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JULY/AUGUST 2018 | MassTransitmag.com | Mass Transit | 17
collecting over three years and reporting
every month or every quarter to the project
partners,” said Petrunic, “both for the
manufacturers to improve their products
and the transit agencies to know what’s
happening on the ground.”
Th e trial is in phase 2, the technical
planning of increasing the power of the
chargers. Th e overhead chargers launching
in phase one are 450 Kw; the power
level was pushed up to 450Kw to drive
down the number of minutes the bus has
to charge and the next step is pushing it
up to 600 Kw.
“We know the charging manufacturers
can do it,” said Petrunic, “the problem
is, there is going to be degradation to the
charger … the bigger problem for the bus
manufacturer is how do you receive that
power on board without blowing the battery
or degrading the battery.”
Th e second part of phase 2 is energy
storage integration. “If you’re pulling
power off the grid at 640 Kw, you’re essentially
going to be hit with these demand
charges from the electrical grid
company, which is going to charge you
money to deliver you energy at that power
level because they have to build up the
infrastructure to make sure it can do so
eff ectively and safely,” said Petrunic.
She said they need to get away from
that kind of power demand cost structure
and to put a battery or a mechanical
device like a fl ywheel, some kind of
energy storage between the grid and the
charger. Th e storage device could trickle
charge, pulling power off the grid at a low
power level under the threshold. Petrunic
said, “Th at innovation, to balance the
grid, would help utilities know the grids
are not going to be fried by a bunch of
high-powered bus systems pulling on it.
“It also helps transit agencies know
that by going green, they actually will
realize and see their savings, because
there is a cost there.” She continued, “No
matter how expensive your electricity is,
it’s always cheaper than diesel from the
combustion perspective. I know people
don’t believe it, but it’s basic mathematics
and physics.”
She said while transit agencies like the
cost savings, some of that is run down
when they get on-demand charges. So
the integration of energy storage helps
avoid that delivery charge.
Future Projects
Petrunic clarifi ed projects aren’t always
going to be valuable to all transit agencies
and it’s not always going to be valuable
to all innovative companies in mobility.
“Th e kind of value we create and bring
to the table as a not-for-profi t is that we
initiate projects that are classic consortium
problems.”
Where she said they’ve seen their value
grow as an organization is with mid-size
transit agencies and large manufacturers
that are trying do something new in their
own strategic vision.
Petrunic said of CUTRIC’s projects,
“If it wasn’t needed, it wouldn’t exist.” She
explained, “It’s an organization that’s set
up to serve very specifi c purposes.”
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