Due to the adoption of the Innovative Clean Transit (ICT) regulation, California is transitioning its public transit buses from fossil fuel to zero-emission buses (ZEBs). Due to required high upfront investment for battery electric buses (BEBs), transit agencies must make planning decisions with a system-wide optimization mindset. This study presents a tool to investigate the optimal split between depot charging and opportunity charging for transit networks. A case study was performed on the Unitrans transit system in Davis, California, and it was found that 35 buses would be sufficient to provide the existing level of service over the bus network, which is approximately the same number of buses that Unitrans is currently using to serve those routes. The sensitivity of the relationship between the energy use of BEBs and the deployment decisions was investigated. Decreasing the energy use of the buses by removing the probabilistic effects of drive cycle aggression decreased the maximum required number of buses from 73 to 45 and the interquartile range (IQR) of the number of buses from 10 to 2. The results indicate that a BEB fleet is more sensitive to these changes than a fossil fuel fleet. This relationship needs to be more strongly considered in planning BEB deployments.

由于采用了创新清洁交通 (ICT) 法规，加利福尼亚州正在将其公共交通巴士从化石燃料转换为零排放巴士 (ZEB)。由于电池电动巴士 (BEB) 需要高额的前期投资，交通机构必须以全系统优化的心态做出规划决策。本研究提供了一种工具，用于调查运输网络的车站收费和机会收费之间的最佳划分。对加利福尼亚州戴维斯的 Unitrans 公交系统进行了一项案例研究，发现 35 辆公交车足以通过公交网络提供现有水平的服务，这与 Unitrans 目前使用的公交车数量大致相同为这些路线服务。研究了 BEB 的能源使用与部署决策之间关系的敏感性。通过消除驾驶循环攻击的概率效应来减少公交车的能源使用，将所需的最大公交车数量从 73 辆减少到 45 辆，并将公交车数量的四分位距 (IQR) 从 10 辆减少到 2 辆。结果表明，BEB与化石燃料船队相比，船队对这些变化更为敏感。在规划 BEB 部署时需要更加充分地考虑这种关系。结果表明，BEB 车队对这些变化比化石燃料车队更敏感。在规划 BEB 部署时需要更加充分地考虑这种关系。结果表明，BEB 车队对这些变化比化石燃料车队更敏感。在规划 BEB 部署时需要更加充分地考虑这种关系。