Analysis and possibilities of e-minibus operation and test of e-buses in Brno
Internal Deliverable No.: DI 5.02.02
Project Acronym: 2MOVE2
Full Title: New forms of sustainable urban transport and mobility
Grant Agreement No.: 296036
Work Package/Measure No.: B5.02
Work Package/ Measure Title:
Development of e-mobility and the introduction of e-minibuses in Brno
Responsible Author(s):
Jiri Cerny, DPMB
Responsible Co-Author(s):
Zdenek Jarolin (DPMB), Hermann Heich (Heich Consult GmbH)
Date: 7 March 2016
Status: Final
Dissemination level: Public DI 5.02.02 Analysis and possibilities of e -minibus operation and test of e-buses in Brno 7 March 2016
Abstract The aim of Measure B5.02 is to introduce and promote electric technologies for private and public transport such as the substitution of conventional cars and buses powered by diesel. The first part of the measure concentrated on the preparation of a conce pt for the support and use of electro-mobility (electric car and electric bus es). To implement this, a feasibility study on e-mobility and the possibilities to improve sustainability in the town has been commissioned. The second part of the measure is foc used on the development of electro -mobility through the introduction of electric minibuses on a new line in the historical city centre. The measure leader is Brno City Municipality ( SMB), but Brno Public Transport Company ( DPMB) is in charge to undertake t he work and to implement the measure . This measure will be un dertaken in close cooperation with the energy company which constructed the first private charging station in the Czech Republic. This report therefore contains two parts – the first part outlines the main results of the feasibility study and its results with regards to introducing electric mobility in private and public transport in Brno with an emphasis on the potential to improve public transport and sustainability in the city. The second part of this report describes the results of the practical test s that were carried out in Brno with different types of electric buses.
Project Partners
Organisation Country Abbreviation
Brno City Municipality CZ SMB
Dopravní podnik m ěsta Brna CZ DPMB
Document History
Date Person Action Status Diss. Level
Jiri Cerny Analysis of possibilities WP 5 / 27/06/14 Draft SC, TC Zdenek Jarolin B5.02
Jiri Cerny Update and extension by chapter on 03/08/15 Draft SC, TC, PC Zdenek Jarolin "Testing of e-minibuses"
Hermann Heich (expert) , 28/01/2016 External review Final PC Heich Consult GmbH Wolfgang Forderer , Patrick 07/03/2016 Daude Final Version Final EC
Status: Draft, Final, Approved, and Submitted.
Dissemination Level: PC = Project Coordinator, SC=Site Coordinator, TC=Technical Coor dinator, EM=Evaluation Manager.
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Table of Contents
1 INTRODUCTION ...... 6
2 THE STUDY – SOME BASIC FIGURES ...... 7
2.1 OBJECTIVE AND PROCESS OF THE STUDY ...... 7
2.2 LEGISLATIVE FRAME AND STRATEGIC DOCUMENTS ...... 7
2.3 BASIC SOCIO -DEMOGRAPHIC CHARACTE RISTICS OF BRNO ...... 9
2.4 FLEET COMPOSITION AND MODAL SPLIT ...... 10
3 ELECTRO-MOBILITY IN PUBLIC T RANSPORT ...... 12
3.1 SPECIFIC SOLUTIONS FR OM EUROPEAN CITIES ...... 12
3.1.1 Portugal – electric minibuses ...... 12
3.1.2 Turin (Italy) ...... 13
3.1.3 Landskrona – Sweden, Eberswalde – Germany ...... 15
3.1.4 Geneva – Switzerland ...... 16
3.1.5 Vienna – Austria ...... 18
3.2 OPPORTUNITIES FOR THE INTRODUCTION OF ELECTRIC BUSES IN PUBLIC TRANSPORT ...... 19
3.2.1 Regular lines in the city centre ...... 19
3.2.2 Tangential lines ...... 20
3.2.3 Tourist lines ...... 20
3.2.4 Extension of trolley bus lines ...... 21
3.2.5 Bus Rapid Transit (BRT) ...... 21
3.3 POSITIONING OF PUBLIC RECHARGING STATIONS FOR PRIVATE USE ...... 21
3.3.1 Charging infrastructure ...... 21
3.3.2 Standardised system of charging connectors ...... 21
4 ANALYSIS OF POTENTIA L ELECTRIC BUS ROUTE S ...... 22
4.1 ROUTE B1 ...... 22
ROUTE B2 ...... 23
4.2 ROUTE B3 ...... 24
4.3 ROUTE B4 ...... 25
4.4 ROUTE T1 ...... 26
4.5 ROUTE T2 ...... 27
5 ANALYSIS OF THE SO CIAL AND ENVIRONMENT AL EFFECT OF ELECTRO -MOBILITY .... 28
5.1 SOCIAL EFFECTS ...... 28
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5.2 ENVIRONMEN TAL EFFECTS ...... 28
5.2.1 Energy consumption ...... 28
5.2.2 Emissions ...... 30
6 PROPOSAL OF BA SIC PARAMETERS FOR T HE CALL FOR ELECTRIC MINIBUSES FOR BRNO ...... 34
7 PROPOSAL OF MEASURES TO SUPPORT ELECTRO-MOBILITY IN BRNO ...... 35
8 CONCLUSION ...... 36
8.1 OPPORTUNITIES FOR ELE CTRO -MOBILITY IN THE CITY OF BRNO ...... 36
9 TESTING OF ELECTRIC BUSES IN BRNO ...... 37
9.1 HISTORY OF ELECTRO -MOBILITY IN BRNO ...... 37
9.2 ALTERNATIVE FUELS IN BRNO ...... 37
10 TESTING METHODS AND INTRODUCTION ...... 39
10.1 DEVELOPMENT OF ELECTR O-MOBILITY IN THE CZECH REPUBLIC ...... 39
10.2 ELECTRIC BUSES IN BRNO ...... 39
10.3 TESTING METHODS AND A SSESSED ASPECTS ...... 40
11 TESTED ELECTRIC BUSE S ...... 42
11.1 SOR EBN 10.5 ...... 42
11.2 AMZ CITY SMILE 10E ...... 43
11.3 IVECO SKD STRATOS LE 30 E ...... 43
11.4 SIEMENS RAMPINI ALÉ EL ...... 44
11.5 ŠKODA PERUN ...... 46
12 RESULTS ...... 47
List of Figures Figure 1: Distribution of population in urban areas according to age (Source: Census 2011) ...... 9 Figure 2: Modal split and time distribution, City of Brno (Source: CDV, 2013) ...... 11 Figure 3: Electric minibus on the route in the city centre ...... 13 Figure 4: Electric bus in the process of recharging at the stop ...... 17 Figure 5: Siemens Rampini electric minibus during recharging using tram pantograph ...... 18 Figure 6: Possible tangential connection shown by black arrows on the plan of public transport in Brno ...... 20 Figure 7: Line B1 – No. 80 (blue) and Line No. 68 (red) ...... 22 Figure 8: Line B2 (No. 65) ...... 23 Figure 9: Line B3 – No. 46 (red) and No. 66 (blue) ...... 24 Figure 10: Model Line B4 ...... 25 Figure 11: Actual route of Line A ...... 26
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Figure 12: The sightseeing minibus in the city centre of Brno ...... 26 Figure 13: New tourist line ...... 27 Figure 14: An example of public electro -mobility promotion...... 28 Figure 15: MJ per year shown on model lines. Blue: diesel buses, red: CNG buses, green: e -buses or a combination of e-buses and diesel buses ...... 30 Figure 16: Emission calculation, blue: diesel, red: CNG, green: e -buses or combination o f electric buses and diesel ...... 32 Figure 17: Example of altitude profile analysis - line 80 (B1)...... 34 Figure 18: SOR EBN 10.5 in service on the Line 37 in Brno - Kohoutovice ...... 42 Figure 19: Electric bus AMZ during test drive ...... 43 Figure 20: Electric minibus SKD ...... 44 Figure 21 Siemens Rampini during recharging using tram pantograph ...... 45 Figure 22: Škoda Perun ...... 46
List of Tables Table 1: Cars - according to the number of households. City of Brno (Source: CDV, 2013) 10 Table 2: Use of different transport modes in terms of the number of tr ips, mileage and travel time. City of Brno (Source: CDV, 2013) ...... 10 Table 3: SWOT, Portugal - electric minibuses, implementation ...... 12 Table 4: SWOT, Portugal - electric minibuses, technical solutions ...... 13 Table 5: SWOT, Italy - minibuses with inductive charging, implementation ...... 14 Table 6: SWOT, Italy - minibuses with inductive charging, technical solutions ...... 14 Table 7: SWOT, Sweden - trolley bus with auxiliary battery operation, implementation ...... 15 Table 8: SWOT, Sweden - trolley bus with auxiliary battery -driven technical solution ...... 16 Table 9: SWOT, Switzerland - high-capacity vehicles with continuous recharging, implementation ...... 16 Table 10 : SWOT, Switzerland - high-capacity vehicles with continuous charging and maintenance solutions ...... 17 Table 11: SWOT Vienna – electric bus continuously recharged from the existing infrastructure, technical solutions ...... 19 Table 12: Annual energy consumption in the different scenarios ...... 30 Table 13: Direct pollutant emissions ...... 31 Table 14: Comparison of direct emissions of pollutants by the type of fuel ...... 32 Table 15: Summary of average operating costs of vehicles powered by diesel in DPMB ..... 33 Table 16: Comparison of the operating costs ...... 33 Table 17 Basic parameters ...... 47
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1 Introduction The City of Brno is a member of the CIVITAS Plus II project 2MOVE2. The main partners in the 2MOVE2 project in the City of Brno are the City Municipality (SMB) and Brno Public Transport Company (DPMB) which is a major operator of trams, buses and trolley buses in the City of Brno. Measure B5.02 is one of the measures that are undertaken in close cooperation between the City of Brno and DPMB . It deals with the “Development of electro -mobility and the introduction of electric minibus es on the route within the Brno city centre”. The main objective of Brno Public Transport Company is to purchase and operate three electric minibuses on the lines in the city centre. To fulfil task B5.02.01 as part of the research and technical development phase the City of Brno organised a call for experts to prepare a feasibility study on the introduction of electro- mobility in the City of Brno. The winner of the call was the Transport Research Centre (Centrum dopravního výzkumu – CDV). The aim of the measure is to introduce and promote electric technologies for private and public transport to substitute conventional cars and buses powered by diesel. The first part of the measure is focused on the preparation of the concept for the suppor t and use of alternative drives (electric car, electric bus) and the possibilities for the building of charging stations in carparks-parking objects. A study on e-mobility and the possibilities to improve sustainability in the town was also commissioned. This study was completed in the spring of 2014. The second part of the measure is focused on the development of electro -mobility and the introduction of electric minibuses in the historical centre. The measure leader is SMB, and DPMB is responsible for all the technical work within this measure. The energy company that constructed the first private charging station in the Czech Republic has also been consulted. Certain parts of the city centre will be affected in the main which ha ve so far been inaccessible to public transport due to a lack of vehicles of suitable size and technical specifications. Further benefits could be the improvement in the flow of traffic and the attraction of tourists. As part of this measure, it was planned to purchase three electric minibuses to be used for the route near the city centre. The study will indicate the exact route and operation parameters. The route is expected to be : Špilberk (castle) – Česká (centre) – Vila Tugendhat (Unesco heritage). This report contai ns two parts . The first part (Sections 2 – 8) outlines the main results of the feasibility study and its results with regards to introducing electr o-mobility in private and public transport in Brno with an emphasis on the potential to improve public transp ort and sustainability in the city. The second part (Sections 9 – 12) of this report describes the results of the practical tests that were carried out in Brno with different types of electric buses.
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2 The study – some basic figures The main results of the study, especially those results of relevance to this report on “Analysis and possibilities of e-minibus operation and test of e -buses in Brno” , are presented in sections 2 – 7. 2.1 Objective and p rocess of the study The overall objectiv e of the study was to analyse the possibilities and opportunities for the development of electro-mobility in the City of Brno, and to propose a set of measures to support the development of electro -mobility in the City of Brno. The study analysed the requi rements for the construction of charging stations in the City of Brno, investigated the opportunities to introduce electric minibus traffic in the city centr e and assessed the environmental and social impact of electric buses. Transport Research Centre (CDV) was commissioned with the study which was prepared in the period from summer 2013 to early spring 2014. Regular meetings with representatives from the City of Brno (SMB) , Public Transport Company (DPMB) and from CDV (Transpo rt Research Centre) took place during this time. The progress of the work was followed closely and the interim and final results discussed intensively in these meetings . CDV was provided with the necessary materials and data (e.g. information on bus routes , emission standards for diesel, CNG and electric buses etc.) to do its work . Towards the end of the process in January 2104 DPMB and SMB scrutinized and commented on the study , leading to recalculations and textual changes by CVD. The study was finalised in March 2014 . 2.2 Legislative frame and strategic documents The study presents the background of several EU and national initiatives, policies and strategic documents that set the scene for the development of sustainable urban transport. The main items are as follows :
Smart Cities and Communities reducing CO 2 On 3rd March 2010 the European Commission published a Communication on "Europe 2020 A s trategy for smart, sustainable and inclusive growth" (hereinafter the Communication). This Communication is the st arting point for determining the EU’s economic strategy with a view to 2020. One of the basic strategic objectives of this Communication is to reduce greenhouse gas emissions by 20% compared to 1990 levels. In this context, the European Commission launche d a new initiative - Smart Cities and Communities – in June 2011 which focuses on the common problems of cities and on ways to accelerate the introduction of technologies that reduce CO 2 emissions in urban areas of Europe. The European Commission combines the concept of 'smart cities' energy policy with this initiative. http://ec.europa.eu/eip/smartcities/ ELENA European assistance for local energy solutions (European Local Energy Assistance - ELENA) is a tool for providing financial and technical assistance for regional and local government to fund projects on the theme of sustainable energy policy. ELENA was launched by the European Commission and the European Investment Bank (EIB) in December 2009. http://www.eib.org/products/advising/elena/index.htm?lang=en
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Strategic Planning Document The National Energy Policy of 2004 (SEK) defines 3 priorities - maximum independence, maximum sa fety and maximum environmental friendliness of the energy system . Noteworthy is the fact that the oil supply in the Czech Republic is almost one hundred percent dependent on imports (domestic mining is around 3% of annual consumption), the main source of oil comes from the Russian Federation. More than half (58%) of the oil imported to the Czech Republic is used by public transport . By contrast, power generation in the Czech Republic is more or less self-sufficient with a good distribution grid. Priorities of the SEK include commitments to reduce greenhouse gas emissions, increas e the efficiency of distribution networks, and optimise backup energy sources. Transport White Paper In March 2011, the European Commission adopted a comprehensive strategy for a competitive transport system that will increase mobility, remove major barriers in key areas and fuel growth and employment. At the same time, the proposals will dramatically red uce Europe's dependence on imported oil and cut carbon emissions in transport by 60% by 2050. Hence the White Paper’ s subtitle: “towards a competitive and resource efficient transport system.” Czech Transport Policy 2014 – 2020 One of the priorities of Czech transport policy, “Reducing energy for transport ” defines the specific objective of “sustainably obtaining ener gy for transport”. To fulfil this objective, the most important issues are as follows : • Support the building of new public recharging systems for public transport in larger cities • Support the increase in the share of renewable energy sources up to 10% by 2020 • Cut the use of fossil fuels in transport and support alternative fuels • Continue the process of emission restrictions (EURO limits) • Increase the share of energy efficient public transport at a national, regional and local level. Apply the principle of “ co-modality” in freight transport. • Give advantages to vehicles with lower emission levels and energy consumption in charges for the use of the transport infrastructure. Considering measures such as low emissions zone in the city centre or free parking for electric vehicles Create an optimal legislative and organisational system to support the building of new stations to charge or refuel vehicles using alternative fuels • Decrease the NOx, VOC and PM2 .5 emissions by the renewing the vehicle fleet in the Czech Republic (using more alternative fuels) • Continue the process of electri fication of public city transport and railways. Cut the amout of fossil fuels used in freight transport. The priority of “Decreasing environmental impact and public health” also addresse s reducing dependence on fossil fuels in transport.
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Sustainable Urban Mobility Plans (SUMP) A Sustainable Urban Mobility Plan contributes to reaching the European climate and energy targets set by EU leaders. It has bee n widely promoted by the European Commission, for example, via the Action Plan on Urban Mobility (2009) and the Transport White Paper (2011), as a new planning concept able to address transport-related challenges and problems of urban areas in a more sustainable and integrative way. It is expected that Sustainable Urban Mobility Plans will remain on the policy agenda of the European Commission and the Member States The concept of electro-mobility is not actually mentioned in the "Instructions for preparation and implementation of sustainab le urban mobility plans". Although electro -mobility is not part of the curriculum to create a SUMP , it may be one of the measures to achieve progress in ensuring better air quality, reducing noise reduction etc. Electro-mobility may be one of the tools to achieve the objectives set out in SUMP in the form of the measures in the Action Plan.
2.3 Basic socio-demographic characteristics of Brno The City of Brno is the capital city of the Moravian and South Moravian Region. It is the second largest city in the Czech Republic after the capital of Prague. It has about 386 ,000 inhabitants. The distribution of inhabitants in the area of the city is not uniform. Age and economic activity The overall demographic distribution of Brno shows 12 .7% of children under the age of 14, 17.3% of people older than 65, with the remaining 70% in the 15-64 bracket . These are averages for Brno as a whole , which naturally differ depending on individual borough.
Figure 1: Distribution of population in urban areas according to age ( Source: Census 2011) The most economically active people live in the parts of Brno with many housing developments, large blocks of flats and prefabricated homes . This is the case for example in the boroughs of Vinohrady, Líše ň, Bystrc, Nový Lískovec, Bohunice and Medlánky. Less
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economically active inhabitants live in Žabov řesky , which is situated in the old part of Brno where there are mostly family houses or small block of flats. 2.4 Fleet composition and modal split According to the central vehicle register, 151,285 cars are registered in Brno , with about 400 cars per 1000 inhabitants. A study conducted by CDV in 2013 investigated the number of cars per household.
Table 1: Cars - according to the number of households. City of Brno (Source: CDV, 2013) Number of cars Ratio of households as % (n = 354) 0 36 1 51 2 12 3 and more 1 Total 100 %
Data on the use of individual means of transport have been evaluated based on a study of traffic behaviour conducted by CDV in mid-2013. The survey was conducted through a questionnaire survey and respondents were asked about their travel behaviour and use of transport mode. Table 2 shows the main results per transport mod e.
Table 2: Use of different transport modes in terms of the number of trips, mileage and travel time. City of Brno (Source: CDV, 2013) Transport mode Number of trips as % Ratio of kilometres Time ratio as % (n = 907 travelled as % (n = h) 15805 km), Car 29.8 55.6 28 .8 Public transport 42.8 38.8 50 .3 Walking 25.0 4.0 18 .5 Bike 1.9 1.2 1.7 Other 0.6 0.5 0.7 Total 100 % 100 % 100 %
Nearly a third of respondents (29.8%) used cars for their trips , less than half (42.8%) went by public transport; a quarter of them preferred walking (25%). The car, however, is predominant in the share of kilometres travelled (55.6%) . The share of travel time by car (28.8%) corresponds approximately to its representation in the number of trips. Public transport is attributed the highest travel time (50.3%) - these paths include connections and waiting times. Figure 2 shows the distribution of travel times per transport mode. For cars , 19% of trips take up to 10 minutes, 37% of trips last between 11 and 20 minutes, 22% of trips have a duration
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between 21-30 minutes, 9% range between 31 and 40 minutes and 14 % of trips take over 40 minutes. The average travel time for cars is 26 minutes.
Figure 2: Modal split and time distribution , City of Brno (Source: CDV, 2013) Increase in the number of private electric cars The study provides a few recommendations on how to support people to buy and use a personal electric car. The target group of potential users should be people who use a car every day or need it for their job. These people should have above-average creditworthiness or derive special benefit from using electric cars. Examples recommended by the study: traffic lanes for electric cars shared with public transport or taxis, special parking spaces in the centre or the city or near shop entrances with an electric plug to recharge the car, a permit to drive an electric car to places only for city maintenance, support of e-car sharing and other. Increase in the number of electric bicycles There is also the possibility to increase the number of electric bikes. The study deals with some statistics and one example from Germany, but there is no specific recommendation for Brno.
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3 Electro-mobility in public transport 3.1 Specific solutions from European cities This chapter deals with specific solutions from other European cities. For each example , a SWOT analysis is conducted and organisational and technical aspects described. 3.1.1 Portugal – electric minibuses The pilot project was designed by the associations (Portuguese Electric Vehicle Association) and supported by government institutions DGTT (Directorate -General for Inland Transport). The project was implemented in two phases. In the first phase two minibuses (from two producers) were tested at several places and under different conditions. In the second phase two vehicles from a single manufacturer were purchased. These buses were run successively over a period of 4-6 weeks in 25 Portuguese cities. Many cities adopted the so -called principle of blue lines as invented and applied in the French city of Bordeaux. The route is defined by the blue line drawn on the road surface. Passengers can disembark or embark at any point on the route by simply giving a sign to the driver. The time interval between vehicles is approximately 10 minutes.
Table 3: SWOT, Portugal - electric minibuses, imp lementation Strength Weaknesses ° Vehicle can be stopped anywhere on ° Potentially haphazard passenger can not the line identify the route or the destination of the ° Easy recognition of the bus line line in the usual manner Opportunities Threats
° Access to the historic parts of the city ° Inadequate capacity during tourist for citizens with limited mobility season ° Service is available in the city centre outside the range of normal lines ° Possibility to introduce circle lines in the historic centres.
Technical solution The project deployed the Gulliver model from the Italian manufacture Tecnobus. It is a vehicle with a length of 5.30 m and a width of 2.07 m, with a capacity of 14 passengers standing and 8 passengers sitting. It reaches a maximum speed of 33 km/h . The vehicle is equipped with a replaceable set of batteries. Indicated time to replace the battery packs is approximately 4 minutes. The vehicle ’s operation time before the battery pack has to be replaced is 4-6 hours.
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Table 4: SWOT, Portugal - electric minibuses, technical solutions Strength Weaknesses ° Small size convenient for the city ° Low capacity for big cities centres ° Requires more battery sets ° Quiet and zero-emission transport ° Maintenance drives due to battery service changes ° Battery changing system is faster than ° Not convenient for lines outside the city charging system centre due to low speed ° Does not require building of recharging stations Opportunities Threats
° Batteries can be charged using ° Due to the small size of the bus there is optimum charging method limited change of replacing the vehicle in ° Recharging can be done at the most case of the technical fault convenient time ° Easy to change route if necessary
Figure 3: Electric minibus on the route in the city centre
3.1.2 Turin (Italy) The l ocal transport company GTT operates a fleet of 23 electric minibuses on two lines in the centre of the city. Both lines start at the Porta Susa train station near the parking areas for cars and run through the city cent re . Line 2 connects the train station (eastern part) east of the waterfront and is maintained in each direction along a different route. Line 1 runs from the train station (we stern part) northeast towards Gradenigo hospital.
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Table 5: SWOT, Italy - minibuses with inductive charging, implementation Strength Weaknesses ° Quiet and zero-emission service of side ° Low passenger capacity streets in the city centre ° Vehicles make no noise in areas which need to be quiet (hospitals) ° Normal lines in the city centres Opportunities Threats
° Accessibility of side streets in the ° Risk of inadequate capacity in the tourist centres season ° Possibility to introduce circle lines in the city centres ° Service in the entertainment areas of city centres
Technical solution The Elfo model from the Italian bus manufacturer Cacciamali is 7.48 m long and 2.26 m wide, with a capacity of 22 seated and 15 standing passengers. It reaches a maximum speed of over 70 km/h. The vehicle is charged at the final stops using rapid induction. The batteries are charged by 10-15% over an approximate period of 7 minutes , which is about 80% of capacity. They are fully charged at the end of the day at the depot in the pits.
Table 6: SWOT, Italy - minibuses with inductive charging, technical solutions Strength Weaknesses ° Small size convenient for narrow streets ° Smaller capacity ° Quiet and zero-emissions ° Necessity to build the recharging stations ° No need for large batteries due to fast at the terminal stations recharging ° Low-scale savings due to small spread ° Low weight ° Low headroom (secondary ° Possibility to use the vehicle on induction loop) standard lines due to higher speeds ° Fully automatic recharging process Opportunities Threats
° Flexible route, the only fixed parameter ° The vehicle cannot be used if there is a being the terminal stations technical fault with the recharging station ° There is no experience of real operation in different climatic areas ° Low market range
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3.1.3 Landskrona – Sweden, Eberswalde – Germany Both cities operate trolley buses with additional batteries. The batteries are charged w hen connected on the trolley lines. After the construction of the new railway station in 2003 , the town of Landskrona built a trolley bus route linking the new railway station in the city centre. T rack length of the trolley line is approximately 3 km. The connection of the final distance to the last stop is operated by the auxiliary batteries. Two trolley bus lines are operated in the town of Eberswalde . Line 861 connects the western and northern p art of the town over a distance of 18.8 km. Battery power is used for 3.1 km. Line 862 leads from the western part of the city to the east over a distance of 18.1 km, with at least 2.9 km travelled using battery power.
Table 7: SWOT, Sweden - trolley bus with auxiliary battery operation, implementation Strength Weaknesses ° Quiet and zero-emission service in the ° Necessity to build a network of overhead city centres and immediate vicinity lines ° Vehicles make no noise in areas which need to be quiet (hospitals) ° Common lines in the main streets of large cities Opportunities Threats
° Extension of trolley bus lines without ° Technical faults in the overhead lines building new infrastructure
Technical solution Two-axle low-floor trolley bus es with 70 seats (29 seats), a length of 12.15 m and a width of 2.55 m are operated on the line in the town of Landskrona . The vehicles are equipped with a battery pack, permitting a range of approximately 4 km without passengers at a speed of 30 km/h. Hybrid vehicles made by the Polish bus manufacturer Solaris are in use with electric equipment from Ganz (Hungary). A new Solaris bus with Škoda electric equipment was delivered in 2013. Articulated trolley buses from Solaris/Cegelec with auxiliary diesel generator s and super- capacitors are operated in the town of Eberswalde . The auxiliary electrical system is designed to permit 5 km of travel in daily operation. Charging with this distance takes approximately 20 minutes. Recharging after covering this distance takes about 20 minutes. Short distances can be overcome with the use of super -capacitors.
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Table 8: SWOT, Sweden - trolley bus with auxiliary battery-driven technical solution Strength Weaknesses ° Standard size and standard capacity ° Low range per charge for battery-driven vehicle travel ° Quiet and zero emissions ° Low speed for battery -driven travel ° No need to build recharging stations ° Higher price of the vehicles due to the ° Vehicles can be operated on main batteries streets due to their speed ° Possibility to recharge during travel ° Vehicle can continue journey even if there is a fault in the overhead lines Opportunities Threats
° Increase in speed and range per charge ° Decrease in the technical development of during travel using the energy from trolley buses due to lack of interest on batteries would allow the public the part of trans port operators and transport network to be enlarged abandoning trolley bus systems. without building new infrastructure ° Supercapacitor s technology development
3.1.4 Geneva – Switzerland A special project entitled TOSA (Trolleybus Optimisation System Alimentation) is in pilot operation in Geneva. The aim is to maximi se the carrying capacity of vehicles while minimising the size of batteries in order to offer the maximum passenger capacity . Vehicles are driven on a line crossing the city from the northwest to the southeast, connecting the airport, the Palexpo, city cent re and hospital. The line is 8.8 km long with a m aximum elevation of 80 m. The route has 20 to 21 stops (depending on the direction of travel).
Table 9: SWOT, Switzerland - high-capacity vehicles with continuous recharging , implementation Strength Weaknesses ° Quiet and zero-emissions ° Necessity to build recharging portals ° Vehicles make no noise in areas which ° Investment costs need to be quiet (hospitals) ° Every bus must stay at the terminal ° Convenient for main transport lines station for at least 5 minutes; problems ° Large passenger capacity can be caused when the bus is delayed Opportunities Threats
° BRT (Bus Rapid Transit) ° Route fixed to line; problems in the case ° Can be adapted as old tram or of road repairs etc. trolleybus network replacement
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Technical solution The line is serviced with 11 articulated buses Hess / ABB with a length of 18.74 m and width of 2.55 m. The total capacity of the vehicle is 134 passengers, including 88 seated and 46 standing. The batteries are charged on route at selected stops. The buse s are equipped with a fully automated, retractable charging system mounted on the roof. The principle of continuous charging permits battery capacity to be optimised.
Figure 4: Electric bus in the process of recharg ing at the stop
Table 10 : SWOT, Switzerland - high-capacity vehicles with continuous charging and maintenance solutions Strength Weaknesses ° Standard size vehicle ° Sophisticated infrastructure must be built ° Large passenger capacity ° Low range per charge outside the ° Quiet and zero-emissions infrastructure ° Vehicles can be operated on main streets due to speed ° Can be charged during travel ° Low battery weight ° Fully automatic recharging ° No special requirements for stopping at stops Opportunities Threats
° Optimisation of battery capacity ° Vehicle type tied to technology according to the customer needs ° Technical fault in recharging points ° Higher density of line network permits higher operability of vehicles
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3.1.5 Vienna – Austria A continuously recharged electric bus was tested for several months in regular service in the heart of Vienna. After the positive experience it was decided to purchase 12 buses operating over the time on several lines in the historic city cent re. One bus was used to provide transp ort services within the resort during the Skiing World Cup in Schladming. The electric bus has become part of the environmental concept for large social events.
Figure 5: Siemens Rampini electr ic minibus during recharging using tram pantograph
Technical solution The 12 fully electric buses (including heating, ventilation and air conditioning) are low floor Rampini / Siemens minibuses with a length of 7.7 m and a width of 2.2 m. The maximum speed of the vehicles is 62 km/h. They can carry 40 passengers, including 13 seated. The vehicles are equipped with a system of continuous recharging via retractable pantographs. Charging takes place in the final stops of the tram lines. For this purpose, short sections similar to regular trolley bus lines have been built at the end stations . The recharge time is approximately 10-15 minutes per hour of operation. The declared range per charge is about 150 kilometres.
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Table 11: SWOT Vienna – electr ic bus continuously rec harged from the existing infrastructure, technical solutions Strength Weaknesses ° Small size of the vehicles ° Low passenger capacity ° Quiet and zero-emission operation ° Necessity to build short overhead lines for recharging at termin al stops
° Continuous recharging allows us e of ° Necessity to recharge for 15 minutes at smaller batteries every terminal station ° Low weight of the vehicle ° Vehicles can be operated on main streets due to speed ° Fully automatic recharging ° Use of existing overhead lines infrastructure Opportunities Threats
° Recharging point can be connected to ° Limited range per charge while long -term tram or trolley bus infrastructure failure of electric energy supply system ° No need to build new infrastructure when using the trolley bus overhead lines for recharging ° Use of the energy produced by trams or trolley buses when braking
3.2 Opportunities for the introduction of electric buses in public transport The study has investigated a variety of potential solutions for the development of e -mobility in public transport in Brno . The following categories of rout es have been identified: a) Regular routes in the centre of the city b) Tangential connection of parts of the city c) Tourist routes d) Extension of trolleybus routes e) Bus rapid transit (BRT) on radial routes
3.2.1 Regular lines in the city centre There are two basic possibilities of route planning depending on the situation in the city centre: - A circular line around or in the historic city centre - A tangential line connecting tram lines The use of electric minibuses is basically possible but seems to be less effective because of the large number of tram connections and a very small city centre.
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3.2.2 Tangential lines Most of the public transport lines are radial. Transport between s ome neighbouring parts of Brno is possible only through the transfer points in the city centre. A typical example is the Kraví Hora locality (where there is a beautiful park with a planetarium and water park). In December 2013 a new line was established in one direction from Kraví Hora but one important connection is still missing , which would seem to be a good opportunity for the development of e-mobility. Electric minibuses with a battery or continuously charged battery are suitable here . Continuous charg ing is preferred in Brno in view of the dense network of overhead lines and the related lower demands on the battery capacity.
Figure 6: Possible tangential connection shown by black arrows on the plan of public transport in Brno 3.2.3 Tourist lines Three special tourist minibus sightseeing lines are in operation in Brno every summer. All lines start at “Malinovského Square” in the centre and go through selected parts and sights of the city. A multilingual guide is also on board. These lines may also be suitable for electric minibus use . They can be easily recharged during the breaks in the centre . Tourist lines are a good opportunity for the development of electro-mobility in public transport and to promote Brno as a "clean city". Suitable electric minibuses with a battery or continuously charged battery are necessary for this application . The disadvantage is a seasonal operation and low traffic volume. Plans for a tourist line from Špilberk castle to Villa Tugendhat are under consideration and will be described in further chapters.
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3.2.4 Extension of trolley bus lines DPMB has the longest trolley bus network in the Czech Republic. The network comprises about 108 km subdivided into a multitude of routes . There are some possibi lities to extend the trolley bus lines in th ose areas where there are no overhead lines (for example Novolíše ňská – Jírova, Osová – Nádraží Bohunice). The most suitable vehicles for this application are trolley buses with additional batteries. However, thi s solution would not seem to be feasible because DPMB would have to buy a large number of trolley buses with this equipment to cover a trolley bus line in a solution of this kind.
3.2.5 Bus Rapid Transit (BRT) An interesting and a fast mean s of transport, especially when looking at the “TOSA” system used in Geneve – ultrafast flash recharging on bus stops. The backbone routes in the City of Brno are already served by tram lines and trolley buses , and the master plan for public transport provides for further development. From this perspective, tram and bus rapid transport would be duplicated , which is not desirable.
3.3 Positioning of public recharging stations for private use This chapter deals with the issue of private electric cars and the possibilities to charge them in public places. One focal interest of most car manufacturers is the production of electric cars. The chapter also outlines several business models on the implementation and extension of electro-mobility to private use.
3.3.1 Charg ing infrastructure The a cceptability of electric vehicles depends on the ability to satisfy everyday mobility needs. Electric vehicles currently still have a limited range per charge. The i ssue of a high quality charging infrastructure is still on the agen da. The main types of charging are: by cable, by pantograph from overhead lines, by electric induction or by battery. Charging infrastructure can be: private, semi -private (for specific group of users) or public . 3.3.2 Standardised system of charging connectors The basic precondition for the successful implementation of e-mobility in private use is to establish a standard for the type of charging connector. The i nternational standardisation institution is the International Electrotechnical Commission (IEC). It authori sed the standardised connector type suggested by the German company Mennekes in the year 2009. The connectors according to standard IEC 61851 must be the same for all electric currents and should meet a large number of safety criteria.
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4 Analysis of potential electric bus routes The t otal length of overhead lines in Brno is 415 km: 172 km tram overhead lines and 243 km trolley bus overhead lines. This kind of infrastructure is most suitable for continuous recharging 1 by tram or trolley bus pantograph. This kind of electric bus was tested in Brno in October 2013 with a positive result. The f ollowing analysis of lines is based on the position of recharging points. Using electricity for trams and trolley buses is appropriate for DPMB becaus e it does not need to build a recharging point in the depot and the electricity for transport vehicles is cheaper than for common electric energy. 4.1 Route B1 Route B1 is a model line that is exactly the same as line 80 in real operation. Line 80 has a terminal station on “Nám ěstí Míru” and has a semi-circular tangential route. The line is operated by minibuses. Minibuses from line 80 also provide the service on line 68. The point for the continuous recharging will be situated on “Nám ěstí Míru”. The mi nibus goes every 30 minutes with a break longer than 15 minutes.
Figure 7: Line B1 – No. 80 (blue) and Line No. 68 (red)
1 The electric vehicle can be recharged several times during the breaks on terminus stations
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Route B2 Model route B2 is the current line 65 (“ Řečkovice, nádraží” – “Medlánky” – “Královo Pole, nádraží”). It is a regular service provided primarily by minibuses. The termin al stations are “Řečkovice, nádraží” and “Nada ční”. In order to use continuous recharging , the study suggests a route change. Minibuses could be recharged in the tram depot Medlánky . Minibuses could run from Nada ční to Medlánky every 2 hours. On the way service could be provided on Hudcova street. In addition, the line is situated in the suburbs and does not run in the city centre.
Figure 8: Line B2 (No. 65)
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4.2 Route B3 Route B3 is included in the study only as a model example of a route on which standard- length electric buses can be operated . The line is situated in the Brno -sever district. The current number of the line is 46, while its buses also provide service on line 66. Line 46 runs 12 m long standard buses. It goes from “Lesná, Haškova” to “Lesnická” or “Zem ědělská”. The line timetable was changed to permit the operation of standard battery electr ic buses. Electric buses woul d be maintained in the Komín depot, and during the breaks would be recharged in the Husovice depot .
Figure 9: Line B3 – No. 46 (red) and N o. 66 (blue)
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4.3 Route B4 Route B4 is a model line in the historic city centre that does not ex ist at present. It is a proposed line for minibus operation. It is a circle in the city centre with the terminal station at “Komenského nám ěstí” where minibuses can be recharged. The route tangentially connects all three tram branches in the city centre. The electric minibus would run every 10 minutes in the early morning and every 15 minutes late in the evening. If it ha d a longer interval, it would not be used by passengers, because the city centre is quite small and the walking distances are not long. This line is less feasible due to the narrow streets, pedestrian zones and some traffic restrictions.
Figure 10: Model Line B4
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4.4 Route T1 Tourist lines are provided only during the summer season . They are provided by the Tourist Information Centre (TIC) on Fridays, Saturdays and Sundays. There were 12 transport links per week in 2013. Model route T1 is a copy of the actual route of tourist line A. The line is about 12 km long and connects important landmarks in the wide centre. The line is conceived as a sightseeing tour. Continuous recharging can be realised during br eaks at the “Mahenovo divadlo” terminal station.
Figure 11: Actual route of Line A
Figure 12: The sightseeing minibus in the city centre of Brno
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4.5 Route T2 To satisfy the demand for the introduction of transport service in the location of the UNESCO Heritage site Villa Tugendhat , the study suggested a new model tourist line T2. It runs from Villa Tugendhat through the city centre to the Špilberk castle on the hill which is difficult to reach for elderly or disabled people. The timetable would be adapted to the tour starts in Villa Tugendhat. Continuous recharging would be realised at “Komenského nám ěstí” terminal station .
Figure 13: New tourist line
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5 Analysis of the social and environmental effect of electro -mobility 5.1 Social effects Support of electro-mobility is not just an issue of costs and revenues. There are many other aspects that have a big impact on the perception of e-mobility. Electro-mobility is one of the future possibilities to replace fossil fuels. Applied well with the proper concept and technology it can make a contribution to the EU’s c limate goals. In this way, the development of e-mobility can help to stabilise world energy s ecurity and contribute to the reduction in greenhouse gases . Electro-mobility also indirectly supports domestic economies by using the services of local energy suppliers. The study defines some instruments to promote e-mobility for public and for private use. It also provides some examples of electro -mobility advertising campaigns.
Figure 14: An example of public electro-mobility promotion.
5.2 Environmental effects This chapter presents the results of energy consumption calculations and the pollutant emissions of electric minibuses on the proposed routes. DPMB provided a wealth of specific data to CDV on the consumption of vehicles, route parameters etc. to f acilitate the calculations.
5.2.1 Energy consumption The first calculation concerned the annual energy consumption. The following input parameters were used to estimate the annual energy consumption of electric minibuses: • Average fuel consumption of minibuses in Brno • Average fuel consumption of buses 12 metres in length in Brno • Difference in consumption between st andard and CNG vehicles in Brno conditions
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• Energy consumption of electric minibus in Brno conditions • Battery power consumption of the electric bus 10.5 metres in length in Brno conditions • Timetables • Modified proposed routes • Physical and chemical properties of fuels Most of the data was provided by DPMB The following line- and bus-related scenarios have been considered: • Line B1, 1 operated vehicle • 1 diesel-powered bus • 1 bus powered by compressed natural gas • 1 electric bus
• Line B2, served by 3 vehicles 2 • 3 diesel-powered buses • 3 CNG-powered buses • 2 electric buses, 1 diesel -powered buses
• Line B3, served by 7 vehicles • 7 diesel-powered bus • 7 CNG- powered buses • 3 electric buses, 4 diesel -powered buses
• • Line B4, served by 3 vehicles • 3 diesel-powered buses • 3 CNG- powered buses • 3 electric buses
• • T1 Line, operated by one vehicle • 1 diesel-powered bus • 1 CNG- powered bus • 1 electric bus
• Line T2, 1 operated vehicle • 1 diesel-powered bus • 1 CNG- powered bus • 1 electric bus The annual energy consumption calculated for the individual scenarios is provided in Table 26 and in Figure 15. The results show that the lowest power consumption is achieved in scenarios with buses with electric drive. Conversely, the highest energy consumption is calculated for vehicles powered by natural gas.
2 Line 7 is included in the study as a model with the application of the standard bus length . An extension of the tram line in Lesná has long been prepared, including new concepts relating to bus lines.
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Table 12 : Annual energy consumption in the different scenarios
Line Annual energy consumption [MJ/year]
Buses powered by diesel Buses powered by natural Electric buses / combination of gas battery and diesel -powered buses
Line B1 490 650.1 655 112.3 356 912.9
Line B2 461 630.3 616 365.3 356 588.8
3 Line B3 4 814 692.2 6 540 341.4 3 069 514 .1 / 3 138 512.2
Line B4 592 462.6 791 051.6 430 974.2
Line T1 48 545.5 64 817.6 35 313.4
Figure 15: MJ per year shown on model lines. Blue: diesel buses, red: CNG buses, green: e - buses or a combination of e-buses and diesel buses
5.2.2 Emissions The key pollutant emissions of carbon monoxide (CO), particulate matter (PM) and nitrogen oxides (NOx) have been assessed to determine the impact on the environment . In addition to these regulated substances, the emission of the greenhouse gas carbon dioxide (CO 2) has been included in the calculations. The comparison was carried out both from the perspective of direct exhaust emissions and from the perspective of life cycle emissions of the relevant energy source
3 of the electric consumption increased by 15%
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The following input parameters have been used t o estimate pollutant emissions: • Traffic volume on individual lines of public transport • Annual fuel and energy consumption • Emission factors of vehicles - EMEP/EEA air pollutant emission inventory guid ebook • Emissions life cycle processes - Global Emission Model for Integrated Systems (GEMIS) A certain restriction is the fact that emission factors of CNG -buses are not available in such detail as is the case of diesel -powered buses. The EMEP/EEA air pollutant emission inventory guidebook breaks down emissions for diesel-powered buses by the size of the vehicles as a function of speed. CO, PM and NOx were calculated using traffic performance and the corresponding velocity - dependent emi ssion factors. Average speeds were calculated from the daily performances and travel time bus routes. CO2 emissions were determined from annual fuel consumption and emission factor for that fuel. The results show that the m ost polluting fuel is diesel fol lowed by CNG. The le ast polluting fuel is electricity. But if the electric energy is not made from renewable resources, the pollution is merely shifted to the location of the energy producer. The main results are shown in Tables 27 & 28 and in Figure 16 be low.
Table 13 : Direct pollutant emissions
Line CO 2 [kg/year] CO [g/year]
Diesel CNG Electric Diesel CNG Electric
Line B1 36 508.6 37 159.5 0 13 914.7 56 836.64 0
1) 1) Line B2 34 349.3 34 961.7 5674.3 13 684.1 53 759.8 2 260.5
1) 1) Line B3 358 255.1 370 983.5 194 171.5 74 628.9 290 602 .8 39 690.6
Line B4 44 084.4 44 870.31 0 30 387.3 68 996.1 0
Line T1 3 612.2 3 676 .6 0 2 489.9 5 623.5 0
Line T2 13 154.2 13 388.7 0 5 750.4 20 669.3 0
PM [g/year] NO [g/year] x Diesel CNG Electric Diesel CNG Electric
Line B1 2 960.2 289 .9 0 209 654.7 147 010 .9 0
) ) Line B2 2 911.2 273 .3 480.9 * 204 385.9 138 137 .8 33 763.1 *
) ) Line B3 15 616.2 1 453 .0 8 300.4 * 1 083 715.5 726 507 .0 577 516.0 *
Line B4 6 671.3 350 .7 0 432 458.6 177 288 0
Line T1 546.6 28 .7 0 35 435.0 14 545.4 0
Line T2 1 224.1 104 .8 0 84 542.8 52 695.7 0
* a combination of battery and diesel -powered buses
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Table 14 : Comparison of direct emissions of pollutants by the type of fuel
Line B1 Line B2 Line B3
CO 2 CO PM NO x CO 2 CO PM NO x CO 2 CO PM NO x
Diesel 98.2% 24.5% 100 .0% 100.0% 98.2% 25.5% 100.0% 100.0% 96.6% 25.7% 100.0% 100.0%
CNG 100.0% 100.0% 9.8% 70.1% 100.0% 100.0% 9.4% 67.6% 100.0% 100.0% 9.3% 67.0%
Electric/ 0% 0% 0% 0% 16.2% 4.2% 16.5% 16.5% 52.3% 13.7% 53.2% 53.3% combination of electric and diesel Line B1 Line B2 Line B3
CO 2 CO PM NO x CO 2 CO PM NO x CO 2 CO PM NO x
Diesel 98.2% 44.0% 100 .0% 100.0% 98.2% 44.3% 100.0% 100.0% 98.2% 27.8% 100.0% 100.0%
CNG 100.0% 100.0% 5.3% 41.0% 100.0% 100.0% 5.2% 41.0% 100.0% 100.0% 8.6% 62.3%
Electric/ 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% combination of electric and diesel
Figure 16 : Emission calculation, blue: diesel, red: CNG, green: e -buses or combination of electric buses and diesel
Operating costs The study also provides a rather simple calculation of operating costs. CDV received some input data for the operating costs of each type of bus, timetables and others. The following input parameters were used to estimate the operating costs:
• Traffic volume on individual lines of public transport
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• Annual fuel and energy consumption • Average operating costs of standard 12m buses • Average operating costs of minibuses • The expected fuel cost of CNG vehicles • The current cost of traction energy Overview of the operating costs of vehicles powered by diesel in the City of Brno Transport Company is listed in the following t able
Table 15: Summary of average operating costs of vehicles powered b y diesel in DPMB
Fuel costs Other operating Total operating
[Kč/km] cost [Kč/km] cost [Kč/km]
Minibus 5.40 32.37 37 .77
Bus standard length 12 m 12.40 33.99 46 .39
The comparison of the operati ng cost per fuel type and line is shown in Table 16 below.
Table 16: Comparison of the operating costs
Line B1 Line B2
Other Total Other Total Fuel operati operatin Fuel operati n operatin cost ng cost g cost cost g cost g cost
Diesel 100.0% 73.5% 80.5% 100.0% 76.8% 83.1%
CNG 55.6% 76.3% 78.0% 55.6% 79.8% 80.6% Electric/combination of electric and diesel 1) 1) 1) 53.4% 100.0% 100.0% 61.1% 100.0% 100.0% Line B3 Line B4
Other Total Other Total Fuel Fuel operati n operatin operati operatin cost cost g cost g cost ng cost g cost
Diesel 100.0% 93.2% 100.0% 100.0% 73.5% 80.5%
CNG 62.9% 94.7% 91.3% 55.6% 76.3% 78.0% Electric/combination of 1) 1) 62.0% / 1) 95.4% / electric and diesel 1, 2) 1000% 1, 2) 53.4% 100.0% 100.0% 63 .2% 95 .7% Line T1 Line T2
Other Total Other Total Fuel Fuel operati n operatin operatin operatin cost cost g cost g cost g cost g cost
Diesel 100.0% 73.5% 80.5% 100.0% 73.5% 80.5%
CNG 55.6% 76.3% 78.0% 55.6% 76.3% 78.0% Electric/combination of electric and diesel 53.4% 100.0% 100.0% 53.4% 100.0% 100.0%
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6 Proposal of basic parameters for the call for electric minibuses for Brno According to the proposed model bus lines, the most important parameters for new minibuses are the overall size, the range per charge and the bus gradeability. Size of the electric bus All model routes are being serviced by a minibus or by a standard length bus. The maximum length of the bus should be 12 m. All roads on regular lines are wide enough for standard buses . There are some narrow roads on the proposed tourist lines, but the study claims that there should also be enough space for a bus even under consideration of parked cars . Recommended parameters: length max 10.0 m, width max 2.5 m. Range per charge The best possibility for Brno is continuous recharging in combination with an electric minibus. Using the data and results from the model routes, the study claims that the minimum range per charge must be 37 km. It is necessary to recharge t he electric minibus after this distance. It is g enerally better to have less battery capacity on the bus and to charge it more often because batteries are very h eavy and large battery packs reduce the capacity . Gradeability Model routes had to be analysed t o determine the required gradeability. The stud y claims that the maximum gradient is 7.73° (around 18%). That means that an electric vehicle has to be able to travel up a hill with a gradient of 18% when fully loaded. It also has to be able to stop and start again.
Figure 17: Example of altitude profile analysis - line 80 (B1).
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Recharging of minibuses The s ystem of recharging should be very simple. Continuous recharging will be placed at frequented places. The driver should not tamper with the pantograph .
7 Proposal of measures to support electro - mobility in Brno The study divides these measures in to three categories: (1) Financial measures (2) Non-financial measures (3) Strategic measures
1. Financial measures • Reduction in taxes and charges on operating vehicles by the cit y council • Financial support for the purchase of an electric car must be backed up by legislation. • Financial support of developing e -mobility
2. Non-financial measures • Low-emission zones were part of the Civitas 2MOVE2 project, but the measure was cancelled. • Special parking spaces for electric cars are already being established • Access to places where normal cars cannot go. This measure is not supported by the city council. • Support of the charging infrastructure is already being established. • Legislation, regulation
3. Strategic measures • Strategic and action plans • Study on demand, target groups, financial sensitivity, p ositioning of recharging stations. The study recommends that another study be conducted on the aspects mentioned. • Marketing measures, advertising of electro-mobility will be assumed by Civitas dissemination and other informational channels.
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8 Conclusion Results of the study show that the European Union followed by the Czech Republic support e-mobility as a tool to help fulfil long -term strategic goals related to energy saving and a sustainable energy economy. The issue of e -mobility is becoming increasingly important. According to the transport policy for the period 2014 to 2020, a nother catalyst for the development of electro-mobi lity will be legislative and organisational measures to promote alternative energy sources and drive s. Electro-mobility is still currently more expensive than other fuels but it is assuming greater importance for the future.
8.1 Opportunities for electro-mobility in the City of Brno Under consideration of the socio -demographic characteristics of the population and their transport behaviour, it can be recommended that the issue of electro-mobility is incorporated in the Sustainable Urban Mobility Pl an (SUMP) primarily in the following areas: • Development of electric vehicles in individual automo tive transport, e .g. in the form of support for parking in central city areas • Development of cycling, e .g. in the form of support for electric bikes for shorter distance travel • Development of urban logistics, e .g. in the form of support for electro -mobility at the supply center. • Development of public transport, e .g. in the form of support for traditional tram and trolley bus services or of support for the development of batter ies and their use on regular routes in the city cent re, tangential linking of urban areas and / or hiking routes.
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9 Testing of electric buses in Brno 9.1 History of electro -mobility in Brno The history of electric public city transport dates back to 1899, when the first trams with an electric motor and overhead lines were introduced into operation. In that year, electric trams completely replaced the horse -powered trams and steam trams that were operated as from 1869. The network of ele ctric trams was quickly developing and in 1949 trolley buses (electric buses with electric overhead lines) were introduced into operation on its first line. The biggest development of electric transport in Brno was during the Iran oil crisis in the 1970s. Brno now has the second largest tram network in the Czech Republic , which is 70 .2 km long, and the largest trolley bus network with a length of about 54 km. As a supplement to the electric public city transport , buses have also been in operation since the early 1930s. After the end of the communis t era in 1989, Brno Public Transport Company (DPMB) started to adopt technological innovation from western Europe in every co rporate /economic sector. The first ecological program mes and initiatives to reduce poll ution and protect nature appeared in the 1990s. A s one of the most important companies and employer in the Moravian region DPMB started to implement these social and environmental initiatives. DPMB also wanted to test alternative fuels for buses f or ecolog ical and environmental reasons. One special feature of electro -mobility in Brno refers to tourist electric boats that are operated on the reservoir dam on the Svratka River in the north-west ern part of Brno. Brno Public Transport Company also operates these boats . Operations started in 1946 and the boats were built by DPMB workers using many parts from 2-axle trams ( the electric engine for example). The third generation of electric boats is now in operation (year of manufacture 2010 – 201 2) using batteries to store the electric energy for powering the electric engine. They are recharged during the night. The boats are also equipped with diesel aggregate s for operation when the batteries are flat.
9.2 Alternative fuels in Brno The first attempt to implement alternative fuel in Brno was in 1996. Two Karosa buses were rebuilt for compressed natural gas (CNG) power. The pilot operation of CNG buses showed that CNG is somewhat more ecological and the operation a little cheaper than standard diesel-powered buses. Unfortunately , these buses were discontinued and sold in 2001 because the CNG station next to the bus depot was closed and at that time there was no other CNG station in Brno. DPMB started tests on bio diesel in older buses around the year 2000 . The main reason was the government support provided in the form of lower taxes on bio diesel. Bio diesel is still in use in some cases up to this very day . The next experiment with standard fuel was around the year 2010. This test was motivated mostly by economic reasons – the tested fuel was emulsion diesel (emulsion with about 90 % of diesel and about 10 % of water) and was supported by the government. It was used only during the summer season (to prevent
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freezing) and only in older buses. The use of emulsion diesel was discontinued after one year once the tax relief had stopped and standard diesel was less expensive. The first large project to introduce alternative fuel in the buses of Brno Public Transport Company was in 2006. The purpose was to chan ge the fuel from diesel to CNG in one of the two bus depots. The first step was the pilot operation of 5 different buses powered by CNG (Ekobus City Plus – SOR, Tedom 123G, Solaris Urbino 15 III. CNG, Mercedes -Benz Citaro CNG and Iveco Citelis 12M CNG). Du ring the pilot operation the small CNG mobile station was installed in the Medlánky depot. According to the interesting data collected during the pilot operation, DPMB decided to start a CNG project by purchasing new buses and stationing them at one bus de pot. The tender procedure for buses and the filling station was commenced after the decision, but a short time afterwards it was stopped by city representatives due a lack of investment funding. The large CNG project was revived in the year 2013 and Brno Public Transport Company decided to commence a tender procedure for 12 CNG 12 m buses and the CNG station in Slatina bus depot for the pilot operation. After completion of the first tender procedure, a new one for 88 CNG buses was started. The new 88 buses are co-financed by the European Union (Operation Programme Environment). The main condition for the project was that 88 old buses with emission standard EURO 0 – EURO 3 had to be withdrawn. In the summer of 2012 DPMB borrowed one 12 m bus with hy brid power (part electric, part diesel) from Volvo, the b us manufacturer . The bus had many faults and hybrid power was demonstrated to be problematical in in the hilly terrain of Brno. In addition to the CNG project , DPMB is also focused on electro-mobili ty. The first fully electric bus in Brno was in test operation in 2011. DPMB management was interested in the clean mobility provided by electric buses . However, the actual market situation is that electric buses are very expensive compare d to standard die sel buses and they are not able to run on the standard line all day ( approx . 4 – 23 hours, over 300 km every day) because of the technical limitations. In 2012 DPMB took the opportunity to join the CIVITAS 2MOVE2 Project and introduce a measure with the objective to buy 3 electric minibuses. As part of the Civitas project , DPMB tested 3 different types of electric minibuses in 2013 and one standard 12 m long electric bus in 2014. These electric buses also had different charging systems – during the night and combined – during the night and during the break at a terminal.
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10 Testing methods and introduction Brno Public Transport Company has always been interested in alternative and ecologic al fuels. Electro-mobility is a new discipline that came into focus at the beginning of the 21 st century. DPMB t echnical experts attend many conferences and workshops on the innovations in public transport. If there is a possibility to try or test a new technology or solution in public transport, DPMB is usually interested in gaining as much information and experience as possible.
10.1 Development of electro -mobility in the Czech Republic The development of electric cars and electric buses is very fast in terms of reducing battery size and extending capacity. O ne of the main problems of electric vehicles that can be operated with overhead lines is the small maximum distance possible before recharging is necessary (range per charge) and the lack of infrastructure. Currently, public charging stations for private e lectric cars are lacking and the use of electric cars is usually limited to the city area. The situation with electric buses is quite similar. Public transport operators call for standard length electric buses that are able to operate the same line for th e whole day as is the case with standard diesel buses (usually approximately 5 – 23 hours and around 300 km) without any other organisational measures. This type of bus is still to be developed, however . None of the electric buses that are available on the market fulfil all these requirements. They are smaller (electric minibuses and midibuses), have a lower range per charge (usually about 150 km), need special technical equipment (recharging points on their routes) or are extremely heavy because of large batteries to achieve a longer range per charge. The first Czech manufacturer became interested in electro-mobility in the first decade of the 21 st century and started to develop its own electric buses. The first Czec h electric bus made by the bus manufacturer SOR was presented in 2010 . In the following years other manufacturers started to introduce their own product s on the electro-mobility market.
10.2 Electric buses in Brno The first electric bus in Brno was the SOR EBN 10.5 type from the Czech manufacturer SOR Libchavy. In early 2011 DPMB received an offer to test a new electric bus from the manufacturer SOR. DPMB accepted the offer because it had had no experience with electric buses before. The electric bus was operated in Brno in June 2011. After the tests and internal evaluation of the first electric bus , DPMB started to monitor the opportunities in order to implement measures connected with electro-mobility particularly with a view to buying or renting new electric buses. DPMB participated in the CIVITAS ELAN project in the years from 2008 to 2012. After the end of the project in 2012 DPMB accepted an offer to continue its involvement in the CIVITAS project with the acronym 2MOVE2 in cooperation with the Municipality of Brno (MMB). The measure (B5.02) was proposed with the main objective to introduce three
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electric minibuses into operation in the city centre of Brno. As the first step , DPMB tested 4 different types of electric buses within the CIVITAS measure in 2013 and 2014.
10.3 Testing methods and assessed aspects All tested electric buses were borrowed from their manufacturers for only a short time (days, max. weeks). Electric buses were stationed at the Komín depot - a fully electr ic trolley bus depot. Only the Komín depot has the availability and capacity to charge the electric buses using a 3x 400 V electric plug. The second reason is that trolley bus drivers (who must be licensed to drive group D standard buses) are more used to driving electric vehicles and electric buses generally handle in a similar manner to trolley buses. The f ollowing aspects of electr ic buses were assessed. Driveability and driver comfort Because of the short periods of electric bus operation by DPMB, only a few experienced drivers were selected to drive the tested electric buses. These drivers were mostly managers, technicians or people involved in decision -making in DPMB and with a bus driver’s licence. On the first day, the bus manufacturer conducted the driver training after the bus delivery and a test drive was completed . Du ring the following days, the electric bus was put into operation on standard lines or on special lines according to the testing schedule. Drivers were asked to describe their subject ive evaluation of the bus in the testing diary. The main topics of the driver’s evaluation were: man oeuvrability, acceleration, braking (electric with recuperation of energy back to the traction battery, mechanic brakes), the comfort of the driver’s cabin and the seat, heating, air-condition ing, positioning of controls etc.) Electric energy consumption One of the most important factors of the electric bus is electric energy consumption. Electric energy consumption was measured in two different ways – by observation of data (battery status) displayed in the vehicle and by observation of the amount of energy that was put into the bus during recharging. At the beginning of testing, DPMB always received information on the expected energy consump tion of the bus from the vehicle manufacturer which was then compared with the actually measured data. The real consumption of electric energy in Brno was usually a little higher than the official manufacturer’s figures which was probably due to the hilly terrain in Brno. Battery capacity and range per charge Battery capacity and the range per charge are inter connected in electric buses and are probably the most important factor s to be assessed by transport operator s. Range per charge is also very closely linked with the energy consumption of the bus. The battery capacity is measured in kilowatt -hour (kWh). If the battery has a large capacity, the bus will usually be able to travel more kilometres, but the more battery capacity the electric bus has, the more space it will take up at the expense of passenger capacity.
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Batteries are also very heavy and exercise a large influence on the total weight of the vehicle. The objective of the transport operator is to have an electric bus that needs to be charged only during the night and can operate all the day on a standard line ( approx. 18 hours/day, 300-400 km). This objective cannot currently be satisfied due to technical considerations and the necessity to find a balance between passenger capacity, bus weight, battery capacity and price. Contemporary electric buses are designed to be operated in peak hours and charged during the noon break or to be dependent on recharging technology on route or at the terminal station. The l ength of the bus and passenger capacit y The main consideration of a transport operator when buying a new vehicle is its length proportionate to passenger capacity. When purchasing an electric bus, the battery is also an issue because traction batteries are very large and heavy and must usually be placed inside the vehicle. Some passenger capacity may have to be sacrificed for large battery capacity. Recharging methods The s tandard recharging system for electric buses is the 3 x 400 V European standard electric plug. Recharging stations are usua lly installed in depots. On introducing electric buses into operation, the operator will usually have to negotiate the rates for the new type of electric energy supply (if it has not been used before). The traction energy from batteries provided by the 3x 400 V plug is usually more expensive than standard 600 V or 750 V traction energy charged from overhead lines. Several other ways of recharging electric buses are available on the market , which use special technical equipment to be installed on the electric bus route: • Induction recharging stations at the stops • Supercapacitor on a special portal that is connected to the electric bus at the stop and quickly recharges the battery • Pantograph (from overhead lines at the terminal stations) The most convenient way of recharging for operators of tram or trolley bus systems is recharging from the tram or trolley bus overhead lines using the pantograph. This system was also tested in Brno and proved to be very useful. The speed of recharging is also taken into account. Usually the speed of recharging will depend on the type of battery and its chemical and electrical characteristics. In order to keep the battery in operation for as long as possible , most types of batteries are charged slowly during the night and quickly during the day (on route or during the break between peak hours). Comparison with trolley buses The City of Brno has the largest trolley bus network in the Czech Republic. E lectric buses have very similar driveability as trolley buses, so DPMB mostly put the tested electric buses on the trolley bus lines for the most meaningful comparison. In addition, trolley bus drivers were selected in the main to drive the tested electric buses because they have good experience in driving electri c vehicles and are in a position to evaluate the bus subjectively .
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11 Tested electric buses The first electric bus (SOR EBN 10.5) was tested in Brno in June 2011 ( not as part of the CIVITAS project). As part of t he CIVITAS 2MOVE2 measure B 5.02 , four electri c buses were borrowed for testing in 2013 and 2014. 11.1 SOR EBN 10.5 SOR Libchavy spol. s.r.o. is a Czech manufacturer founded in the early 1990s through the transformation of a state-owned company that was producing mostly agricultural equipment. The production of buses was initiated a few years after foundation and SOR Libchavy is now one of the two largest bus manufacturers in the Czech Republic (with IVECO BUS – Karosa). The SOR EBN 10.5 electric bus was tested in Brno from 20 June 2011 to 25 June 2011. On the first day DPMB organised a press conference and selected drivers were trained. During the n ext 4 days the electric bus was put on standard trolley bus lines 25 (the lon gest tangential trolley bus route), 32 (short flat route) and 37 ( a route from the centre to the Kohoutovice housing development on the high hill) and tangential bus line 67. The evaluation was very positive following the first experience with the electric bus. Driving was very similar to standard trolley buses and the passenger capacity was acceptable. The average electric energy consumption in Brno was about 0.9 kWh per km. Total battery capacity is 172 kWh, so the range per charge in Brno is about 152.3 km ( the battery can be used in standard mode max to 80% of its capacity).
The length of the bus is 10.5 m and the bus can carry a maximum of some 85 passengers.
Figure 18: SOR EBN 10.5 in service on the Line 37 in Brno - Kohoutovice
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11.2 AMZ CitySmile 10E AMZ Kutno Sp. z.o.o. is a Polish manufacturer founded in 1999. Its primary production range is military vehicles. AMZ CitySmile 10E is a new 10 m long electric bus with a capacity of 85 passengers. The AMZ electric bus was in Brno from 12 July to 22 July 2013. Its test operation was quite specific because it had Polish registration and according to Czech law a bus without Czech re gistration cannot carry Figure 19: Electric bus AMZ during test drive passengers on standard public transport lines in the Czech Republic. This situation meant that the electric bus could only be operated without passengers. Test drivers drove the bus around almost the entire public transport network in Brno, mostly on trolley bus lines. They stopp ed at the stops to simulate real operation, but did not take on passengers. The bus was shown to have good drivability and excellent electric brak ing, but poorer acceleration when going uphill . The total battery capacity is 230 kWh. The average consumption in Brno was about 1.1 kWh per km, so the bus could run a maximum of about 170 km per charge without passengers (usable battery capacity is about 80%). 11.3 IVECO SKD Stratos LE 30 E SKD TRADE, a.s. is the co mpany that was founded after the fall of the company ČKD - the world’s largest manufacturer of trams. The new company took over part of ČKD’s portfolio and a few years ago launched a new range of minibuses and electric minibuses. The electric minibus Stra tos was in Brno between 1 August 2013 and 19 August 2013. After the press show it was put on standard trolley bus and minibus lines. The maximum capacity of the minibus is 30 people (6 .9 m long bus) so it was tested mostly on minibus routes and also on a special tourist minibus sightseeing line. The consumption of electric energy is very favourable – on account of the light weight only about 0.5 kWh per km - and the maximal range per charge is about 150 km. Drivers were generally satisfied with the tested minibus. They claimed that the vehicle’s acceleration is very good and also praised the electric recuperation brake. The disadvantage was that the electric brake was controlled by a lever on the steering wheel (not by a pedal – the pedal was only for the mechanic brake). They also wrote that the driver’s cabin has a logical layout of controls, but there is not enough space for the driver’s bag and insufficient leg room. Some of the passenger seats were also inconveniently placed.
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The SKD Stratos electric bus was given quite a positive evaluation . Its biggest disadvantage is the passenger capacity of only 30 passengers which is insufficient even for minibus lines in
Brno.
Figure 20: Electric minibus SKD
11.4 Siemens Rampini Alé EL The Siemens Rampini Alé EL electric bus is the product of two companies: Italian bus manufacturer Rampini and Siemens who made the electric part s of the bus. The Siemens Rampini electric bus has a special recharging method – it can be charge d via a tram pantograph located on the bus roof. The capacity of the battery is quite low and the electric bus is able to run a maximum of 60 km per one charge. However , the bus is de signed to be easily charged from the tram or trolleybus overhead lines (600 – 750 V) during breaks at terminal stations . The bus can also be charged using a standard 3x 400 V plug. The first Siemens Rampini bus was lent to Brno in September 2013 for just one day to check if the electric bus is able to travel up the hill to Špilberk castle and to test other parameters. The first bus had no pantograph and was lent directly by the Rampini manufacturer. The bus came to Brno for real operation on 2 October and was le nt by Vienna Public Transport Company that operates 12 Siemens Rampini electric minibuses. The bus had Austrian registration, but DPMB quickly registered the e lectric bus in the Czech Republic so that it could be operated on standard lines with passengers too. The Siemens Rampini electric bus was operated in Brno for one week during the International Engineering Fair on a special “E” line that was established to demonstrate electro-mobility in Brno. P assengers could travel from the centre (Mendlovo nám ěstí) to Brno reservoir and change to an electric boat for a short cruise and then go back to the centre by electric bus.
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The “E” line ran once an hour. The e lectric bus operated for 45 minutes and was then recharged from the trolley bus overhead lines on Mend lovo nám ěstí for 15 minutes. The battery capacity of the Siemens Rampini bus is 96 kWh and the average consumption in Brno was 1.31 kWh per km so the bus can run about 60 km per charge. The big advantage is that it can be easily charged at terminal stations using the existing infrastructure so the Siemens Rampini bus is able to operate all day without the limit of range per charge.
Figure 21 Siemens Rampini during recharging using tram pantograph The capacity of the fully air-conditioned e lectric bus is 46 passengers and it is 7.7 m long. Drivers were very satisfied with the driving properties of the “Rampini” electric bus. The bus had good dynamics while accelerating at lower speeds. The electric brake with recuperation was very efficient too.
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11.5 Škoda Perun The Škoda 26 BB HE PERUN is a standard 12 m long electric bus made by the Czech company Škoda Electric. The manufacturer of the mechanical part (body) is the Polish bus manufacturer SOLARIS. Škoda Perun was operated in Brno from 17 March 2014 to 27 March 2014 during the electro - technical fair Ampér. For t he first 4 days it was operated as a shuttle bus for visitors to Ampér in the exhibition grounds area. After this it was operated on trolley bus lines 32 and 37. The t ested electric bus was charged using a 3x 400 V plug in the Komín trolley bus depot. Driving the Perun electric bus was very similar to a standard 12 m long trolley bus. Drivers were mostly satisfied with the acceleration and brakes of the vehicle, but the y complained about the dashboard which was controlled only by touch screen (not intuitive and convenient). The recuperation while braking was also not very efficient ( no battery recharging was recorded during the descent from Kohoutovice hill on line 37 – 184 m of height).
Figure 22: Škoda Perun The electric bus had very favourable consumption – 1.26 kWh per km. The total capacity of the battery is 222.2 kWh; the bus in Brno would be able to travel about 140 km per charge. The bus can carry a maximum of 82 passengers.
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12 Results The basic parameters of the tested electric buses are shown in the following table.
Table 17 Basic parameters
Type of electric Length Passenger Range Average Remarks bus capacity per consumption charge
SOR EBN 10.5 10.5 m 85 152 km 0.9 kWh/km Energy of the battery for traction only, diesel heating
AMZ CitySmile 10E 10 m 85 170 km 1.1 kWh/km Operated without passengers
SKD Stratos LE 30 E 6.9 m 30 150 km 0.5 kWh/km Energy of the battery for traction only, diesel heating
Siemens Rampini 7.7 m 46 60 km 1.3 kWh/km continuous recharging (pantograph), sometimes used heating
Škoda Perun 12 m 82 140 km 1.3 kWh/km
The test operation of 5 electric buses provided a great deal of new experience and knowledge in the field of electr o-mobility. The most convenient electric bus for Brno is the Siemens Rampini because of the recharging system via the tram pantograph which can be implemented anywhere with trolley bus overhead lines. The bus simply stops under the trolley bus overhead lines, takes off the pantograph and c an be fully recharged in 15 – 20 minutes through the quick recharging system . Using the continuous recharging system , the electric bus can be operated all day on the line and there is no need to recharge the bus in the depot during the day. Brno Public Transport Company has a large tram and trolley bus network so the re would be widespread use of an electric bus of this type. Other electric buses also received a very positive as sessment . The test operation showed that electric buses have similar driveability to trolley buses. The Škoda Perun was the first tested electric bus with standard bus length with a large battery capacity. The disadvantage was that the batteries in the int erior took the space of at least 5 passengers. SOR and AMZ electric buses had similar parameters and the SKD minibus showed very good manoeuvrability and convenience for narrow streets, but its passenger capacity is too low. According to the results of the test operation, Brno Public Transport Company opened the tender (March 2015) for 3 electric minibuses with the support of the CIVITAS 2MOVE2 project. The main technical conditions were continuous recharging realised by tram or trolley bus pantograph from trolley bus overhead lines or adapted tram overhead lines. The request
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in the tender was 45 minutes of operation, 15 minutes of quick recharging, long recharging during the night, a length of 8.5 – 10.5 metres, and a capacity of at least 30 passengers. The tender came to an end on 15 June. No bid was submitted so DPMB had to cancel the tender.
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