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The special report is being published prior to the overall project final report in response to the current high level of interest in LNG transit buses. The purpose of the report is to compare the expected costs of operating a transit bus fleet on liquefied natural gas (LNG), compressed natural gas (CNG), and diesel fuel. However, these costs are expected to decline for the next-generation Orion VII buses, currently being procured by NYCT, as repair technicians become more familiar with the advanced hybrid propulsion systems. Maintenance costs for the prototype hybrid buses were significantly higher than those of the diesel buses during this evaluation. Results indicate that the hybrid buses operate with greater fuel efficiency and much lower emissions, compared with the diesel buses. The operating costs, efficiency, emissions, and overall performance of these low-floor hybrid buses were compared against those of 14 conventional high-floor diesel transit buses (7 each from NovaBUS Corporation and Orion) operated by NYCT in similar service.
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Between 19 more » (over various predefined fuel and maintenance evaluation periods), these first 10 hybrid buses were part of a data collection and analysis project sponsored by the U.S. The hybrid buses are intended to provide NYCT with increased fuel economy and lower levels of harmful exhaust emissions, compared with NYCT's diesel transit buses.
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All 10 buses were in revenue service by mid-2000. New York City Transit (NYCT), part of the Metropolitan Transportation Authority in New York, began operating the first of 10 heavy-duty diesel hybrid-electric transit bus prototypes (Model VI) from Orion Bus Industries in 1998. Hybrid buses had lower emissions, higher fuel economy, and higher operating costs compared with diesel buses. = ,įinal results of the New York City Transit Hybrid-Electric Transit Bus Study. The contributors to this increased cost for CNG buses are almost equally split between increased capital costs for purchase of buses and installation of fueling infrastructure, and increased operating costs for purchase of fuel, bus maintenance, and fuel station maintenance. The incremental cost (compared to ''baseline'' diesel) of operating a typical 200-bus depot is shown to be six times higher for CNG buses than for ''clean diesel'' buses. Published data on the experience of other large more » transit agencies in operating CNG buses is used to validate the NYCT experience. The cost comparison is primarily based on the experience of MTA New York City Transit in operating CNG buses since 1995 and DPF-equipped buses fueled with ULSD since 2001. In addition, this paper will compare the capital and operating costs of CNG and DPF-equipped buses. CNG buses have lower NOx emissions than DPF-equipped buses, though CNG bus NOx emissions are shown to be much more variable. DPF-equipped diesel buses have lower HC and CO emissions and lower emissions of toxic substances such as benzene, carbonyls and PAHs than CNG buses. DPF equipped diesel buses and CNG buses have virtually identical levels of PM mass emissions and particle number emissions. For all regulated and unregulated emissions, both technologies are shown to be comparable. Unregulated emissions evaluated include toxic compounds associated with adverse health effects (carbonyl, PAH, NPAH, benzene) as well as PM particle count and size distribution. Using previously published data on regulated and unregulated emissions, this paper will compare the environmental performance of current generation transit buses operated on compressed natural gas (CNG) to current generation transit buses operated on ultra low sulfur diesel fuel (ULSD) and incorporating diesel particulate filters (DPF).