1. Overview of the OLEV
New Low Emission Bus Scheme
Gloria Esposito
Head of Projects
STEP on the Bus Event - Edinburgh
28th May 2015
Slide 1

2. Slide 2
LowCVP’s Bus Activities
Supporting and influencing DfT policy regarding Low Carbon Emission Buses:
 Created Low Carbon Emission Bus definition:
 A low carbon emission bus achieves >30% savings in WTW GHG emissions compared to a
standard Euro 3 diesel bus of the same passenger capacity.
 Developed the LCEB accreditation and certification scheme to certify LCEBs which are eligible
for capital and running cost incentives
 Support DfT introduction of Green Bus Fund – Provided £100m over 5years to support the
purchase of LCEB
 Introduction of Bus Subsidy Operator Grant LCEB incentive – 6p/km
 Research examining barriers to purchasing the low emission bus market and developing policy
recommendations to expand the market including a new style grant mechanism and
accreditation procedure for LCEBs (adopted by OLEV and DfT)
 Supporting OLEV’s Low Emission Bus (LEB) Scheme - developed LEB grant structure and LEB
accreditation procedure plus helping to provide guidance to bidders.

3. Slide 3
Low Carbon Emission Bus Market - England
1579
193
113 760
200
400
600
800
1000
1200
1400
1600
1800
Hybrid Micro-Hybrids Biomethane Electric
1975 low carbon emission buses in
service with 80% supported by
Green Bus Fund

4. Slide 4
New Low Emission Bus (LEB) Scheme Overview
 Office of Low Emission Vehicles introduced £30m Low Emission Bus grant (LEB) to support the
purchase of low emission buses across England and Wales in 2015 - 2020. (replaces the Green Bus
Fund).
The new Low Emission Bus Scheme(LEB) has four primary objectives:
 Increase the uptake of low and ultra-low emission buses (England and Wales).
 Support the improvement in local air quality
 Reduce the impact of road transport greenhouse gas emissions.
 Attract investment in UK automotive manufacturing sector
 LEB grant supports purchase Low Emission Buses and Infrastructure, over three years
(2016-2019)
 Competitive bidding process for local authorities and bus operators, No maximum allocation
however bids over £5m should also give an option for lower amounts.

5. Slide 5
Low Emission Bus Scheme Overview – Cont.
 Timetable for submission and assessment of applications :
 Deadline for applications: 31st October 2015;
 Announcement of the winners: January 2016.
 OLEV published guidance for bidders and a LEB scheme grant calculator
 https://www.gov.uk/government/publications/low-emission-bus-scheme
 LowCVP website features a Low Emission Bus microsite with information on the LEB Grant and
LEB Accreditation and Certification Procedure.
 http://www.lowcvp.org.uk/initiatives/leb/Home.htm

6. Slide 6
What is a Low Emission Bus?
A Low Emission Bus (LEB) is defined by the government as “producing 15% less Well-to-
Wheel (WTW) GHG emissions compared with an equivalent Euro 5 diesel bus with the
same passenger capacity and must meet the Euro 6 emission standard or proven
equivalent.
Quick reminder of WTW GHG emissions:
Well to Tank + Tank to Wheel = Well-to-Wheel GHG emissions
(gCO2e/km)
GHGs of interest are Carbon Dioxide (CO2), Methane(CH4) and Nitrous Oxide (N2O)
• Example of potential technologies for LEBs: hybrid, plug-in hybrid, flywheel hybrid, battery
electric, biomethane, hydrogen fuel cell if H2 produced via renewable energy sources
Emissions associated
with fuel production
Emissions associated with
vehicle operation

7. Slide 7
LEB Grant Outline (Low Emission Bus & Infrastructure)
Low Emission Bus Element
 Grant sizes are based on the capital cost (i.e. purchasing price) difference between an LEB and
its equivalent diesel bus. Two elements (climate change and air quality).
a) Base grant - sliding scale based on WTW GHG emissions saved by a low emission bus
£15,000 LEB flat grant + £175/gram WTW carbon emissions saved/km.
o Capped at 75% of the LEB/diesel bus equivalent capital cost difference.
b) Top-up grant - measured in terms of ‘zero emission’ (ZE) capable kilometres
£5,000 ZE capable flat grant + £1,000 per ZE km.
o Capped at £30,000.
 Total grant eligibility – the maximum grant size that can be bid for:
Base grant + Top-up grant
o Capped at 90% of the LEB/diesel bus equivalent capital cost difference.
The LEB grant calculator must be used to calculate grant required.

8. Slide 8
LEB Grant Outline (Low Emission Bus & Infrastructure)
Infrastructure Element
 Covers biomethane,hydrogen refuelling and EV charging infrastructure. The eligible expenditure
includes:
 Cost of charging unit or refueling station
 Electrical or other power components
 Site surveys
 Civil engineering work
 Labour costs (for installation)
 Hardware costs
 Capital costs of developing associated software systems
 OLEV will not contribute more than75% of the capital expenditure incurred as a result of its
purchase and installation.
Note – Low Emission Bus and Infrastructure Grant aims to achieve a three to five year
payback with regarding to purchasing low emission buses.

9. Slide 9
LEB Accreditation Procedure
 To qualify as a Low Emission Bus and therefore be eligible for the Low Emission Bus Scheme
funding, the vehicle's manufacturer must certify a bus with LowCVP/DfT.
 LEB accreditation - GHG and AQ emissions are measured against a whole vehicle emissions test
in accordance with a new LowCVP UK Bus cycle and set of test procedures for different
technologies.
 Vehicle testing provides data required for WTW GHG emissions savings, AQ emissions and
calculation of ‘zero’ emission capability.

10. Slide 10
The LEB Certificate
Certificate presents information required to determine
level of grant funding (& entry into LEB grant calculator)
 Manufacturer certify engine emission meets Euro VI.
 WTW GHG emission savings - must be 15% or more.
 Zero Emission range capability
Approved Test facility
Customer:
Customer Address:
Test Purpose: LEB Certification
Vehicle Manufacturer: Buses R uS Unladen weight (kg) 12000.0
Vehicle Type: Plug in Hybrid Flywheel Gross Weight (kg) 18000.0
Engine: Tdi 334 Euro VI Passenger Capacity 89 OK
Transmission: Auto Euro VI certificate Y/N
Fuel Type: Fuel Provider:
Well-to Tank Factor: (g CO2e/MJ) WTT evidence
Test Phase HC (g/km) CO (g/km) NOx (g/km) PM (g/km) CO2 (g/km) CH4 (g/km)‡ N2O (g/km)‡
Fuel
Consumption
(l/100 km)
Rural / LUB 0.00 0.08 0.08 N/A 893.36 0.00 0.030 30.000
Inner London 0.00 0.02 0.02 N/A 856.59 0.00 0.010 45.000
Outer London 0.00 0.01 0.01 N/A 877.55 0.00 0.005 50.000
MLTB Average 0.00 0.01 0.02 875.22 0.00 0.012 47.500
LUB Average 0.00 0.01 0.01 N/A 867.07 0.00 0.010 41.667
Test Phase
Rural / LUB
Inner London
Outer London
MLTB
LUB Total Average
Fuel/energy
used over
Total Fuel
Energy
(litres/km) (MJ/km)
Rural 2.89 36.00
Inner London 2.96 38.00
Outer London 2.70 35.00
MLTB 3.01 41.00
LUB Total Average 2.89 36.00
Data Generated by: Data Approved by:
On behalf of Test facility
*****
*****
***** Data to input to LEB grant fund calculator
Certificate approved by: Certificate Approved by:
On behalf of Bus manufacturer On behalf of LowCVP/DfT
*** WTW - Well-to Wheel
CO2 (g/km)
1044.12
875.22
867.07
Calculated TTW** GHG
Emissions
14.20 60.34
* WTT - Wheel-to-Tank
0.00 3.58 878.80
14.20 26.50
Test Phase
WTT* Fuel GHG
Equivalence Factor
** TTW - Tank-to-Wheel
Low Emission Bus Scheme Certificate
Emissions and Energy consumption results from approved test facility - Average 3 tests
14.2
Total Tank-to-Wheel GHG CO 2 equivalent
CH4 (g/km x 25)‡ N2O (g/km x 298)‡ TTW GHG (CO2e (g/km)
Yes - Manufacturer certified
893.36
0.00 1.49 879.04
0.00 8.94 902.30
856.59
877.55
0.00 2.98 870.05
Well-to-Wheel GHG CO 2 equivalent
0.00 2.98 859.57
Calculated WTW*** GHG
Emissions
(g CO2e/MJ) (g CO2e/MJ) (g CO2e/MJ)
14.20 57.18 984.70
1011.9
Euro V Average Diesel Equivalent (g CO2e / km) 1200.4
977.76
14.20 65.24 1040.92
14.20 52.31 1011.88
Approved as Low Emission Bus? (15% saving or more)
† compared with Euro 5
UK Diesel Fuels R us
DEFRA 2014 factors
WTW GHG saving† (g CO2e / km)
Low Emission Bus Certificate Summary
GHG Well-to-Wheel (g CO2e / km)
Zero Emission operating range (km) 0.0
188.5
16%
Yes/No
Total measured energy consumed on vehicle (kWr)
Electric energy consumption and charge efficiency
Measured grid energy during charging kWr
Distance covered km
Charging efficiency
% WTW GHG saving† (g CO2e / km)

11. Slide 11
Information Required for Application for Electric Bus
LEB Certificate
WTW GHG emission
saving, energy
consumption and ZE
range
Infrastructure
Charger efficiency Grid Electricity
WTT factor from
DEFRA or JRC
Electricity Generator
Energy provider to supply
evidence of WTT if
renewable or use LowCVP
default WTT factor
(average UK grid)
Bus Manufacturer Infrastructure Provider Energy Provider

12. Slide 12
Indicative Examples – within calculator
12

13. Slide 13
How will bids be assessed?
1. Ambition (30%)
Bids will be treated as stronger or looked upon more favourably, where they:
 demonstrate the bidder plans to buy more LEBs after the LEBS grant period is over;
 offer the greatest evidence of transformation of the bidder’s fleet to LEB;
 strike a balance between innovation and being tried and tested.
2. Deliverability (10%)
Bids will be treated as stronger or looked upon more favourably, where they:
 provide evidence from third parties on deliverability;
 offer a larger local contribution;
 provide evidence of third party financial contributions;
 secure a commitment by manufacturer to reduce costs;
 demonstrate reduced need for Government subsidy;
 provide evidence of bidders taking out and funding warranties

14. Slide 14
How will bids be assessed?
3. Air Quality (25%)
Bids will be treated as stronger or looked upon more favourably, where they:
 demonstrate improvement to air quality
 have buses operating regularly in areas with poorest air quality
 demonstrate greater degree of zero emission running in these areas.
4. Value for Money (35%)
 Maximise the number of low and ultra low emission buses on the road with the available
grant funds.
 Ensure benefits of these buses are maximised - air quality and carbon savings improvements

15. Slide 15
Components of Value for Money assessment
1. Amount of grant sought – both for LEBs and infrastructure
 Assessed with respect to the bidder’s total grant eligibility
- Strong bids will seek grant sizes that constitute a smaller proportion of total grant
eligibility.
2. Infrastructure
 Why the type of infrastructure in question has been chosen.
- Strong bids will effectively justify the infrastructure type chosen in the bid.
 How the infrastructure will facilitate the uptake of additional new LEBs both during this
grant scheme funding window and beyond.
- Strong bids will enable the purchase of more LEBs and facilitate a faster uptake of LEBs
both within the funding window and beyond.
 How the infrastructure will maximise air quality/carbon savings improvements
- Strong bids will clearly demonstrate infrastructure’s role in maximising benefits.
E.g. considering the positioning of electric charging points to maximise operational ZE
kilometres undertaken by an electric bus.

16. Slide 16
Components of Value for Money assessment cont.
3. Carbon savings and air quality
 Assessed with respect to overall carbon savings and improvements in air quality
- Strong bids will demonstrate evidence of high carbon savings and air quality
improvements compared to the counterfactual scenario.
- Requires bidders to calculate per annum carbon savings and air quality improvement
4. Replacement of older buses
 Bidders should state if LEBs purchased under the fund will replace existing buses.
- If buses are being replaced, strong bids will involve LEBs replacing the highest carbon
emitting buses in the fleet.
5. Fuel source and sustainability
 Bids with renewable fuel sources will automatically attract higher total grant eligibility as
their LEBs will have a higher WTW gram carbon emissions saved/km figure

17. Slide 17
Summary
 The higher upfront purchase cost of low emission buses and high cost of
infrastructure (electric and biomethane buses) are two key barriers precluding the
greater take up low emission buses.
 LowCVP have developed the LEB scheme for OLEV, to address the market barriers
raised in our report and is playing a key role in supporting the roll out of the OLEV
Low Emission Bus Scheme.
 The scheme is technology neutral and address both air quality and climate change
related emissions, providing transparent data for operators and encouraging
ambition in WTW savings
 The LEB could be easily adopted in Scotland given existing LCEB grant scheme and
accreditation procedure. Sliding scale WTW GHG emission saving based grant
mechanism would also be suitable for any revised BSOG incentive.

18. Gloria Esposito
Gloria.Esposito@lowcvp.org.uk
Thank you for your attention.