers,

Welcome to the inaugural issue of our industry magazine, TransPire As the President & CEO of the Canadian Urban Transit Research and Innovation Consortium (CUTRIC), I am pleased to introduce this platform to highlight the incredible strides we are making in zero emissions technology for transit.

Innovation is at the heart of CUTRIC and we believe that a sustainable future is not just a dream, but an achievable reality. It is through this lens that we have created this magazine, aiming to inspire, inform and ignite discussions around transit technologies that are redefining the boundaries of sustainability

Our focus on zero emissions technologies underscores our commitment to reduce greenhouse gas emissions, improve air quality and foster healthier communities across Canada We are hard at work developing and testing cutting-edge solutions, including zero emissions buses (ZEBs), autonomous vehicles and intelligent transportation systems

This magazine will serve to enlighten Canada’s path towards a cleaner, greener future It will bring you the latest news, research and trends in zero emissions transit technology, along with thought-provoking articles and interviews with industry leaders

I want to take a moment to thank our members, partners and supporters who have joined us on this journey. Your unwavering support and shared vision are what fuels our innovation and drive.

As we embark on this new venture, I invite you to engage with us, share your insights, and join us in creating a future where public transit is not just a means of transportation, but a symbol of innovation and environmental stewardship

Thank you for being part of our journey Here’s to many more milestones in our pursuit of a future with zero emissions!

Yours sincerely,

Josipa Petrunic President & CEO, CUTRIC

FACT OR FICTION: UNLOCKING THE MYTHS ABOUT ZERO EMISSIONS TRANSIT FACT OR FICTION:

UNLOCKING THE MYTHS ABOUT ZERO EMISSIONS TRANSIT

BY CUTRIC

As the world grapples with climate change, countries are looking at innovative solutions for sustainable transportation. One such solution is the implementation of zero emissions transit, which offers the promise of reducing emissions and improving air quality.

In Canada, where cities are hubs of transportation, there are several myths surrounding the viability and effectiveness of zero emissions transit. In this article, we will debunk these myths and shed light on the benefits of embracing zero emissions transit technologies.

Myth 1: Zero emissions transit is too expensive

One of the most persistent myths about zero emissions transit is that it is prohibitively expensive. While it is true that the initial cost may be higher than for traditional transit, it is important to consider the long-term benefits Zero emissions technologies, such as battery electric buses (BEBs) and hydrogen fuel cell electric buses (FCEBs), save money over their lifetimes They require less maintenance, have lower fuel costs, and benefit from government incentives and grants And as technology advances and economies of scale kick in, costs will likely further decrease

Some current government incentives and funding opportunities for zero emissions transit include:

Zero Emission Transit Fund

Rural Transit Solutions Fund

Active Transportation Fund

Permanent Public Transit Fund

Zero Emission Buses Initiative

Low Carbon Economy Fund

Clean Energy for Rural and Remote Communities

Program

Net Zero Accelerator Initiative

A recent study by CUTRIC on zero emissions rollout for a major Ontario transit agency forecasted a 44 per cent energy cost saving per km for Battery Electric Buses (BEBs) compared to diesel buses. The study also projected a modest 10 per cent increase in total lifecycle cost for a mixed fleet of FCEB and BEBs, factoring in federal funding initiatives. Additionally, it anticipated a substanti 75 per cent reduction in lifecycle emissions for Z Emission Buses (ZEBs) over a 15-year span. The projections exclude any carbon credit offsets or additional government rebates and incentives.

ZEBs have a long procurement and supply chain lead time. In the meantime, transit agencies can repower or retrofit existing diesel buses with zer emissions technologies. This approach can exte fleet life by up to six years at a fraction of the co acquiring new BEBs, while also significantly redu emissions. For more information on repowering retrofitting buses, visit ZEV Clean Power.

Myth 2: Electric buses have limited range

Another common misconception is that BEBs ha limited range and cannot meet the demands of l distance travel. However, advances in battery technology have significantly improved their rang and performance For example, electric buses w advanced battery systems are now capable of traveling up to 300 km on a single charge, making them suitable for most urban transit routes Furthermore, the development of fast-charging infrastructure across Canada allows quick and convenient recharging, making BEBs a viable option for public transit

Myth 3: Zero emissions transit technologies lack infrastructure support

A prevailing myth is that zero emissions transit technologies lack the necessary infrastructure support. While it is true that transitioning to zero emissions transit requires infrastructure development, Canada is already making significant progress in this area. In recent years, federal and provincial governments have been investing in charging and refuelling infrastructure, with a focus on urban centres and transit hubs.

Initiatives such as the Electric Vehicle and Alternative Fuel Infrastructure Deployment Initiative are providing funding and incentives for the development of charging stations, hydrogen fuelling stations and renewable energy integration. The Government of Canada has also committed to providing C$3 billion per year beginning in 2026 27

FCEBS ARE GAINING POPULARITY NATIONWIDE. THESE BUSES PROVIDE RANGES UP TO 50 PER CENT FARTHER THAN BEBS, ELIMINATING THE NEED FOR SIGNIFICANT INFRASTRUCTURE INVESTMENTS SUCH AS ON-ROUTE CHARGERS.

Additionally, CUTRIC works with a number of organizations that specialize in infrastructure planning, management and installation, such as Deloitte, Siemens and InductEV. It is imperative that transit agencies conduct feasibility studies before embarking on large-scale zero emissions transit deployments, to identify infrastructure needs, land requirements and the associated costs.

Myth 4: Zero emissions transit technologies are not suitable for Canada’s climate

One of the concerns raised about zero emissions transit technologies in Canada is their suitability for harsh winter conditions. However, extensive testing and deployment of electric buses in places like Quebec City and Ottawa have proven their reliability and performance in cold weather. Advanced battery systems and heating technologies ensure these vehicles can operate efficiently even in extreme temperatures. Furthermore, ongoing research and innovation continue to address challenges related to

Myth 5: A smaller battery capacity means fewer batteries are needed

There are two types of batteries – high energy and high power

High-power batteries are used for applications that prioritize frequent short high power charging events, whereas high-energy batteries are used for applications that prioritize extended range and longer charging sessions

High-energy batteries with superior energy density optimize on-board energy storage, enabling vehicles to achieve extended range crucial for long journeys and power-intensive applications However, these batteries cannot endure rapid charging, necessitating a slow charging process over several hours

High-power batteries facilitate rapid charging and discharging, enabling vehicles to capitalize on brief

THE REALITY IS THAT THESE TECHNOLOGIES OFFER NUMEROUS BENEFITS, INCLUDING REDUCED EMISSIONS, LOWER OPERATING COSTS, IMPROVED AIR QUALITY AND INCREASED ENERGY INDEPENDENCE.

High-power batteries come at a 60 per cent premium per kWh compared to high-energy batteries Despite having a similar cycle life, smaller high-power batteries, when charged more frequently, may only last around six years versus the potential 12-year lifespan of high-energy batteries While choosing a smaller size could cut costs in the short run, it could lead to increased battery waste from more frequent replacements

The myths surrounding the implementation of low carbon transit technologies in Canada are based on misconceptions and outdated information The reality is that these technologies offer numerous benefits, including reduced emissions, lower operating costs, improved air quality and increased energy independence As Canada continues its journey towards a sustainable future, embracing zero emissions transit technologies is an essential step By debunking these myths and highlighting the advancements and support in place, we hope to foster a greater understanding and appreciation for the role that zero emission transit can play in shaping a greener, cleaner and more sustainable Canada

THE ST. JOHN'S ZERO EMISSION BUS PROJECT THE ST. JOHN'S ZERO EMISSION BUS PROJECT

BY CUTRIC

In a bold move towards combating climate change, the St. John's Transportation Commission (SJTC) has partnered with CUTRIC to spearhead an initiative – the St John’s Full Fleet Zero Emission Bus Implementation and Rollout Plan

With the goal of achieving net-zero emissions by 2050, this project assessed the feasibility and performance of zero emissions buses (ZEBs) in meeting the service requirements of the SJTC. The C$200,000 project was partially funded by Canada’s Ministry of Housing, Infrastructure and Communities through the Zero Emission Transit Fund (ZETF)

About the project

The St. John’s project modelled four 40-foot BEBs, one 30-foot BEB and one 40-foot FCEB over light-, medium- and heavy-duty cycles It included a countrywide literature review, a full-fleet inventory assessment, predictive performance analysis and energy analysis assessment The project also featured a lifecycle emission assessment, environmental and economic assessments, and rollout recommendations based on the project findings.

Committed to climate action

The City of St John's declared a climate emergency in November 2019 and has since unveiled its comprehensive climate action plan – the Resilient St John's Community Climate Plan This ambitious plan provides a 30-year energy transition pathway, accompanied by five-year implementation strategies, to steer the municipality away from fossil fuels and towards a future powered by energy-efficient and renewable sources.

Metrobus Transit: A crucial piece of the puzzle

Serving the municipalities of St John's, Mount Pearl and Paradise in Newfoundland and Labrador, Metrobus Transit has been a vital public transit service since 1958 Currently operating a fleet of 54 diesel buses, Metrobus provides over four million rides annually across its 24 fixed transit routes. As part of its commitment to sustainability, SJTC aims to explore the integration of ZEBs into its existing fleet

Unveiling project challenges

Throughout the feasibility analysis, several challenges have surfaced The report highlights that BEBs exhibit an average energy consumption rate of between 1.3 and 1.5 kWh/km. However, during peak winter conditions with high service demand, the energy consumption rate may rise to a range of 2 0 to 2 3 kWh/km Alternatively, a full fleet electrification using FCEBs would result in an average fuel consumption of approximately 9 3 kg/100km, escalating to almost 15 kg/100km during heavy-duty cycles

A pathway to sustainability

The greatest environmental impact can be achieved by pursuing full-fleet electrification using BEBs. This approach would result in operational emission savings of between 96 and 97 per cent

THE STUDY PROPOSES HAVING SIX ADDITIONAL VEHICLES INTERLINE BETWEEN THE AFFECTED ROUTES, RESULTING IN THE REPLACEMENT RATIO

OF 1.109:1 BETWEEN BEBS AND TRADITIONAL DIESEL BUSES

PREVIOUSLY MENTIONED.

DESPITE THE HIGHER COST, THIS MOVE WOULD RESULT IN AN IMPRESSIVE 73 PER CENT REDUCTION IN LIFECYCLE EMISSIONS.

In a scenario where no adjustments are made to the system’s existing infrastructure, it's estimated that about 40 per cent of the vehicle fleet could be transitioned to BEBs recharging only at the existing depot On the other hand, with both depot and opportunity charging, nearly all vehicles could be converted to electric power. The same near-total electrification could be achieved with FCEBs refuelling only at depots.

To fully electrify the fleet using currently available BEB technology and maximize depot charging, the agency would need to strategically place five on-route chargers at three optimal locations. However, based on the initial analysis, the current transit schedules might be disrupted because of the downtime required for on-route charging To mitigate this issue, the study proposes having six additional vehicles interline between the affected routes, resulting in the replacement ratio of 1 109:1 between BEBs and traditional diesel buses previously mentioned. This approach ensures a smoother transition to a greener transit system, while minimizing any impacts on service schedules

The transition to this greener solution would entail an estimated cost of around $120 million for SJTC over 15 years, representing a 21 per cent increase compared to the base case of replacing and maintaining diesel buses. Despite the higher cost, this move would result in an impressive 73 per cent reduction in lifecycle emissions. To help cover these expenses, SJTC could tap into federal and provincial grants, ensuring at least a 50 per cent funding costshare Furthermore, the agency would benefit from substantial monthly energy savings of approximately 79 per cent compared to diesel, equating to an annual consumption of about 262 mWh

As transit agencies transition to a net-zero transit future, the St. John's Zero Emissions Bus Project stands as a great step toward Canada’s climate action goals The collaborative efforts of the St John's Transportation Commission, CUTRIC and the City of St John's demonstrate a visionary commitment to a sustainable and greener future By embracing ZEBs, St John's is setting an example for municipalities worldwide, proving that sustainable public transportation is within reach.

MONCTON’S CODIAC TRANSPO: OVERCOMING A DIRTY GRID MONCTON’S CODIAC TRANSPO: OVERCOMING A DIRTY GRID

BY CUTRIC

Codiac Transpo, Moncton's transit operator, is on a mission to replace its diesel bus fleet with ZEBs This move aligns with Moncton's Climate Emergency Declaration and the City's commitment to become carbon neutral by 2050 However, the path to a greener future comes with unique challenges, particularly in light of Moncton's current energy infrastructure

Moncton’s climate action plan

Moncton’s journey towards sustainability began with the approval of its first Community Energy and Emissions Plan (CEEP) in July 2022. This action plan outlines the city's roadmap to net-zero emissions by 2050. A critical part of this mission is reducing community emissions by at least 55 per cent below 2002 levels by 2030

Codiac Transpo’s role

Codiac Transpo, operational since 1980, provides over 2 million rides annually across 20 routes in the Moncton area Codiac currently operates 32 diesel buses and their transition to ZEBs is a important step in achieving Moncton’s CEEP targets

A

feasibility study by CUTRIC

To assess the viability of this transition, Codiac Transpo collaborated with CUTRIC on a thorough study of the performance and suitability of ZEBs under various operational conditions characteristic of the Codiac Transpo system The C$200,000 project, partially funded by Canada’s Ministry of Housing, Infrastructure and Communities’ Zero Emission Transit Fund (ZETF), delivered some interesting results

Energy consumption and replacement

For a full-fleet transition to BEBs in the Codiac Transpo system, the average energy consumption rate of BEBs would range between 1 3 and 1 8 kWh/km Even under high service demand and maximum passenger capacity during peak winter, the energy consumption would likely be between 2 0 and 2 9 kWh/km This translates to a 69 per cent reduction in energy consumption cost in relation to diesel consumption cost

If Codiac Transpo were to opt for FCEBs for a fullfleet transition, the average fuel consumption would be around 6 9 kg/100km, reaching close to 12 kg/100km in a heavy-duty cycle This would realize a 0 3 per cent reduction in hydrogen consumption cost in relation to diesel consumption cost

The transition to a fully electric fleet does present challenges The study revealed that the fleet replacement ratio between BEBs and diesel would be 1 108:1 This implies that for every diesel bus in operation, slightly more than one BEB is required to provide the same level of service Using FCEBs, however, would require a 1:1 fleet replacement ratio

Moncton's energy landscape: A mixed bag Moncton, located in New Brunswick, relies on a diverse mix of energy sources for its electricity generation According to NB Power, the province's primary utility company, it has a total installed net capacity of 3,799 MW In 2019, approximately 38 per cent of New Brunswick's electricity generation came from nuclear power and 30 per cent from fossil fuels, including coal.

Despite efforts to diversify its energy mix, coal remains a significant part of the province's energy profile This reliance on coal means that even as Codiac Transpo moves towards electrification, the reduction in emissions might not be as significant as expected This is because the electricity used to power the electric buses would still be generated, in part, from coal-fired power plants. Likewise, since green hydrogen is produced through electrolyzers powered by New Brunswick’s electricity grid, the emissions for the FCEBs are higher than expected

Moncton's energy landscape: A mixed bag Moncton, located in New Brunswick, relies on a diverse mix of energy sources for its electricity generation According to NB Power, the province's primary utility company, it has a total installed net capacity of 3,799 MW In 2019, approximately 38 per cent of New Brunswick's electricity generation came from nuclear power and 30 per cent from fossil fuels, including coal.

Despite efforts to diversify its energy mix, coal remains a significant part of the province's energy profile This reliance on coal means that even as Codiac Transpo moves towards electrification, the reduction in emissions might not be as significant as expected This is because the electricity used to power the electric buses would still be generated, in part, from coal-fired power plants. Likewise, since green hydrogen is produced through electrolyzers powered by New Brunswick’s electricity grid, the emissions for the FCEBs are higher than expected

The grey hydrogen alternative

Given the current state of New Brunswick's energy grid, using grey hydrogen as a fuel source for transit could actually result in greater reductions in lifecycle emissions than green hydrogen. Grey hydrogen, produced from natural gas, could offer an interim solution on the path to a cleaner energy future

While the production of grey hydrogen does involve some level of emissions, FCEBs are potentially a more ecofriendly alternative to BEBs in areas where the electricity grid is still heavily reliant on fossil fuels Moreover, using FCEBs instead of BEBs avoids adding to the grid load during the charging process

Although the current prices of hydrogen are high and, in some cases, not economically viable for sustainable transit solutions, the future holds great promise for its affordability As more facilities come online and the market becomes more competitive, we anticipate a reduction in costs Ballard has released information indicating that the cost of FCEBs is expected to equalize with diesel around 2028

ACCORDING TO NB POWER, THE PROVINCE'S PRIMARY UTILITY COMPANY, IT HAS A TOTAL INSTALLED NET CAPACITY OF 3,799 MW. IN 2019, APPROXIMATELY 38 PER CENT OF NEW BRUNSWICK'S ELECTRICITY GENERATION

CAME FROM NUCLEAR POWER AND 30 PER CENT FROM FOSSIL FUELS, INCLUDING COAL.

The future of Moncton's energy grid

While Moncton’s current energy landscape poses challenges, there's hope on the horizon There are ongoing efforts to phase out coal from New Brunswick's energy mix by 2030 Furthermore, NB Power plans to add 50 MW of energy storage and 220 MW of renewable electricity generation by 2027 These initiatives, once realized, would significantly clean up the province's energy grid, making electric buses a more sustainable option in the long run.

WHILE

THE PRODUCTION OF GREY HYDROGEN DOES INVOLVE SOME LEVEL OF EMISSIONS, FCEBS ARE POTENTIALLY A MORE ECOFRIENDLY ALTERNATIVE TO BEBS IN AREAS WHERE THE ELECTRICITY GRID IS STILL HEAVILY RELIANT ON FOSSIL FUELS.

“Codiac Transpo and CUTZEB are currently planning to acquire two (2) battery electric buses for a pilot project The CUTRIC study is our road map to plan Moncton’s zero emission transit fleet needs,” says Angela Alain, Manager of Transit at Codiac Transpo.

While Codiac Transpo’s journey towards a greener fleet may be complex, it illuminates the interconnectedness of our transit systems and energy infrastructure As Moncton and other cities worldwide strive for sustainability, these considerations will play a vital role in shaping our collective climate future.

PAN-CANADIAN BEB TRIAL IS PAVING THE WAY FOR ELECTRIC TRANSIT PAN-CANADIAN BEB TRIAL IS PAVING THE WAY FOR ELECTRIC TRANSIT

BY CUTRIC

The shift towards sustainable transportation is driving the electrification of public transit systems, a crucial element in the transition. Canada's government aims to have 5,000 Zero Emission Buses (ZEBs) on the roads by 2026 Internationally, parties at COP26 have concurred that all new medium- and heavy-duty buses should be ZEBs by 2040

BEBs are a key component, but lack of standardization in charging systems has hindered their rollout and adoption. Thankfully, the PanCanadian BEB Demonstration and Integration Trial, launched by CUTRIC in 2016, has made significant strides to overcome this obstacle It is the world's first project to integrate BEBs and standardized high powered charging systems from different manufacturers

IT IS THE WORLD'S FIRST PROJECT TO INTEGRATE BEBS AND STANDARDIZED HIGH‑POWERED CHARGING SYSTEMS FROM DIFFERENT MANUFACTURERS.

An Interoperable transit system

The goal of the trial is to address the issue of a lack of interoperability and standardization in charging systems, which was causing delays in the BEB rollout in Canada

THROUGH THE

DEPLOYMENT

OF 18 BEBS AND SEVEN CHARGERS IN VANCOUVER,

BRAMPTON

AND YORK REGION, THE PROJECT HAS PAVED THE WAY FOR ELECTRIFICATION OF PUBLIC TRANSIT SYSTEMS ACROSS THE COUNTRY.

By advancing infrastructure standards and regulations, and enabling municipalities to source equipment from multiple vendors, the project is helping reduce the cost of transit electrification and increase the competitiveness of the market.

The project's success is thanks to the collaboration of bus manufacturers New Flyer and Nova Bus, technology companies ABB and Siemens, and transit agencies Brampton, TransLink and York Region Their combined efforts allowed for the integration of various high-powered charging systems into vehicles and infrastructure This integration was made possible through the use of OppCharge Protocol, which allows different BEB and charger brands to "talk" to one another and work seamlessly together

York Region Transit

In York Region, a fleet of six BEBs from New Flyer and Nova Bus grew to 12, powered with a single high-powered charger provided by Siemens, allowing an operational growth from two routes to 20 during the Trial This resulted in a remarkable total savings of 947 tonnes of carbon (tC02)

Brampton Transit

During the trial, Brampton Transit saw a reduction of 1,238 tC02 emissions by operating two routes with BEBs from New Flyer and Nova Bus The highpowered charging technology was provided by Siemens and ABB, ensuring both efficiency and environmental sustainability

TransLink

In Vancouver, the trial involved implementing a bus route using four BEBs produced by New Flyer and Nova Bus, and two high-powered chargers from ABB and Siemens Remarkably, this initiative resulted in a savings of 629 tCO2 through the duration of the trial

Through the deployment of BEBs and the development of standardized high-powered charging systems, the trial is helping reduce the cost of electrification by enabling municipalities to source equipment from multiple vendors It is expected that the success of this trial will encourage other countries to adopt similar projects and accelerate the global transition towards sustainable transportation

What’s next?

CUTRIC is currently in the process of planning for Phase 2 of the Pan-Canadian BEB Demonstration and Integration Trial We are actively collaborating with visionary partners from various Canadian transit agencies, and bus and charging manufacturers, to drive the development of cuttingedge technologies for a sustainable transit future

THROUGH THE DEPLOYMENT OF BEBS AND THE DEVELOPMENT OF STANDARDIZED HIGHPOWERED CHARGING SYSTEMS, THE TRIAL IS HELPING REDUCE THE COST OF ELECTRIFICATION BY ENABLING MUNICIPALITIES TO SOURCE EQUIPMENT FROM MULTIPLE VENDORS.

CANADA'S RAPID TRANSIT INNOVATIONS: A PROVINCIAL JOURNEY CANADA'S RAPID TRANSIT INNOVATIONS: A PROVINCIAL JOURNEY

BY MICHAEL OLIVIER, LONDON RECONNECTIONS

When it comes to developing efficient and robust rapid transit systems, Canada has an impressive history of innovation.

FROM THE NATION'S FIRST UNDERGROUND LINES

DRAWING INSPIRATION FROM EUROPEAN TRANSIT

DESIGN, TO PIONEERING LIGHT RAIL LINES AND BUSWAY

SYSTEMS, CANADA'S CITIES HAVE STEADFASTLY CHARTERED THEIR OWN COURSE IN REVOLUTIONIZING PUBLIC TRANSPORTATION.

FIRST STOP:

ALBERTA

CALGARY BOASTED ONE OF THE HIGHEST LRT RIDERSHIP RATES IN NORTH AMERICA.

Edmonton was the birthplace of North America's first modern light rail transit (LRT) system in 1978, built as an efficient way to transport people to the Commonwealth Games Using off-the-shelf Siemens Duewag U2 trains from Germany, the LRT line proved to be a resounding success, leading to expansions in the following decades and earning Edmonton a reputation as a trailblazer in urban transit innovation.

Public transport experts throughout North America began to pay attention. San Diego, a city heavily reliant on cars, inaugurated its Trolley LRT line in 1981

Since then, approximately 64 LRT lines have been introduced across North America, establishing LRT as the preferred mode for new rail routes

Calgary, not to be outdone by its provincial rival, also opted for the Siemens Duewag U2 trains when constructing its first LRT line in 1981. Going a step further, Calgary introduced a fare-free downtown transit mall to promote ridership. Some downtown stations were equipped with covered bridge connections to the +15 indoor walkway network downtown. The C-Train LRT network now surpasses Edmonton's and, by 2000

NEXT STOP:

BRITISH COLUMBIA

In 1985, Vancouver became the first Canadian city to adopt the cutting-edge automated metro technology SkyTrain, developed by the Urban Transportation Development Corporation (UTDC) Harnessing advanced features such as linear induction motors and SelTrac signalling technology, the SkyTrain has emerged as a global model for metro systems, proving to be a game-changer in public transit.

To date, 109 urban rail lines use SelTrac signaling around the world, carrying three billion passengers annually (pre-COVID). Now on its eighth generation, SelTrac has recently been optimized to reduce traction energy use by 15 per cent.

Despite the great success of SkyTrain in Vancouver, a public private partnership (P3) was chosen to plan, construct and run a similar automated metro line the 2010 Winter Olympics, the Canada Line In contrast to the SkyTrain, the Canada Line uses conventional trains with ATO Level 4 for fully driverless operation This enabled running shorter trains more frequently,

resulting in the construction of shorter stations and significant cost savings It also sped up construction, leading to the line being finished on budget and ahead of schedule This P3 initiative was spearheaded and predominantly financed by Quebec's global investment group CDPQ

The Vancouver Arbutus Line, once a Canadian Pacific Railway industrial spur, has been transformed into a popular linear trail and park. The City of Vancouver aims to introduce a streetcar line along this route. However, residents from affluent neighbourhoods along the path are against the idea of introducing 'noisy' streetcars on this mostly straight alignment. If completed, the Arbutus Line could directly link to a revitalized Olympic Line streetcar. Vancouver’s Olympic Line was a 1 8 km demonstration streetcar line in operation during the 2010 Winter Olympics The line connected Granville Island to the Sky Train Olympic Village station The line operated over a portion of the Downtown Historic Trolley right-of-way, newly upgraded to accommodate the new operation

ONWARDS TO:

ONTARIO

TORONTO

MARKED A SIGNIFICANT MILESTONE IN RAIL INNOVATION WITH THE INTRODUCTION OF THE SCARBOROUGH RAPID TRANSIT IN 1985, SERVING AS A DEMONSTRATOR LINE FOR INTERMEDIATE CAPACITY TRANSIT TECHNOLOGY.

Innovation has not been limited to rail systems –busways provide smaller cities with effective rapid transit Having less than a million residents in the 1980s, Ottawa's transport planners considered light rail to be too expensive, but a separate busway was deemed to be much cheaper.

Fast forward a few decades and Ottawa’s Transitway became North America's largest bus rapid transit (BRT) system, with two lines and over 50 stations spanning the sprawling city, carrying over 200,000 weekday riders, peaking at 10,000 passengers per hour per direction.

Echoing Edmonton’s original ultra-low-cost approach, Ottawa introduced a pilot LRT line along a lightly used freight railway to connect Ottawa’s downtown core with Carleton University Existing tracks were used, with a few passing sidings and basic stations fitted with retractable platform extenders to accommodate freight trains The project, costing only C$20 million, marked Ottawa's first rail line

Toronto marked a significant milestone in rail innovation with the introduction of the Scarborough Rapid Transit in 1985, serving as a demonstrator line for intermediate capacity transit technology Further bolstering its transit infrastructure, Toronto, one of the few North American cities to retain its extensive streetcar network, introduced new streetcar LRT lines in the 1990s. This not only showcased Ontario’s innovative spirit, but also paved the way for other urban rail solutions at street level.

Mississauga’s Transitway line was based directly on Ottawa’s Transitway. The line connects Mississauga's financial district with the Square One Shopping Centre and Mississauga City Hall The upcoming Stage 2 of Toronto's Line 5 Eglinton Crosstown LRT will stretch to Renforth Station, providing a direct link to Toronto's rapid transit network

FINAL STOP:

QUÉBEC

ONCE FULLY COMPLETED, THE REM LINE WILL LINK DIRECTLY ACROSS MONTREAL ISLAND NORTH, SOUTH AND WEST, WITH ONE-SEAT RIDES LIKE THE PARIS REGIONAL EXPRESS RAIL (RER) LINE, ALTHOUGH NOT QUITE AS LONG.

In 2022, Montreal set a groundbreaking precedent by launching the first urban BRT line in Canada, along Boulevard Pie-IX The full 13 km line will extend to Laval and be completed in 2027

The first segment of Montreal’s new fully automated Réseau express métropolitain (REM) opened in 2023. Montreal is constrained by its road bridges. Once fully completed, the REM line will link directly across Montreal Island north, south and west, with one-seat rides like the Paris Regional Express Rail (RER) line, although not quite as long. The branch to the Montréal-Trudeau Airport and a Griffintown station will open later on.

From Alberta's pioneering LRT line to Vancouver's worldrenowned SkyTrain, each province has made contributions to Canada's rail innovation Meanwhile, other regions such as Manitoba, Ontario and Québec, have embraced solutions like BRT and streetcar lines, augmenting their public transportation networks

As we look to the future, ongoing projects like Toronto's Eglinton Crosstown LRT and the proposed Burnaby Mountain Gondola continue Canada's commitment to transit innovation With a resolve to advance and explore new technologies, Canadians can undoubtedly look forward to many more pioneering projects allied to rapid transit innovation.

WHERE INNOVATION DRIVES EVOLUTION IN TRANSIT AND MOBILITY

At CUTRIC’s 6th annual 2024 ZETM conference, we will be diving deep into the world of transit electrification strategy, technical information on zero-emission bus (zeb) rollouts, grid decarbonization strategy, charging infrastructure developments, hydrogen transit opportunities , on-demand transit case studies, carbon credit funding and bus procurement policies and standards.

OCTOBER 22 & 23, 2024 BURLINGTON CONVENTION

CENTRE, ONTARIO

Our annual conferences provide industry-leading content, aimed at enriching attendees’ technical knowledge and equipping them with the resources to initiate or advance their zero emission transit strategies.

THE ZERO EMISSION TRANSIT FUND: THE ZERO EMISSION TRANSIT FUND:

TRANSFORMING CANADA’S TRANSPORTATION LANDSCAPE

BY CUTRIC

Canada is at the forefront of the worldwide battle against climate change, showcasing its pioneering initiatives in public transportation Through the Zero Emission Transit Fund (ZETF), the federal government is championing a greener transit landscape and setting new standards for sustainability and innovation

Investing in a green future

The ZETF encourages transit agencies across to transition towards zero emissions vehicles (ZEVs) by providing funding for planning and capital projects With an impressive C$2 75 billion in support, the ZETF is helping build Canada's public transit future

Okotoks Transit: On-demand and eco-friendly

Okotoks, Alberta has embraced an innovative approach to transit with its on-demand service, available through an app, using vans and shuttle buses This personalized transit system caters to the specific needs of commuters, reducing unnecessary trips and, hence, carbon emissions Okotoks was the first community in Canada to introduce this kind of service to the public

The Town of Okotoks manages and operates Okotoks Transit As part of the Town's 2021 Climate Action Plan, both residents and the municipality are committed to achieving carbon neutrality by 2050

With the backing of the ZETF, Okotoks Transit is set to transition their on-demand transit service to a zero emissions fleet The C$120,000 project will provide a comprehensive transition plan focusing on the benefits, risks and constraints associated with the transition

CUTRIC’s zero emissions bus joint procurement initiative (CUTZEB) will help Okotoks Transit participate in joint procurement of ZEVs for the transition This approach is beneficial for smaller transit agencies like Okotoks, allowing them to access volume-based pricing, collect performance data and receive valuable analytics support

THROUGH THE ZERO EMISSION

TRANSIT FUND (ZETF), THE FEDERAL GOVERNMENT IS CHAMPIONING A GREENER TRANSIT LANDSCAPE AND SETTING NEW STANDARDS FOR SUSTAINABILITY AND INNOVATION.

Cochrane Transit: Leading the way in rural transit

As part of its long-term vision, the town developed the Cochrane Sustainability Plan, outlining emission reduction targets that span from 10 to 50 years With a goal to reduce emissions by 30 per cent by 2029 (compared to 2009 levels), the town has implemented various projects over the years to achieve these targets

In 2019, Cochrane launched its on-demand transit service, Cochrane on Demand Local Transit (COLT) To assist in the transition towards electrification, Cochrane enlisted the expertise of CUTRIC to develop a full fleet ZEB implementation plan specifically for COLT The C$100,000 project delivered a comprehensive transition plan through five phases, similar to the one for Okotoks Transit

In a report presented to the Town of Cochrane in March this year, it was deemed infeasible to pursue electrification due to the lack of necessary infrastructure and technologies currently available

This study underscores the necessity of comprehensive planning to evaluate the costs and reductions in greenhouse gas emissions linked to battery electrification in regions of Canada where the power grid still relies on coal and natural gas, as seen in Alberta.

The composition of the grid challenges the idea that immediate electrification is the optimal decarbonization approach for small towns in Alberta. CUTRIC will continue to work with the Town of Cochrane to refine our findings based on current insights and federal policy alterations.

Saskatoon Transit: Clean energy in the Prairies

Saskatoon Transit is bringing the power of clean energy to the heart of the Canadian Prairies. With support from the ZETF, Saskatoon is planning an overhaul of its transit fleet, moving towards zero emissions vehicles to significantly reduce the city's carbon footprint.

Saskatoon Transit is a forward-thinking organization that has implemented significant changes in its transit system in recent years to meet the growing demand of its ridership By making transit an integral part of the community, they have demonstrated their ambition For instance, in 2022, Saskatoon Transit introduced a userfriendly app and launched an on-demand service

The City of Saskatoon has set ambitious climate goals, as outlined in its Climate Action Plan The city is committed to reducing emissions by 80 per cent below the 2014 baseline by 2050 To achieve this, they have established an interim target of 15 per cent reduction for the community, and 40 per cent reduction for city operations, by 2023

Recognizing the significant role transit plays in the city's overall emissions, Saskatoon Transit has set a goal of electrifying its entire fleet by 2030 With funding from ZETF, CUTRIC is working with Saskatoon Transit on a C$420,000 project to create a transition plan through five phases, similar to the Okotoks and Cochrane plans

Codiac Transpo: Electrifying New Brunswick As mentioned in the previous article “Moncton’s Codiac Transpo: Overcoming a Dirty Grid,” the New Brunswick transit service is embarking on a significant project to replace its diesel buses with ZEBs This transition, funded by ZETF, represents a significant step towards achieving the City of Moncton's climate goals

St. John's Transit: The East Coast promise St John's Transit in Newfoundland is also preparing for a green overhaul The ZETF is supporting their transition to a zero emissions fleet, contributing to the City's sustainability plans and Canada's overall climate targets The City of St Johns is an innovative community committed to climate action It developed a comprehensive Resilient City Climate Plan, outlining a 30-year strategy with specific actions for the upcoming years The Olan focuses on enhancing energy efficiency through public transit improvements, active transportation and electrification

CUTRIC is working with St John’s to transition its transit fleet to zero emissions using a community centred electrification plan The C$200,000 project, partially funded by the ZETF, will provide St John’s Transit with a comprehensive plan and recommendations for a full-fleet electrification strategy

TransLink: Greening the West Coast

In British Columbia, TransLink is planning its transition to a zero emissions bus fleet by 2040, with significant support from the ZETF

As the largest operating company in TransLink, Coast Mountain Bus Company (CMBC) operates more than 96 per cent of the region’s bus service, including a fleet of clean-fuel conventional buses and zero emissions trolley buses Passenger ferry service across Burrard Inlet via the SeaBus is also operated by CMBC

This C$1 5 million project will take into account the specific context and unique environmental factors that will shape the transition, and provide a detailed market scan of current and emerging zero emission technologies The final Transition Roadmap will include a ZEB deployment strategy, detailed ZEB implementation action plan, investment roadmap and recommendations for future ZEB innovation projects

Quinte

Transit and Brampton Transit: Ontario's green warriors

In Ontario, both Quinte Transit and Brampton Transit are undertaking ambitious projects to transition to zero emission fleets These initiatives, supported by the ZETF, are helping these regions reduce their emissions and contribute to a cleaner, greener Ontario

Quinte Transit is a non-profit providing transportation for seniors and individuals with special needs in the City of Quinte West and the Municipality of Brighton since 1990 The organization operates a fleet of four vans and five buses, all of which are wheelchair accessible Since 2008, Quinte Transit has also provided a transit service for residents in Quinte West in the Trenton Ward, using on-demand and fixed routes

A C$125,000 project for Quinte Transit, funded by the ZETF, will result in a full-fleet, ZEB bus implementation and rollout plan

Brampton Transit serves the City of Brampton in the Regional Municipality of Peel, and within the Greater Toronto Area (GTA) In 2010, Brampton Transit launched its BRT service, Züm, which provides limitedstop service along major service corridors throughout the City, connecting Brampton to its neighbouring municipalities

CUTRIC is supporting Brampton Transit in planning its transition to zero emissions through the ZEB Implementation Strategy and Rollout Plan One of the largest projects of its kind in the country, this C$1 1 million project will provide a plan for full-fleet electrification over the next two decades Using predictive performance modelling, empirical data analytics and business case studies, it considers all aspects of zero emissions – from energy management and sustainability to economic considerations and community benefits

As Canada moves towards a greener future, the ZETF stands as a testament to the country's commitment to sustainable development and environmental stewardship With each funded project, Canada is not only transforming its public transit system, but also taking significant strides towards achieving its climate goals

ZETF STANDS AS A TESTAMENT TO THE COUNTRY'S COMMITMENT TO SUSTAINABLE DEVELOPMENT AND ENVIRONMENTAL STEWARDSHIP.

THE GREAT DEBATE: HYDROGEN VERSUS BATTERY ELECTRIC TECHNOLOGY THE GREAT DEBATE:

HYDROGEN VERSUS BATTERY ELECTRIC TECHNOLOGY

BY CUTRIC

Amidst global efforts to cut emissions, the discussion around the most eco-friendly public transport is intensifying

TWO TECHNOLOGIES HAVE EMERGED AS FRONTRUNNERS IN THE RACE TO REPLACE DIESEL BUSES – HYDROGEN FUEL CELL ELECTRIC BUSES (FCEBS) AND BATTERY ELECTRIC BUSES (BEBS).

Each has its unique strengths and weaknesses, making it a complex decision for transit agencies

THE CASE FOR HYDROGEN BUSES

Hydrogen fuel cell technology offers several compelling advantages Hydrogen FCEBs can cover longer distances between refuels and take significantly less time to refuel than BEBs Moreover, FCEBs generate electricity on-board using a fuel cell, which only needs hydrogen to operate This process emits nothing but water, making FCEBs an attractive zero emissions option.

HYDROGEN FUEL CELL ELECTRIC BUSES (FCEBS)

ADVANTAGES

Requires the smallest increase in service hours for fullfleet decarbonization

Does not require the substantial electrical infrastructure associated with charging BEBs

Does not need land to install electrical infrastructure for on-route charging

Refueling FCEBs is similar to refuelling diesel buses, facilitating its adoption by transit staff

DISADVANTAGES

BEBs charging both in-depot and on-route can have a much longer range than FCEBs that have only one fueling episode per day

Requires large quantities of hydrogen fuel, which is extremely expensive in “green” forms

Costs for FCEBs are approximately 20 percent higher than BEBs in today’s marketplace

There is a limited supply of green hydrogen in most Canadian provinces

FCEBS GENERATE ELECTRICITY ON-BOARD USING A FUEL CELL, WHICH ONLY NEEDS HYDROGEN TO OPERATE.

THE CASE FOR BATTERY ELECTRIC BUSES

BEBs have their own advantages One of the most significant is the lower capital costs They also have fewer moving parts than their hydrogen counterparts, which can lead to lower maintenance costs

BATTERY ELECTRIC BUSES (BEBS)

ADVANTAGES

Uses the existing electricity fuel supply chain

Requires significant electrical infrastructure upgrades which is readily available in the marketplace today

Emissions resulting from BEBs are less than FCEBs, even with the cleanest form of hydrogen

In provinces with clean grids, can achieve the greatest emission reductions

DISADVANTAGES

Usually requires additional buses to achieve full-fleet decarbonization

High replacement ratios requires more space for buses to serve the same ridership

Often requires relatively large electrical infrastructure and new on-route chargers

A BEB-only solution can have complex challenges, such as during a system-wide power outage

BEBS HAVE A MORE ESTABLISHED CHARGING INFRASTRUCTURE COMPARED TO HYDROGEN BUSES, WHICH CAN MAKE THEM A MORE PRACTICAL CHOICE FOR CITIES LOOKING TO TRANSITION TO ZEBS QUICKLY.

IN

THE DRAWBACKS THE VERDICT

While both technologies offer promising benefits, they also come with their own set of challenges. For FCEBs, the lack of a widespread hydrogen refuelling infrastructure can be a significant hindrance. Additionally, the production of hydrogen fuel is energyintensive and often relies on natural gas, which can undermine some of its environmental benefits. In regions where green hydrogen production relies on electrolyzers, areas with carbon intensive grids may not experience substantial reductions in emissions when adopting green hydrogen

BEBs, meanwhile, rely heavily on lithium-ion batteries These require scarce and expensive raw materials like lithium, cobalt and nickel The long charging times and shorter range of BEBs compared to FCEBs can also be a disadvantage In most cases, it is not possible to rely solely on in-depot charging, so infrastructure upgrades and the installation of on-route charging stations is required When shifting to a BEB fleet, it's crucial to factor in the future strain on electricity grids and infrastructure, and the required upgrades needed to support the increased demand.

The decision between FCEBs and BEBs is not a onesize-fits-all solution. It ultimately depends on the specific needs and constraints of each transit agency, including factors like route lengths, climate and available infrastructure. In certain scenarios, a combination of FCEBs and BEBs may be the best solution. While this option generally incurs higher costs compared to having an exclusive BEB fleet, it can help mitigate the need for land acquisition, establishment of new charging infrastructure, and the accompanying administrative delays and headaches

As technology continues to evolve, both FCEBs and BEBs will likely play a role in the transition to zero emissions public transportation By understanding the pros and cons of each, transit agencies can make informed decisions that best serve their communities and the environment

ALBERTA’S COMMUTER RAIL VISION IN SIGHT ALBERTA’S COMMUTER RAIL VISION IN SIGHT

BY TERENCE JOHNSON, PRESIDENT OF TRANSPORT ACTION CANADA

Alberta’s 2023 ministerial mandate letters contained a welcome surprise for advocates of passenger rail beyond the Quebec-Windsor corridor Premier Danielle Smith directed Devin Dreeshen, Minister of Transportation and Economic Corridors, to study commuter services, in addition to funding a feasibility study of the Calgary-Banff passenger rail project Three commuter routes are proposed, connecting Okotoks and Airdrie to Calgary, and Leduc to Edmonton

Hydrogen was identified as a potential power source for the rail projects, in line with the province’s industrial hydrogen strategy Alberta would be following in the footsteps of the California Department of Transportation (Caltrans), which became the first in North America to order hydrogenpowered passenger trains

However, hydrogen trains aren’t entirely new to Alberta – Canadian Pacific Kansas City (CPKC) has begun trials of hydrogen freight trains in the Calgary area, and recently decided to expand its fleet

So how quickly could hydrogen passenger rail in Alberta get on the tracks?

ALBERTA WOULD BE FOLLOWING IN THE FOOTSTEPS OF THE CALIFORNIA

DEPARTMENT OF TRANSPORTATION (CALTRANS), WHICH BECAME THE FIRST IN NORTH AMERICA TO ORDER HYDROGEN-POWERED PASSENGER TRAINS.

Infrastructure requirements

In both Calgary and Edmonton, the commuter passenger services would use existing rail corridors owned by CPKC The project would have to negotiate a set of investments in sidings, segments of second track, and extension of CTC signalling to satisfy the operational requirements of both freight and passenger service Improvements to grade crossing protection would also be required, but the highway bridges along the routes are already wide enough to accommodate additional tracks Intermediate stops on the Okotoks route could include platforms alongside the Somerset and Anderson stations on the Red Line LRT, providing transit connectivity while leveraging existing passenger facilities

The Calgary Tower station downtown, though largely unused for decades, could be swiftly prepared for reopening Only the two outside tracks should be used for passenger service, with security and noise walls added between those platforms and the two centre tracks, and limited movements between the Okotoks and Airdrie routes to minimize impact on freight operations An offsetting capacity investment would need to be agreed with CPKC, also taking into consideration future Calgary–Banff capacity requirements This might take the form of reinstating the second track through Keith on the Laggan Subdivision

The situation in Edmonton is more challenging because the city has spent the last few decades clearing railway infrastructure out of its downtown This leaves few options other than the High-Level Bridge and the corridor to the north of it The City of Edmonton’s 2023-26 capital budget did not fully fund bridge rehabilitation, resulting in a reduction in scope Work is not expected to start until 2025, so there is still time for the provincial or federal government to step up and fully fund the project, enabling the structure to support passenger rail once again

Constructing a downtown terminus large enough for future high-speed rail use would be a major project It would have to be underground, ideally constructed

below the site of the former Canadian Pacific yards, which are now parkland, to minimize interference with foundations For commuter services, a more modest station serving the Government Centre area could be constructed in an open trench, aligned such that it could continue to be used while any future larger station is built to the north

Recent housing development alongside the rail corridor south of the river at Strathcona limit space for a new station, and there would be noise and vibration concerns even with quiet and lightweight trains At this location, the tracks should be lowered into a trench to pass below the local roads, using isolated slab tracks to mitigate neighbourhood impacts A station could be built north of Whyte Avenue

Why stop at commuter rail?

Reconnectin¡g Calgary and Edmonton by rail has been studied many times since services were withdrawn in the 1980s, with ¡both conventional express services along the existing corridor and greenfield high-speed rail options considere¡d Expanded LRT and BRT networks in both cities are ready to act as feeders, both to commuter and intercity rail If the infrastructure needed to run trains into both downtowns is being built anyway, then connecting the two, including a new station at Red Deer, would be comparatively cheap

The federal government could use this opportunity to collaborate with Alberta to deliver services comparable to the Quebec-Windsor corridor The travel time would be three hours, competitive with driving, and the service could make intermediate stops in smaller cities that currently lack public transport A single maintenance facility north of Calgary could then easily support the entire system, plus the proposed Calgary-Banff services, avoiding a lot of costly duplication

The commuter rail project should at least take reasonable steps to future-proof its investments, for example building intermediate stations as centre-island platforms, so any future express tracks can be added without significant reconstruction

THE REST OF THE WORLD HAS LONG SINCE FOUND SOLUTIONS TO THESE CHALLENGES, INCLUDING NORWAY, WHICH IS NOW PILOTING HYDROGEN FREIGHT TRAINS ON ITS REMAINING NON‑ELECTRIFIED LINES.

Is hydrogen the best power option?

If Alberta goes ahead with commuter rail, hydrogen should be carefully weighed against the alternatives to ensure the best value for passengers and taxpayers. The total cost of ownership for hydrogen traction is no cheaper than battery-electric technology, nor is using hydrogen as efficient. However, what it does offer is

greater energy density and range, combined with rapid refueling Useable all-weather range between charging for a battery electric train is 100 km or less, whereas hydrogen can comfortably go 800 km A commuter-only service model would need only batteries All-day two-way regional services might benefit from hydrogen if grid constraints do not support fast charging, and providing a combined intercity and regional service would require hydrogen’s range

The trade-off for hydrogen’s range is a lifecycle cost Several regions of Germany have tried hydrogen trains and ended their trials, citing costs that are currently at least 30 per cent higher than battery-electric or overhead electrification, with frequent replacement of the fuel cells being a major factor However, most of these routes don’t travel far enough off-the-wires for battery range to be a major consideration, or are frequent enough that electrification costs will be earned out

So why isn’t overhead electrification being considered in Alberta? This appears to be due to reluctance on the part of the Class 1 freight railways to support electrification above their infrastructure In fact, a recent report by the Railway Association of Canada on decarbonizing the rail sector did not even mention it as an option or set out the challenges involved

Challenges to overhead electrification should not be underestimated They include shielding signaling systems from electromagnetic interference, protecting sensitive equipment in neighbouring facilities, ensuring reliability in all weather over significant distances, the expense and time required to increase structure clearances, and work safety around high voltages, especially in switching yards

The rest of the world has long since found solutions to these challenges, including Norway, which is now piloting hydrogen freight trains on its remaining non electrified lines In France, SNCF is tendering for regional trains that can operate on both under catenary and up to 600 km on hydrogen Spain has recently launched Hympulso, a pilot project to repower a Talgo high-speed train that uses diesel for beyondthe-wires operation with hydrogen fuel cells.

How quickly could this happen?

The project would largely be deploying and integrating existing technologies, so it should be relatively low risk Alberta’s Ministry of Transportation and Economic Corridors has already created a position for a railway engineer to spearhead the project Hopefully, the province will be moving forward quickly, strengthening existing infrastructure as described above, rather than allowing the project to stall in procurement over multiple election cycles

European-style hydrogen multiple-unit trains are usually based on a flexible platform that can readily be refitted with future advances in battery technology, a pantograph for overhead electrification and charging, or at worst diesel-electric generator sets. This significantly reduces technology risk, because the same trains could keep running even if Alberta’s hydrogen economy vision does not play out

Creating a provincial agency that would have standing under the Canada Transportation Act to negotiate track access would be the logical next step It would be helpful to this project and others if Transport Canada followed the US Federal Railroad Administration in adopting the standards necessary for European-style trains with modern crash energy management features to be operated in Canada without a bespoke safety case for each deployment

If Alberta is comfortable ordering trains while working with CPKC on the tracks, and with energy partners on hydrogen supply, it is possible that the first trains could enter service in just a couple of years.

CREATING A PROVINCIAL AGENCY THAT WOULD HAVE STANDING UNDER THE CANADA TRANSPORTATION ACT TO NEGOTIATE TRACK ACCESS WOULD BE THE LOGICAL NEXT STEP.

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