Transition to Zero-Emission Buses Considered by Regional Public Transit Authority
WATA will evaluate replacing aging natural gas fleet with greener technology
The Williamsburg Area Transit Authority (WATA) is soliciting bids for a comprehensive cost and feasibility study to evaluate using zero-emission buses. A new Request for Proposal (RFP) issued earlier this month by James City County on WATA’s behalf, seeks consultants to analyze the financial and operational impacts of replacing WATA’s compressed natural gas (CNG) buses with either Battery Electric Buses (BEBs) or Fuel Cell Electric Buses (FCEBs).
According to the US Department of Transportation (USDOT), these types of zero-emission buses have different advantages and draw backs. Battery Electric Buses (BEBs) are powered solely by batteries and are limited in mileage, anywhere from 100-200 miles per charge, requiring significant charging infrastructure to keep them running. Fuel Cell Electric Buses (FCEBs) generate electricity from hydrogen fuel cells carried on board the bus, emitting only water vapor. They offer longer ranges and performance comparable to traditional buses, but typically have higher upfront costs.
The Department of Transportation notes that a successful transition to zero-emission technology has multiple considerations, including:
Financial analysis: Comparing purchase price, operating costs, and long-term savings.
Life-cycle analysis: Weighing environmental impacts from battery production to end-of-life recycling.
Procurement planning: Ensuring interoperability of buses, chargers, and fueling systems, while coordinating with utilities on power needs.
Infrastructure and land use: Reviewing zoning, property rights, and utility capacity for depot or on-route charging upgrades.
Workforce readiness: Training operators, mechanics, and staff in new systems.
Phased rollout: Piloting smaller fleets first to manage costs and gain experience.
Balancing need and financial limitations
While zero-emission fleets can cut fuel and maintenance expenses over time, the Federal government urges local transit agencies like WATA to proceed cautiously — aligning funding, planning, and local infrastructure before committing.
WATA’s annual budget reflects both opportunity and constraint. In fiscal year 2024, the authority reported $7.7 million in revenues and expenditures, supported by a mix of federal (47%), state (26.5%), and local (19%) funding, along with about 7% from fares and institutional contributions. More than half of those expenses — 59% — went to salaries and benefits, while 17.5% covered maintenance and 7.4% paid for fuel.
With farebox recovery projected at only 3.8% of operating costs in FY2025, leaders say any move toward zero-emission buses must be carefully weighed against other priorities, including rising demand for paratransit and the cost of new facilities.
WATA’s costs are projected to rise sharply over the next decade. The agency estimates its annual operating costs will grow 71% by FY2034, reaching $17.1 million, largely due to expanded service under its strategic plan. Capital projects already underway — including a new operations and maintenance facility and a northern transfer center — also represent major commitments, though both are being designed with potential electric charging capacity in mind.
Timeline for vendor selection and reporting
The procurement schedule sets October 9 as the deadline for proposals, with short-list interviews scheduled for October 30 and an expected contract award on December 3. The study will run on a fixed-price contract, with a final report due 20 weeks after project kickoff.
The writer used AI tools and these sources: