2015-04-07 Item 2 - Attachment 1 - Pre feasibility Study of Electric Bus Routes

Over the investment horizon of 15 years, the total NPC discounted costs for the Optare
electric bus came to an estimated -$624,849 and -$1,074,230 for BYD. The total NPC
discounted cost per kilometre came to -$0.33 for Optare and -$0.56 for BYD, respectively.
The cost analysis indicates that the Optare solution to be lower from a total NPC
discounted cost and cost per kilometre standpoint. This outcome is due mainly to the
extended operational life of the Optare with a stated operational life of 25 years as against
the BYD at 15 years.

Operational model results
The operational model shows discounted fuel savings of $269,866 and $214,049 for Optare
and BYD fleet deployment over the standard Sunbus diesel fleet for the 10 year leasing
period. However, these savings were not sufficient to offset the additional operational
costs incurred in deployment of electric buses on Route 627. The charging and
scheduling limitations of the electric buses – requiring an additional bus to be run on the
route – make electric bus deployment an expensive option.
The review of relevant State and Federal Transport policy, standards and regulations which
will may potentially influence the project yielded the following:
  As yet there are no specific standards regulating the use of electric buses

  Specific requirements for electric buses were not identified in the review of current
  legislation and regulations
  Queensland 30-year Electricity Strategy (2012) identified the need for efficient regulatory
  frameworks to create efficient supply chains that accommodate innovative technology,
  such as embedded generation technology, battery storage and electric vehicles. It also
  discussed the need for addressing the impact that electric vehicles have on network
  infrastructure
  Electric bus for the trial will need to comply with all State and Commonwealth government
  laws in in particular the Disability Standards for Accessible Public Transport (DSAPT)
  2002, Commonwealth Disability Discrimination Act 2002 (DDA) and Australian Design
  Rules (ADR)
  Qld Department of Transport and Main Roads (TMR) - need to satisfy any performance
  levels outlined in a services contract as per Chapter 6 of the Transport Operations
  (Passenger Transport) Act 1994
  Bus operators must ensure that their drivers are provided with appropriate training to
  operate an electric bus. The intent of the training would be to ensure drivers could
  operate the vehicle in a safe manner
Identified risks for the project include:

  New technology - The introduction of an electric bus brings higher degrees of technical
  and financial uncertainty due to higher up front capital costs combined with the
  implementation of new technologies
  Uncertainty surrounding battery life and the performance
  Uncertainty surrounding “real-world” performance outcomes during the trial given location
  specific variations in ambient temperatures, braking intensity, and accommodation of air-
  conditioning load
  Uncertainty surrounding the GHG performance of electric vehicles when powered using
  electricity generated by non-renewable energy sources




                               GHD | Feasibility Study of Electric Bus Routes in Noosa - Planning Report | 59