Highland Electric
The usefulness of these buses in a city setting depends largely on location, Woogen said.
“A lot of the value behind distributed energy resources comes down to where they are sited, and a lot of urban areas tend to be congested areas of the grid,” he said. “Having an understanding of where those congested areas are, and also ensuring that the pricing or the program reflects the value that’s provided, is going to be critical to, for example, parking a bidirectional bus in a congested area and discharging it.”
Tech Brew keeps business leaders up-to-date on the latest innovations, automation advances, policy shifts, and more, so they can make informed decisions about tech.
Montgomery County, Maryland, located outside of Washington, DC, is the most populous county in the state. Highland Electric has worked on five bus-charging depots there, some of which could support dense areas in the future, Leach said, although they are not yet connected for V2G.
“We really have to be smart about how the vehicles are filled up. But on the flip side of the token, if we’re able to do V2G there as well, we can help that grid relieve some of that constraint. So in those peak times, the buses might not need to be charging. Discharge them to help alleviate that constrained grid,” Leach said.
Con Edison and National Express ran a three-year V2G pilot project in White Plains, New York, and found that the electric school buses could provide benefits to their service area. This could eventually mean more grid support from buses across the state and in New York City, which passed a law last October requiring all school buses to be electric by 2035.
Earlier this year, New York State committed to replacing 100% of the state’s nearly 50,000 diesel school buses with electric ones by 2035.
Municipal transit buses are also electrifying, but working around public transportation schedules could make V2G opportunities more challenging, experts told us.
“The duty cycle of transit buses is pretty intense most of the time. And I think in most of the utilities that we have experience with and the programs that we’re aware of, the peaks tend to fall during times when the buses are probably going to be out shuttling people around,” Leach said.
The way utilities alert asset owners about discharging times can vary by region. Some give 24 hours’ notice about periods when they’ll need to pull energy from batteries, but others may have a much narrower window, notifying fleet operators just a few hours beforehand, Leach said.
These shorter alert times “tend to be more lucrative,” but they can also make the charging equation more complex, he said. And that extra complexity is more easily handled by school bus fleets, which sit dormant for long, predictable periods, than it is for busier city buses.
“We’re leaning really heavily on machine learning and AI, because at a very early point, we realized a human really can’t run a large EV fleet at scale and manage every single thing, especially when you start thinking about signals from utilities,” he said.
But eventually, with enough of these insights and processing power to sort through them, even these trickier assets could benefit cities.
“If you distribute it amongst the transit buses that happen to be parked at that time…and then you also spread it across the rest of the fleet, like vans, trucks—the smaller batteries…That’s a ton of energy that you can grab little bits and pieces from all sorts of vehicles across the county or town, and have them help when they need to,” Leach said.
“I definitely think there’s an opportunity there,” he added.
Tech Brew keeps business leaders up-to-date on the latest innovations, automation advances, policy shifts, and more, so they can make informed decisions about tech.