What is wrong with diesel bus manufacturing? Just the exhaust pedestrians have to breath in? It seems near the bottom of the list for things we'd need to solve for carbon emissions.
It's a backwards-facing business. It would seen better to be investing in the success of the segment of the industry that's by this point obviously going to dominate in the not so far future (electric buses).
(At least, globally. China and Europe are all in on electric buses; I doubt any of us have a good crystal ball for what's going to happen in the US.)
There is nothing wrong with diesel bus manufacturing, but if you were to generate a list of the 1000 most desirable products to manufacture I don't think diesel bus would be on the list. We have companies and manufacturing expertise tied up in building buses when they could be building {X}.
A bus - because of the issues with shipping is something worth building not "too far" from where used. There is value in scale manufacturing so it won't be every city, but making buses for a different continent probably isn't right either.
Note that engineering can be done in one location for multiple factories.
Sure, but if those $10k shipping costs get you labor at a quarter of the price, I don't think the financials ever become favorable for high-wage countries like the US (average salary in urban China is <$20k/year).
Even in much more highly automated industries you have a shift towards lower wage regions (see eastern europe automotive industry as an example) because you still need labor to build and maintain the factories at the very least.
It's not just pedestrians, but residents who gotta breathe in the particulate and other exhaust emissions. That, in turn, significantly affects poorer parts of the population who have no other choice than to live and rent near heavily trafficed roads.
> The older ones yes, but few are still on the road in public transit service
If only that were true in my major US city. The public buses are probably the most filthy vehicles on the road. Every fourth one lets out a cloud of acrid black smoke every time it accelerates. I have to assume they are officially or informally exempt from emissions testing.
I assume those are older busses in fleets that don't have the money to buy new cleaner busses. This is what I observe out on Long Island. You see maybe one or two people on a bus ant any given time because LI is dominated by the car. The busses are a total loss so there's no money to upgrade.
Completely false, buses are way louder than multiple cars. Buses make tons of noise when accelerating and many have obnoxious added sounds at stops for security reasons. As a full cyclist I would gladly prefer no bus and more cars. Moreover the bus are more dangerous for cyclists and pedestrians.
> Moreover the bus are more dangerous for cyclists and pedestrians.
Avid cyclist myself, personally I'd rather see the stiff necked 80 year olds in cars as old as them (so barely any safety features) with tiny tiny mirrors gone off the road.
Bus drivers are at least regularly examined for their health, the buses themselves have a lot better maintenance done on them than the average private person, they got more mirrors than a disco ball, and at least here in Germany, the bus fleets are routinely updated to have allllll the bells and whistles. Lane keeps, dead-spot alerts, object tracking/warning and collision avoidance...
As for the noise: yes a bus is louder, but (IMHO, having lived on a busy road that was suddenly not so busy at all during Covid) I can handle the occasional bus every 5 minutes way better than the constant car noises.
My experience is tainted by the fact that the battery electric busses are new and the diesel busses are (comparatively) old, but our battery electric busses are far more comfortable to ride. Diesels are uh, jerky. Maybe the drivers fault, but that’s how it is.
It's probably more the brakes than the engine. Diesel engines don't provide much of an engine braking effect (unless fitted with additional mechanisms a/k/a "Jake Brake" to provide this) so the vehicles use friction brakes any time they need to slow down, which can be jerky especially with air brakes. Electric buses would have regenerative braking which is probably smoother.
The vibration of the running engine is a big part of it. Very noticeable on diesel-electric battery hybrids; the whole feel of the thing changes when it's running on battery power.
I honestly don't think there is any future for them longer term (>10y). Long distance, diesel vehicles might hold out for a bit longer than a decade, but the situation looks kinda inevitable even there to me.
CO2 wise, electrifying a bus like this should pay off much quicker than replacing individual vehicles, because utilization is higher (not a lot of people drive 12h a day).
Even more damning, diesel is objectively, inarguably more expensive to run, costing more than four times as much as [Vancouver's] battery-electric busses in fuel/electricity.
Even looking purely at the financials, diesel is fucked.
Diesel’s last remaining benefits are of no value for a bus (locomotive-class horsepower possibilities and rapid refueling) as a bus never weighs much and goes in a circle.
Yep - and, in urban areas, buses are pretty much the best possible use case for BEVs, aren't they? Short distance, high utilisation, predictable routes with far more stop/start than normal traffic.
Consider also that bus depots are the perfect site for big battery banks hooked up to their charging stations, and tend to have plenty of room for solar panels on the roof. So electrification is good for the grid too.
It's one of those rare situations where everyone benefits.
> in urban areas, buses are pretty much the best possible use case for BEVs, aren't they?
I'd argue that mail delivery is an even better use case - it starts and stops even more frequently than a bus, practically never needs to travel at high speeds, and only needs to make one run a day.
But it's not a competition - they're both good use cases.
I think existing electric locomotives are more powerful than existing diesel locomotives.
The "most powerful diesel–electric locomotive model ever built on a single frame", the EMD DDA40X, provides 5MW.
The EURO9000, "currently the most powerful locomotive on the European market" provides 9MW under electric power.
USA-made locomotives are so far down the list on https://en.wikipedia.org/wiki/List_of_most_powerful_locomoti... that I suspect there's some other reason they're not needed, e.g. spreading the braking force across multiple locomotives throughout the train.
Trains run on rails, which doesn't exactly allow them to go off-highway. If you're already spending a fortune on building the rail infrastructure, why wouldn't you spend a few bucks extra to install the extension cord?
> On the other hand, he told us that without subsidies, the life cycle costs would be "diesel buses, followed by hybrids, and then with a huge difference, EV buses and then fuel cell buses." He asserts that, as things stand, "neither EV buses nor fuel cell buses would be profitable in terms of life cycle costs without subsidies."
> Tai said, "Relying on subsidies to introduce EV buses and fuel cell buses cannot be considered a healthy business situation," and added, "I strongly hope that technological innovation and price competition will progress throughout the zero-emission bus market."
"EV too cheap to meter ICE dead" is just hype. The realoty is it's not much more than another subsidy milking, yet. Cleaner air in the city is nice, though.
Life cycles costs are not what is being argued here, but operating costs of a battery electric bus compared to a diesel one.
The electric variant is clearly significantly cheaper to operate (like my linked source shows) even taking charging infrastructure and maintenance into account.
Battery electric busses becoming CAPEX competitive with diesel ones is also just a matter of time in my view (case in point: singapore already gets those for less than the US currently pays for diesel ones).
> Even looking purely at the financials, diesel is fucked.
> My takeaway: No reasonable assumption exists that would make operating battery electric busses more expensive than diesel ones.
The problem here is that these were your initial opinions that aren't supported by the reality. Diesel is fucked, long term, and that's good, but that's also long term future, not the reality right now like you were arguing. The matter of time is sometimes the matter.
Note how the whole thread has been about cost of diesel fuel vs electricity from the start, and how I'm explicitly talking about operating costs for them.
From the linked analysis you will also find that the higher price example for diesel bus in the article ($980k) is already more expensive than a typical BEV alternative and likely a net drain on the operator (by comparison) within the first year.
Yes, walking close to the exhaust of a CNG bus is like walking a bit too close to a gas grill/barbecue — hot and a rather chemical, but not noxious and choking like a diesel bus.
