SCHOOLS MOVE AHEAD
WITH CLEANER FLEETS

This section describes a hierarchy of strategies being implemented by government institutions across the United States to reduce the environmental impacts of transportation (particularly to and from schools). These include Transportation Demand Management (TDM), improvements to school bus fleets (e.g. advanced engines and increased fuel efficiency) and conversion to alternative-fuel buses.

SCHOOLS CURB VEHICLE USE (TDM)

The best strategy for reducing the environmental and health impacts of fleet operations is lessening vehicle use. TDM is a tactic whereby a school or community attempts to reduce vehicle use by promoting bicycle use, walking, mass transit and ridesharing, and by instituting flex-time and telecommuting opportunities. A comprehensive survey of TDM strategies utilized at various universities was completed by a student at the University of Wisconsin-Madison in 1993. The report, Transportation Demand Management (TDM) Programs: Profiles of Selected Universities, by Tabitha Graves, can be downloaded from the Web at: http://www.wisc.edu/campus_ecology/cerp/tdm/tdm.htm.

For More Information: Kurt Sanders, TDM Project Coordinator, University of Wisconsin-Madison, Transportation Services, 610 Walnut St., #124, Madison, WI 53705; (608) 263-2969; E-mail: kurt.sanderson@mail.admin.wisc.edu.

CASE STUDY:
CORNELL HONORED
FOR TDM PROGRAM

Cornell University has accomplished what some consider impossible: it has convinced over one-third of its almost 9,000 faculty and staff to abandon their single-occupancy vehicle and commute by carpooling and public transit. This feat, achieved through the University's TDM program, has saved the University more than $3 million a year in avoided parking structure construction costs and has preserved more than 13 acres of campus green space. Cornell has been honored for this achievement with a plethora of prestigious awards.

Communications Manager of Transportation Services, David Lieb, says, "We got the attention of faculty and staff through the pocketbook by heavily increasing parking fees and supplying free bus passes. Once we had their attention we were able to educate them on the broader social issues of improved air quality, health and preserving campus grounds."

For More Information: David Lieb, Transportation Services, Cornell University, 116 Maple Ave., Ithaca, NY 14850; (607) 255-4628; Fax: (607) 255-0257; E-mail: dj15@cornell.edu.

SCHOOLS GREEN THEIR BUS FLEETS

In addition to discouraging vehicle use, schools can work to reduce the emissions of their bus fleets. There are ways to achieve this that do not require investment in costly engine conversions or the procurement of new buses. The first is to substitute at least 20 percent biodiesel in existing diesel engines. Biodiesel is a renewable, biodegradable fuel derived from soybeans and vegetable oils that burns cleaner than petroleum-based diesel fuel and reduces harmful particulate emissions from diesel engines. Biodiesel is popular because it is the only alternative fuel which transit operators can use as a substitute or additive to diesel fuel that goes right into existing fuel tanks with only minor adjustments.

The second quick-fix option is to install particulate traps and catalytic converters on existing buses to reduce emissions. While such end-of-the-pipe actions may be appropriate as minimum interim measures - particularly for buses which still have a substantial useful life - they are not the most effective way to alleviate the pollution hazards associated with diesel-powered vehicles, nor do they improve the energy efficiency of the fleet or reduce our dependence on often-imported fossil fuels.

CASE STUDY:
MASSACHUSETTS BIODIESEL
PILOT A SUCCESS

Massachusetts Bay Transit Authority (MBTA) has four demonstration part-biodiesel buses which have been "a resounding success," according to Andrew Brennan, Director of Environmental Affairs for MBTA. "Their performance and reliability are superb, and a test revealed drivers were not able to tell if they were driving a diesel or biodiesel bus." MBTA is now considering converting a significant segment of their more than 1,000 transit buses to help reduce air pollution and achieve Clean Air Act compliance.

The Massachusetts Port Authority (Massport) already runs its entire fleet of 25 shuttle buses at Logan Airport on a blend of 20 percent biodiesel and 80 percent regular diesel fuel. Massport recently decided to continue funding for the shuttles for the next three years, and to expand their use to include buses that travel on urban highways and streets.

Other cities that have successfully utilized biodiesel transit buses include St. Louis, Missouri and Chicago, Illinois.

For More Information: Andrew Brennan, Director of Environmental Affairs, Massachusetts Bay Transit Authority, 10 Park Plaza, Boston, MA 02116; (617) 222-3126; Fax:(617) 222-1557.

SCHOOLS REDUCE BUS POLLUTION
BY USING ALTERNATIVE FUELS

In an effort to help reduce U.S. reliance on foreign oil, strengthen the economy and protect the environment, new laws - the National Energy Policy Act of 1992 (EPAct) and the Clean Air Act Amendments of 1990 (CAAA) - require an increasing number of alternative-fuel vehicles (AFVs) in federal, state, municipal and private fleets.

In response to these laws, many state and local governments have instituted incentives and requirements for the purchase of and/or conversion to AFVs. For example, Oklahoma requires school and government fleets to run on alternative fuel when it costs no more than conventional fuel.

Schools can assist municipalities and states with meeting these federally mandated standards by converting their buses to run more efficiently, and to utilize cleaner alternative fuels.

Properly maintained alternative-fuel buses reduce bus-related air pollution and in many cases also decrease dependence on foreign oil. "Alternative fuels" include natural gas, methanol, ethanol, propane, electricity and fuel cells. Transit managers should be aware of the qualitative differences between various alternative fuel options, such as emissions and performance. Other factors to consider when comparing AFVs, as outlined by the California Energy Commission's The ABC's of AFVs: A Guide to Alternative Fuel Vehicles (April 1996) include "economics; which models are available; rebates and incentives offered by auto companies, government and utilities; whether you'll install a fueling facility on your own property; whether to have a dedicated vehicle or a bi-fuel vehicle; distances cars will need to travel; trade-in value; maintenance, etc."

Following are success stories of transit operators and others who have utilized alternative-fuel buses.

FUEL CELLS

The ultimate potential in a "clean" engine is the fuel cell. According to the U.S. DOE fuel cells "are simple electrochemical engines with no moving parts that generate electricity by harnessing the reaction of hydrogen and oxygen to make water." The process involves only minimal pollution. Any hydrogen-rich material can serve as a possible fuel source (including fossil fuels such as methane, natural gas and propane) and the fuel cell can replace the internal combustion engine in all vehicles.

CASE STUDY:
FIRST FUEL CELL
BUSES A SUCCESS

The U.S. Department of Energy is sponsoring an evaluation of three fuel cell fleet buses which run on liquid methanol. The 30-foot transit buses have operated successfully, proving their viability as an alternative to the diesel-powered bus.

One of these buses is being tested by Georgetown University. Bob Wimmer, Project Manager of the Fuel Cell Program at Georgetown University says, "Using methanol-based fuel cells for transit buses is a win-win situation: they are 100 times cleaner than diesel buses, they are highly efficient, they are quiet and they are quickly refueled because methanol is a liquid fuel." Next year Georgetown plans to test a fully functional 40-foot passenger bus that will eventually transport students, faculty and other staff from a Metro subway station to the University.

Says Wimmer, "Now that the technology is proven, all that remains for widespread commercial use is decreased costs and demonstrated inherent reliability - which will happen as more and more fuel cell buses are tested and put on the road."

For More Information: Robert Wimmer, Project Manager, Fuel Cell Program, Georgetown University, 37th and O St., Washington, DC 20057; (202) 687-4503; Fax: (202) 687-4507; E-mail: wimmerr@gunet.georgetown.edu.

ELECTRIC VEHICLES

Electric vehicles draw their power from batteries and therefore create zero tailpipe emissions. According to the California Energy Commission's The ABCs of AFVs: A Guide to Alternative Fuel Vehicles (April 1996), even when considering the pollution from power plants charging the batteries, "electric vehicles may be up to 97 to 98 percent cleaner than gasoline-powered vehicles (depending on the type of emission)." The CEC Guide points out, however, "the vehicles may not be as clean in states that rely on coal and petroleum for their electricity."

Further benefits from electric buses include their quiet operation and long life span (because they have fewer parts and lower expected maintenance costs.)

The biggest barrier to widespread use of electric vehicles is the high cost to purchase and replace batteries, as well as limited battery range. However, new technologies coupled with mass development may eliminate this road block. One municipality that has had phenomenal success with electric transit buses is Chattanooga, Tennessee. It has the largest fleet of electric buses in the world and is no longer labeled the "dirtiest city" since its reduced single-occupancy vehicle use has resulted in cleaner air.

CASE STUDY:
TWO ELECTRIC BUSES
TO BE TESTED AND DRIVEN

Fullerton Joint Union High School District is anxiously awaiting the arrival of its two electric buses. The District has been experimenting with alternative-fuel buses for a number of years, and currently has methanol and advanced diesel buses in its fleet. Jerry Hart, Director of Transportation and Operations for the District, says he is particularly excited about the electric vehicles because they are zero emission vehicles that make minimal noise. He pointed out that neighborhood residents are constantly complaining about the loud, throttling sound and vibration from diesel school buses. When students went on a test ride of the electric bus, they "couldn't get over how quiet the bus was and that they didn't have to raise their voices to speak to one another," Hart noted. Hart likes being a leader in the transportation field, and anticipates these buses will become widespread once the technology is further developed.

For More Information: Jerry Hart, Division of Transportation and Operations, Fullerton Joint Union High School District, 1021 S. Leslie St., La Habra, CA 90631; (714) 870-3590; Fax: (714) 870-6015.

SOLAR ELECTRIC VEHICLES

Apart from fuel cells, solar electric vehicles hold the greatest promise for delivering a truly emission-free means of transit. Solar electric vehicles use photovoltaic panels instead of electricity generated by fossil fuels, nuclear power or other polluting energy sources to charge their batteries.

CASE STUDY:
UNIVERSITY CHARGED UP
ABOUT SOLAR VEHICLES

Since 1991, the Clean Energy and Vehicle Research Center at the University of South Florida has been operating the first electric vehicle solar-powered charging station and test facility in the United States in collaboration with Florida utilities and other organizations. The system consists of a 12-bay parking and charging facility which can produce up to 20 kW of peak power. Any excess electricity produced by the facility and not used by the vehicles is routed to the local utility grid. The goal of the project is to determine the feasibility of solar electric vehicles for fleet use in Florida. Future plans call for direct solar recharging of electric transit buses in the area (using stand-alone PV panels not connected to the utility grid.)

For More Information: George Moore, Director, Clean Energy and Vehicle Research Center, University of South Florida, 4202 East Fowler Ave., ENB-118, Tampa, FL 33620; (813) 974-4771; Fax: (813) 974-5250.

ETHANOL AND METHANOL

Ethanol and methanol are two alcohol-based substitutes for diesel and gasoline transportation fuels. Ethanol, also known as grain alcohol, is typically produced from plant-based materials such as corn or other grains. Methanol, known as wood alcohol, is most often derived from natural gas - a fossil fuel. Methanol and ethanol cannot be substituted for each other.

Both fuels reduce toxic air emissions when compared to diesel and gasoline-powered vehicles. However, one distinct disadvantage of methanol-powered buses is their low fuel economy. Ethanol, used in similar service, generally has about 50 percent higher gas mileage than methanol.

Currently, both alcohol fuels are most commonly used in the United States as a blend of unleaded gasoline and either ethanol or methanol (85 percent ethanol or methanol and 15 percent unleaded gasoline and known as E85 and M85, respectively.) Some vehicles have converted engines that can run on ethanol or methanol blends. "Flexible-fuel" vehicles can use either 100 percent unleaded or E85/M85 - which allows them to be driven in areas with or without ethanol fueling stations.

The City of Peoria, Illinois has successfully operated 14 ethanol transit buses (E95/E93) since 1992. The Los Angeles Metropolitan Transit Authority recently converted 329 buses to ethanol, many of which were previously powered by methanol. Some of the main factors driving the switch to a 95 percent ethanol blend were their higher energy content (giving the buses higher fuel efficiency and a greater range), and their reduced engine wear and tear, explained George Karbowski, MTA's Equipment Engineer.

NATURAL GAS AND PROPANE

Natural gas is a fossil fuel composed primarily of methane that emits less pollution (e.g. fewer particulates) than diesel fuel. Methane is, however, a major "greenhouse gas" associated with global climate change. Although it can be liquefied (LNG), it is often stored in vehicles in a compressed, gaseous form (CNG).

Liquefied petroleum gas, otherwise known as propane, is derived from either natural gas or petroleum and is the third most common vehicular fuel today after gasoline and diesel, according to the U.S. DOE. The California Energy Commission's The ABCs of AFVs: A Guide to Alternative Fuel Vehicles asserts that propane has less carbon-build up compared to gasoline- and diesel-powered vehicles and propane engines last two to three times longer than gasoline or diesel engines.

CASE STUDY:
CNG A SUCCESS
IN BUS FLEET

The Evansville-Vanderburgh School Corporation has 130 buses out of its total fleet of 178 running on compressed natural gas (CNG). Many of the buses were converted in the 1980s and still operate successfully - showing "their durability," according to Curtis Fritts, Fleet Manager of the School Corporation. The School Corporation is currently preparing its refueling site to fill 200 buses and hoping to operate its entire vehicle fleet on CNG by the end of 1997. The school system expected a five- to 10 year payback when it purchased the bulk of the buses in 1986, but the payback has been much faster due to the low cost of CNG (priced at one-third the cost of gasoline on an equivalent basis), according to Fritts.

For More Information: Curtis Fritts, Evansville-Vanderburgh School Corporation, Garage Group Leader, 300 S.E. 8th St., Evansville, IN 47713; (812) 435-8453; Fax: (812) 435-8362.

CASE STUDY:
PROPANE POPULAR IN OREGON

The Portland Public School District switched to propane fuel for its school bus fleet in 1983. At the time of conversion, the main motivation was cost savings, according to the Operations Supervisor for Student Transportation, Ray Splinter. The air quality and health benefits were tangential. Pleased with their performance, the school district has since converted its entire fleet of 345 buses to run on propane. Notes Splinter, "The propane buses have proven themselves as reliable, efficient, cost-effective and clean when compared to diesel- and gasoline-fueled buses." They also have a longer engine life and lower maintenance costs due to the reduced carbon content in propane. "We intend to continue our experience with propane until the next generation of ultra-clean fuel buses is developed."

For More Information: Ray Splinter, Operations Supervisor, Student Transportation, Portland Public Schools, 716 N.E. Marine Dr., Portland, OR 97211; (503) 916-6117; Fax: (503) 916-2707.

CALIFORNIA PAVING THE WAY FOR AFVS

California is leading the way in utilizing alternative fuels in school bus fleets. Since 1989, California has implemented a Safe School Bus/Clean Fuel Efficiency Demonstration Program. So far, the state has purchased 217 natural gas, 150 methanol and four electric buses using funds from its Petroleum Violation Escrow Account.

Ken McCoy, CEO of the Antelope Valley Transportation Agency, has supplied 147 alternative-fuel buses to California school districts under the program, including one electric bus. He believes these initiatives are critical to developing the transportation technology of tomorrow. "Allowing us to experiment with new technologies, work out the kinks and figure out what works best helps us move toward the future soundly while creating a more fuel-diverse transportation sector."

For More Information: Ken McCoy, CEO, Antelope Valley School Transportation Agency, 670 West Avenue L-8, Lancaster, CA 93565; (805) 945-3621; Fax: (805) 949-7393. Dennis K. Winger, California Energy Commission, 1516 Ninth St., MS-29, Sacramento, CA 95814; (916) 654-5162; E-mail: dwinger@energy.state.ca.us; Web: http://www.energy.ca.gov/afvs/schoolbus/.

GREEN FLEET
RESOURCES

A related U.S. DOE program is the Urban Bus Transit Program set up under EPAct. EPAct fosters cooperative ventures between federal and local governments to demonstrate "the feasibility of commercializing the use of alternative fuels," including financial assistance under certain conditions.

U.S. DOE has also published Alternative Fueled Vehicles for State Government and Fuel Provider Fleets: A Guide, to help states comply with the new regulations.

For More Information: Nat'l Alternative Fuels Hotline, PO Box 12316; Arlington, VA 22209; (800) 423-1DOE; Fax: (703)528-1953; E-mail: hotline@afdc.nrel.gov; Web: http://www.cities.doe.gov/.