ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES FOR THE MUNICIPAL BUS COMPANY OF SAN SEBASTIÁN (CTSS)
Donostia – San Sebastián August 2009
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INDEX
1 INTRODUCTION ...... 7 1.1 methodology...... 7 1.2 HISTORy of the CTSS...... 7 1.3 PRESENTAtIoN of the CTSS-DBUS company...... 10 1.4 ORGanization chart ...... 11 2 ENVIROMENTAL FRAMEWORK ...... 13 2.1 enviromental present situation ...... 13 2.2 given or predicted solutions ...... 16 2.2.1 KYOTO Protocol...... 16 2.2.2 CLEAN DEVELOPMENT MECHANISM ...... 18 2.3 joint application...... 19 2.4 CIVITAS ARCHIMEDES ...... 20 2.4.1 Description...... 20 2.4.2 Estructure ...... 21 2.5 proyects calendar ...... 33 3 THE ENERGY CROSSROADS ...... 34 4 PRESENT OF THE BUSES...... 39 4.1 current fleet...... 39 4.2 RECORD OF KILOMETRES AND POWER CONSUMED BETWEEN 2004-2008 AND ESTIMATION OF KILOMETRES AND POWER CONSUMED BETWEEN 2009- 2012 41 4.3 EvolucTIOn OF THE EMISSIONS BETWEEN 2004-2008 AND ESTAMATION OF THE EMISSIONS BETWEEN 2009-2012...... 41 5 EUROPEAN REGULATION FOR THE TRANSPORT...... 42 5.1 euro normative...... 42 6 STUDIES OF FUELS FOR PUBLIC TRANSPORT ...... 44 6.1 FOSSIL FUELS ...... 44 6.1.1 DIESEL...... 44
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6.1.2 European norm of the diesel in EN590 ...... 45 6.1.3 Petrol...... 46 6.1.4 GLP ...... 48 6.2 gnc...... 49 6.2.1 Necessary installation in the company:...... 49 6.2.1.1 NATURGAS's OFFER FOR THE SUPPLY OF NATURAL GAS FOR THE BUSES OF THE CTSS AND FOR AN INSTALLATION OF A STATION OF LOAD OF NATURAL GAS ...... 49 6.2.1.2 FUEL CONSUME...... 50 6.2.1.3 GUARANTEE OF SUPPLY ...... 51 6.2.1.4 RAPID FILLING...... 51 6.2.1.5 SEQUENTIAL FILLING ...... 52 6.2.1.6 BASIC DIMENSIONING...... 53 6.2.1.7 DESCRIPTION OF THE CHARGE STATION...... 54 6.2.1.8 SEGURITY IN THE BUS...... 55 6.2.1.9 SEGURITY IN THE INSTALLATIONS...... 55 6.2.1.10 Budget...... 56 6.3 FIRST GENERATON BIOFUELS ...... 56 6.3.1 BIOETHANOL ...... 56 6.3.2 Definition and characteristics of the bioethanol...... 56 6.3.3 Proceses of obtaining bioethanol...... 57 6.4 BIODIESEL...... 60 6.4.1 Needed infrastructure in the CTSS ...... 62 6.4.1.1 European regulation about the biodiesel...... 64 6.5 second generations biofuel...... 65 6.5.1 BTL...... 65 6.5.2 Choren Carbo-V ® Process ...... 66 6.5.3 Facts and numbers...... 66 6.5.3.1 Fisher-Tropsch ...... 67 6.5.3.2 Mobil Proceso...... 67 6.5.4 Methanol...... 68 6.5.5 bio-dme ...... 69 6.5.6 HTU...... 70 6.5.7 Bio-hydrogen ...... 71
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6.6 alternative fuels...... 71 6.6.1 Hydrogen...... 72 6.6.2 Obtention of hydrogen ...... 73 6.6.2.1 ELECTROLYSIS ...... 74 6.6.2.2 ELECTROLYSIS MACHINES...... 76 6.6.2.3 PRICIPAL CHARACTERISTICS OF THE ELECTROLISIS MACHINES 77 6.6.3 PRODUCTION OF H2 BY STEAM REFORMED ...... 78 6.6.4 ADAPTATION RESERCH OF THE HYDROGEN CHARGE INSTALLATION...... 78 6.6.4.1 STUDY OF THE NEEDS OF MAINTENANCE...... 79 6.6.4.2 STUDY FOR ITS RUNNING...... 80 6.6.4.3 Budget...... 82 6.7 PRICE OF THE FUEL...... 84 7 EVOLUTION OF THE ENGINES...... 85 7.1 PETROL ENGINE...... 85 7.1.1 Parts of the engine:...... 85 7.2 diesel engine ...... 87 7.3 hybrid systems...... 88 7.3.1 Hybrid Vehicle designs ...... 90 7.3.2 Hybrid Components...... 92 7.3.2.1 Prime Movers ...... 92 7.3.2.2 Electric Machines ...... 94 7.3.2.3 Energy Storage (Batteries) ...... 95 7.3.3 WORKING...... 101 8 CRITERIA OF SELECTION OF ENERGETICALLY MORE EFFICIENT FUELS....103 8.1 INTRODUCTION ...... 103 8.2 ANÁLISIS “WELL TO TANK” ...... 105 8.2.1 Liquid fuels ...... 106 His level of emission of CO2 is of 0,70 kg/kW.h...... 106 8.2.2 Gaseous fuels...... 106 8.2.3 Liquid fuels vegetable derivatives ...... 107 8.2.4 Hydrogen...... 107 8.2.5 Electricity...... 108
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8.3 ANÁLISIS “TANK TO WHEEL” ...... 109 8.3.1 Vehicles of liquid fuels ...... 109 8.3.2 Vehicles of gaseous fuels ...... 110 8.3.3 Liquid fuels vegetable derivated...... 110 8.3.4 Hydrogen...... 111 8.3.5 Electricity...... 111 8.4 conbined efficiency analisys “WELL TO WHEEL” ...... 112 8.4.1 Simple vehicles...... 113 8.4.2 Complex vehicles...... 115 8.4.2.1 Hybrids Diesel – Eléctrico...... 116 8.4.2.2 Diesel hybrids...... 117 8.4.3 Fuel-cell hybrids - Electric...... 117 8.4.3.1 Vehicles by fuel-cell of total power...... 118
8.5 emissions estimation of CO2 in CTSS depending on the fuel ...... 120 9 ANNEXES ...... 121 9.1 civitas calendar...... 122 9.2 fleet of buses of the CTSS ...... 124 9.3 Historical of kilometers and consumed power...... 132 9.4 Emissions 2004-2012 ...... 177 10 CONCLUSIONS ...... 179 10.1 solutions in a short time 2009-2012 ...... 180 10.2 Solutions in a medium and large time 2012-2050 ...... 182 11 BIBLIOGRAPHY ...... 183
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1 INTRODUCTION
1.1 METHODOLOGY
The methodology used to realize this project consists of the following phases:
The beginning of the study was based on the information compiled in the company and on the knowledge of the same one. Once gathered the basic information to near the company. The following step was the consultation to institutions and companies of public and private roads of national and international area as well as of suppliers of fuels, manufacturers of vehicles and companies of urban transport. Finally, we summarize the information, write it and organize it to give form to this project.
1.2 HISTORY OF THE CTSS.
Founded on August 28, 1886, the “The Municipal Tram Company of San Sebastián” is one of the most ancient companies of Guipuzcoa. From the inauguration of its first line of trams between la Concha, Boulevard and Ategorrieta's bus depots, on July 18, 1887. The Municipal Tram Company of San Sebastián has guaranteed the mobility of the natives of San Sebastian during more than 123 years by means of the utilization of four different systems from transport: trams of horses, electrical trams, trolebuses and buses. Although nowadays the historical name of the company is still “Municipal Tram Company of San Sebastián” it offers the Municipal Bus service in the city of San Sebastián.
In 1887, Donosita's city was possessing 26858 inhabitants and was finding immense in a program of urban increasing expansion after the recently (1864) demolition of the city wall. The tram turned into a fundamental element in this process, on having reduced the times of trip in displacements that were every day more wide.
The first line, between la Concha and Boulevard and Ategorrieta, soon was extended in both ends, coming to Benta Berri and Rentería, respectively, the 13 of of June, 1890. A
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ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES few months before, on April 21, 1888, it was opened a small branch that was joining the network of trams with the station of the Railroads of the North.
The trams of horses (called " engine of blood ") soon showed his limitations, for what the persons in charge of the Company studied the modernization of the system of traction. Rejected the utilization of steam locomotives, due to the smokes and noises that would accompany his step along the streets of the city, the company chose for a system at the time revolutionary: the electrical traction.
On August 22, 1897 the first electrical trams between Rentería and Ategorrieta began to circulate, being completed the electrification of the system on October 22 of the same year. Donostia was turning thus into the second city of the state in possessing electrical trams (after Bilbao, which its first line entered service in 1896) and the first one in having electrified all his services (in some lines of the capital of Vizcaya the animal traction was kept until 1909).
With the beginning of the new century, The Municipal Tram Company of San Sebastián initiated a process of expansion close to the Company of Hernani's Tram, which they conquered in his struggle for obtaining of the Town hall diverse grants to establish lines of urban character. The new lines were inaugurated in the following dates:
Amara’s line (Urban), from the Boulevard up to the station of Amara, on November 3, 1903. Igueldo's line, from the Boulevard up to the low station of the funicular, on September 5, 1912. Gros's line, from the Boulevard up to the street Second Ispizua, on July 15, 1915.
Likewise, the original line Benta Berri-Rentería, was divided in two, turning the Boulevard into head-board of both and into the real neuralgic center of the urban transport of the city.
On July 18, 1948, a new system of transport joined to the streets of the city when the old trams of the lines of Benta Berri and Igueldo were substituted for electrical trolebuses. As it happened in numerous cities, not only of the state but also of France, Great Britain and The United States, Donostia's trams had been scarcely modernized from his electrification
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ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES at the end of the 19th century, for what, after the hard postwar period, they were offering a clearly insufficient service. Instead of proceeding to the modernization of the system, as it was done in Central Europe, the option was to proceed to replace the veteran trams for trolebuses. The above mentioned were in that epoch, notably superior to the buses diesel regarding power, acceleration, accessibility and smoothness of march, to what it would be necessary to add the absence of pollutant emission, though this aspect was not sufficiently estimated in that moment.
After the substitution for trolebuses of the lines of Benta Berri and Igueldo, the process continued with Amara’s line (June 26, 1949), Gros’s line (September 25, 1950) and Rentería’s line (January 12, 1953). During a time, until July 11, 1958, a small service of trams was kept between Ategorrieta's bus depots and Herrera neighborhood, in a distance that in his most was passing for an own explanation (that was including a small tunnel) like railroad. The line of the station of the North was replaced with the first buses diesel of the city on July 18, 1948, being prolonged later to Egia's neighborhood.
In the fifties the network of Donosita's transport experienced small improvements, centred principally on the successive extensions of Amara’s line, stimulated by the process of urban expansion of this neighborhood. On June 15, the service was prolonged up to the Centenary square. Later, on May 26, 1960 it was extended up to the square Pío XII and from July 25, 1961 the route reached Anoeta.
In the sixties the buses began to take the relief of the trolebuses, in an epoch in which there could not be valued for his measured joust the importance of having a system of respectful transport with the environment on having lacked pollutant emission. In fact, for many years, the network of the Company of the Tram of San Sebastian was fed from Berchín's hydroelectric head office, in the river Leizarán. It is in this epoch when they entered service those who possibly have been more emblematic vehicles of the company; the trolebuses of two floors acquired of occasion to the London Transport Executive.
One of the first extensions of the network of buses was the inauguration, on March 21, 1960, of Amara’s line to the Sanitary city, followed, on September 19, 1966 of the one that, with the passage of time, has turned into one of the most important of the city, that of Alza.
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On December 31, 1968 there began the process of substitution of the trolebuses, with the implantation of the buses diesel in the lines of Benta Berri and Igueldo. In 1971 they eliminate the trolebuses in Gros's and Amara’s lines (March 7 and June 14 respectively of this year). The last service of trolebuses lent in Rentería's line on December 19, 1973. From this date, all the services of public transport of the city were attended by buses.
In spite of the economic difficulties that the Company of the Tram was dragging, the company did not resign, in collaboration with the Town hall, the improvement and extension of his services, being one of the most out-standing milestones the inauguration, on September 30, 1874, of the line Gros - Amara, the first line of transverse character of the city that later would be used as a model for the implantation of other itineraries as Alza-Antiguo.
September 30, 1981 is a fundamental date in the history of the Company of the Tram of San Sebastian, when Donosita's Town hall acquires the majority of the share capital of the company. In this new stage, the network has continued his process of expansion and improvement, with the creation of new lines to neighborhoods traditionally disregarded since it is the case of Rekalde and Beraun, on having exceeded both of the municipal area.
After more than 120 years of history, the Company of the Tram of San Sebastian offers a service of public modern and effective transport, at the level of the best European cities at the time that it confronts new challenges as the extension of lines, the improvement of the fleet with vehicles every day more respectful with the environment or the construction of modern infrastructures, so much in what it represents to bus depots as to elements of information and management of the traffic.
1.3 PRESENTATION OF THE CTSS-DBUS COMPANY.
The Town hall of Donostia-San Sebastian Sebastián gives across the Company of the Tram of San Sebastian (CTSS) the service of travelers' public regular transport in the city.
At present the CTSS is constituted by 461 personnel, of which 363 are drivers.
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119 buses compose the fleet, 82 of them are of 12m, 3 of them of 10m, 25 articulated ones of 18m and 9 are minibuses. The renovation of the vehicles is permanent with the aim to offer in all of them the maximum accessibility and comfort, is for this, that at present more than 95 % has a low platform, safety chambers have been restored in the last acquisitions and they try to offer the best service to the citizens so much in comfort, safety and environment.
1.4 ORGANIZATION CHART
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2 ENVIROMENTAL FRAMEWORK
2.1 ENVIROMENTAL PRESENT SITUATION
From the preindustrial time the sector of the transport has contributed in 15 % to the emission of carbon dioxide (CO2) to the atmosphere.
Nowadays, the fuel that the vehicles, the ships, the planes and the railroads burn is the principal factor that contributes to the climatic change comparing with other industrial sectors, with 16 % of the whole, according to a study of the International Center of the Climate and the Environment of Oslo, that publishes the magazine Proceedings National Academy of Sciences (PNAS) in 2008.
Though the total emission of CO2 increased 13 % during the last decade, the ones proceeding from the sector of the transport almost duplicate this number: 25 %. In oriental Asia the increase is of up to 50 %.
As for the EU, the most of the industrial sectors decreased their emission, with the exception of the transport sector that grew in 21 % in these 10 years of the last decade.
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The forecasts point that for 2050 the increase manages to be of between 30 % and 50 %, compared with those of today.
“Emmisions of CO2 to the atmosphere. Source: Repsol 2008.”
The estimation is a misadventure for the aims of the Protocol of Kioto, and they might be necessary additional efforts to mitigate the global warming.
While other industrial sectors have aims of reduction of emission, the transport is a diffuse sector difficult to control on having been in hands of hundreds of million motorists, truck drivers, machinists or pilots. Besides the CO2, principal greenhouse gas, the pipes of leak emit other precursor gases of the ozone like the O3, or the gases that concern the capacity of oxidation of the atmosphere as the nitrous oxide (NOx), the carbonic anhydride (CO) or the Volatile Organic Compounds (VOC).
The emission of aerosols that filter the solar light, the cinder of the combustions, the organic coal and different compounds of sulphur also have repercussion in the climate.
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The quantification of all the effects is a scientific very complex company due to the wide mixture of substances and the physical and chemical processes that accompany them. Is added that some of the gases affect directly to the atmosphere, whereas others take decades or centuries in acting or in diminishing his activity.
The researchers suggest that Kioto should be checked to include all the emission associated with the use of engines of combustion in the world agreement.
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2.2 GIVEN OR PREDICTED SOLUTIONS
2.2.1 KYOTO Protocol
In 1997 The governments resolved at the “Kyoto Protocol”, the agreement about the United Nations Climate Change Convention (UNCCC). The agreement has come into force on February 16, 2005, only after that the 55 nations that add 55 % of the emission of greenhouse gases have ratified it. At the moment, 166 countries have ratified it reaching the barometer of the UNCCC.
The aim of the Kyoto Protocol is to reduce the 5,2 % of global greenhouse gases emissions on the levels of 1990 for the period 2008-2012. This one is the only international mechanism to start facing the climatic change and minimizing its impacts. For this, it contains legally obligatory aims in order that the industrialized countries reduce the emission of 6 greenhouse gases of human origin as carbon dioxide (CO2), methane (CH4) and nitrous oxide (N2O), besides three industrial gases fluorados: hidrofluorocarbonos (HFC), perfluorocarbonos (PFC) and hexafloruro of sulphur.
To expire with the Kyoto Protocol they were established apart from reductions of emission of the greenhouse gases in every country, and of the trade of emission, other mechanisms as the “Joint Application” and the “Mechanism of Clean Development” . In any case, these mechanisms are supplementary, since every country has to reduce its emissions.
Must be remembered that these mechanisms including the trade of emissions (ETS), in any case have to give preference to the internal measures to fulfill the commitments in the framework of the Protocol.
There is needed that every country ratifies the Kyoto Protocol, in order that they can use these mechanisms, assuming this way all the matter of this international agreement.
The EU accepted the aim of reducing the 8 %; USA 7 % and Japan 6 %. Nevertheless, other countries had the commitment to stabilize its emissions as New Zealand, Russia or Ukraine, or the possibility of increasing as Norway a 1 % and Australia 8 %. The same
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ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES thing happened with the distribution that the European countries made as a group with its 8 %, allowing to Spain to increase the emission in 15 %. Since the real emissions of Russia fell down with the economic collapse of the beginning of the 90 century, the grant created a significant surplus of "rights" of pollution (konown as " warm air ") that might be sold to the best bidder.
In spite of the offers of the environmental groups indicating with a great variety of studies how the industrialized nations might exceed easily the modest aims contained in the Protocol across measures of reduction, only the politicians of some countries decided that they needed major flexibility to achieve their aims. They included in the Kyoto agreement mechanisms for the " Trade of Emission " (possibility of buying surpluses of CO2 to other countries that have reduced his(her,your) emission(issues)), a " Mechanism for a Clean Development " (projects in developing countries on the part of industrialized countries), " the implementation combines " (putting in joint practice between(among) industrialized countries) and the sinks (dependence of the forests and the vegetation to absorb CO2).
These mechanisms are thought to be "supplementary" of the measures of reduction, but the negociators during the last years have been occupied defining what this means.
The debates on the rules to operate on the different mechanisms offered more possibilities for those that want to escape of their obligations of Kyoto. The Bush Administration decided not to ratify the Kyoto Protocol and the negotiators of its Government headed a group composed fundamentally by Australia, Canada, Japan, New Zealand and Russia that sought to stop the agreement to allow them to take measurements against and by this way reduce the national emissions.
Finally, and according to the last negotiations, Canada, Japan and New Zealand decided to ratify this international agreement. The USA, decided to cut itself off in the fight against the climatic change helped by Howard, president that governs Australia. After the ratification of Russia in September, 2004 the Kyoto Protocol turns this way into an international Law. Starting all the existing mechanisms in it. For the present time, the EU has developed already a serie of principles in order to begin to reduce our emissions as necessary as urgently.
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2.2.2 CLEAN DEVELOPMENT MECHANISM
This mechanism offers to the governments and to the private companies of the industrialized countries the possibility of transferring clean technologies to developing countries, by investments in projects of reduction of emissions or sinks, receiving in this way certificates of emissions that they will serve as supplement to their internal reductions.
The Clean development mechanism is governed by Parts of the Protocol across the Executive Meeting, and the reductions will have to be checked and certified by independent entities. To obtain the emission certification, the interested parts (industrialized country and developing country recipient of the project) will have to demonstrate a real, measurable and prolonged reduction in the time of emissions.
The problem rests, principally, on the type of projects that want to be carried out since they are presenting projects like apprehension and kidnapping of carbon, sinks of carbon or big hydraulic infrastructures, which would compromise seriously the sustainable necessary development to establish the necessary bases to go towards later reductions of emissions beyond the Kyoto Protocol.
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2.3 JOINT APPLICATION
This mechanism allows that an industrialized country invest in another industrialized country for the execution of a project which is directed to reduce the emission of greenhouse gases or increasing the absorption from the sinks.
The investing country obtains certificates to reduce emissions to less price than the one that would have cost him in its national area, and the investment recipient country receives the investment and the technology. The Goverments can take part the Joint Application, as well as companies and other private organizations. These projects might have start functioning since 2000, but the certificates were not issued until the year 2008.
Certain requirements will have to be fulfilled to be able to use this mechanism, and in any case, the projects must be certificated by independent entities.
This mechanism is similar to the Clean develpment mechanism,, with the exception that the projects are realized between industrialized countries with the reduction aim of the Kyoto Protocol.
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2.4 CIVITAS ARCHIMEDES
Logo oficial CIVITAS – ARCHIMEDES San Sebastián
2.4.1 Description
ARCHIMEDES is an integration project that joints 6 European cities to look for problems, opportunities and to create systems of transport enviromentaly sustainable, sure and energetically efficient in urban zones of medium size. Archimedes's aim is to apply innovative, integral and ambitious strategies in the area of the clean urban transports, energetically efficient transport and enviromently sustainable, to obtain an important impact in the energetic policies, of transport and environmental sustainability.
An ambitious combination of tools and political measures they will increase the energetic efficiency in the transport, providing displacements safety and adapted for all, using a major range of technologies of propulsion and cleaner fuels, turning out to be an urban environment improved (with reductions of acoustic and air pollution).
Important measures adopted in specific areas of innovation will give as consequence proved visible and cuantificables results.
Forums and congresses on innovative technologies of transport, political measures and teams of work, combined with concrete investigations, will constitute the best scenes, processes and presentations to move successfully the strategies to other cities.
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Two Cities in Formation (Learning Cities) will take part in the decisions and in the organizational structure of the project. The representation of the rest of the members is assured by the appointments of Lead City (Lead City).
The educational aim of the project will be obtained by formative actions, promotion, proof events and educational exchanges between students, citizens and investing companies in the innovative areas of the project. The diffusion of the results and the activities are the aim of the project beside influencing the areas of innovation, also it will be a source of information and education for the citizens, users and politicians. The result will be a better acceptance of the new tools, services and technologies and the aims that exist behind them.
2.4.2 Estructure
As I have already said, Archimedes it is an integration project that joints several European cities to the mentioned aims. With all this, placed in the current political context, they will take part Lead Cities of Denmark, Spain, United Kingdom, Romania and Learning Cities of the Czech Republic and Italy.
Mapa CIVITAS - ARCHIMEDES
The candidate cities are:
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City Country Aalborg Denmark Brighton and Hove United Kingdom Donostia - San Sebastián Spain Lasi Romanía Ústi nad Labem (UNL) Czech Republic Monza Italy
And the proposed organizations for the different work groups are the following ones:
Participant no. Participant organisation name Country 1 (Coordinator) Aalborg Denmark 2 NT Denmark 3 LASI Romania 4 PTI Romania 5 TUI Romania 6 DSS Spain 7 CTSS Spain 8 GEA21 Spain 9 UPV Spain 10 IVL Spain 11 BHCC UK 12 BH Buses UK 13 UNL Czech Republic 14 Monza Italy 15 PA Italy 16 TPM Italy
Procedures (WP) and organizational structure.
In general the structure of the Archimedes project coordinates the totality of 18 Working Packages.
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The proposed organizations for the management of the different work groups are the following ones:
Participant no. Participant organisation name Country 1 (Coordinator) Aalborg Denmark 2 NT Denmark 3 LASI Romania 4 PTI Romania 5 TUI Romania 6 DSS Spain 7 CTSS Spain 8 GEA21 Spain 9 UPV Spain 10 IVL Spain 11 BHCC UK 12 BH Buses UK 13 UNL Czech Republic 14 Monza Italy 15 PA Italy 16 TPM Italy
8 of these packages constitute the principal work lines of the Archimedes project that it is later described:
WP-1: Clean and efficient vehicles
Aims: To promote the utilization of biofuel of first generation and to create the bases for the use of biofuel of second generation and vehicles EEV (Environmentaly Enhanced Vehicles).
Leader: Gerardo LERTXUNDI Organization: CTSS
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WP-2: Simulation in Transport of Collective Passengers
Aims: Optimize public transport models who are solidary with the environment and to promote its use.
Leader: Cristian STOICA Organization: PTI
WP-3: Demand of management strategies
Aims: To put in practice management strategies to improve the environment in our cities and to revitalize the public spaces.
Leader: Josu BENAITO Organization: DSS
WP-3: Influence on the behavior and the offer of transport
Aims: To create innovative measures to influence the behavior and the alternatives of transport in the zones of influence of the CIVITAS project.
Leader: Charlotte WELCH Organization: BHCC
WP-4: Safety Infrastructures
Aims: To create a safety environment for the collective transport in the urban emplacements and to help to reduce the accidents.
Leader: Lenka CHALUPOTA and Viola KRALOVA
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Organization: UNL
WP-6: Mobility services and saving of energy
Aims: To foment the utilization of the vehicles, the utilization of the bicycle in the cities of medium size.
Leader: Abby HONE Organization: BHCC
WP-7: Transport of goods and logistic services
Aims: Foment the efficiency in the goods tranport of the participant cities.
Leader: Unresolved. Organization: City of Aalborg.
WP-8: Innovative Technologies of communication
Aims: To reinforce the communication between the different transport operators of the same zone and to improve the services of information of the passengers.
Leader: Unresolved Organization: City of Aalborg
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Table 1.1 Aims objectives and measures in the ARCHIMEDES demonstration work packages
Project aims Objectives Verifiable tools and measures Addressing the key issues on Developing, demonstrating and assessing an innovative set of integrated transport measures the urban transport policy Achieving transferable results: consisting of: agenda: - Reduce emissions of, and Operation of 50 diesel buses on at least 10% bio-fuels (Aalborg) Go well beyond the EU
RTFO requirements human exposure to, air and Operate 5 HGVs and 45 vans on at least 10% bio-fuel (Aalborg) using first generation bio- noise pollution; Develop local bio-diesel supply infrastructure in two Lead Cities fuels in medium sized cities in an innovative - Ensure transport systems Recovery & liquefication of land-fill methane emissions for transport use manner, and lay the Fuel 30 buses with recovered methane after conversion to liquid bio-fuel foundations for complement good health and maximising the well-being; Measurement and publicity of transport emissions in the innovation area opportunities for take-up Operation of 20 bio-diesel buses at 100% bio-diesel blend (Donostia – San Sebastián) of second generation bio- - Reduce energy consumption fuels and EEV vehicles. Operation of 107 buses at 20% bio-diesel blend (Donostia – San Sebastián) from transport in urban areas; Procurement and Operation of a Hybrid Bus in Monza and Donostia – San Sebastián Ensure the transport system - Operation of 30 buses to EEV standard (Donostia – San Sebastián) contributes towards a Operation of bio-diesel vehicles in municipal fleets (police, fire, city) (Donostia – San Sebastián) Alternative fuels & clean vehicles & clean fuels Alternative
: successful economy Operation of hybrid vehicles (7) in Police fleet (Donostia – San Sebastián)
WP1 Installation of 20 green electricity vehicle charging points in CIVITAS innovation area. (Brighton)
RTD activities to support Demonstrations, and prepare for take-up in Learning Cities (Brighton)
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Clean Fuelled Tourism Shuttle Bus, running every 20 minutes in the summer (Aalborg) Travel Smart Card, to replace existing mechanical systems (Aalborg) Modernising Travel Information by improving two existing websites to show traffic congestion (Aalborg) Multi-Modal Ticketing, so that passengers can switch easily between bus and rail (Brighton) New school bus link between Iasi and village of Ciurea (Iasi) Improved Ticketing offering contactless cards and special fares for students and pupils (Iasi) Improved Information at bus stops, showing routes and waiting times in real time (Iasi) & intermodal integration intermodal & Bus Priority Measures including a green light system and separate priority routes for public transport vehicles (Iasi) Business District Shuttle Bus running two or three times a day and serving commuters (Iasi) High Quality Public Transport Corridors, equipped with security cameras (Donostia – San Sebastián)
Collective transport Collective Business District Bus Shuttle Service, serving 3 business districts and operated by a biodiesel bus (Donostia – San Sebastián)
WP2: WP2: Advanced Park & Ride network, including improved information on the existing 4 sites, an integrated pricing system and an awareness-raising campaign (Donostia – San Sebastián)
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Implement demand - Reduce the use of the private Changing Parking Behaviour by introducing revised parking charges (Aalborg) management strategies car in sensitive area through Introduction of a Clear Zone to reduce pollution and congestion by restricting access for vehicles to improve the environment in our cities economic signals; (Brighton) and re-invigorate public - Achieve reduced congestion Access Control to Historic Centre, limiting all-day access to emergency services, trams, cyclists and spaces. levels during peak hours; pedestrians and co-operating with the local post office (Iasi) - Achieve reduced emission of Changing Parking Behaviour by extending paid parking and implementing a new pricing and zoning noise and air pollutants in policy (Donostia – San Sebastián) sensitive areas; and Extension of the infrastructure for cycling and walking, extending the pedestrian zone by 2km and Increase priority and incentives for introducing 15km of new cycle lanes (Donostia – San Sebastián) using public transport, walking and Business Parking Charges to be introduced in the central parts of the three business districts, with cycling the nearest parking being short stay only and special parking facilities for those who car share Demand Management strategies Management Demand – (Donostia – San Sebastián) Short Term Parking Scheme (Ústí nad Labem) WP 3 3 WP Strategic Traffic Management (Ústí nad Labem)
Introduce innovative - Evaluation steering School Cycling Campaigns, aimed at children, parents and other road users, focussing on travel measures to influence behaviour, traffic safety and health and making use of mobile phones as well as more traditional
- Day to day project evaluation the travel behaviour and modal choice in the management methods (Aalborg) CIVITAS Plus corridors. Commuter Travel Plans for public and private organisations, making use of internet-based surveys - Prepare evaluation reports of and highlighting areas where improvements could be made in order to encourage sustainable travel the Project (Aalborg) - Quality control Personalised Travel Planning for 6000 households per year, targeted at those who do not travel sustainably but might be open to doing so (Brighton) School Travel Plans, looking at the full range of journeys but mainly focussing on the school run
Influencing travel behaviour travel Influencing (Brighton) Commuter Travel Plans, helping major employers to develop workplace travel plans (Brighton)
WP4: WP4: School Travel Plans, raising awareness in 10 schools and hoping to reach over 2500 pupils, more
then 60 teachers and over 3500 parents with road safety and cycling promotion measures (training
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initiatives and new tunnel) (Donostia – San Sebastián) Commuter Travel Plans, working with managers and employees to promote cycling and walking and increase use of the shuttle bus service and car pool (Donostia – San Sebastián) University Travel Plan for the University campus of Ibaeta, including reduced-price public transport tickets for students (Donostia – San Sebastián) Personalised Travel Plans for at least 200 house visits to provide targeted information and a discounted or free public transport pass for 1-3 months (Donostia – San Sebastián) An Education & Promotion Programme through the media and on public transport routes, to encourage public transport use (Iasi) A Public Transport User Forum on the public transport company’s website (Iasi) School Travel Plans, working with schools to encourage the use of public transport (Iasi) Travel Information Telephone Service (Iasi) Public Transport Promotion Campaign, focussing on environmental benefits (Ústí nad Labem) ‘Drive Safely’ Campaign (Ústí nad Labem) Dissemination and - To ensure a safe environment Road Safety Campaign, including re-engineering at high-risk sites (Brighton) exploitation (D&E) will be for pedestrians and cyclists; “Bike-Off” Cycle Anti-Theft Scheme, working with the police and other organisations to reduce well planned, well - To reduce the amount of bicycle theft and improve secure parking (Brighton) managed and thorough to ensure best value for casualties as a result of Safe districts and 30 kilometre zones, covering an area of 30,000 inhabitants and including changes the European Commission and the roadside accidents; at 50 crossings to increase safety for cyclists and pedestrians (Donostia – San Sebastián) cities’ investment in the - Increased quality of urban Citizen Road Safety Pact, working with civic organisations to ensure the effectiveness of road ARCHIMEDES project space and prioritise safe, safety measures (Donostia – San Sebastián) secure and clean collective Radar Speed Control to enforce and sanction against high speeds (Donostia – San Sebastián) modes; and Audio Warning Devices for the Visually Impaired on main traffic light sections (Iasi) Safety, security & health & security Safety,
- Increase compliance with Fully Accessible Public Transport, transforming and equipping 10 minibuses and building 40 – speed limits. stations and stops that provide easy access to public transport for people with disabilities (Iasi)
WP5 WP5 Road Safety Audit & Actions, including a promotional campaign and a new web portal (Ústí nad Labem)
Traffic Speed Reduction Publicity Campaign (Ústí nad Labem) Municipal Bus Company of San Sebastián (CTSS) 29
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Mobility Improvements and a campaign to promote the accessibility of public transport to disabled people, including a website with a downloadable map (Ústí nad Labem)
Vehicle sharing to be - Assessment of skills and Cycle Motorway, including traffic signals, dedicated cycling lanes, signposting, shortcuts, sheltering, optimised to maximise its needs services, and safety measures (Aalborg)
exploitation and - Produce project Training Plan City Bike Scheme, making available 100 bikes at approximately 15 stations around the city adaptation to customers’ (Aalborg) - Co-ordinate and manage requirements. Workplace Car Sharing, improving an existing scheme by introducing new bio-fuelled cars and project training activities promoting the scheme more widely to private companies (Aalborg)
- Support the development of For even greater energy City Cycle Routes, including cycle lanes, cycle parking and special road markings (Iasi) Sustainable Urban Transport efficiency and public Car Sharing Scheme, in co-operation with the regional government, Bilbao and Vitoria, aiming to Plans health, cycling should be recruit 300-500 members (Donostia – San Sebastián) promoted as an ideal Pedestrian/Cyclist Vertical Transport Aids, introducing 5 new lifts and 1 new escalator in order to mode of transport for encourage walking and cycling in hilly areas (Donostia – San Sebastián) many medium sized City Bike Scheme involving 40-50 dispatch points and 500 public bicycles, accessed via a urban areas. membership card scheme (Donostia – San Sebastián) Car Sharing Schemes Improvements, increasing the number of locations (Brighton)
Innovative mobility services mobility Innovative Cyclist Priority, introducing innovative engineering measures to reduce stop-start conditions and conflict with other road users (Brighton) Cycle Transport Improvements, linking two existing cycle routes to provide an important cycle route through the city and creating a new web portal with information for cyclists (Ústí nad Labem) WP6: WP6:
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To increase the efficiency - to conduct scientific research Environmental Zone, with specific restrictions on certain HGV vehicles (Aalborg) of goods transport in the & technical development that Freight Quality Partnership looking at energy-efficient delivery of goods (Brighton) ARCHIMEDES cities. will support the technical Environmental Zone, restricting access for freight vehicles to certain times of day (Brighton) demonstration projects (WP7 – Freight Consolidation Centre, from where goods can be delivered using a clean vehicle, influenced WP14); by a stakeholder group which will meet 4 times a year (Donostia – San Sebastián)
- ensure thorough and robust Strategic Goods Distribution Plan, including formation of a Freight Quality Partnership (Iasi) demonstration measure Noise Reduction, involving creation of a Noise Map with the aim of reducing the number of design. Provide inputs to the residential areas exposed to more than 65 dB by 2012 (Ústí nad Labem) Training & Learning and Energy efficient freight logistics freight efficient Energy
: : Dissemination & Exploitation work-packages WP7
Reinforce the integration - To improve the management Pre-Trip & On-Trip Mobile Phone Information using GPS to identify the nearest bus stops and of traffic within the city centre; of the different transport giving real time information about buses (Aalborg) management systems - To increase use of public On-Trip Bus Traveller Information, flat screen televisions giving information about next stops and which are often transport via prioritised functionally dedicated what routes passengers can change onto, as well as general public transport information (Aalborg) and/or run by different services and active Bus Traveller Information, including real time information at bus stops and on board buses, as well operators. Strengthen the management; services that information as a new website (Donostia – San Sebastián) systems may bring to - To reduce traffic congestion;
Bus Management System, making use of an innovative at-stop counting device (Donostia – San passengers. - To improve the quality of travel Sebastián) information Transport telematics Transport
Park & Ride VMS showing the number of spaces available and the 4 Park and Ride sites (Donostia – – San Sebastián)
WP8 WP8 Bus Management System, using GPS to track the public transport vehicles (Iasi) Public transport planner, providing address-specific information about the public transport network (Iasi)
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ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
2.5 PROYECTS CALENDAR
The diagram is shown in the part of Civitas Calendar in the ANNEXES:
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ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
3 THE ENERGY CROSSROADS
Nowadays the world is in an energetic crossroad.
We are immersed in an unsustainable model, where the fossil fuels represent 80 % of the used energy.
“The bigger product or of petrol. Source: Wikipedia.”
The theory of Hubbert's peak, also known as oil zenith, or the run out of oil, it is an influential theory brings over of the rate of long-term depletion of the oil, as well as of other fossil fuels. It(he,she) predicts that the world production of oil will come to his(her,your) zenith and later it(he,she) will decline so rapidly as it(he,she) grew, standing out the fact that the limitor factor of the extraction of oil is the needed(asked) energy and not his(her,your) economic cost.
Still(Yet) being controversial, this theory is widely accepted between(among) the scientific community and the petroleum industry. The debate does not centre if a beak(peak) of the oil will exist but when it will happen, since it is evident that the oil is a finite and not renewable resource in short scales of time for what in a moment or other one it(he,she) will come near to the limit of extraction. This depends on the possible discoveries of new reservations(reserves), the increase of efficiency of the current Municipal Bus Company of San Sebastián (CTSS) 34
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES deposits, deep extraction or the exploitation(development) of new not conventional forms of oil.
The exact year of the beak(peak) will not be able to decide until already it has happened. Being based on the current information of production, the Association for the Study of the Beak(Peak) of the Oil and the Gas (I REEL in English), he(she) thinks that the beak(peak) of the oil will happen in 2010, being that of the natural gas some years later(posterior). On the contrary, more optimistic estimations throw reservations(reserves) for at least 100 more years.
This fact would imply important consequences for the developed countries, which depend to a great extent on cheap and abundant oil. The theory owes his(her,your) name to the geophysicist M. King Hubbert, who predicted correctly the beak(peak) of the American production with fifteen years of anticipation.
Españ BARRILES/AÑOS) PRODUCTION (BILLONES
“Cenit del petróleo .Fuente: Wikipedia” YEARS
Spain, as member of the International Agency of the Energy (AIE), supports a few reservations(reserves) of oil and fuels equivalent to 90 days of consumption. The first
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30 days are considered to be strategic reservations(reserves) under control of the Corporation of Strategic Reservations(Reserves) of Petriliferous(Oil) Products (Cores), salesman of the Department of Economy. 60 remaining days are commercial reservations(reserves) that the petroleum ones must support of obligatory form. The regulation on reservations(reserves) establishes that " in situations of shortage of supply of energetic sources(fountains), it is possible to arrange him(you,them) the submission of the minimal stock of safety, included the strategic reservations(reserves), to a regime(diet) of intervention under Cores's direct control, in order to induce the most suitable utilization of the energetic available resources ".
In case of the natural gas
“Major producers of natural gas: Source Wikipedia”
The search of natural gas begins with explorations, which consist of realizing basically perforations in zones where indications of the gas existence exist. As soon as some deposit of natural gas is found, the next step is to analyze it to determine both the quantity and the quality of the natural gas contained in this deposit, being calculated this way the duration of this deposit depending on the gas quantity that has and on an estimation of the consumption. As soon as these analyses are carried out, the natural gas of this deposit passes to be a " proven reserve " of natural gas.
But, in view of the high cost that this process implies, not all the deposits are analyzed. What is realized constantly are perforations to locate deposits, so that in the moment
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ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES that they need to try the reserves, they are located and the only thing necessary to carry out is an analysis to determinate the quality and the duration of the natural gas.
With regard to the world natural gas reserves, these are approximately 145 trillions of cubic meters standard, which are principally concentrated in the Ex-Soviet Union and in the Middle East. And inside the Ex-Soviet Union, Russia has 85 % of these reserves. In case of the Middle East, it is Iran the country that has the major quantity of reserves of this zone, with 47 %. These estimations indicate us guarantees of provisioning between approximately 60 and 70 years with the current consumption.
In Spain there was a production of: Gas natural - Porcentual Date of the Year Position production Change Information 2004 516.000.000 63 2001 est. 2005 516.000.000 64 0,00 % 2001 est. 2006 216.000.000 69 -58,14 % 2003 est. 2007 339.000.000 67 56,94 % 2004 est. 2008 151.500.000 75 -55,31 % 2005 est “Source: CIA World”
While the record of consumption in our country was:
Gas natural - Porcentual Date of the Year Position consum Change Información 2004 17.960.000.000 30 2001 est. 2005 17.960.000.000 31 0,00 % 2001 est. 2006 23.270.000.000 26 29,57 % 2003 est. 2007 27.010.000.000 26 16,07 % 2004 est. 2008 30.580.000.000 25 13,22 % 2005 est.
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“Source: CIA World”
We define therefore, the oil and the natural gas, as sources of energy with a nearby end and for that reason legislative steps have to improve, as well as the tests for the use of new fuels that support and / or replace the exclusive use of the fossil energies.
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4 PRESENT OF THE BUSES
4.1 CURRENT FLEET
Since already we have commented, 119 buses compose the fleet, 82 of them are of 12m, 3 of them of 10m, 25 articulated ones of 18m and 9 are minibuses.
Nowadays the company has ten different models: I show them in the paragraph Fleet of the buses in ANNEXES.
The evolution of the fleet of buses in the CTSS is:
2004 2005 2006 2007 2008 Euro 0 15 13 9 9 0 Euro 1 41 41 40 38 30 Euro 2 16 15 15 16 16 Euro 3 19 29 40 41 41 Euro 4 0 0 0 8 22 EEV 0 0 0 0 10
Fleet evolution
45
40
35
30 Euro 0 Euro 1 25 Euro 2 20 Euro 3 Euro 4 15 EEV 10
5
0 2004 2005 2006 2007 2008
According to the forecasts of the company, in agreement with the Project Cívitas, the forecasts between the years 2008-2012 are the following ones: Municipal Bus Company of San Sebastián (CTSS) 39
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2004 2005 2006 2007 2008 2009 2010 2011 2012 Euro 0 15 13 9 9 0 0 0 0 0 Euro 1 41 41 40 38 30 20 10 5 0 Euro 2 16 15 15 16 16 16 16 16 16 Euro 3 19 29 40 41 41 41 41 41 41 Euro 4 0 0 0 8 22 22 22 22 22 EEV 0 0 0 0 10 20 30 35 40
Evolución Flota
45
40
35
30 Euro 0
25 Euro 1 Euro 2 20 Euro 3 Euro 4 15 EEV 10
5
0 2004 2005 2006 2007 2008 2009 2010 2011 2012
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4.2 RECORD OF KILOMETRES AND POWER CONSUMED BETWEEN 2004-2008 AND ESTIMATION OF KILOMETRES AND POWER CONSUMED BETWEEN 2009-2012
Showed in the paragraph of Record of kilometres, power consumption and local emissions (ANNEXES).
4.3 EVOLUCTION OF THE EMISSIONS BETWEEN 2004-2008 AND ESTAMATION OF THE EMISSIONS BETWEEN 2009- 2012
Showed in the paragraph Emission 2004-2012 ANNEXES:
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5 EUROPEAN REGULATION FOR THE TRANSPORT
5.1 EURO NORMATIVE
M3 HEAVY VEHICLES (gr/KWh) CO HC NOx PM smoke (m-1) Euro 0 12,30 2,22 16,16 0,51 Euro I 4,50 1,10 8,00 0,36 Euro II 4,00 1,10 7,00 0,15 Euro III 2,10 0,66 5,00 0,10 0,80 Euro IV 1,50 0,46 3,50 0,02 0,50 Euro V 1,50 0,46 2,00 0,02 0,50 EEV 1,50 0,25 2,00 0,02 0,15 Euro VI 1,50 0,13 0,40 0,01
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Euro Normative Evolution
18,00
16,00
14,00
12,00 NOx 10,00 gr/kwh CO 8,00 HC 6,00 PM 4,00
2,00
0,00 Euro 0 Euro 1 Euro 2 Euro 3 Euro 4 Euro 5 EEV Euro 6
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6 STUDIES OF FUELS FOR PUBLIC TRANSPORT
6.1 FOSSIL FUELS
6.1.1 DIESEL
A fundamental fuel for the production and the transport of load and passengers. The diesel is the mixture of hydrocarbons proceeding from the fractioned distillation of the oil and that is used as fuel in some vehicles. Its capacity of inflammation is measured with the index of cetano (100) very inflammable, in comparison with the alfametil naftaleno (0). The oils used in the vehicles have an index cetano around 50. The gasoil is denser (850 g/L) and less volatile than the petrol, and the paraffins that they contain freeze it to low temperatures. Using additives one manages to reduce the temperature of freezing, very important for the CTSS. The oil generates less energy for unit of burnt mass that the petrol, approximately 45,47 MJ/kg.
“Source: Libchart”
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6.1.2 European norm of the diesel in EN590
lower Property Unit upper limit Test-Method limit
Cetane index 46,0 - EN ISO 4264
EN ISO 3675, EN ISO Density at 15°C kg/m³ 820 845 12185
Polycyclicaromatic hydrocarbons %(m/m) - 11 EN ISO 12916
350 (until EN ISO 20846, EN Sulphur content mg/kg - 2004-12-31) or ISO 20847, EN ISO 50,0 20884
10,0 (on the EN ISO 20846, EN
01-01-2009) ISO 20884
Flash point °C Above 55 - EN ISO 2719
Carbon residue %m/m - 0,30 EN ISO 10370 (on 10% distillation residue)
Ash content % (m/m) - 0,01 EN ISO 6245
Water content mg/kg - 200 EN ISO 12937
Total contamination mg/kg - 24 EN ISO 12662
Copper strip corrosion (3 hours rating Class 1 Class 1 EN ISO 2160 at 50 °C)
Oxidation Stability g/m3 - 25 EN ISO 12205
Lubricity, corrected wear scar µm - 460 EN ISO1 2156-1 diameter (wsd 1,4) at 60 °C
Viscosity at 40 °C mm2/s 2,00 4,50 EN ISO 3104
Distillation recovered at 250 °C, %V/V 85 <65 EN ISO 3405 350 °C
95%(V/V) recovered at °C - 360
Fatty acid methyl ester content % (V/V) - 5 EN 14078
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6.1.3 Petrol
The petrol is a mixture of hydrocarbons derived from the oil that is used as fuel in internal combustion engines with ignition to spark.
It has a density of 720 g/L. A liter of petrol has an energy of 34,78 megaJulies, approximately. Nevertheless, in terms of mass, the petrol has an energy superior to the gasoil, 48,31 MJ/Kg.
The petrol is obtained of the oil in a refinery. In general it is obtained from the naphtha of direct distillation, which is the most light liquid fraction of the oil (exempting the gases). The naphtha also is obtained from the conversion of heavy fractions of the oil (gasoil of emptiness) in units of process named FCC (Fluid Catalytic Cracking). The petrol is a mixture of hundreds of individual hydro-carbons from C4 up to C11 like, for example, the metilnaftaleno.
There must be fulfilled a series of needed specifications in order that the engine works well and others of environmental type, both regulated by law in the majority of the countries. The most typical specification is the index of octane (MON, " motor octane number ", RUM " research octane number " or the average of the previous ones), that indicates his resistance that presents the fuel to detonate.
In Spain, in 2008, there were commercializing two types of Unleaded gasoline of different octane each one named Without Lead 95 and Without Lead 98, though the oil companies realized different modifications in their composition to improve the performance, and to offer products lightly different that the competition.
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“Source: Libchart”
“Source: Libchart”
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6.1.4 GLP
It is obtained from the process of oil refining and from Natural Gas Reconverting Plants.
Two types exist commonly called Butane (commercial butane) and Propane (commercial propane).
The commercial propane is a mixture of propane, propilen and other minority compounds (ethane, butane, etc ..). It can have a maximum of 30 % of butane.
The commercial butane is a mixture of butane, butilens and other minority components (propanes, pentanes, etc …) It can have a maximum of 50 % of propane.
To atmospheric pressure and to temperature (1 atmosphere and 25 ºC), the liquified gas of oil is in gaseous state. To obtain liquid to atmospheric pressure, the temperature of the butane must be low to-0,5ºC and the propane to-42ºC. On the other hand, to obtain liquid to environmental temperature, it is necessary to submit the GLP to pressure. For the butane the pressure must be of more than 2 atmospheres. For the propane, the pressure must be of more than 8 atmospheres.
A liter of liquid transforms in 272,6 liters of gas for the propane and of 237,8 liters of gas for the butane.
By having increased the temperature of the GLP found inside a closed tank, it increases his pressure. This is due to the fact that it increases the steam pressure and the liquid expands. A container that contains GLP therefore, never has to be warmed and never has to be filled totally a container with GLP liquid, it is necessary to leave a space of at least 15 % of the total volume of the container for the expansion of the liquid.
The nourishment with GLP is realized in engines of ignition by spark. This fuel is stored in liquid in relatively low pressures of the order from 4 to 12 bars, according to the temperature of 25 degres. Municipal Bus Company of San Sebastián (CTSS) 48
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6.2 GNC
The Natural Gas is an odourless and colorless fuel, so it is necessary to adhere perfum, to be able to identify the escapes by means of the smell. On the one hand, like any other gaseous fuel, it does not generate solid particles in the gases of the combustion, produces fewer CO2, (reducing this way the greenhouse effect), eliminates the emission derived from the presence of sulphur and allows to reduce to a great extent the emissionof NOx and of CO. The natural gas, unlike other combustible gases, is more light than the air, for what, of some escape taking place, it vanishes rapidly in the atmosphere.
6.2.1 Necessary installation in the company:
6.2.1.1 NATURGAS's OFFER FOR THE SUPPLY OF NATURAL GAS FOR THE BUSES OF THE CTSS AND FOR AN INSTALLATION OF A STATION OF LOAD OF NATURAL GAS
6.2.1.1.1 Emplacement:
The garage is of recent construction remaining arranged in an area in slope. It has been constituted in three levels, being the low one and the Superior used as zone of parking and the interval (accessible from the thoroughfare) used as zone of services and of workshops. The space of low parking can be considered to be the second basement or the first basement depending on the position of the street. The top level corresponds with simply forged adapted to the step of heavy vehicles and to which one you can reach from a ramp from the intermediate level. The garage is located in the proximities of inhabited zones though it is not adjacent with other areas, remaining separated of them by public roads. In one of the ends is adjacent with road to rapid traffic, removed therefore from inhabited zones. The opposite end, on the other side of the road, counts with a plot of great surface municipal property and with possibility of being occupied by the same CTSS. Municipal Bus Company of San Sebastián (CTSS) 49
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
The area remains near APA's network (natural gas).
We can understand that the plot has the possibility of being provided with the electrical necessary power.
We are not aware about the existence of services or other infrastructures that could determine the projected installation.
For what it refers to the possible utilization of spaces of the current garage and adjacent plot with regard to the activity that is projected concludes the following thing:
The top (wrought) level can be compatible for the load and / or compression of natural gas. Nevertheless, the doubts that are set out about the behaviour of the structure due to the vibrations that transmit the compressors, it has been decided to give preference to other available solutions. The intermediate level (zone of workshops) can be adapted to the needs that present a gas workshop
The intermediate level (exterior - zone of services) can be adapted to the needs of an installation of rapid filling. Nevertheless it will be necessary to confirm if in case of not being able to establish the minimal distances established by the regulation with regard to spouts of another type of fuel, the Territorial Office of Industry accepts the corrective policies proposed by the author of the project.
The low level can be used neither for the compression nor for the load of gas vehicles. If that can be used for the parking of vehicles of natural gas.
The adjacent plot is fullly compatible with the compression and load of gas vehicles.
6.2.1.2 FUEL CONSUME.
The company would have an initial acquisition foreseen in the fleet of buses of 6 uds. Promoted to gas, increasing anually the above mentioned value by means of the incorporation of several units more.
The average consumption is of 140m3/day for vehicle, for what the daily consumption of the first year will correspond with a value of 840m3/day. Municipal Bus Company of San Sebastián (CTSS) 50
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6.2.1.3 GUARANTEE OF SUPPLY
.
For the supply of natural gas it is proposed to realize an assault in high pressure from the network placed between the back part of the bus depots and the highway.
The guarantee of the supply in conditions of continuity and pressure is a responsibility of the distribution company, as there is gathered in the article 10 of the RD 1434/2002 that regulates the activities of the transport, distribution and marketing of natural gas, establishing the minimal conditions of service as well as the sanctions that are of application when the quality levels are lower than the demanded ones.
Nevertheless, the line of supply chosen is fed in his two ends and constitutes the basic core of the city of San Sebastian, for what the safety conditions that it offers are the maxims possible.
Likewise, at the moment of measuring the assault a pipeline with sufficient diameter to attend the necessary wealth in case in a future the whole fleet of buses was using this type of fuel has been considered.
To guarantee the uninterrupted functioning of the station solutions have been defined by duplicity of compressors, so that in case one trumps other one could be operative and has sufficient aptitude to realize the supply of the buses with the valued hypotheses.
6.2.1.4 RAPID FILLING.
One of the options that are analyzed consists of the rapid filling of buses (3 minutes) in the same position that at present the repostaje of gasoil carries out.
It has been avoided to place the group of compression in the wrought one and therefore it has been proposed his emplacement in the adjacent plot. In principle the zone of load would consist of two positions of filling arranged in the same islands that
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ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES the positions of load of gasoil. The exploitation of the garage would be identical to the current situation.
Nevertheless, in case the distances to the current spouts were not sufficient and the Territorial Office of Industry was not allowing the authorization of corrective solutions, it would be necessary to locate the zone of load close to the installation of the compressors in the adjacent plot.
The solution is independent from if the vehicles are of standard or articulated type. This type of solution will consist of two compressors and two positions of filling that guarantee the functioning of a street and allow the simultaneous utilization of the two when both equipments are operative, situation that takes place in the majority of the occasions.
6.2.1.5 SEQUENTIAL FILLING
We will proceed to enable a space of 10 positions of sequential filling using the available space in the contiguous plot. It is this space, close to the above mentioned installation of filling where one will arrange the station of compression.
The first 10 vehicles, at their entry to garage and once carried out the operations of interior and exterior cleanliness will go towards the zone of filling. The rest of vehicles will be parked in their habitual place, slopes of refueling. The load of the vehicles is carried out of one in one automatically, of such a form, that when concludes the load of the first one begins the load of the second one and so on. When it reaches the last position it returns to the first one again, restarting the cycle, so often as it is wished.
On the basis of the previous thing, to attend fleets superior to the 10 vehícles is necessary to proceed once concluded the load of the first vehicle to his retreat and parking, moment that can be useful to displace one of the vehicles hanging on filling and displace it up to the zone of filling, connecting it in the position that was made free. Now the driver can withdraw the second vehicle and carry out the same operation. Thus the load of the totality of the fleet can be concluded in approximately 6 hours.
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6.2.1.6 BASIC DIMENSIONING.
Rapid filling (3 MINUTES)
To provide to the installation of the aptitude to carry out the load in 3 minutes of a bus is precise to have a wealth of filling approximately 3000m3/h. Thinking that the load concludes in approximately 3 minutes and that the vehicle is stopped in the position of load during approximately 4 minutes (time of interior cleanliness and download of information) and that the average time between exit of the vehicle and the connection of the following one is 30 seconds, it allows to conclude that is necessary approximately a capacity of compression of approximately 2100m3/h, complemented with a module of storage of 3000 l.
Considering to be a suction pressure of 10 bar. It has to be indicated that the electrical power necessary to install to provide 2100m3/h is near the 315 kW. Depending on the supplier of equipments there can be obtained solutions formed by means of two equipments of compression of flow 2000 m3/h or by means of 4 compressors of 700 m3/h.
On the basis of the previous thing it must be understood that the electrical power to install is between the 600 and 700 kW.
Sequential filling.
To fulfil the dimensioning of the station of load of gnc there have been considered to be the following parameters:
Number of vehicles at the beginning: 6 units. Final number of vehicles: 50 units. Available time for the load: 6 hours. Average volume to refuel every day: 140 m3/vehicle.
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With this information, we can deduce the volume of flow that must give the load station and that relates later:
minimal volume of flow in the initial stage: 250m3/h minimal volume of flow in the final stage: 1200 m3/h
The utilization of two compressors of 1200m3/h it is considered to be the most advisable solution. This situation would allow to attend from the initial moment the maximum demand of vehicles needed.
The installation will have a zone of load that would consist of 10 positions of sequential filling, so that the individual load of each one of the vehicles would complement itself in average periods of 7 minutes (working with one compressor)
At frist, this type of installation has not a storage module.
For this type of compressors and considering a suction pressure between 8 and 12 bar., we can think that the maximum power installed by the compressor is of 200 kW, not being precise to work on simultaneous form. This needs a lower increase of power to contract than the previous case.
6.2.1.7 DESCRIPTION OF THE CHARGE STATION.
EQUIPMENTS Compression equipments: Solution of rapid filling in 3 minutes
The installation will have 2 identical compression equipments. Every new compression equipment will have the following services.
Suction pressure: Between 6 and 13 bar. Pressure of exit: Up to 260 bar. Volume of flow of 10 bar.: 200m3/h. Municipal Bus Company of San Sebastián (CTSS) 54
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Power of the principal engine: 315kW · Refrigeration: Gas / water. Water / air. Oiling: Forced automaticly. Acoustic emission: 55 db to 3 meters.
6.2.1.8 SEGURITY IN THE BUS.
The safety concept is an exemplary model in a vehicle of natural gas. The tanks are designed to support pressures up to 500 bar. And, therefore, they offer a safety margin against explosions up to 2,5 times the nominal pressure.
Every tank is equipped with protection tanks as closing valves or fusibles that guarantee the maximum levels of safety. The housing of the tanks in the roof of the vehicle is a factor of additional safety that guarantees the maximum facility for its maintenance.
The vehicles of natural gas only can be refueled with the engine stopped. The filling valve is in the compartment of the engine. Across a gas pipe, with a sufficient diameter to allow to refuel rapidly, the gas flows directly towars the tanks of compressed gas located in the roof. The pipe does not goes though the interior of the vehicle. Thus not only the visual aspect is favored, but also the possibility of a gas escape is avoided towards the interior of the vehicle.
6.2.1.9 SEGURITY IN THE INSTALLATIONS.
The installation haves all the safety measurements marked un the regulation: - The pressure equipments have safety mechanisms for overpressure. - The compression equipments have interior control. -The station possesses emergency push-buttons in the surroundings of the enclosure and in the filing zone. -Exist notice teams in the panel of control, in the zone of load and in the place of the Guand Chief. - Telephonic connection 24 hours a day with service of Technical Assistance. -Electrical alternative supply to the one of the net, by an electricity-generating group.
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The follow-up of each one of the operations of filling will be realized by computer and from a General Control Panel, with display unit, that it will analyze the information generated of the supply and consumption of the GNC to the buses promoted by the above mentioned fuel.
6.2.1.10 Budget
The final budget both of equipments and of civil work offered by Naturgas reaches 1229752,11 €
6.3 FIRST GENERATON BIOFUELS
6.3.1 BIOETHANOL
6.3.2 Definition and characteristics of the bioethanol
The ethyl alcohol or ethanol is a chemical product obtained from the fermentation of the sugar that they find in the vegetable products, such as cereals, beet, sugar cane, sorghum or biomass. These sugar are combined in saccharose shape, starch, hemicelulosa and cellulose. The plants grow thanks to the process of photosynthesis, in which the light of the Sun, the carbon dioxide of the atmosphere, the water and the nutrients of the land form organic complex molecules as the sugar, the carbohydrates and the cellulose, which focuses in the fibrous part the plant.
The bioetanol is produced by the fermentation of the sugar contained in the organic matter of the plants. In this process the hydrated alcohol is obtained, with an approximate content of 5 % of water, which after being dehydrated can be in use as fuel. The bioetanol mixed with the petrol produces a biocombustible of high energetic power with very similar characteristics to the petrol but with an important reduction of the pollutant emissions in the traditional combustion engines. The ethanol is used in mixtures with the petrol in concentrations of 5 or 10 %, E5 and E10 respectively, that do not need modifications in the current engines.
The specifications for the utilization of bioetanol are summarized in the European norm of Petrols EN 228, in Spain we find it on the Board 2003/17/CE relative to the quality of
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ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES the petrols and diesel oil, in the Spanish Royal Order R.D. 61/2006 of the specifications and use of biofuels.
6.3.3 Proceses of obtaining bioethanol
The bioetanol is obtained from the beet (or other plants rich in sugar), of cereals, wine alcohol or biomass, by a process of distillation. In Spain the industrial production uses principally cereal as basic raw material, with possibility of using the surpluses of the beet industry transformed into sugary juices of low cost. In general, three product groups are used for obtaining the alcohol:
Sugar, proceeding from the cane or the beet, for example.
·Cereals, the fermentation of the sugar of the starch.
Biomass, by the fermentation of the sugar contained in the cellulose and hemicelulose.
The general scheme of manufacture of the bioetanol, shows the following phases in the process: Dilution: It is the addition of the water to fit the quantity of sugar in the mixture or the quantity of alcohol in the product. It is necessary because the yeast, used later on in the process of fermentation, can die due to a too big concentration of the alcohol.
Conversion: The conversion is the process of turning the starch / cellulose in fermentable sugar. It can be achieved by the use of the malt, extracts of enzymes contained in the malt, or by the treatment of the starch (or of the cellulose) with the acid in a process of acid hidrólisis.
Fermentation: The alcoholic fermentation is an anaerobic process realized by the yeasts, basically. Of the alcoholic fermentation a great number of products are obtained, one of them the alcohol.
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Distillation or Dehydration: The distillation is the operation of separating, by heat, the different liquid components of a mixture (ethanol / water). One form of distillation, known from the ancient, is to obtain alcohol applying heat to a fermented mixture.
“Source APPA 2008”
Another alternative to the crops dedicated to energetic purposes, they are the materials lignocelullosic are those who offer a major potential for the production of bioetanol, the use of residues of agricultural, forest or industrial processes, with high biomass contained. These residues can go from the straw of cereal to the "clean" forests, passing for the Urban Solid Residues (USR) or the rinds of cereal or of rice. The residues have the advantage fo the low cost, because they are the not necessary part of other products or processes, except when they are used in the feeding of the cattle. The RSU containes lot of organic matter, as paper or wood, which makes them a potential source of raw material, though due to its diverse origin they can contain other materials which its separation before the process increases very much the price of the obtaining of the bioalcohol.
Also they can use residues generated in some industries, as the paper mill or the organic fraction of solid industrial residues. Many of these residues not only have
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ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES economic value in the context where they are generated but they can be a reason of environmental problems during its elimination.
The residues of biomass contain complex mixtures of carbohydrates, called cellulose, hemicelulose and lignina. To obtain the sugar of the biomass, this one is treated by acids or enzymes that facilitate its obtaining. The cellulose and hemicelulose are hydrolyzed for enzymes or diluted by acids to obtain saccharose, which it is then fermented. The principal methods to extract these sugar are three: the hydrolisys with concentrated acids, the hydrolisys with diluted acids and the enzymatical hydrolisys. The following graph shows the differences between the processes of obtaining bioetanol, according to its raw material’s origin.
“Source APPA 2008”
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6.4 BIODIESEL
The biodiesel, considered energetically as a biofuel, is a mixture of methylic ethers of oily acids (known also as FAME, fatty acids methyl esters), and is in the practice an ecological fuel, totally compatible with the commercial diesel oil. This product is obtained from the reaction by alcohols (proccess of esterification and trans- sterification) of the glycerides of the vegetable oils, both refined and used oils. In addition, when vegetable oils used as raw material are in use, is obtained the elimination of few residues that finish, or reducing the efficiencies of the secondary treatments in the EDAR, water purifying filter system, or directly in the manufacture of feed for the animal feed, introducing pollutant potentials in the food chain.
Its marketing is already a fact for more than 10 years both in Europe and in The United States, and from the end of the year 2003 it is a reality in Spain.
The process of trans-sterification consists of combining, the oil (normally vegetable oil) with a light alcohol, normally methanol, and it leaves as an added value residue propanotriol (glycerine) that can be used by the cosmetic industry, between others.
The use of biodiesel in the vehicles can be in combination with gasoil in different percentages or only biodiesel (B100). The utilization of biodiesel in the diesel engines do not involve modifications in the mechanical part, only the change of filters due to the detergent power of this fuel, which cleans the tanks of fuel and deposits remains of particles in the above mentioned filters, though thanks to this detergent effect, the useful life of the engine is improved. Municipal Bus Company of San Sebastián (CTSS) 60
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In the regulation EN590 of the gasoil (the gasoil possesses a percentage of 5 % of biodiesel), exists a biodiesel fraction contained in it. It is necessary to take it in mind in the fuel supply to the vehicles as well as an increase of the consumption of fuel with the utilization of biodiesel, reaches approximately 8 % with the utilization of B100.
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6.4.1 Needed infrastructure in the CTSS
The CTSS haves an infrastructure adapted for the supply of biodiesel able to solve the supply to all of its fleet of vehicles.
The CTSS possesses two tanks of storage of fuel with a volume of 50000 L each one, prepared to shelter, with all the measures of safety, so diesel like biodiesel.
The supply equipment is a model SMHK-90C, which we define as a set of supply and measurement of fuel, with possibility of supplying two different products. The model incorporates two hydraulic groups of great precision, they were made up by a bomb with a degasificator incoroprated and a stroke meter, which by a few electrovalves driven by a special electronics gives each of them the indicated wealth, providing the wished mixture.
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In the chart bellow is explained the relation between the percentage of mixture programmed at the filling station and the real blend obtained because of the “up to 5%” of FAME contained in the EN590 Diesel fuel.
108 102 96 90 84 78 72 66 % TEÓRICO 60 PROGRAMADO 54 48 % REAL REPOSTADO 42 %combustible 36 30 24 18 12 6 0 1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 33 35 37 39 41 43 45 47 49 51
% THEORIC PROGRAMMED % REAL PROGRAMMED DIFFERENCE 12 16,4 4,40 14 18,3 4,30 16 20,2 4,20 17 21,15 4,15 18 22,1 4,10 20 24 4,00 30 33,5 3,50 40 43 3,00 50 52,5 2,50 60 62 2,00 70 71,5 1,50 80 81 1,00 90 90,5 0,50 100 100 0,00
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6.4.1.1 European regulation about the biodiesel
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6.5 SECOND GENERATIONS BIOFUEL
This new generaciòn of fuels they are in test phase so what we do not have real results in the utilization in vehicles. It possesses a few teoric advantages in comparison with the biofuel of second generation such as: At first, they will need fewer resources (fertilizers, pesticides, water, areas, etc.) to be produced. The net ratio of produced energy will improve with regard to the current ones. On having had a major variety of raw materials(commodities) and not having been foodstaffs, they will not generate competition with the nourishing industry, though it is possible that they generate it with the one that uses vegetable(plant) fibers or wood. Could be generated in not agricultural or marginal areas. In some cases, they could serve to recover eroded areas in hillsides or desertic zones and to fix CO2 across his(her,your) system of roots. In the long term, they can cheapen the costs of production with regard to the current biofuels. Some species(kinds) have better results in moderate(tepid) climates that in tropical, for what they can develop in Europe or the USA.
6.5.1 BTL
The term BTL applies to synthetic fuels from the biomass realized across a chemical thermos in route. The aim is to produce fuel that are similar to the current fossil fuels derived from the oil, petrol and the diesel oil, and therefore they can be used in the current systems of distribution of fuel and with the standard engines. They also are known like synfuels. Though the processes for BTL's production are well-known and have been applied using the fossil raw materials, as the methane or the coal, the biocombustibles based on these technologies are not available nowadays on the market. Nevertheless, BTL RD and D in Europe is receiving impulse, and the commercial world of the BTL's first Floor is in construction in Saxony Frieberg, using the Carbo-V ® Process.
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6.5.2 Choren Carbo-V ® Process
The Carbo-V ® is a process in three stages: Gasification to low temperature, High temperature and gasification gasification of wretched bed.
The process Fischer-Tropsch (FT), is used for turning the gas of synthesis into the fuel of automotion. The waxes formed during the synthesis are treated later using hydrocracking. The advantages are:
High cetane number and therefore much better performance that the ignition of the diesel conventional combustible, Not aromatic without sulphur and it reduces significantly the pollutant emission of the gases of leak. It is possible to use it without any type of adjustment to the existing infrastructure or of the systems of the engine.
6.5.3 Facts and numbers
Combustible BTL can be produced from almost any type of biomass of low dampness, the residues or organic waste, such as the short rotation of trees, everlasting pastures, straw, raleo forest, bark of production of paste of paper, bagasse, residues of paper or of wood or of recovered based fiber - compounds.
It is considered that more than 4 m 3 of BTL can be produced by hectare of land by year. Therefore, in the future if from 4 to 6 million hectares of lands were used for the cultivation of the energetic cultivation, it might replace 20-25 % of the liquids for the transport of fuels nowadays in use.
The advantage of the biofuel BTL for the transport is settled in the possibility of using almost any type of biomass, with little pre-treatment that is not the control of the
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ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES dampness. This is because the raw material is gasificated at the first stage of the process. The produced gas beside cleaning, it eliminates the tar, particles and pollutant gases, and to fit the proportion of the gases (hydrogen and carbon monoxide) to the one that is asked. The result is a gas of balanced synthesis that can be used in the catalyst. Both principal catalytic processes for BTL's production are of Fisher-Tropsch and Mobil's Process
6.5.3.1 Fisher-Tropsch
The process Fischer-Tropsch is a chemical reaction catalyzed in which the carbon monoxide and the hydrogen turns into liquid hydrocarbons of diverse forms. In general the used catalysts, for the following reaction, are based on the iron and the cobalt.
(2n +1) H 2 + n (CO) -> C n H 2n +2 + nH 2 O
The FT is an established process and the technology already is applied on a large scale from coal or natural gas. Developed in the decade of 1920 in Germany, which was used by Germany and Japan during the Second World war and then by South Africa and in minor measure, in the United States.
A problem is the high cost of the capital of the process multistage. This can be major when the biomass is used as raw material, because the scale of the operation can be limited by the distance that the biomass can be transported to the factory to an economic price. The functioning and the costs of maintenance are also comparatively high.
6.5.3.2 Mobil Proceso
This is a catalytic process in two stages. In the first stage the methanol is produced. The methanol is in use as raw material for generating hydrocarbons of different length of chain, using a catalyst of zeolite. In the conversion, a series of reactions take place in the gaseous phase. The conversion is initiated by the water elimination to produce dimetil ether:
2CH 3 OH (g) -> CH 3 OCH 3 (g) + H 2 O (g)
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This is followed by other reactions in which more molecules of water are eliminated.
These reactions are the following ones.
2CH 3 OCH 3 (g) + 2CH 3 OH (g) -> C 6 H 12 (g) + 4H 2 O (g)
3CH 3 OCH 3 (g) -> C 6 H 12 (g) + 3H 2 O (g)
As a result of the not hydratation other reactions produce in parallel a mixture of hydrocarbons where from it, it is produced approximately 80 % it is suitable for the production of petrol. The mixture contains around 50 % of brached alkanes, 12 % very branched out alquenos, 7 % cycloalkanes and 30 % of aromatic. This process has been commercialized by Methanex in New Zealand using methanol produced from natural gas.
6.5.4 Methanol
The methanol can be produced from a wide range of raw materials of biomass across a thermochemical process similar to the Fisher-Tropsch, BTL's process.
It can be used in mixture with petrol in percentages from 10 to 20 %.
The methanol can be turned to dimetileter (DME) of the catalyst of the dehydration. Over-25 ° C or lower than 5 bar, the DME is a gas. Therefore his use like fuel for the transport is similar to the GLP. It cannot be mixed by normal diesel oil.
DME also can be created directly of gas of synthesis.
The final result of this demonstration is dimetiléter (DME) produced from the gas production of synthesis and a final working part of fuel synthesis.
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Chemrec Piteå , R+D facilities
Gasification facilities in Chemrec
6.5.5 bio-dme
The production of bio-DME (dimetiléter) is very similar to the one of biometanol. The bio-DME can be produced directly from gas of synthesis (it is still in development). Nevertheless, in the chemical industry, the DME is produced from pure methanol through a process called catalytic dehydration, chemically that separates the water of the methanol. This methanol can be produced from coal, natural gas, or the biomass. Often the production of methanol and DME combines in a process. The investigation on the application of the DME like fuel of automotion only has begun recently.
In the past, DME derived from fossil fuels, it was used principally as a substitute of propellent for the chlorfluorocarbons (CFC) in the aerosols. Bio-DME is a fuel of motive diesel engine, due to his low auto-ignition of high temperature and of low number of cetano. Nevertheless, the DME cannot be mixed by fossil diesel and of his volumetric content of energy is much less or approximately the half that diesel oil. The reconvertion of diesel engines for DME's use is relatively simple.
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With the DME the metals do not corrode, unlike biometanol and bioetanol, that could concern certain types of plastic, elastómeros and rubbers after some time.
The DME is gaseous to an average temperature of 25ºC, but it is a liquid when the pressure is superior to 5 bar or the temperature is lower than -25 ºC, his major utilization is in liquid state to 5-10 bar.
Transport, storage and DME's distribution is similar to the one of GLP. The principal challenges for the development of bio-DME are similar to those of Fischer-Tropsch and biometanol liquids, which have been examined previously.
6.5.6 HTU
Hydro Thermal Upgrading (HTU) is a technology of conversion of biofuels that is specially adapted for the humid biomass raw materials, such as the flesh of beet, bagasse or muds. To a temperature from 300 to 350 ºC and to high pressure, the biomass turns into a heavy organic liquid that contains a mixture of hydrocarbons that it is called "biocrude".
After the transformation, using a known technology called refinery catalytic hidro-de- oxigenación (HDO), there is obtained a liquid biofuel that it is similar to the fossil diesel oil. It can be mixed with fossil diesel in any proportion, without the need to make modifications of engine or of the infrastructure.
Nowadays, the technology HTU only is investigated in the Netherlands, where the only HTU pilot plant is also there.
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6.5.7 Bio-hydrogen
Besides the production of bio-hydrogen from biogas, also it can be produced by the gasification of the biomass that produces a gas with a major content of hydrogen.
The manufacturing process of bio-hydrogen consists in a steam reformed of additional methane that is necessary to turn the methane into hydrogen. A change of the gas is carried out by water that is in use for increasing the production of hydrogen. Then the rest of CO2'S emissions is emitted by adsorption in the membrane of ceramics, which leaves the bio-hydrogen, which will be in used as automotion fuel. To be able to use it in this way, it has to be compressed or liquefied, or stored into metallic hydrides.
The hydrogen can be in use in any of the internal combustion engines or fuel cells. As the vehicles of fuel cells are not still available commercially and a distribution infrastructure of hydrogen cannot be realized in a short term, the bio-hydrogen is considered to be a longer term option for the sector of the transport.
The principal challenges for the development of bio-hydrogen are similar to those of other biofuels derived from the gasification. An option for the production of biohydrogen is the reformed of steam, an expensive process.
Another option to produce the biohydrogen is from humid biomass, which also is still to laboratory scale. The hydrogen can be produced directly by the anaerobic digestion (biogas).
Finally exists the process of fermentation, it is a similar process, nevertheless, is manipulated in such a way that the final product - hydrogen - is produced directly, without the formation of methane.
6.6 ALTERNATIVE FUELS
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6.6.1 Hydrogen
The scientists and technologists consider the hydrogen as a very interesting source due to its low environmental impact (the combustion of hydrogen produces only water), its high energetic content and the variety of possible applications: cars, planes, kitchens, heatings, etc.
According to the information of Cryogas International that publishes the Hydrogen Analysis Resource Center, the world production of hydrogen in 2008 tysed up to 12 trillions of standard cubic feet.
We have to say that 1,7 trillions compose what they name a " mercantile production of hydrogen ", this is, hydrogen produced by a company and sold for the consumption of another different company. In other words, near 90 % of the world production of hydrogen it is destined for the internal consumption of the own company that obtains it.
And why is hydrogen used? Near the half of the production it is used to obtain ammonia for fertilizers. Another half is used, almost in its entirety, in the hydrocracking to divide the long chains of hydrocarbons in more light fractions and like that obtain liquid fuels that are used in automotion.
These 12 trillions of SCF (standard cubic feet) we multiply them by 0.03 and we will obtain the equivalent one in normalized cubic meters: 360 billions (360.000.000.000) Nm3. The normalized cubic meter it is measured in atmospheric pressure conditions to level of the sea (1013 mbar) and to 273,15 º K (0 ° Centigrades) of temperature.
11,13 Nm3 of hydrogen they weigh 1 kg. Therefore, the world production of hydrogen of 2008, measure by weight, was 32.350 millions of kg (slightly more than 32 million tons).
The thing is that, today, the world industry is capable of producing sufficient hydrogen to supply an important fleet (equivalent to the sixth part of the world vehicle fleet of cars).
Even if only the hydrogen used to efine oil was in use, one of every ten cars with which we will cross only would emitwater steam from the pipe of leak. Municipal Bus Company of San Sebastián (CTSS) 72
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At present almost half of the hydrogen, approximately 47 % of the production, it is obtained by the natural gas, 30 % of the oil, and 18 % of the coal; the electrolysis of the water scarcely represents 5 % of the whole.
6.6.2 Obtention of hydrogen
To obtain hydrogen in laboratory experiments it is made by chemical reactions like the produced ones by immersing zinc in acids or strong bases. This technique, nevertheless, it is not practical for the industrial applications due to its high energetic cost.
The hydrogen can be produced in big quantities from primary nenergy sources, such as fossil fuels (coal, oil or natural gas), of different intermediaries (refinery products, ammonia, methanol) and of alternative sources as biomass, biogas and waste materials.
The use of coal in the production of hydrogen, reaches 18 % of the world production, has been very used for one century. Also it it has been the gasification of the coal when the natural gas is not available, an example is South Africa where this gas is in use for producing synthetic products of refinery.
The process of obtaining hydrogen from biomass or waste material it is similar to the one used with the coal. Plants of this type were of habitual use in Central Europe during the Second World War, because of the shortage of the oil.
The gasification from the coke of the oil also is considered in the refineries for the production of hydrogen destined for the internal use because the heavier is the crude oil of item, the more hydrogen is needed for the processing of the products and major quantity of coke is generated. Normally, these refineries are forced to import natural gas extra to produce the necessary hydrogen and, in addition, the coke of oil supposes logistics and environmental problems.
The nuclear power also presents applications in the obtaining of hydrogen. The ideal way consists of the fact that the nuclear power stations might connect, during the
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ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES phase of valley of the electrical demand, to plants of water electrolysis for the production of hydrogen and oxygen. By this form it would be possible the maintenance of big nuclear power stations in its ideal regime of production.
6.6.2.1 ELECTROLYSIS
Another way of hydrogen production consists of the electrolysis, which is a method of separation of the elements that form a compound applying electricity.
At fisrt is produced the decomposition in ions, followed by diverse secondary reactions according to the cases.
A substance is dissolved in a certain solvent, so that the ions that constitute the above mentioned substance are present in the dissolution. Later an electrical current is applied to a couple of conductive electrodes placed in the dissolution. The electrode loaded negatively is known as cathode, and loaded positively it is named an anode.
Each electrode attracts the ions of opposite load. This way, the positive ions, also called cations, are attracted towards the cathode, while the negative ions, or anions, move towards the anode.
The necessary energy to separate to the ions and their march for the increase in the electrodes, comes from an electrical source that supports the difference in potential the electrodes.
Once in the electrodes, the electrons are absorbed or emitted by the ions, forming the concentrations of the wanted elements or compounds. For example, in the electrolysis of the water, hydrogen is formed in the cathode, and oxygen in the anode.
Definitively, what has happened is a reaction of oxidation - reduction, where the electrical feeding source has been the resposible of contributing the necessary energy. If the water is not distill, the electrolysis not only separates the oxygen and the hydrogen, but other components that are present as salts, metals and some other minerals.
It is important to take in mind several points:
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- The electrodes must never be joined, because the electric current is not going to do its process and the battery is going to be overheated and it will burn.
- It must use always direct current (energy of batteries or of current adapters), never alternative current AC (plug energy)
The electrolysis of the cation must be done in such a way that both generated gases do not enter in contact, otherwise they would join again producing a dangerously explosive mixture. A way of producing water again is by the exposure to a catalyst which the more commonly acquaintance used is the heat. Other one is the presence of platinum in the shape of thin wool or powder. The second case must be done with a lot of care, incorporating small quantities of hydrogen in presence of oxygen and the catalyst. By this way the hydrogen burns softly, producing a flame. The opposite must never be done.
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6.6.2.2 ELECTROLYSIS MACHINES.
There exist two types of electrolysis machines, the atmospheric ones or the ones of pressure.
The electrolysis machines consists of a transformer, rectificator, water purifier, unit of refrigeration and pumping, dryer, desoxidator and compressor.
In the electrolysis process the water and the electricity take part.
The electricity is obtained of the own net of alternative current. The tension diminishes By then use of a transformer the voltage decreases and later it passes to direct current by means of a rectificador. The consumption of electric power is high and is because of that that is tried that the used energy come from the renewable ones.
The water is obtained of the own net of supply, but a treatment of purification is necessary, since the water that will be in use has to be pure. From a liter of water thay are prodeced 1Nm3 ó 0.09kg of H2.
The only residues of the electrolisys process are the oxygen and the hydrogen. The oxygen is eliminated by means of the desoxidator and the hydrogen is stored.
The refrigeration and pumping unit eliminates the heat build-up due to the chemical process of electrolysis.
The mission of the compressor is to take the hydrogen produced to the tank of storage of the filing station.
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6.6.2.3 PRICIPAL CHARACTERISTICS OF THE ELECTROLISIS MACHINES
- Completely automated functioning.
- High reliability.
- Designed so that the maintenance is simple and easy to realize.
- Aptitude to work to different loads of work, between 25%-100% of the maximum capacity of work.
- The less consumptions of energy possible. Between 10kwh/Nm3 H2 + - 0,1kwh.
- they must fulfill the regulations of the European Community. ISO/DIS 22734-1 ISO/CD 22734-2
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6.6.3 PRODUCTION OF H2 BY STEAM REFORMED
The steam reformed by the combustion of hydrocarbons (natural gas, liquid oil, etc) it is the most habitual method in the chemical industry to produce gases enriched in hydrogen.
The gas reformed it is realized in the reformers. Till now the water steam reformed plants were designed for high capacities of production, between 200-100000Nm3/h. Nowadays it is possible the construction of steam reformed plants much more identical to the needs of the transport companies, with capacities of production between 50-200 Nm3/h
6.6.4 ADAPTATION RESERCH OF THE HYDROGEN CHARGE INSTALLATION.
The Company of the Tram of San Sebastian has an esplanade that gives to the north front of its bus depots for the construction of a station of hydrogen filling. In this paragraph we will study the necessary civil work to realize in the above mentioned esplanade in order that after the PRAXAIR company could realize the equipment installation.
According to Praxair's estimations there would be needed an approximate surface of 500m2. In the above mentioned surface there would be constructed an esplanade that would include the following subsystems:
- A parking to park the approved tanks for supply of H2.
- Lung of supply of H2.
- Compression system of H2 up to 420 bar against the storage to high pressure.
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- Storages system for high pressure 420bar according to 97/32/CE directive. Large bottles of 500l CHESTERFIELD CLINDERS.
- Dispenser of H2 type FTI INTERNATIONAL using the interface used in California Fuel Cell Partnership version 6.0.
At first it would be necessary to realize a land movement in order to eliminate the slight slope existing at present. After there would be necessary to realize the piece of land, in our case of concrete. It is in this piece of land where PRAXAIR will put up its equipments.
Also there would be necessary to realize the assaults of water and electrical supply. Finally a peripheral fence would be constructed about the whole installation, the accesses for trucks and the bus and also the placement of the lighting.
6.6.4.1 STUDY OF THE NEEDS OF MAINTENANCE
The CTSS has modern and sophisticated facilities, the garage is a clear example. It is a garage with a measure of 95x62m, good aired and with great luminosity. The total height is of 6m and has a powerful system of extraction of stuffy air, concretly CO
Some measures are been studied:
- the bus of H2 will have to enter the garage with few load of H2 the more times as possible.
- installation of H2 detectors in the roof.
-Opening of a few grids in the walls in order that there is a natural draught and in case a h2 escape is produced, it could go out for itself even if the extraction system fails. Alarm system. Once that the detector detects a concentration over 0,6-0,8 % it would go off and the extraction system would start.
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- Vehicle connections to land to carry out both the filling of the tank and labors of maintenance.
- Utilization of garments and flameproof tools.
6.6.4.2 STUDY FOR ITS RUNNING.
The station will be capable of giving at least 350m3/day of h2 from a tank that will be parked in the part of the station where the supply of H2 takes place.
A tank will be in use due to the fact that the installation of fixed shelfs would suppose a higher cost in intangible assets.
Once the truck with the tank reaches the station the driver will proceed to attach the tank to the installation and to undo the truck head. The above mentioned truck head will attach the empty tank and will return it to the intallations of Electrochemistry in Hernani for its filling.
The plant will have as lung two blocks of 28 bottles each one with the capacity to store 246m3 of h2 from Hernani.
The compression equipment of the PDC MOD GD-5 type will compress the h2 proceeding from the tank and later it will be stored in large bottles of the type of CHESTERFIELD CYLINDRES of 500l of capacity in water builded according to directive PED/97/23/CE.
The dispenser of h2 will be of FTI model H1A132C11 type, to transfer the h2 by a fast and safe way from the large bottles of storing to the vehicle.
To carry out the filling operation safetly first the chassis of the vehicle will be connected to an earth conecttion enabled for this function. Later the filling mouth and the communicaton link will be connected to the vehicle. The filling is going to be controlled at all time by a computer that is going to be placed in a building adjoining to the petrol station. In the case that an anomaly is detected, the process will be stopped automatically. Municipal Bus Company of San Sebastián (CTSS) 80
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6.6.4.3 Budget
Budget of the civil STATION OF HYDROGEN SUPPLY (San Sebastián)
Valoración Económica Concept Unitits TOTAL COST unitaria
Solera Hormigón H-200 de 200 kg/cm2 con redondos de 16 mm 616 24,23 16.225,68 € C/0,20 en ambas direcciones, H=0,25 m (m2) Pequeño recinto en forma de "M" para tope de los semirremolques 17 49,24 837,08 € de H=0,30 m y anchura 0,25 m (ml) Excavación de tierras en terreno para construcción cimentación del muro de hormigón con aprovechamiento posterior en relleno 30,6 8,6 263,16 € trasdós del muro (m3) Suministro hormigón HM-150 para limpieza y nivelado de fondos de cimentación y hormigón armado HA-25 para zanja de 30,6 152,21 4.657,63 € cimentación incluso armadura (m3) Muro a base de bloques de hormigón de doble cámara con pilares 180 53,25 9.585,00 € cada 3 m tipo 400x200x200 mm (ml) Puertas de chapa a doble cara con aislamiento interior tipo RF-240 2 1621 3.242,00 € con cerradura antipánico , H=2,05 m y anchura 1 m (ud) Puerta de doble hoja, giratorias ambas, para acceso de 1 4725 4.725,00 € semirremolques Caseta de obra con 10 puertas de dimensiones 5x2x2 m (ud) 1 8400 10.440,00 € Caseta de obra con 5 puertas de dimensiones 3x2x2 m (ud) 1 7500 8.520,00 € Sistema de diluvio antincendio (tubería 2") con rociadores y 4 1 4700 4.700,00 € bocas incendio (ud) Red de iluminación antideflagrante en todo el recinto (ud) 1 5400 5.400,00 €
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Proyecto, lincencia de obras , seguridad e higiene (ud) 1 5000 5.000,00 € Pintura del recinto (ud) 1 3500 3.500,00 €
TOTAL CIVIL WORK: 77.095,55 €
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6.7 PRICE OF THE FUEL
1,2
1
0,8
0,6
0,4
0,2
0 Gasolina Gasolina Diesel Biodiesel Bioetanol GNC GLP H2 95 98
Euros/año
5000000 4500000 4000000 3500000 3000000 2500000 2000000 1500000 1000000 500000 0
H2 GLP GNC Diesel Biodiesel Bioetanol Gasolina 95 Gasolina 98
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7 EVOLUTION OF THE ENGINES
7.1 PETROL ENGINE
The four times cycle also is known as Otto's cycle, in honor to Otto Nikolaus who invented it in 1867.
The engine cycle consists of:
Aspiration Compression Ignition Exhaust
The piston is connected to a pulley which rotates by a connecting-rod. While it is rotated, the effect of " restarting the cannon " is obtained. So the piston begins again, the aspiration valve is opened and the piston goes down to allow the engine take air and petrol by a cylinder during the suction process. To work we only need a small drop of petrol mixed with the air. Then the piston is returned to compress this mixture of air, fuel. The compression makes the explosion more powerful. When the piston reaches the top limit, a spark is emitted to ignite the petrol. The load of petrol in the cylinder explodes, making the cylinder go down. As soon as the cylinder goes down the valve of escape is opened and it is left that this one leavse the cylinder to go to the exhaust pipe and with this the cycle is ended that it will return to start again.
It Is observed that the movement that comes from an internal combustion is rotacional, whereas the movement that obtained the cap is linear. In a machine the linear movement is converted to rotacional by the pulley. The rotating movement is advisable because we want to rotate the wheels of the vehicle.
7.1.1 Parts of the engine:
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Cylinder: the piston moves up and down inside the cylinder. The engine which has being here described has a cylinder. What is typical in the lawn mower, but the cars have more than one cylinder (4, 6 and 8 are the most common ones). In multicylindrical engines these are placed in one of these three forms: in line, in V or opposites, as it appears:
Different configurations have different effects, costs of manufacture and characteristics that make them more suitable to some vehicles.
Spark plug: This one provides the spark that ignites the air mixture and the combustible in order that the combustion could happen. The spark must happen just in the exact moment.
Valves: The suction and unload valves are opened just in the moment when the mixture anters and goes out. The valves are closed during the compression and the combustion whereas the combustion chamber is sealed.
Piston: a piston is a cylindrical piece of metal that moves up and down inside the cylinder.
Rings of the piston: they provide a movable seal between the exterior and interior edges of the cylinder. The segments serve for two purposes
1-They prevent that the mixture of combustible and in the combustion chamber, filters during the compression and combustion.
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2-Keeps the oil far away from the area of combustion, where it would be burnt. Most of the engines " burn oil " and it is necessary to add them a quarter of liter for every 1000 km.
Combution chamber: this one is the area where the compression and the combustion take place. While the piston moves up and down, it is possible to see that the size of the combustion chamber changes. Ithas a maximum and a minimum volume. The difference between the maximum and the minimum is called displacement, and it is measured in liters or in cubic centimeters (CC's) where 1000 cc are equivalent to a liter.
Conector: it connects the piston to the pulley. It can rotate and move so that the pulley can roll.
Pulley: It makes that the movement of up and down of the piston is transformed to a circular movement.
7.2 DIESEL ENGINE
Rudolf Diesel developed the idea of the diesel engine and obtained the German patent in 1892. His achievement was to create an engine with high efficiency.
The petrol engines were invented in 1876 and, specifically in this time, they were not very efficient.
The principal differences between the petrol engine and the Diesel one are:
A petrol engine sucks a mixture of gas and air, it compresses it and ignites the mixture with a spark. A diesel engine only sucks air, compresses it and then it injects fuel to the compressed air. The heat of the compressed air ignites the fuel spontaneously.
A diesel engine uses much more compression than a petrol engine. A petrol engine compresses to a percentage of 8:1 to 12:1, while a diesel engine Municipal Bus Company of San Sebastián (CTSS) 87
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compresses to a percentage of 14:1 up to 25:1. The high compression is translated in better efficiency.
The diesel engines use direct injection of fuel, into which the combustible diesel is injected directly to the cylinder.
7.3 HYBRID SYSTEMS
A hybrid vehicle is a vehicle that takes its power from more than one source. In the case of a diesel electric hybrid vehicle, these two power sources are the traditional diesel engine and the battery.
In traditional vehicle design, the engineer has had to design the vehicle for ‘peak demands’ ie, the vehicle has to be able to climb a one in four gradient, fully laden on a hot day. Using diesel electric hybrid technology means the designer can size the base engine for a demand which is nearer the average. Peak demand can still be supplied using a top up from the batteries.
Being able to downsize the base engine saves around 25% of the overall savings. The remaining 75% of the savings comes through capturing free energy through regenerative braking.
In a traditional bus, when the driver depresses the brake pedal, after the retarder has done its work, the foundation brakes are activated which relies on friction between the brake disc and pad to slow the vehicle down. This action of friction between the pad and disc generates significant amount of energy which is lost as heat as is the energy lost through the action of the retarder.
In a hybrid vehicle, before the foundation brakes are activated, the electric motor which is connected to the driving wheels turns into a generator and is powered by the road wheels to generate electricity which is stored in the batteries for later use.
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It is this capture of regenerative brake energy and the way that the vehicle handles this ‘free’ energy which dictates the overall efficiency of the hybrid vehicle.
Unlike a retarder, which cannot operate effectively at low speed, the hybrid system can brake the vehicle to a complete stop. In this way, a sensible bus driver can negotiate a route without having to touch the foundation brakes although of course they are always there and ready to be used. In driving this way, the driver can capture almost 100% of the brake energy.
Hybrid Buses, the benefits
In a series hybrid, the diesel engine is de-coupled from the road wheels and can operate independently of road speed. It can run in its most efficient operating range and is not subject to the rapid rpm changes which are prevalent in normal bus operation. This allows it to achieve better fuel consumption as well as also improving the emissions of NOx and particulates. This too comes from the rpm being held within certain bands of the engine’s operating range. In effect, the engine can stay in its ‘sweet spot’.
As the final drive is electric there is no gearbox and as such, no gearchanges so the drive is smooth and stepless.
As the engine tends to be operating in a narrow operating band, the unit tends to be quieter in operation than the traditional diesel version.
The hybrid technology is available now and as the prime mover is a diesel engine which is the same core component as a traditional bus, it is seen as being more reliable than some of the alternative fuel options.
Hybrid Buses, the potential weaknesses
On the other side of hybrid operation, the weight of the battery, motor and generator is greater than the weight of the gearbox that it displaces.
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Hybrids do introduce a new high voltage element into the bus depot environment. Whilst the systems are inherently safe, there are perceived concerns with high voltage safety. As a result of this there is a further training requirement for operation of these vehicles.
7.3.1 Hybrid Vehicle designs
There are two types of hybrids in operation, the series and parallel systems.
A) Series Hybrids
The Series hybrid system is shown below:
Energy Store
Controller
Engine Wheels
Generator Motor
It can be seen there is no physical connection between the engine and road wheels. A good way of visualising this set up would be to consider it to be an electric vehicle with its own on board electricity generation system.
In this system, the engine powers a generator which generates electricity which can be used to either charge the batteries or be used to power the road wheels.
As there is no link between the engine and the roadwheels, it is easier to operate this system in a ‘zero emission’ mode where the engine can be switched off for periods. This has the advantage of offering zero kerbside emissions but at some time of the duty cycle, the energy used up during this period needs to be generated, probably with Municipal Bus Company of San Sebastián (CTSS) 90
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES the associated higher kerbside emissions, but at a different location. Operating the vehicle in this way will also potentially reduce the life of the batteries.
The series system is believed to be well suited to the UK bus operation with the relatively low speed of operation and the intensive stop start duty cycle.
To date, most vehicle manufacturers have opted to integrate proprietary components into their own system as there are not many integrated system suppliers at present. There are a number of proprietary hybrid parts manufacturers such as Siemans, Enova, UQM, MST and a number of ‘spin offs’ from various military programmes.
B) Parallel Hybrids
Energy Store
Controller Motor/generator
Engine Gearbox Wheels
In the parallel hybrid, the system retains a physical connection between the engine and the roadwheels through a mechanical transmission with an electric motor in parallel to it. This allows the system controller to typically pull away from rest using the electric motor and subsequently blend in diesel power from the engine when the engine is operating in its ‘sweet spot’.
This system is good when long distance high speed operation may be required as it allows the diesel engine to be used independently of the electrical system when it is efficient to do so thus not using any electrical power. Regenerative braking is achieved using the electric motor as a generator to capture electrical energy during braking,
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Many of the current parallel systems are being developed by the gearbox manufacturers which could be interpreted as an attempt to retain their market share in the public vehicle sector. As such, these systems tend to be supplied by them as a ‘turn key’ system.
7.3.2 Hybrid Components
The hybrid vehicles can be considered as having four main components, three of them are physical, the prime mover, electrical machines and energy storage system (battery). The forth is the energy management strategy which is the algorithm used to achieve the optimum performance from the main physical components whilst ensuring long economic life.
7.3.2.1 Prime Movers
There are currently three major drivers for deriving the power for the generator in a diesel electric hybrid. These are as follows:
Microturbine
The microturbine is a small, compact, lightweight gas turbine which is close coupled to the generator. It is able to operate with a variety of fuels although diesel is usually used in the road vehicle version.
It is a compact stand alone device which delivers very good emissions although this is achieved at the expence of efficiency and hence delivers poor fuel consumption. A Municipal Bus Company of San Sebastián (CTSS) 92
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES microturbine is typically around 25% efficient in comparison to a diesel engine which is around 30-40% efficient.
The microturbine has the advantage that it is light, compact and quiet although it is relatively low power at 30kw for bus operation.
It has the disadvantages that it requires all the vehicle auxiliaries to be powered remote from the base power plant in the form of auxiliary electric drives.
Car-derived Diesel Engines
The smaller diesel engines typically have a narrow good ‘Base Specific Fuel Consumption’ range, that is to say they only operate at their peak efficiency at small ranges of their rpm range.
They are typically relatively low power although tend to be quiet in their operation. They tend to require more maintenance than the traditional ‘heavy duty’ diesel engines and introduce new maintenance regimes into bus depot environments such as timing belt and frequent oil changes.
In common with the microturbine, any vehicle auxiliaries would have to be powered using some form of electric drive system.
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Heavy Duty Diesel Engines
Heavy duty diesel engines have been in use in buses for many years and have proved to be a reliable efficient source of power. These engines typically have a wide ‘Base Specific Fuel Consumption’ across their operating range.
They are traditionally available in higher powers and are designed for heavy duty cycles and low maintenance. This combination leads to a long life.
Use of such an engine allows the operator to retain all the familiar auxiliary drives rather than a separate new electric drive system.
7.3.2.2 Electric Machines
There are three main types of powering the road wheels electrically.
A traction motor can be connected directly to or via a propshaft to the rear axle. This means the axle would essentially be the same as a standard diesel vehicle. This may only be used with a series hybrid system.
The motors can be fitted with hub motors where individual electrical machines are located at each of the driving wheels. This means each of the motors can be smaller and lighter but do tend to be more complex and costly than the single traction motor. Additionally, the hub motors can be difficult to package with the foundation brake units.
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Conversely, the use of hub motors may remove the need for an axle and differential assembly. This method can only be used with a series hybrid system.
The electrical traction motor may be mounted on the side of a gearbox via a PTO port. In this way, power may be either extracted or supplied to the gearbox whether under power or braking. This can only be used with a parallel system.
The traction motor can be mounted integral with the gearbox inside the casing. This can also incorporate more than one motor. This can only be achieved with a parallel system.
The specific electric machines are typically AC machines either induction motors or permanent magnet motors.
Permanent magnet machines tend to be efficient, smaller and lighter but a higher cost.
Induction motors tend to be heavier and larger but are cheaper, easier to control and fail safe.
Motors and generators in general require liquid cooling.
7.3.2.3 Energy Storage (Batteries)
It is important to recognise the difference between a high energy and a high power battery and their appropriate uses. High energy batteries are suited to electric vehicle operation where power is needed to be stored over long periods of time and gradually discharged. A high power battery is one where the power is required to be absorbed and discharged quickly such as in a hybrid vehicle.
Examples of a high energy battery includes a lead acid or Zebra battery. Examples of a high power battery is a Nickel Metal Hydride (NiMH) or a Lithium Ion (Lion) battery. More details on each of the types are below:
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Lead Acid Battery
This common type of battery in the automotive field has been around in such a guise for over a century and is the oldest type of re-chargeable battery. Lead acid batteries are made up of individual cells containing plates of lead and lead dioxide in an electrolyte of sulphuric acid. Despite having a low energy-to-weight ratio and a correspondingly low energy-to-volume ratio, their ability to supply high surge currents means that the cells maintain a relatively large power-to-weight ratio (see data table below).
The lead acid battery has developed over time and later lead acid gel batteries have been developed. These are chemically the same as a flooded lead acid battery but has a gelified electrolyte which allows them to be moved (and indeed inverted) more safely and the gel virtually eliminates electrolyte evaporation. They tend to be more resistant to temperature, shock and vibration.
Zebra Batteries
The Zebra battery is a high energy, high capacity battery using sodium nickel chloride technology. It typically has an energy density of around 5 times that of lead acid.
The Zebra battery is a high temperature battery in which the molten sodium chloride electrolyte needs to be maintained at around 270oC. As such, this has a disadvantage that should it be left to cool, it requires 24 hours to regain its operating temperature.
The Zebra battery is a long life battery made with relatively low cost materials, however, it is not readily available and owing to the molten sodium chloride electrolyte, it uses 14% of its capacity each day in maintaining its operating temperature.
Nickel Metal Hydride Batteries
Metal hydride cell chemistry depends on the ability of some metals to absorb large quantities of hydrogen. These metallic alloys, termed hydrides, can provide a storage sink of hydrogen that can reversibly react in battery cell chemistry. Such metals or alloys are used for the negative electrodes.The positive electrode is nickel hydroxide as in NiCad batteries. The electrolyte, which is also a hydrogen absorbent aqueous Municipal Bus Company of San Sebastián (CTSS) 96
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES solution such as potassium hydroxide, takes no part in the reaction but serves to transport the hydrogen between the electrodes. A NiMH battery can have two to three times the capacity of an equivalent size NiCad. However, compared to the lithium-ion battery, the volumetric energy density is lower and self-discharge is higher.
The NiMH battery has found favour initially as a viable alternative to the lead acid battery in hybrid technologies and is in use with the Allison hybrid drive system. It has a better energy density than the lead acid and importantly is capable of accepting significant power in short spaces of time which is so important when capturing regenerative braking energy.
Lithium Ion Batteries
Lithium Ion batteries work in a different way to the traditional battery. Instead of a reduction/oxidation reaction, Li-Ion technology relies on an ‘intercalation’ mechanism.
Since lithium reacts violently with water, the electrolyte is composed of non aqueous organic lithium salts and acts purely as a conducting medium and does not take part in the chemical action, and since no water is involved in the chemical action, the evolution of hydrogen and oxygen gases, as in many other batteries, is also eliminated.
During discharge lithium ions are dissociated from the anode and migrate across the electrolyte and are inserted into the crystal structure of the host compound. At the same time the compensating electrons travel in the external circuit and are accepted by the host to balance the reaction. The process is completely reversible. Thus the lithium ions pass back and forth between the electrodes during charging and discharging. This has given rise to the names "Rocking chair", "Swing" or "Shuttlecock" cells for the lithium ion batteries.
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Li-Ion batteries, being based on lithium, the lightest metallic element, they have a good power density. This technology is also very good at accepting and discharging high currents quickly which makes it ideal for hybrid vehicles where the regenerative brake energy needs capturing in a short space of time.
The Lithium Ion technology combines the very best possible anode and cathode materials and are likely to take over from NiMH batteries as the more popular choice of traction battery. It is expected that over the next couple of years that the volumes of Lithium Ion cells will increase dramatically as they are adopted by the hybrid car manufacturers which will drive the cost down.
Battery Technology Comparisons
The table below compares the three prevalent technologies which are in use in hybrid vehicles.
It can be seen that the energy density of the Li-Ion battery is significantly better than the other featured technologies which makes it ideal for hybrid vehicle operation. Municipal Bus Company of San Sebastián (CTSS) 98
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Beyond the energy density advantage, battery life is critical in being able to deliver a hybrid system with the potential for delivering whole life cost savings over a standard diesel bus. The chart over the page demonstrates the life of the different battery technologies.
The x axis of the chart shows the state of charge swing or the depth of discharge. This is a measure of how much of the battery’s capacity is being used during each charging/discharging cycle. It can be seen that if that state of charge swing can be managed carefully, then battery life can be significantly extended. If the batteries are discharged and charged to greater extents then the life will be compromised. This is one of the main reasons that it is hard to deliver a vehicle which will operate in a zero emission mode efficiently over time.
In addition to demonstrating the importance of the battery management, it clearly demonstrates that the NiMH battery offers a superior life over the alternative
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ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES technologies. The Lithium Ion battery, based on the nano-phosphate technology, offers a good life with the added advantages of the better power density. This is especially the case when it is compared to the lead acid versions.
NiMH batteries are a mature technology although Li-Ion are developing fast and are seeing improvements over time.
Supercapacitors
Supercapacitors are a high power but low energy electrical store which are suitable for hybrid operation. The particular attraction is that they do not rely on an electrolyte to carry the charge between the plates which is potentially subject to degradation over time. This gives them the possibility to last the life of the hybrid system.
They work in the same way as traditional capacitors but have significantly greater charge carrying capability.
Present technology does mean that the supercapacitors are currently rather bulky. Owing to the linear charge/discharge characteristics of capacitors, they tend to be difficult to control electronically. It can be shown that the battery maintains its voltage over its range of operation whereas the capacitor tends to vary the voltage proportionally to its state of charge.
In the intermediate future, they may have a role used in parallel with standard Li-Ion battery technology on a hybrid system.
Flywheels
It is possible to store energy in ways other than in electrical format. One such way which has been considered for road use is the flywheel.
Flywheels store energy by accelerating a rotating mass (flywheel) to high speeds which can be extracted later to do useful work.
The problem with integrating such a device into a super low floor bus revolves around the packaging of the unit as it tends to be bulky and heavy. For a flywheel to be Municipal Bus Company of San Sebastián (CTSS) 100
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES effective in this application it would have to weigh in the region of half a tonne, and revolve up to around 20,000rpm. With such speeds required, this can only be achieved within a vacuum which again all adds to the complexity of the system.
In additional to these packaging constraints, gyroscopic forces need to be considered and also the safety implications of having such a rotating mass on board the vehicle.
7.3.3 WORKING
We will say that in the start the battery drives the electrical front and back engines giving traction to the 4 wheels, without emissions not even noise, being able to operate propeled by 1, or both electrical engines.
In normal conditions of operation, the electrical front engine starts the petrol engine and uses simultaneously the distribution mechanism of energy to activate the generator, which activates the front engine in the same time that recharges the general battery.
During the complete acceleration, the battery gives additional energy to the electrical front engine to increase the traction power and, if necessary, the electrical back engine also is activated.
In the deceleration and braking periods both electrical engines work as generators, storing the electric power in the battery and when the vehicle is stopped, the combustion engine is also stopped, stopping the consumption of fuel and the emission.
If the front wheels skid, the back engine is driven automatically and the front traction reduces, being restored the traction to the 4 wheels.
The generator and the set of gears and planetary of power distribution and of reduction of the engines speed they are arranged in line with the crankshaft of the combustion engine and the front electrical engine.
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When the solar gear is turned, the planetary gears simultaneously turns in its own axis and the solar gear and as consequence, the ring gear uses to stay immobile.
The solar central gear is connected to the generator and the planetary gears, which turn about the solar central gear, are connected to the combustion engine and as the ring gear meshes with the gears of the electrical engine, in this case it also propels the wheels.
The transmission of the torque to the wheels, taking place the energy flow, begins with the start of the engine of the internal combustion engine in which the set of planetary gears reduces the rotation speed of the electrical engine and propels the wheels by the ring gear.
As soon as the engine has been started, it is used the force that does that the planetary gears turn about the solar gear to propel the wheels. Meanwhile the generator put into action and the generated electricity is transmitted to the electrical engine.
During the complete acceleration more energy is given from the battery to the electrical engine and also the power of the internal combustion engine is increased.
During this process, if it is tried to stopthe rotation of the generator, it is transmitted a bigger part of the rotation of the petrol engine to the ring gear. In other words, a bigger power is transmitted to the wheels.
During the deceleration and braking, the internal combustion engine is stopped to save fuel. At this moment the wheels make the electrical engine turn, transforming it into a generator and allowing the system to recover the braking energy and turn it into electricity. By this way the hybrid system controls in an effective way the internal combustion engine, the electrical engine and the generator.
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8 CRITERIA OF SELECTION OF ENERGETICALLY MORE EFFICIENT FUELS
8.1 INTRODUCTION
One of the principal aims is the evaluation of different systems of propulsion of vehicles of road applicable to the urban transport, with special attention to the energetic efficiency of them.
The passengers' public transport in Europe, both urban and inter-city, has based during several decades on the utilization of diesel engines as propulsion system, and therefore this one will be the point of reference to my comparative analyses.
From beginnings of the 90s of the last century, one of the other big factors for the selection of propellents in the urban transport has been the pollutant emission, and more in concrete the regular emission and of local impact, such as the oxides of nitrogen (NOx), the unburnt hydrocarbons (HC), the carbon monoxide (CO), and the solid particles in suspension (PM) that already we have seen in previous paragraphs. This worry for the local environment, as well as the efforts for diversifying energetic sources, have led during the last years to the utilization of other alternative systems of propulsion as the gas derived from the oil (GLP), the natural compressed gas (GNC), and the almost nominal application of electrical buses, and some application of hydrogen and fuel cells.
From beginnings of the year 2000, the attention has overturned likewise in the effect of the global warming of the planet, provoked by the greenhouse gases (Protocol of Kioto and successive). Considering that one of the principal creative gases of the above mentioned effect is the CO2, proceeding from the normal combustion of the fuels, the principal management consists of improving the energetic efficiency of these, because with the reduction of consumption comes an equivalent reduction of CO2. The chemical composition of every fuel reveals as very importantly, so the index of emission of CO2 comes determined by the quantity of atoms of C that has the fuel in his composition. Municipal Bus Company of San Sebastián (CTSS) 103
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Obviously, and considering that the greenhouse effect is global of the planet, the analyses of energetic efficiency will appear worldwide, and not only in the point of utilization of the vehicle. The analysis appears known like " well to wheel " (from the well to the wheel), to have in consideration all the processes in which losses of energy take place. This analysis is specially important to compare the liquid fuels, which it principal transformation takes place on board of the vehicle, with others as the electricity, where the principal losses of efficiency take place during the process of generation and transport, whereas the performance on board of the vehicle is much better.
The analysis divides in the process of production of the fuel / system, known as " well to tank " (from the well to the tank, and in " tank to wheel " tank to the wheel)-, leaving the third study for the vehicles in which on board a transformation of energy takes place, as the utilization of the same one.
In the analysis the liquid, traditional fuels (gasoil, and petrol like reference), the liquid fuels proceeding from vegetable derivatives (biodiesel and ethanol), the gaseous fuels (G.L.P. and natural gas), as well as the applications of the electricity and of the vector hydrogen will be contemplated.
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8.2 ANÁLISIS “WELL TO TANK”
WELL TO TANK
Tupe of fuel Extracction (%) Process (%) Transport (%) Conversion (%) Distribution (%) Charge (%) Global (%)
Gasoil 96,8 90,2 98,4 -- 99,6 99,7 85,3 Gasolina 96,8 92,3 98,4 -- 99,6 99,7 87,3 Gas Natural 96,8 97,6 97,3 -- 99,2 95,0 86,6 GLP 96,8 93,5 97,8 -- 99,4 98,5 86,7 Biodiesel 99,6 99,7 70,0 Ethanol 99,6 99,7 70,0 Hydrogen ------60,0 99,0 92,0 54,6
Electricity * de Gas Natural C.C. 96,8 97,6 97,3 56,0 92,0 98,0 46,4 * de Carbón 99,4 90,0 97,5 33,4 92,0 98,0 26,3 * de Fuel Oil 96,8 90,2 98,4 32,5 92,0 98,0 25,2 * Nuclear 99,4 97,6 97,5 30,0 92,0 98,0 25,6 * Hidroelectric ------85,0 92,0 98,0 76,6 * Wind ------80,0 92,0 98,0 72,1
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8.2.1 Liquid fuels
We consider in this paragraph the fuels of reference, for being those of more universal application in the transport by road, this is the gasoil and the petrol (the latter is not applied in the heavy transport, but it serves us as value of reference to other fuels that must be used in Otto cycle engines – forced start).
The liquid traditional fuels are obtained of the crude oil, and have to pass therefore for the processes of extraction of the well, transport (petroleum ships or pipelines), The refine, distribution to the stations of service, and load to the tank of the vehicle. They are not renewable fuels, and subject to the depletion of the reserves.
As it is possible to see in the table, the energy that is consumed in all these processes is relatively low in relation to the potential energy of the fuel, and therefore the efficiency of the set of processes from the well to the tank is raised, in the order of 85- 87 %.
His level of emission of CO2 is of 0,70 kg/kW.h
8.2.2 Gaseous fuels
Are considered in this paragraph the gases that habitually are associated with the crude oil, for being in joint or exclusive deposits, or (case of the GLP), for being obtained during the process of distillation in refinery of the crude oil. They are likewise not renewable fuels
They present likewise values of energetic efficiency quite high, similar to the liquid fuels, around 85-86 %. To highlighting that the natural gas has a major efficiency of process, on not having needed I refine, but om the other hand he needs major consumption of energy during the process of load in the vehicle, on having to be compressed to 200 bar.
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His level of emission of CO2 is of 0,44 kg/kW.h for the natural gas, for having a molecule with the minimal possible proportion of carbon, and of 0,70 kg/kW.h for the GLP
8.2.3 Liquid fuels vegetable derivatives
These fuels are obtained by a process of chemical transformation of certain derivatives of agricultural products, isolated from the food chain.
The biodiesel is obtained by a process of transesterification of oils of diverse vegetable seeds (principally rape, soybean, sunflower or palm), and the ethanol is an alcohol derived from products as the corn or the sugar cane.
The energetic efficiency of the cultures and processes of transformation is very changeable, depending on the type of cultivable lands, on the level of artificial manure and so on. As conventional norm, an efficiency of 70 % is attributed to the process " well to tank " of these fuels.
His level of emission of CO2 in the engine would be similar to the liquid fuels (0,70), but is considered that the culture of the necessary plants to produce these fuels absorbs 80 % of this emission, for what his index would be of 0,14 kg/kW.h
8.2.4 Hydrogen
This one is a fuel which has as principal characteristic that it not in the nature, and therefore has to be produced by chemical means. It can be considered to be therefore an energetic vector, for being capable of being stored on board of a vehicle to produce then electricity "in situ".
The principal sources to obtaine hydrogen are, or for break or hydrolysis of the water molecule by means of electrical current, or for decomposition of hydrocarbons that contain hydrogen in his molecules (natural gas or methanol are the most used).
These processes of decomposition of stable molecules present a high consumption of energy, so the process " well to tank " of the hydrogen has a low efficiency, of the order of 50-60 %. If we add him that the process of load in the vehicle is also a great Municipal Bus Company of San Sebastián (CTSS) 107
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES consumer of energy, on having to be stored in cylinders to 350 bar of presion, the global process has an efficiency of 52-55 %.
For his composition, the index of CO2 emitted when used is 0, for not having carbon in his chemical composition. Another consideration is the CO2 during the process of production, or of generation of the necessary electric power.
8.2.5 Electricity
The electricity is the cleanest energetic vector in its utilization, because its index of emission in the vehicle is 0, so for the local regular emission, like for the CO2. Its principal problem is the storage of the vehicle on board, because it needs the utilization of batteries of diverse technologies (from the lead traditional one to the newest of ion - lithium), but in any case it has high weight and few autonomy.
Nowadays, with the technologies in available batteries, it is not possible to consider to apply it in buses of any more than 7 mts. and approximately 25-30 passengers, because for buses of bigger capacity, the more battery volume necessary makes the application unviable. Likewise, the great problem is the autonomy. The considered buses have an autonomy of approximately 80 km working, while an urban transport covers approximately 200 km per day.
Another important factor to consider the electrical vector is the efficiency in the process of production and transport of the electricity. In the Table 1 we can see the efficiencies of the different types of ways of electricity production, which their outputs change from the 25 % of the nuclear power stations and of fuel oil, to 77 % of the hydroelectric plants. With the Mix of electric power production in Spain in 2007, the average efficiency for the Spanish net was 32,9 %.
The emission factor of CO2 is likewise changeable depending on the origin, being between the emission 0 of the hydroelectric or nuclear plants, up to the 1,45 kg/kW.h of the coal plants, being the average for the Spanish Mix of 0,50 kg/kW.h.
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8.3 ANÁLISIS “TANK TO WHEEL”
TANK TO WHEEL ( urban cycle)
Motor Automatic Transm. Global Type of fuel (%) change (%) (%) (%)
Gasoil 26,0 85,0 97,0 21,4 Gasolina (inyección) 17,0 85,0 97,0 14,0 Gas Natural Esteq. 18,0 85,0 97,0 14,8 Gas Natural Lean Burn 20,0 85,0 97,0 16,5 GLP 18,0 85,0 97,0 14,8 Biodiesel 24,0 85,0 97,0 19,8 Ethanol 16,0 85,0 97,0 13,2 Hidrógeno combustión 18,0 85,0 97,0 14,8 Electric 80,0 -- 97,0 77,6
This analysis is the traditional one of energetic efficiency of a vehicle, because it considers the real energy used in moving the wheels, in comparison with the potential energy of the consumed fuel, without mattering us which type is it, that is stored on board.
In the table there are analyzed the vehicles that use an only type of energy on board, leaving for a joint analysis those vehicles that incorporate on board the utilization of two or more types of energy (fro example diesel and electric), or those that use any type of mechanism of recovery the energy of the brakings.
For the "simple" vehicles, it is sure that the output is very changeable depending on the technologies or components used by the manufacturer, so that the values of efficiency that they are given are averages commonly accepted on the market.
8.3.1 Vehicles of liquid fuels
The most common focal point is the bus of 12 meters and up to 19 T. of MAM (Maximum Authorized Weight) equipped with diesel engine to oil, and with automatic gear change (of universal use in urban transport).
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The modern diesel engines of Euro III technology and higher, equipped with turbocharger and intercooler, have efficiency levels that go between 36 and 41 % in the curve of full power. Nevertheless, in a "heavy" urban cycle as the ones we have in the big cities of dense traffic (Barcelona, Madrid, Valencia, etc.), with commercial speeds of approximately 12 km/h., the output falls to very low levels, because of having the continuous process of sudden departure - stop that forces to the engine to be work at transitory rate of acceleration and to very partial loads. The average output of the engine for this application it is about 26 %, which combined with the typical output of an automatic gearbox (85 %), and the transmission of the vehicle, takes us to a reference efficiency of 21,4 %.
The petrol engines, which work with a cycle of combustion of Otto type, or of starting caused by spark, have a much more lower thermodynamic output level, placing in maximums up to 29 %, and on average in an heavy urban cycle about 17-18 %. Combined with the rest of output of the vehicle we are placed in levels of global outputs of the vehicle about 14 %.
8.3.2 Vehicles of gaseous fuels
The vehicles that use gaseous fuels (GLP, natural gas or biogas), have to burn it necessarily in an cycle Otto engine, because the few capacity anti-detonation of the gaseous fuels does not allow that could be used in engines of diesel cycle. This is because its high relation of compression.
As we have already seen for the petrol engines, the cycle Otto has a thermodynamic output much lower than the diesel one, and presents maximum outputs of 29 %, which in urban heavy cycle come down to 18 %. In the table 2 we can verify that this takes us to global outputs of the bus using these fuels of the 15 %.
Instead of burning the gaseous fuels in stoichiometric mixture (proportion of air and gas adapted in order that it reacts with the whole fuel), we do it with a mixture with more air quantity, and therefore poor in fuel (Lean Burn), we manage to increase the output of the engine to thresholds of 20 %, and of the vehicle about 16,5 %.
8.3.3 Liquid fuels vegetable derivated
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These fuels are used on the same vehicles and engines that their equivalent derivatives of the oil, this is, the biodiesel in diesel engines, and the ethanol in petrol engines, except strange exceptions.
With this we can say that the outputs of the engine are very similar to its original equivalent, with slightly less output due to the fact that the calorific potentials of the vegetable derivatives are lightly lower than the oil derivatives.
In urban heavy cycle we have engine outputs of 24 % for the biodiesel, and of 16 % for the ethanol with the global outputs of the vehicle that can be seen in the table below.
8.3.4 Hydrogen
In this paragraph we will see exclusively the use of the hydrogen as fuel of the vehicle on board, leaving for the analysis of complex vehicles its utilization in Fuel cells, to generate electricity on board and then to use it as electrical traction.
The hydrogen like fuel in an internal combustion engine behaves in a very similar way to the rest of gaseous fuels, but there must be used in cycle Otto engine, and with the exception already previously outlined that must stored on board to high pressures of 350 bar, due to its low energetic density, which forces to store bigger quantity to have a reasonable autonomy.
In urban cycle has engine outputs of 17-18 %, and therefore global outputs of the vehicle of 15 %.
8.3.5 Electricity
The electricity is the most efficient energetic vector once it is stored on board, since the outputs of the electrical engines are very superior to the internal combustion engines. For these vehicles we have engine outputs of 75-80 %, and the added advantage of Municipal Bus Company of San Sebastián (CTSS) 111
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES that the electrical engine does not need to use a gear box, because of being of changeable speed in a continuous way. This takes us to global outputs of the vehicle higher than 75 %, which separate it clearly from other ways.
Like it has been also outlined previously, the problem of the electricity is its storage on board, so the current technology and to short - half term of batteries and / or ultracondensers allows to store on board limited quantities of electric power, which as we have seen limits the capacity and operability of the bus. On one hand limiting its size to minibuses only capable up to approximately 30 seats, and on the other hand limiting its autonomy to approximately 80 km, which forces to use the bus for short tours, or to foresee an infrastructure that recharge batteries during the day, which complements the traditional recharge in garage during the night.
8.4 CONBINED EFFICIENCY ANALISYS “WELL TO WHEEL”
For the combined analysis of energetic efficiency of every type of propulsion, or analysis " Well to Wheel " (from the well to the wheel), we are going to consider two types of vehicles:
"Simple" vehicles, with only one type of energy on board.
"Complex" vehicles, which combine on board at least two ways of energy, and they can use also energy recovery systems.
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8.4.1 Simple vehicles
WELL TO WHEEL (Simple vehicles)
Well to Tank to Type of fuel Global (%) Tank Whell
Gasoil 85,3 21,4 18,25 Gasolina (inyección) 87,3 14,0 12,22 Gas Natural Esteq. 86,6 14,8 12,82 Gas Natural Lean Burn 86,6 16,5 14,29 GLP 86,7 14,8 12,83 Biodiesel 70,0 19,8 13,86 Ethanol 70,0 13,2 9,24 Hydrogen 54,6 14,8 8,08 Electric 32,9 77,6 25,53
For these vehicles the determination of the global output is calculated very easy just combining the output of the well to the tank, with the one of the tank to the wheel.
As we see, the refrence level of the most widespread technology nowadays, the bus with diesel engine using gasoil, it has a global output of 18,25 %.
It is possible to verify by the summary table that any other fuel liquid or gaseous has very low global output levels than the diesel vehicle, with ranges that go from 14,30 % of the vehicle using natural gas and Lean Burn mixture, up to a extremely low global output of the hydrogen combustion bus, with 8,08 %.
This does not envolve that they are not going to continue taking into consideration these types of fuels, because the public urban transport it is submitted to other strategic considerations, such as the minimization of the local emissions, as in the diversification of energy sources (use of gas and of biofuel in the U.Europea), and as the diversification and useutilization of agricultural surpluses (biofuels). Its use will be nevertheless for strategic reasons, and not of energetic efficiency.
Where it is possible to verify by the results that there is a great increase of the energetic efficiency it is in the electrical vehicles. Considering the output average of the Municipal Bus Company of San Sebastián (CTSS) 113
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES electrical Spanish Mix (32,9 %), and the output average of an electric vehicle, we have an energetic global efficiency of 25,53 %, which represents an improvement of 40 % in efficiency regarding to the diesel bus of reference. This implies that the option of electrical pure vehicle is one of the alternatives to take into account, in spite of its limitations in the vehicle capacity and in autonomy, topics of which we will have to see the evolution of the technology of batteries along the project with a view to incorporate the technological advances that are taking place.
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8.4.2 Complex vehicles
WELL TO WHEEL – Complex Vehicles
GENERATION ON BOARD TRACTION Well to tank Recup. Global Hybrid type (%) Motor Generador Almac. Motor Generador Almac. (%) (%) (%) (%) (%) (%) (%) (%)
Diesel orig. - Electric 85,3 32,0 90,0 98,0 80,0 -- 97,0 115,0 21,5 Diesel optimiz. - Electric 85,3 35,0 90,0 98,0 80,0 -- 97,0 115,0 23,5 Diesel orig. - Vol. Inercia 85,3 ------26,0 85,0 97,0 110,0 20,1 Pila C. - Elect. with battery 54,6 45,0 -- 98,0 80,0 -- 97,0 115,0 21,5 Pila C.Full Power - Elect. 54,6 35,0 -- 99,0 80,0 -- 97,0 -- 14,7
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In the complex or combined vehicles, those in which we have two or more energy sources, and that can be combined with energy recuperator elements, we are going to consider the following types:
8.4.2.1 Hybrids Diesel – Eléctrico
They are basically electrical vehicles, with their corresponding energy storage systems in the way of batteries or supercondensers, but that additionaly have a diesel engine and a generator to create electric power on boar, to recharge the batteries when running, and with this to increase radically the autonomy of the vehicle. Because of this they are known also like Electrical with range to extend.
They can be derived from the original diesel vehicle, so that the diesel engine that they have it is of the conventional bus, and improve the output of this diesel engine by making it work at fixed regime for the generation of electricity, without the transitory ones of starting - stop and consequent accelerations to which the diesel engine is submitted when it does directly the traction of the vehicle.
By having batteries or storage condensers, these vehicles incorporate always electric power recovery mechanisms during the braking or downhills of the bus, which habitually consist in the making to work the same electrical engine of traction, as generator, inverting the polarity. This energy recovery in urban heavy service (with many stops), codes in aprox. 15 % of output improvement.
If we combine the typical output of a diesel engine working exactly in a fixed point, of about 32 %, with the electricity generation outputs, and with the electrical vehicle traction outputs, we have an efficiency for this version of vehicle " tank to wheel " of 25,2 %, and combined with " well to tank " of the gasoil, we obtain a global efficiency of 21,5 %, which represents an improvement of a 18 % regarding to the vehicle diesel of reference.
Instead of starting from the original diesel vehicle, if we design a specific vehicle with a much smaller diesel engine, enough for the electricity generation work needed, the output of the diesel engine rises to an average of 35 %, as it is possible to see in the table, and the global output " well to wheel " reaches the 23,5 %, that is an improvement of 29 % regarding to the conventional diesel bus.
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8.4.2.2 Diesel hybrids
In rigor, these vehicles should not be named hybrids because they used an only type of traction energy, but they are named by this way bacuase of its complexity of the mechanical systems of recovery of energy in the braking.
Basically there are two types of mechanisms where energy is stored:
Flywheels, which turn the recovered energy in the braking into kinetic energy, making turn to great speed a steering wheel of an big mass, which returns partof this energy in the way of traction force in the acceleration moments.
The “radioidales” springs, that recover the braking energy in the way of tension or potential energy, compressing a radial spring, which gets loosen and returns this energy in the way of traction force.
It is considered in average terms that these systems are capable of recovering approximately 10 % of energy, proportion in which they improve the global output.
Applying this output improvement to the conventional diesel vehicle, it is taken to global efficiency of 20,1 %, which without being bad, does not make the system in a priority aim of analysis, and specially bearing in mind that does not exist any bus in development with these systems, existing only prototypes to very experimental levels.
8.4.3 Fuel-cell hybrids - Electric
They have a similar configuration to the hybrid electrical diesel, that is a electrical traction vehicle with a energy generating system on board, but in whichthe above mentioned generator is not a diesel engine connected to an alternator, but a hydrogen fuel cell is used for the generation of the electricity on board.
The fuel cell is a chemical reactor habitually composed by polymeric membranes, who feeds with pure hydrogen from one end of the membrane, and with the oxygen of the air from the other end. Inside the mentioned reactor, the hydrogen decomposes in a hydrogen proton and an electron. The proton crosses the membranes to join with the Municipal Bus Company of San Sebastián (CTSS) 117
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The fuel cell gives the electrical power necessary in average, work at stationary state, that is by a constant way generating an constant electrical power, and can have an output about a 45 %.
Provided that hydrogen is the primary energy, for the calculation of global efficiency we start from the " well to tank " of the hydrogen, from a 54,6 %, combined with the own output of the battery and with the output of the traction of an electrical vehicle. The set of " well to wheel " gives us values of 21,5 % of total efficiency, which places the system as interesting from the energetic point of view.
The global output deteriorates notably if the energy used to produce the hydrogen is an electric power for electrolysis, as there would be necessary to add to the calculation the own output of the electrical production.
Definitively, the system deserves to taking into account for its analysis, but without forgetting that nowadays the costs of production of the hydrogen make the the system economically unviable.
8.4.3.1 Vehicles by fuel-cell of total power
These vehicles cannot also be considered to be hybrids, but yes combined, since they combine a vehicle of electrical traction, with a generation of electricity on board by fuel cell, but without using intermediate storage of batteries.
As it has not electrical intermediate storage, involves that the fuel cell has to be able to generate in every moment the necessary electrical power to drive the vehicle.
In a bus of 12 meters. and 19 T. of weight, this maximum power rises up to values of approximately 210 kW, that therefore must be the nominal capacity for the one that must be measured the battery (contrary to the average power of 70-80 kW that needs an equivalent hybrid).
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This dimension of the bigger battery has two principal problems: the most important is the price of the battery, as the their cost is directly proportional to their nominal power. And the second problem consists on the fact that, as we have to work at transitory state in a constant way, the average output of the battery is less than in stationary state reaching values not hiher than 35 %.
The analysis " well to wheel " of these vehicles takes us to global values of efficiency of 14,7 %, which this makes that do not have too much interest from the energetic point of view, and the evidence is that there is nowadays no manufacturer of buses who has in development this model of vehicle.
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8.5 EMISSIONS ESTIMATION OF CO2 IN CTSS DEPENDING ON THE FUEL
EMISIONES CO2 por kwh/año
30000000 DIESEL 25000000 GLP 20000000 GAS NATURAL año / 15000000 BIODIESEL BIOETANOL KwH 10000000 ELECTRICIDAD 5000000 HIDRÓGENO 0 2004 2005 2006 2007 2008 AÑO
EMISIONES Co2 por KM
4,5 4 DIESEL 3,5 GLP 3 GAS NATURAL 2,5 BIODIESEL Co2 2 BIOETANOL 1,5 ELECTRICIDAD 1 HIDRÓGENO 0,5 0 2004 2005 2006 2007 2008
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9.1 CIVITAS CALENDAR
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9.2 FLEET OF BUSES OF THE CTSS
Brand: Mercedes Benz Commercial denomination: 0-405-G Empty weight 14750 kgf PTMA/PMA: 28000 KGF Nº Tyres: 10 Tyres dimension: 275/70R22,5. Nº Seats: 46. Nº Stand: 122. Heigth: 3010 mm Total width: 2500 mm. Total lenght: 17470 mm. Engine: Mercedes Benz. Nº cylinders: 6. Cylinder capacity: 11967 cm3. Real power: 300 cv. Number of vehicles: 2
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Marca: Mercedes Benz Denominación comercial: 0-405-N, O-405-N2 v V Tara: 10825 kgf PTMA/PMA: 18500 KGF Nº Neumáticos: 6 Dimensión Neumáticos: 275/70R22,5. Nº Asientos: 31. Nº Plazas de pie: 63. Altura: 3060 mm Anchura total: 2500 mm. Longitud total: 11920 mm. Motor: Mercedes Benz. Nº cilindros: 6. Cilindrada: 11967 cm3. Potencia real: 215/250 cv. Número de vehículos: 10 / 3 / 16
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Marca: Mercedes Benz Denominación comercial: 0-405-GN2 Tara: 16305 kgf PTMA/PMA: 28000 KGF Nº Neumáticos: 10 Dimensión Neumáticos: 275/70R22,5. Nº Asientos: 45. Nº Plazas de pie: 90. Altura: 2950 mm Anchura total: 2500 mm. Longitud total: 17880 mm. Motor: Mercedes Benz. Nº cilindros: 6. Cilindrada: 11967 cm3. Potencia real: 300 cv. Número de vehículos: 14
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Marca: Mercedes Benz Denominación comercial: 0-530 Tara: 11340 kgf PTMA/PMA: 18500 KGF Nº Neumáticos: 10 Dimensión Neumáticos: 275/70R22,5. Nº Asientos: 29. Nº Plazas de pie: 73. Altura: 3010 mm Anchura total: 2500 mm. Longitud total: 12000 mm. Motor: Mercedes Benz. Nº cilindros: 6. Cilindrada: 6374 cm3. Potencia real: 272 cv. Número de vehículos: 4
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Marca: Mercedes Benz Denominación comercial: 0-503-G Tara: 16962 kgf PTMA/PMA: 28000 KGF Nº Neumáticos: 10 Dimensión Neumáticos: 275/70R22,5. Nº Asientos: 43. Nº Plazas de pie: 99. Altura: 3165 mm Anchura total: 2550 mm. Longitud total: 18000 mm. Motor: Mercedes Benz. Nº cilindros: 6 . Cilindrada: 11967 cm3. Potencia real: 300 cv. Número de vehículos: 15
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Marca: MAN Denominación comercial: NL-263-F Tara: 11640 kgf PTMA/PMA: 19000 KGF Nº Neumáticos: 6 Dimensión Neumáticos: 275/70R22,5. Nº Asientos: 30. Nº Plazas de pie: 64. Altura: 3060 mm Anchura total: 2500 mm. Longitud total: 12000 mm. Motor: MAN D. Nº cilindros: 6. Cilindrada: 11967 cm3. Potencia real: 263cv. Número de vehículos: 23
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Marca: MAN Denominación comercial: NG-313-F Tara: 16500 kgf PTMA/PMA: 28000 KGF Nº Neumáticos: 10 Dimensión Neumáticos: 275/70R22,5. Nº Asientos: 42. Nº Plazas de pie: 97. Altura: 3165 mm Anchura total: 2500 mm. Longitud total: 18000 mm. Motor: MAN D. Nº cilindros: 6. Cilindrada: 11967 cm3. Potencia real: 313 cv. Número de vehículos: 25
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Marca: Mercedes Benz Denominación comercial: 0-616 Tara: 4360 kgf PTMA/PMA: 6250 KGF Nº Neumáticos: 4 Dimensión Neumáticos: 275/70R22,5. Nº Asientos: 13+1. Nº Plazas de pie: 11. Altura: 2905 mm Anchura total: 2305 mm. Longitud total: 7557 mm. Motor: Mercedes Benz. Nº cilindros: 5. Cilindrada: 1967 cm3. Potencia real: 115 cv. Número de vehículos: 8
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9.3 HISTORICAL OF KILOMETERS AND CONSUMED POWER
FLEET A 31-12-2004 Vehicles in red did not finished the year YEAR local emissions (kg) VEHICLE MODEL TYPE (CV) PURCHASE kms Kwh EURO CO NOx HC PM 314 MERCEDES 0405 STANDART 204 1990 11405 50831,66637 0 625,23 821,44 112,85 25,92 317 MERCEDES 0405 STANDART 204 1990 317 1412,836305 0 17,38 22,83 3,14 0,72 318 MERCEDES 0405 STANDART 204 1990 19689 87751,04005 0 1079,34 1418,06 194,81 44,75 319 MERCEDES 0405 STANDART 204 1990 33972 151410,9481 0 1862,35 2446,80 336,13 77,22 321 MERCEDES 0405 STANDART 204 1990 35839 159731,618 0 1964,70 2581,26 354,60 81,46 322 MERCEDES 0405 STANDART 204 1990 39924 177937,1503 0 2188,63 2875,46 395,02 90,75 323 MERCEDES 0405 STANDART 204 1990 38078 169709,7187 0 2087,43 2742,51 376,76 86,55 324 MERCEDES 0405 STANDART 204 1991 37030 165038,8908 0 2029,98 2667,03 366,39 84,17 325 MERCEDES 0405 STANDART 204 1991 42933 191347,9529 0 2353,58 3092,18 424,79 97,59 326 MERCEDES 0405 STANDART 204 1991 41.605 185429,1939 0 2280,78 2996,54 411,65 94,57 328 MERCEDES 0405 STANDART 204 1991 41.653 185643,125 0 2283,41 2999,99 412,13 94,68 329 MERCEDES 0405 STANDART 204 1992 42.815 190822,0391 0 2347,11 3083,68 423,62 97,32 330 MERCEDES 0405 STANDART 204 1992 45.891 204531,4538 0 2515,74 3305,23 454,06 104,31 332 MERCEDES 0405 STANDART 204 1992 47.055 209719,2818 0 2579,55 3389,06 465,58 106,96 400 MERCEDES 0405G ARTICULADO 300 1993 56.640 371233,2915 0 4566,17 5999,13 824,14 189,33 401 MERCEDES 0405G ARTICULADO 300 1993 57.074 374077,8404 0 4601,16 6045,10 830,45 190,78 402 MERCEDES 0405G ARTICULADO 300 1993 54.737 358760,5345 0 4412,75 5797,57 796,45 182,97 403 MERCEDES 0405G ARTICULADO 300 1993 53.128 348214,73 0 4283,04 5627,15 773,04 177,59
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405 MERCEDES 0405G ARTICULADO 300 1994 55.985 366940,2511 0 4513,37 5929,75 814,61 187,14 406 MERCEDES 0405G ARTICULADO 300 1994 54.129 354775,5444 0 4363,74 5733,17 787,60 180,94 500 MERCEDES 0405N STANDART 215 1995 69.609 326968,7683 1 1471,36 2615,75 359,67 117,71 501 MERCEDES 0405N STANDART 215 1995 62.079 291598,7037 1 1312,19 2332,79 320,76 104,98 502 MERCEDES 0405N STANDART 215 1995 60.306 283270,5331 1 1274,72 2266,16 311,60 101,98 504 MERCEDES 0405N STANDART 215 1995 55.314 259822,0122 1 1169,20 2078,58 285,80 93,54 505 MERCEDES 0405N STANDART 215 1995 56.779 266703,4391 1 1200,17 2133,63 293,37 96,01 506 MERCEDES 0405N STANDART 215 1995 58.011 272490,4138 1 1226,21 2179,92 299,74 98,10 507 MERCEDES 0405N STANDART 215 1995 55.708 261672,7168 1 1177,53 2093,38 287,84 94,20 508 MERCEDES 0405N STANDART 215 1995 53.063 249248,5706 1 1121,62 1993,99 274,17 89,73 509 MERCEDES 0405N STANDART 215 1995 61.747 290039,2267 1 1305,18 2320,31 319,04 104,41 510 MERCEDES 0405N STANDART 215 1996 62.219 292256,3144 1 1315,15 2338,05 321,48 105,21 511 MERCEDES 0405N STANDART 215 1996 59.726 280546,1457 1 1262,46 2244,37 308,60 101,00 514 MERCEDES 0405N STANDART 215 1996 60.282 283157,7998 1 1274,21 2265,26 311,47 101,94 515 MERCEDES 0405N STANDART 215 1996 57.392 269582,8348 1 1213,12 2156,66 296,54 97,05 516 MERCEDES 0405N STANDART 215 1996 56.659 266139,7727 1 1197,63 2129,12 292,75 95,81 517 MERCEDES 0405N STANDART 215 1996 56.435 265087,5955 1 1192,89 2120,70 291,60 95,43 518 MERCEDES 0405N STANDART 215 1996 53.478 251197,9168 1 1130,39 2009,58 276,32 90,43 519 MERCEDES 0405N STANDART 215 1996 55.621 261264,0587 1 1175,69 2090,11 287,39 94,06 522 MERCEDES 0405N STANDART 215 1997 49.436 232211,7546 1 1044,95 1857,69 255,43 83,60 524 MERCEDES 0405N STANDART 215 1997 60.803 285605,0513 1 1285,22 2284,84 314,17 102,82 525 MERCEDES 0405N STANDART 215 1997 60.736 285290,3376 1 1283,81 2282,32 313,82 102,70 526 MERCEDES 0405N STANDART 215 1997 58.062 272729,972 1 1227,28 2181,84 300,00 98,18 527 MERCEDES 0405N STANDART 215 1997 54.815 257478,0996 1 1158,65 2059,82 283,23 92,69 528 MERCEDES 0405N STANDART 215 1998 53.429 250967,753 1 1129,35 2007,74 276,06 90,35 529 MERCEDES 0405N STANDART 215 1998 53.624 251883,7109 1 1133,48 2015,07 277,07 90,68
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530 MERCEDES 0405N STANDART 215 1998 60.938 286239,176 1 1288,08 2289,91 314,86 103,05 531 MERCEDES 0405N STANDART 215 1998 61.754 290072,1073 1 1305,32 2320,58 319,08 104,43 532 MERCEDES 0405N STANDART 215 1998 58.741 275919,3842 1 1241,64 2207,36 303,51 99,33 533 MERCEDES 0405N STANDART 215 1998 61.829 290424,3987 1 1306,91 2323,40 319,47 104,55 534 MERCEDES 0405N STANDART 215 1998 59.038 277312,2978 1 1247,91 2218,50 305,04 99,83 535 MERCEDES 0405N STANDART 215 1998 61.230 287610,7641 1 1294,25 2300,89 316,37 103,54 450 MERCEDES 0405G ARTICULADO 300 1999 105 688,1973094 2 3,10 5,51 0,76 0,25 451 MERCEDES 0405G ARTICULADO 300 1999 66.117 433348,0143 1 1950,07 3466,78 476,68 156,01 452 MERCEDES 0405G ARTICULADO 300 1999 62.967 412702,0951 1 1857,16 3301,62 453,97 148,57 453 MERCEDES 0405G ARTICULADO 300 1999 67.651 443402,2493 1 1995,31 3547,22 487,74 159,62 454 MERCEDES 0405G ARTICULADO 300 1999 63.971 419282,5722 1 1886,77 3354,26 461,21 150,94 455 MERCEDES 0405G ARTICULADO 300 1999 63.910 418882,7623 1 1884,97 3351,06 460,77 150,80 456 MERCEDES 0405G ARTICULADO 300 2000 62.938 412512,0215 1 1856,30 3300,10 453,76 148,50 457 MERCEDES 0405G ARTICULADO 300 2000 65.246 427639,2538 1 1924,38 3421,11 470,40 153,95 458 MERCEDES 0405G ARTICULADO 300 2000 58.886 385954,1596 1 1736,79 3087,63 424,55 138,94 459 MERCEDES 0405G ARTICULADO 300 2000 61.663 404155,3399 1 1818,70 3233,24 444,57 145,50 460 MERCEDES 0405G ARTICULADO 300 2000 61.530 403283,6233 1 1814,78 3226,27 443,61 145,18 536 MERCEDES 0405N2 STANDART 250 2000 62.711 342520,1704 1 1541,34 2740,16 376,77 123,31 537 MERCEDES 0405N2 STANDART 250 2001 60.040 327931,4798 2 1311,73 2295,52 360,72 49,19 538 MERCEDES 0405N2 STANDART 250 2001 62.817 343099,13 2 1372,40 2401,69 377,41 51,46 600 MERCEDES 0530 STANDART 272 2001 67.858 403248,1429 2 1612,99 2822,74 443,57 60,49 601 MERCEDES 0530 STANDART 272 2001 63.249 375859,0261 2 1503,44 2631,01 413,44 56,38 602 MERCEDES 0530 STANDART 272 2001 58.868 349824,8059 2 1399,30 2448,77 384,81 52,47 603 MERCEDES 0530 STANDART 272 2001 66.142 393050,7629 2 1572,20 2751,36 432,36 58,96 604 MERCEDES 0530 STANDART 272 2001 61.028 362660,6688 2 1450,64 2538,62 398,93 54,40 605 MERCEDES 0530 STANDART 272 2001 64.034 380523,9115 2 1522,10 2663,67 418,58 57,08
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606 MERCEDES 0530 STANDART 272 2002 62.612 372073,635 2 1488,29 2604,52 409,28 55,81 607 MERCEDES 0530 STANDART 272 2002 60.471 359350,6801 2 1437,40 2515,45 395,29 53,90 608 MERCEDES 0530 STANDART 272 2002 57.568 342099,518 2 1368,40 2394,70 376,31 51,31 609 MERCEDES 0530 STANDART 272 2002 54.864 326030,9192 2 1304,12 2282,22 358,63 48,90 610 MERCEDES 0530 STANDART 272 2002 52.970 314775,769 2 1259,10 2203,43 346,25 47,22 611 MERCEDES 0530 STANDART 272 2002 60.588 360045,956 2 1440,18 2520,32 396,05 54,01 612 MERCEDES 0530 STANDART 272 2002 54.645 324729,5053 2 1298,92 2273,11 357,20 48,71 613 MERCEDES 0530 STANDART 272 2002 58.424 347186,3229 2 1388,75 2430,30 381,90 52,08 461 MERCEDES 0530G ARTICULADO 300 2002 56.234 368572,2619 3 774,00 1842,86 243,26 36,86 462 MERCEDES 0530G ARTICULADO 300 2003 53.428 350181,0081 3 735,38 1750,91 231,12 35,02 650 MAN 263 F STANDART 263 2003 63.138 362784,7191 3 761,85 1813,92 239,44 36,28 651 MAN 263 F STANDART 263 2003 63.677 365881,76 3 768,35 1829,41 241,48 36,59 652 MAN 263 F STANDART 263 2003 61.709 354573,8261 3 744,61 1772,87 234,02 35,46 653 MAN 263 F STANDART 263 2003 60.975 350356,3345 3 735,75 1751,78 231,24 35,04 654 MAN 263 F STANDART 263 2003 53.880 309589,1645 3 650,14 1547,95 204,33 30,96 470 MAN NG 313 F ARTICULADO 313 2003 72.060 492766,3146 3 1034,81 2463,83 325,23 49,28 471 MAN NG 313 F ARTICULADO 313 2003 70.448 481743,0104 3 1011,66 2408,72 317,95 48,17 472 MAN NG 313 F ARTICULADO 313 2003 69.031 472053,1705 3 991,31 2360,27 311,56 47,21 655 MAN 263 F STANDART 263 2004 35.805 205731,9977 3 432,04 1028,66 135,78 20,57 656 MAN 263 F STANDART 263 2004 19.671 113027,6254 3 237,36 565,14 74,60 11,30 657 MAN 263 F STANDART 263 2004 32.559 187080,8019 3 392,87 935,40 123,47 18,71 658 MAN 263 F STANDART 263 2004 30.684 176306,0877 3 370,24 881,53 116,36 17,63 659 MAN 263 F STANDART 263 2004 5.980 34360,49004 3 72,16 171,80 22,68 3,44 660 MAN 263 F STANDART 263 2004 7.692 44197,47315 3 92,81 220,99 29,17 4,42 661 MAN 263 F STANDART 263 2004 2.807 16128,74508 3 33,87 80,64 10,64 1,61 662 MAN 263 F STANDART 263 2004 2.680 15396,88962 3 32,33 76,98 10,16 1,54
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473 MAN NG 313 F ARTICULADO 313 2004 13.827 94552,87028 3 198,56 472,76 62,40 9,46 474 MAN NG 313 F ARTICULADO 313 2004 9.954 68068,21948 3 142,94 340,34 44,93 6,81 4.907.650,97 27.119.186,09 137.585,66 228.131,06 32.007,91 7.883,24
local emissions CTSS (gr/km) CO NOx HC PM 28,03 46,48 6,52 1,61
FLEET A 31-12-2005
YEAR Local emissions (kg) VEHICLE MODEL TYPE (CV) PURCHASE kms Kwht EURO CO NOx HC PM 314 MERCEDES 0405 STANDART 204 1990 361 1608,939767 0 19,79 26,00 3,57 0,82 323 MERCEDES 0405 STANDART 204 1990 23215 103466,8606 0 1272,64 1672,02 229,70 52,77 324 MERCEDES 0405 STANDART 204 1991 27594 122983,612 0 1512,70 1987,42 273,02 62,72
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325 MERCEDES 0405 STANDART 204 1991 32974 146961,7171 0 1807,63 2374,90 326,26 74,95 326 MERCEDES 0405 STANDART 204 1991 37.358 166500,7529 0 2047,96 2690,65 369,63 84,92 328 MERCEDES 0405 STANDART 204 1991 36.587 163064,4855 0 2005,69 2635,12 362,00 83,16 329 MERCEDES 0405 STANDART 204 1992 38.197 170240,0894 0 2093,95 2751,08 377,93 86,82 330 MERCEDES 0405 STANDART 204 1992 39.404 175619,5639 0 2160,12 2838,01 389,88 89,57 332 MERCEDES 0405 STANDART 204 1992 42.613 189921,7459 0 2336,04 3069,14 421,63 96,86 400 MERCEDES 0405G ARTICULADO 300 1993 61.899 405702,1453 0 4990,14 6556,15 900,66 206,91 401 MERCEDES 0405G ARTICULADO 300 1993 50.557 331363,7274 0 4075,77 5354,84 735,63 169,00 402 MERCEDES 0405G ARTICULADO 300 1993 21.991 144134,7336 0 1772,86 2329,22 319,98 73,51 403 MERCEDES 0405G ARTICULADO 300 1993 49.732 325956,4628 0 4009,26 5267,46 723,62 166,24 405 MERCEDES 0405G ARTICULADO 300 1994 55.416 363210,8771 0 4467,49 5869,49 806,33 185,24 406 MERCEDES 0405G ARTICULADO 300 1994 58.389 382696,6924 0 4707,17 6184,38 849,59 195,18 500 MERCEDES 0405N STANDART 215 1995 55.074 258694,6795 1 1164,13 2069,56 284,56 93,13 501 MERCEDES 0405N STANDART 215 1995 56.592 265825,059 1 1196,21 2126,60 292,41 95,70 502 MERCEDES 0405N STANDART 215 1995 61.001 286535,1008 1 1289,41 2292,28 315,19 103,15 503 MERCEDES 0405N STANDART 215 1995 86 403,9608969 1 1,82 3,23 0,44 0,15 504 MERCEDES 0405N STANDART 215 1995 54.338 255237,5257 1 1148,57 2041,90 280,76 91,89 505 MERCEDES 0405N STANDART 215 1995 50.100 235330,7085 1 1058,99 1882,65 258,86 84,72 506 MERCEDES 0405N STANDART 215 1995 56.270 264312,5543 1 1189,41 2114,50 290,74 95,15 507 MERCEDES 0405N STANDART 215 1995 54.138 254298,0818 1 1144,34 2034,38 279,73 91,55 508 MERCEDES 0405N STANDART 215 1995 56.489 265341,2454 1 1194,04 2122,73 291,88 95,52 509 MERCEDES 0405N STANDART 215 1995 55.383 260146,1204 1 1170,66 2081,17 286,16 93,65 510 MERCEDES 0405N STANDART 215 1996 54.917 257957,216 1 1160,81 2063,66 283,75 92,86 511 MERCEDES 0405N STANDART 215 1996 51.125 240145,3587 1 1080,65 1921,16 264,16 86,45 514 MERCEDES 0405N STANDART 215 1996 52.302 245673,9864 1 1105,53 1965,39 270,24 88,44 515 MERCEDES 0405N STANDART 215 1996 53.824 252823,1548 1 1137,70 2022,59 278,11 91,02
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516 MERCEDES 0405N STANDART 215 1996 54.460 255810,5865 1 1151,15 2046,48 281,39 92,09 517 MERCEDES 0405N STANDART 215 1996 57.686 270963,8174 1 1219,34 2167,71 298,06 97,55 518 MERCEDES 0405N STANDART 215 1996 57.065 268046,8439 1 1206,21 2144,37 294,85 96,50 519 MERCEDES 0405N STANDART 215 1996 57.539 270273,3261 1 1216,23 2162,19 297,30 97,30 522 MERCEDES 0405N STANDART 215 1997 59.877 281255,4258 1 1265,65 2250,04 309,38 101,25 524 MERCEDES 0405N STANDART 215 1997 64.653 303689,3473 1 1366,60 2429,51 334,06 109,33 525 MERCEDES 0405N STANDART 215 1997 59.341 278737,7161 1 1254,32 2229,90 306,61 100,35 526 MERCEDES 0405N STANDART 215 1997 62.863 295281,3239 1 1328,77 2362,25 324,81 106,30 527 MERCEDES 0405N STANDART 215 1997 61.771 290151,96 1 1305,68 2321,22 319,17 104,45 528 MERCEDES 0405N STANDART 215 1998 58.789 276144,8508 1 1242,65 2209,16 303,76 99,41 529 MERCEDES 0405N STANDART 215 1998 55.726 261757,2667 1 1177,91 2094,06 287,93 94,23 530 MERCEDES 0405N STANDART 215 1998 61.769 290142,5656 1 1305,64 2321,14 319,16 104,45 531 MERCEDES 0405N STANDART 215 1998 60.898 286051,2872 1 1287,23 2288,41 314,66 102,98 532 MERCEDES 0405N STANDART 215 1998 58.092 272870,8886 1 1227,92 2182,97 300,16 98,23 533 MERCEDES 0405N STANDART 215 1998 63.504 298292,2418 1 1342,32 2386,34 328,12 107,39 534 MERCEDES 0405N STANDART 215 1998 29.057 136487,1137 1 614,19 1091,90 150,14 49,14 535 MERCEDES 0405N STANDART 215 1998 60.750 285356,0987 1 1284,10 2282,85 313,89 102,73 536 MERCEDES 0405N STANDART 215 2000 64.017 300701,9155 1 1353,16 2405,62 330,77 108,25 451 MERCEDES 0405G ARTICULADO 300 1999 69.162 453305,7363 1 2039,88 3626,45 498,64 163,19 452 MERCEDES 0405G ARTICULADO 300 1999 62.989 412846,2888 1 1857,81 3302,77 454,13 148,62 453 MERCEDES 0405G ARTICULADO 300 1999 65.983 432469,7435 1 1946,11 3459,76 475,72 155,69 454 MERCEDES 0405G ARTICULADO 300 1999 62.852 411948,3552 1 1853,77 3295,59 453,14 148,30 455 MERCEDES 0405G ARTICULADO 300 1999 61.464 402851,0422 1 1812,83 3222,81 443,14 145,03 456 MERCEDES 0405G ARTICULADO 300 2000 66.231 434095,2 1 1953,43 3472,76 477,50 156,27 457 MERCEDES 0405G ARTICULADO 300 2000 68.298 447642,8556 1 2014,39 3581,14 492,41 161,15 458 MERCEDES 0405G ARTICULADO 300 2000 65.204 427363,9749 1 1923,14 3418,91 470,10 153,85
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459 MERCEDES 0405G ARTICULADO 300 2000 62.895 412230,1883 1 1855,04 3297,84 453,45 148,40 460 MERCEDES 0405G ARTICULADO 300 2000 72.285 473774,6906 1 2131,99 3790,20 521,15 170,56 536 MERCEDES 0405N2 STANDART 250 2000 72.530 396150,4036 1 1782,68 3169,20 435,77 142,61 537 MERCEDES 0405N2 STANDART 250 2001 72.082 393703,4798 2 1574,81 2755,92 433,07 59,06 538 MERCEDES 0405N2 STANDART 250 2001 73.555 401748,8341 2 1607,00 2812,24 441,92 60,26 600 MERCEDES 0530 STANDART 272 2001 48.541 288456,3074 2 1153,83 2019,19 317,30 43,27 601 MERCEDES 0530 STANDART 272 2001 63.049 374670,5203 2 1498,68 2622,69 412,14 56,20 602 MERCEDES 0530 STANDART 272 2001 55.391 329162,632 2 1316,65 2304,14 362,08 49,37 603 MERCEDES 0530 STANDART 272 2001 65.656 390162,6937 2 1560,65 2731,14 429,18 58,52 604 MERCEDES 0530 STANDART 272 2001 59.631 354358,9556 2 1417,44 2480,51 389,79 53,15 605 MERCEDES 0530 STANDART 272 2001 61.815 367337,4393 2 1469,35 2571,36 404,07 55,10 606 MERCEDES 0530 STANDART 272 2002 59.575 354026,174 2 1416,10 2478,18 389,43 53,10 607 MERCEDES 0530 STANDART 272 2002 63.881 379614,7045 2 1518,46 2657,30 417,58 56,94 608 MERCEDES 0530 STANDART 272 2002 58.366 346841,6563 2 1387,37 2427,89 381,53 52,03 609 MERCEDES 0530 STANDART 272 2002 55.430 329394,3907 2 1317,58 2305,76 362,33 49,41 610 MERCEDES 0530 STANDART 272 2002 59.521 353705,2774 2 1414,82 2475,94 389,08 53,06 611 MERCEDES 0530 STANDART 272 2002 55.828 331759,5173 2 1327,04 2322,32 364,94 49,76 612 MERCEDES 0530 STANDART 272 2002 60.509 359576,4962 2 1438,31 2517,04 395,53 53,94 613 MERCEDES 0530 STANDART 272 2002 61.966 368234,7612 2 1472,94 2577,64 405,06 55,24 461 MERCEDES 0530G ARTICULADO 300 2002 64.471 422559,7022 3 887,38 2112,80 278,89 42,26 462 MERCEDES 0530G ARTICULADO 300 2003 56.697 371606,8843 3 780,37 1858,03 245,26 37,16 650 MAN 263 F STANDART 263 2003 63.065 362365,2683 3 760,97 1811,83 239,16 36,24 651 MAN 263 F STANDART 263 2003 66.830 383998,5869 3 806,40 1919,99 253,44 38,40 652 MAN 263 F STANDART 263 2003 64.270 369289,0795 3 775,51 1846,45 243,73 36,93 653 MAN 263 F STANDART 263 2003 67.864 389939,8489 3 818,87 1949,70 257,36 38,99 654 MAN 263 F STANDART 263 2003 60.689 348713,0067 3 732,30 1743,57 230,15 34,87
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470 MAN NG 313 F ARTICULADO 313 2003 64.784 443011,0037 3 930,32 2215,06 292,39 44,30 471 MAN NG 313 F ARTICULADO 313 2003 60.177 411507,0568 3 864,16 2057,54 271,59 41,15 472 MAN NG 313 F ARTICULADO 313 2003 63.013 430900,4133 3 904,89 2154,50 284,39 43,09 655 MAN 263 F STANDART 263 2004 63.593 365399,1043 3 767,34 1827,00 241,16 36,54 656 MAN 263 F STANDART 263 2004 58.487 336060,532 3 705,73 1680,30 221,80 33,61 657 MAN 263 F STANDART 263 2004 53.903 309721,3202 3 650,41 1548,61 204,42 30,97 658 MAN 263 F STANDART 263 2004 56.372 323907,9506 3 680,21 1619,54 213,78 32,39 659 MAN 263 F STANDART 263 2004 55.585 319385,9263 3 670,71 1596,93 210,79 31,94 660 MAN 263 F STANDART 263 2004 58.014 333342,7206 3 700,02 1666,71 220,01 33,33 661 MAN 263 F STANDART 263 2004 57.889 332624,483 3 698,51 1663,12 219,53 33,26 473 MAN NG 313 F ARTICULADO 313 2004 68.303 467074,9041 3 980,86 2335,37 308,27 46,71 474 MAN NG 313 F ARTICULADO 313 2004 71.919 491802,1174 3 1032,78 2459,01 324,59 49,18 550 MERCEDES SPRINTER MICROBUS 150 2005 30.615 100329,3363 3 210,69 501,65 66,22 10,03 551 MERCEDES SPRINTER MICROBUS 150 2005 13.938 45676,63857 3 95,92 228,38 30,15 4,57 552 MERCEDES SPRINTER MICROBUS 150 2005 25.732 84327,11031 3 177,09 421,64 55,66 8,43 553 MERCEDES SPRINTER MICROBUS 150 2005 6.866 22500,77489 3 47,25 112,50 14,85 2,25 662 MAN 263 F STANDART 263 2005 58.998 338996,6876 3 711,89 1694,98 223,74 33,90 663 MAN 263 F STANDART 263 2005 35.003 201123,7848 3 422,36 1005,62 132,74 20,11 664 MAN 263 F STANDART 263 2005 34.182 196406,3998 3 412,45 982,03 129,63 19,64 665 MAN 263 F STANDART 263 2005 14.626 84040,70226 3 176,49 420,20 55,47 8,40 475 MAN NG 313 F ARTICULADO 313 2005 25.695 175709,5539 3 368,99 878,55 115,97 17,57 476 MAN NG 313 F ARTICULADO 313 2005 63 430,8115157 3 0,90 2,15 0,28 0,04 5.461.754,20 30.346.746,82 138.284,60 237.708,25 33.232,65 8.001,51
Local emissions CTSS (gr/km) CO NOx HC PM
Municipal Bus Company of San Sebastián (CTSS) 140
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
25,32 43,52 6,08 1,47
FLEET A 31-12-2006
YEAR Local emissions (kg) VEHICLE MODEL TYPE (CV) PURCHASE kms Kwht EURO CO NOx HC PM 314 MERCEDES 0405 STANDART 204 1990 200 891,3793722 0 10,96 14,40 1,98 0,45 323 MERCEDES 0405 STANDART 204 1990 3249 14480,4579 0 178,11 234,00 32,15 7,39 324 MERCEDES 0405 STANDART 204 1991 8023 35757,68352 0 439,82 577,84 79,38 18,24 325 MERCEDES 0405 STANDART 204 1991 9439 42068,64947 0 517,44 679,83 93,39 21,46 326 MERCEDES 0405 STANDART 204 1991 28.500 127021,5605 0 1562,37 2052,67 281,99 64,78 328 MERCEDES 0405 STANDART 204 1991 31.294 139474,1304 0 1715,53 2253,90 309,63 71,13 329 MERCEDES 0405 STANDART 204 1992 30.834 137423,9578 0 1690,31 2220,77 305,08 70,09 330 MERCEDES 0405 STANDART 204 1992 34.025 151645,9157 0 1865,24 2450,60 336,65 77,34 332 MERCEDES 0405 STANDART 204 1992 37.054 165145,8563 0 2031,29 2668,76 366,62 84,22 400 MERCEDES 0405G ARTICULADO 300 1993 44.013 288472,6493 0 3548,21 4661,72 640,41 147,12 401 MERCEDES 0405G ARTICULADO 300 1993 3.871 25371,54081 0 312,07 410,00 56,32 12,94 403 MERCEDES 0405G ARTICULADO 300 1993 38.608 253046,8735 0 3112,48 4089,24 561,76 129,05 405 MERCEDES 0405G ARTICULADO 300 1994 50.900 333611,8386 0 4103,43 5391,17 740,62 170,14
Municipal Bus Company of San Sebastián (CTSS) 141
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
406 MERCEDES 0405G ARTICULADO 300 1994 45.238 296501,6179 0 3646,97 4791,47 658,23 151,22 500 MERCEDES 0405N STANDART 215 1995 47.398 222638,8208 1 1001,87 1781,11 244,90 80,15 501 MERCEDES 0405N STANDART 215 1995 51.577 242268,5021 1 1090,21 1938,15 266,50 87,22 502 MERCEDES 0405N STANDART 215 1995 48.810 229271,2951 1 1031,72 1834,17 252,20 82,54 504 MERCEDES 0405N STANDART 215 1995 47.098 221229,6549 1 995,53 1769,84 243,35 79,64 505 MERCEDES 0405N STANDART 215 1995 43.208 202957,4701 1 913,31 1623,66 223,25 73,06 506 MERCEDES 0405N STANDART 215 1995 49.425 232160,0852 1 1044,72 1857,28 255,38 83,58 507 MERCEDES 0405N STANDART 215 1995 50.108 235368,2863 1 1059,16 1882,95 258,91 84,73 508 MERCEDES 0405N STANDART 215 1995 48.051 225706,1053 1 1015,68 1805,65 248,28 81,25 509 MERCEDES 0405N STANDART 215 1995 50.873 238961,6594 1 1075,33 1911,69 262,86 86,03 510 MERCEDES 0405N STANDART 215 1996 49.752 233696,0761 1 1051,63 1869,57 257,07 84,13 511 MERCEDES 0405N STANDART 215 1996 47.624 223700,3925 1 1006,65 1789,60 246,07 80,53 513 MERCEDES 0405N STANDART 215 1996 223 1047,48 1 4,71 8,38 1,15 0,38 514 MERCEDES 0405N STANDART 215 1996 50.991 239515,9313 1 1077,82 1916,13 263,47 86,23 515 MERCEDES 0405N STANDART 215 1996 51.422 241540,433 1 1086,93 1932,32 265,69 86,95 516 MERCEDES 0405N STANDART 215 1996 52.059 244532,562 1 1100,40 1956,26 268,99 88,03 517 MERCEDES 0405N STANDART 215 1996 54.817 257487,494 1 1158,69 2059,90 283,24 92,70 518 MERCEDES 0405N STANDART 215 1996 52.110 244772,1202 1 1101,47 1958,18 269,25 88,12 519 MERCEDES 0405N STANDART 215 1996 52.993 248919,7652 1 1120,14 1991,36 273,81 89,61 522 MERCEDES 0405N STANDART 215 1997 60.396 283693,2829 1 1276,62 2269,55 312,06 102,13 524 MERCEDES 0405N STANDART 215 1997 64.896 304830,7717 1 1371,74 2438,65 335,31 109,74 525 MERCEDES 0405N STANDART 215 1997 65.936 309715,8802 1 1393,72 2477,73 340,69 111,50 526 MERCEDES 0405N STANDART 215 1997 57.979 272340,1028 1 1225,53 2178,72 299,57 98,04 527 MERCEDES 0405N STANDART 215 1997 61.411 288460,9609 1 1298,07 2307,69 317,31 103,85 528 MERCEDES 0405N STANDART 215 1998 62.589 293994,2857 1 1322,97 2351,95 323,39 105,84 529 MERCEDES 0405N STANDART 215 1998 62.978 295821,5042 1 1331,20 2366,57 325,40 106,50
Municipal Bus Company of San Sebastián (CTSS) 142
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530 MERCEDES 0405N STANDART 215 1998 63.397 297789,6393 1 1340,05 2382,32 327,57 107,20 531 MERCEDES 0405N STANDART 215 1998 63.822 299785,9577 1 1349,04 2398,29 329,76 107,92 532 MERCEDES 0405N STANDART 215 1998 61.847 290508,9487 1 1307,29 2324,07 319,56 104,58 533 MERCEDES 0405N STANDART 215 1998 71.367 335226,4805 1 1508,52 2681,81 368,75 120,68 535 MERCEDES 0405N STANDART 215 1998 70.018 328889,9311 1 1480,00 2631,12 361,78 118,40 536 MERCEDES 0405N STANDART 215 2000 72.812 342013,963 1 1539,06 2736,11 376,22 123,13 450 MERCEDES 0405G ARTICULADO 300 1999 203 1330,514798 1 5,99 10,64 1,46 0,48 451 MERCEDES 0405G ARTICULADO 300 1999 63.285 414786,3498 1 1866,54 3318,29 456,26 149,32 452 MERCEDES 0405G ARTICULADO 300 1999 61.947 406016,7498 1 1827,08 3248,13 446,62 146,17 453 MERCEDES 0405G ARTICULADO 300 1999 61.031 400013,0475 1 1800,06 3200,10 440,01 144,00 454 MERCEDES 0405G ARTICULADO 300 1999 60.789 398426,9166 1 1792,92 3187,42 438,27 143,43 455 MERCEDES 0405G ARTICULADO 300 1999 62.431 409189,0117 1 1841,35 3273,51 450,11 147,31 456 MERCEDES 0405G ARTICULADO 300 2000 61.977 406213,3776 1 1827,96 3249,71 446,83 146,24 457 MERCEDES 0405G ARTICULADO 300 2000 57.734 378403,652 1 1702,82 3027,23 416,24 136,23 458 MERCEDES 0405G ARTICULADO 300 2000 52.980 347244,6996 1 1562,60 2777,96 381,97 125,01 459 MERCEDES 0405G ARTICULADO 300 2000 60.674 397673,1767 1 1789,53 3181,39 437,44 143,16 460 MERCEDES 0405G ARTICULADO 300 2000 62.203 407694,6404 1 1834,63 3261,56 448,46 146,77 537 MERCEDES 0405N2 STANDART 250 2001 79.188 432515,6233 2 1730,06 3027,61 475,77 64,88 538 MERCEDES 0405N2 STANDART 250 2001 66.499 363209,7848 2 1452,84 2542,47 399,53 54,48 600 MERCEDES 0530 STANDART 272 2001 52.893 314318,1942 2 1257,27 2200,23 345,75 47,15 601 MERCEDES 0530 STANDART 272 2001 60.012 356623,0592 2 1426,49 2496,36 392,29 53,49 602 MERCEDES 0530 STANDART 272 2001 57.344 340768,3915 2 1363,07 2385,38 374,85 51,12 603 MERCEDES 0530 STANDART 272 2001 59.068 351013,3117 2 1404,05 2457,09 386,11 52,65 604 MERCEDES 0530 STANDART 272 2001 58.569 348047,9897 2 1392,19 2436,34 382,85 52,21 605 MERCEDES 0530 STANDART 272 2001 58.009 344720,1733 2 1378,88 2413,04 379,19 51,71 606 MERCEDES 0530 STANDART 272 2002 57.148 339603,6557 2 1358,41 2377,23 373,56 50,94
Municipal Bus Company of San Sebastián (CTSS) 143
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
607 MERCEDES 0530 STANDART 272 2002 51.361 305214,2396 2 1220,86 2136,50 335,74 45,78 608 MERCEDES 0530 STANDART 272 2002 59.893 355915,8983 2 1423,66 2491,41 391,51 53,39 609 MERCEDES 0530 STANDART 272 2002 59.139 351435,2313 2 1405,74 2460,05 386,58 52,72 610 MERCEDES 0530 STANDART 272 2002 55.361 328984,3562 2 1315,94 2302,89 361,88 49,35 611 MERCEDES 0530 STANDART 272 2002 48.406 287654,0659 2 1150,62 2013,58 316,42 43,15 612 MERCEDES 0530 STANDART 272 2002 55.581 330291,7126 2 1321,17 2312,04 363,32 49,54 613 MERCEDES 0530 STANDART 272 2002 61.028 362660,6688 2 1450,64 2538,62 398,93 54,40 461 MERCEDES 0530G ARTICULADO 300 2002 62.767 411391,243 3 863,92 2056,96 271,52 41,14 462 MERCEDES 0530G ARTICULADO 300 2003 58.814 385482,2529 3 809,51 1927,41 254,42 38,55 650 MAN 263 F STANDART 263 2003 65.317 375305,0382 3 788,14 1876,53 247,70 37,53 651 MAN 263 F STANDART 263 2003 59.302 340743,4416 3 715,56 1703,72 224,89 34,07 652 MAN 263 F STANDART 263 2003 63.495 364836,0059 3 766,16 1824,18 240,79 36,48 653 MAN 263 F STANDART 263 2003 66.383 381430,169 3 801,00 1907,15 251,74 38,14 654 MAN 263 F STANDART 263 2003 62.864 361210,3422 3 758,54 1806,05 238,40 36,12 470 MAN NG 313 F ARTICULADO 313 2003 61.577 421080,6461 3 884,27 2105,40 277,91 42,11 471 MAN NG 313 F ARTICULADO 313 2003 68.942 471444,5637 3 990,03 2357,22 311,15 47,14 472 MAN NG 313 F ARTICULADO 313 2003 68.196 466343,2083 3 979,32 2331,72 307,79 46,63 655 MAN 263 F STANDART 263 2004 59.585 342369,5317 3 718,98 1711,85 225,96 34,24 656 MAN 263 F STANDART 263 2004 62.060 356590,6375 3 748,84 1782,95 235,35 35,66 657 MAN 263 F STANDART 263 2004 61.749 354803,6622 3 745,09 1774,02 234,17 35,48 658 MAN 263 F STANDART 263 2004 62.598 359681,9324 3 755,33 1798,41 237,39 35,97 659 MAN 263 F STANDART 263 2004 60.848 349626,6051 3 734,22 1748,13 230,75 34,96 660 MAN 263 F STANDART 263 2004 61.551 353665,9737 3 742,70 1768,33 233,42 35,37 661 MAN 263 F STANDART 263 2004 64.750 372047,1121 3 781,30 1860,24 245,55 37,20 473 MAN NG 313 F ARTICULADO 313 2004 63.689 435523,0893 3 914,60 2177,62 287,45 43,55 474 MAN NG 313 F ARTICULADO 313 2004 68.173 466185,9279 3 978,99 2330,93 307,68 46,62
Municipal Bus Company of San Sebastián (CTSS) 144
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
549 MERCEDES SPRINTER MICROBUS 150 2005 4.187 13721,3435 4 28,81 68,61 9,06 1,37 550 MERCEDES SPRINTER MICROBUS 150 2005 48.403 158622,9256 3 333,11 793,11 104,69 15,86 551 MERCEDES SPRINTER MICROBUS 150 2005 50.245 164659,3991 3 345,78 823,30 108,68 16,47 552 MERCEDES SPRINTER MICROBUS 150 2005 37.943 124344,1453 3 261,12 621,72 82,07 12,43 553 MERCEDES SPRINTER MICROBUS 150 2005 49.881 163466,5238 3 343,28 817,33 107,89 16,35 662 MAN 263 F STANDART 263 2005 42.126 242051,8401 3 508,31 1210,26 159,75 24,21 663 MAN 263 F STANDART 263 2005 58.440 335790,4746 3 705,16 1678,95 221,62 33,58 664 MAN 263 F STANDART 263 2005 60.061 345104,5807 3 724,72 1725,52 227,77 34,51 665 MAN 263 F STANDART 263 2005 56.956 327263,557 3 687,25 1636,32 215,99 32,73 475 MAN NG 313 F ARTICULADO 313 2005 57.381 392387,2315 3 824,01 1961,94 258,98 39,24 476 MAN NG 313 F ARTICULADO 313 2005 57.003 389802,3624 3 818,58 1949,01 257,27 38,98 554 MERCEDES SPRINTER MICROBUS 150 2006 42.438 139074,8448 3 292,06 695,37 91,79 13,91 555 MERCEDES SPRINTER MICROBUS 150 2006 19.083 62537,47265 3 131,33 312,69 41,27 6,25 556 MERCEDES SPRINTER MICROBUS 150 2006 24.061 78851,02601 3 165,59 394,26 52,04 7,89 557 MERCEDES SPRINTER MICROBUS 150 2006 34 111,4224215 3 0,23 0,56 0,07 0,01 666 MAN 263 F STANDART 263 2006 46.216 265552,5766 3 557,66 1327,76 175,26 26,56 667 MAN 263 F STANDART 263 2006 42.253 242781,5695 3 509,84 1213,91 160,24 24,28 668 MAN 263 F STANDART 263 2006 38.543 221464,2756 3 465,07 1107,32 146,17 22,15 669 MAN 263 F STANDART 263 2006 34.451 197952,0472 3 415,70 989,76 130,65 19,80 670 MAN 263 F STANDART 263 2006 23.646 135867,5832 3 285,32 679,34 89,67 13,59 671 MAN 263 F STANDART 263 2006 17.571 100961,2325 3 212,02 504,81 66,63 10,10 672 MAN 263 F STANDART 263 2006 11.433 65692,89008 3 137,96 328,46 43,36 6,57 477 MAN NG 313 F ARTICULADO 313 2006 48.865 334152,4558 3 701,72 1670,76 220,54 33,42 478 MAN NG 313 F ARTICULADO 313 2006 21.939 150024,9816 3 315,05 750,12 99,02 15,00 479 MAN NG 313 F ARTICULADO 313 2006 15.467 105767,6462 3 222,11 528,84 69,81 10,58 5.709.074,00 31.546.604,86 125.774,77 226.878,34 31.616,27 7.347,34
Municipal Bus Company of San Sebastián (CTSS) 145
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Local emissions CTSS (gr/km) CO NOx HC PM 22,03 39,74 5,54 1,29
FLEET A 31-12-2007
Municipal Bus Company of San Sebastián (CTSS) 146
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
YEAR Local emissions (kg) VEHICLE MODEL TYPE CV PURCHASE kms kWh EURO CO NOx HC PM 314 MERCEDES 0405 STANDART 204 1991 827 3.686 0 45,34 59,56 8,18 1,88 326 MERCEDES 0405 STANDART 204 1991 20.485 91.300 0 1122,98 1475,40 202,68 46,56 328 MERCEDES 0405 STANDART 204 1991 20.191 89.989 0 1106,87 1454,23 199,78 45,89 329 MERCEDES 0405 STANDART 204 1992 21.683 96.639 0 1188,66 1561,68 214,54 49,29 330 MERCEDES 0405 STANDART 204 1992 26.588 118.500 0 1457,55 1914,96 263,07 60,43 332 MERCEDES 0405 STANDART 204 1992 24.195 107.835 0 1326,37 1742,61 239,39 55,00 400 MERCEDES 0405G ARTICULADO 300 1993 41.474 271.831 0 3343,53 4392,80 603,47 138,63 403 MERCEDES 0405G ARTICULADO 300 1993 38.445 251.979 0 3099,34 4071,97 559,39 128,51 405 MERCEDES 0405G ARTICULADO 300 1994 46.818 306.857 0 3774,35 4958,81 681,22 156,50 406 MERCEDES 0405G ARTICULADO 300 1994 48.251 316.250 0 3889,87 5110,59 702,07 161,29 500 MERCEDES 0405N STANDART 215 1995 42.801 201.046 1 904,71 1608,37 221,15 72,38 501 MERCEDES 0405N STANDART 215 1995 45.411 213.305 1 959,87 1706,44 234,64 76,79 502 MERCEDES 0405N STANDART 215 1995 44.120 207.241 1 932,59 1657,93 227,97 74,61 504 MERCEDES 0405N STANDART 215 1995 43.959 206.485 1 929,18 1651,88 227,13 74,33 505 MERCEDES 0405N STANDART 215 1995 43.650 205.034 1 922,65 1640,27 225,54 73,81 506 MERCEDES 0405N STANDART 215 1995 46.565 218.726 1 984,27 1749,81 240,60 78,74 507 MERCEDES 0405N STANDART 215 1995 53.950 253.415 1 1140,37 2027,32 278,76 91,23 508 MERCEDES 0405N STANDART 215 1995 48.382 227.261 1 1022,67 1818,09 249,99 81,81 509 MERCEDES 0405N STANDART 215 1995 47.312 222.235 1 1000,06 1777,88 244,46 80,00 510 MERCEDES 0405N STANDART 215 1996 47.963 225.293 1 1013,82 1802,34 247,82 81,11 511 MERCEDES 0405N STANDART 215 1996 46.486 218.355 1 982,60 1746,84 240,19 78,61 514 MERCEDES 0405N STANDART 215 1996 52.533 246.759 1 1110,42 1974,07 271,43 88,83 515 MERCEDES 0405N STANDART 215 1996 48.083 225.856 1 1016,35 1806,85 248,44 81,31 516 MERCEDES 0405N STANDART 215 1996 48.778 229.121 1 1031,04 1832,97 252,03 82,48
Municipal Bus Company of San Sebastián (CTSS) 147
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
517 MERCEDES 0405N STANDART 215 1996 52.102 244.735 1 1101,31 1957,88 269,21 88,10 518 MERCEDES 0405N STANDART 215 1996 55.121 258.915 1 1165,12 2071,32 284,81 93,21 519 MERCEDES 0405N STANDART 215 1996 52.429 246.271 1 1108,22 1970,16 270,90 88,66 522 MERCEDES 0405N STANDART 215 1997 49.391 232.000 1 1044,00 1856,00 255,20 83,52 524 MERCEDES 0405N STANDART 215 1997 62.707 294.549 1 1325,47 2356,39 324,00 106,04 525 MERCEDES 0405N STANDART 215 1997 63.395 297.780 1 1340,01 2382,24 327,56 107,20 526 MERCEDES 0405N STANDART 215 1997 60.188 282.716 1 1272,22 2261,73 310,99 101,78 527 MERCEDES 0405N STANDART 215 1997 65.989 309.965 1 1394,84 2479,72 340,96 111,59 528 MERCEDES 0405N STANDART 215 1998 55.197 259.272 1 1166,73 2074,18 285,20 93,34 529 MERCEDES 0405N STANDART 215 1998 53.401 250.836 1 1128,76 2006,69 275,92 90,30 530 MERCEDES 0405N STANDART 215 1998 59.322 278.648 1 1253,92 2229,19 306,51 100,31 531 MERCEDES 0405N STANDART 215 1998 63.494 298.245 1 1342,10 2385,96 328,07 107,37 532 MERCEDES 0405N STANDART 215 1998 62.603 294.060 1 1323,27 2352,48 323,47 105,86 533 MERCEDES 0405N STANDART 215 1998 64.302 302.041 1 1359,18 2416,32 332,24 108,73 451 MERCEDES 0405G ARTICULADO 300 1999 58.040 380.409 1 1711,84 3043,27 418,45 136,95 452 MERCEDES 0405G ARTICULADO 300 1999 58.901 386.052 1 1737,24 3088,42 424,66 138,98 453 MERCEDES 0405G ARTICULADO 300 1999 57.460 376.608 1 1694,74 3012,86 414,27 135,58 454 MERCEDES 0405G ARTICULADO 300 1999 64.688 423.982 1 1907,92 3391,86 466,38 152,63 455 MERCEDES 0405G ARTICULADO 300 1999 54.893 359.783 1 1619,02 2878,26 395,76 129,52 456 MERCEDES 0405G ARTICULADO 300 2000 55.951 366.717 1 1650,23 2933,74 403,39 132,02 457 MERCEDES 0405G ARTICULADO 300 2000 61.087 400.380 1 1801,71 3203,04 440,42 144,14 458 MERCEDES 0405G ARTICULADO 300 2000 60.310 395.287 1 1778,79 3162,30 434,82 142,30 459 MERCEDES 0405G ARTICULADO 300 2000 43.611 285.838 1 1286,27 2286,70 314,42 102,90 460 MERCEDES 0530G ARTICULADO 300 2002 51 334 3 0,70 1,67 0,22 0,03 536 MERCEDES 0405N2 STANDART 250 2000 72.530 396.150 1 1782,68 3169,20 435,77 142,61 537 MERCEDES 0405N2 STANDART 250 2001 68.639 374.898 2 1499,59 2624,29 412,39 56,23
Municipal Bus Company of San Sebastián (CTSS) 148
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538 MERCEDES 0405N2 STANDART 250 2001 73.555 401.749 2 1607,00 2812,24 441,92 60,26 600 MERCEDES 0530 STANDART 272 2001 60.799 361.300 2 1445,20 2529,10 397,43 54,19 601 MERCEDES 0530 STANDART 272 2001 56.027 332.942 2 1331,77 2330,59 366,24 49,94 602 MERCEDES 0530 STANDART 272 2001 60.305 358.364 2 1433,46 2508,55 394,20 53,75 603 MERCEDES 0530 STANDART 272 2001 63.623 378.082 2 1512,33 2646,57 415,89 56,71 604 MERCEDES 0530 STANDART 272 2001 59.702 354.781 2 1419,12 2483,47 390,26 53,22 605 MERCEDES 0530 STANDART 272 2001 56.179 333.845 2 1335,38 2336,92 367,23 50,08 606 MERCEDES 0530 STANDART 272 2002 47.906 284.683 2 1138,73 1992,78 313,15 42,70 607 MERCEDES 0530 STANDART 272 2002 51.751 307.532 2 1230,13 2152,72 338,29 46,13 608 MERCEDES 0530 STANDART 272 2002 50.917 302.576 2 1210,30 2118,03 332,83 45,39 609 MERCEDES 0530 STANDART 272 2002 60.520 359.642 2 1438,57 2517,49 395,61 53,95 610 MERCEDES 0530 STANDART 272 2002 56.001 332.788 2 1331,15 2329,51 366,07 49,92 611 MERCEDES 0530 STANDART 272 2002 55.574 330.250 2 1321,00 2311,75 363,28 49,54 612 MERCEDES 0530 STANDART 272 2002 63.692 378.492 2 1513,97 2649,44 416,34 56,77 613 MERCEDES 0530 STANDART 272 2002 61.237 363.903 2 1455,61 2547,32 400,29 54,59 461 MERCEDES 0530G ARTICULADO 300 2002 54.666 358.295 3 752,42 1791,48 236,47 35,83 462 MERCEDES 0530G ARTICULADO 300 2003 63.004 412.945 3 867,18 2064,72 272,54 41,29 650 MAN 263 F STANDART 263 2003 70.677 406.103 3 852,82 2030,52 268,03 40,61 651 MAN 263 F STANDART 263 2003 69.090 396.984 3 833,67 1984,92 262,01 39,70 652 MAN 263 F STANDART 263 2003 67.497 387.831 3 814,45 1939,16 255,97 38,78 653 MAN 263 F STANDART 263 2003 65.809 378.132 3 794,08 1890,66 249,57 37,81 654 MAN 263 F STANDART 263 2003 66.746 383.516 3 805,38 1917,58 253,12 38,35 470 MAN NG 313 F ARTICULADO 313 2003 62.546 427.707 3 898,18 2138,53 282,29 42,77 471 MAN NG 313 F ARTICULADO 313 2003 69.683 476.512 3 1000,67 2382,56 314,50 47,65 472 MAN NG 313 F ARTICULADO 313 2003 64.408 440.440 3 924,92 2202,20 290,69 44,04 655 MAN 263 F STANDART 263 2004 60.915 350.012 3 735,02 1750,06 231,01 35,00
Municipal Bus Company of San Sebastián (CTSS) 149
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
656 MAN 263 F STANDART 263 2004 63.054 362.302 3 760,83 1811,51 239,12 36,23 657 MAN 263 F STANDART 263 2004 60.609 348.253 3 731,33 1741,27 229,85 34,83 658 MAN 263 F STANDART 263 2004 61.662 354.304 3 744,04 1771,52 233,84 35,43 659 MAN 263 F STANDART 263 2004 62.914 361.498 3 759,15 1807,49 238,59 36,15 660 MAN 263 F STANDART 263 2004 61.387 352.724 3 740,72 1763,62 232,80 35,27 661 MAN 263 F STANDART 263 2004 59.917 344.277 3 722,98 1721,39 227,22 34,43 473 MAN NG 313 F ARTICULADO 313 2004 65.136 445.418 3 935,38 2227,09 293,98 44,54 474 MAN NG 313 F ARTICULADO 313 2004 67.300 460.216 3 966,45 2301,08 303,74 46,02 550 MERCEDES SPRINTER MICROBUS 150 2005 48.475 158.859 3 333,60 794,29 104,85 15,89 551 MERCEDES SPRINTER MICROBUS 150 2005 48.967 160.471 3 336,99 802,36 105,91 16,05 552 MERCEDES SPRINTER MICROBUS 150 2005 51.876 170.004 3 357,01 850,02 112,20 17,00 553 MERCEDES SPRINTER MICROBUS 150 2005 46.113 151.118 3 317,35 755,59 99,74 15,11 663 MAN 263 F STANDART 263 2005 63.356 364.037 3 764,48 1820,19 240,26 36,40 664 MAN 263 F STANDART 263 2005 65.886 378.574 3 795,01 1892,87 249,86 37,86 665 MAN 263 F STANDART 263 2005 60.793 349.311 3 733,55 1746,55 230,54 34,93 475 MAN NG 313 F ARTICULADO 313 2005 66.557 455.135 3 955,78 2275,68 300,39 45,51 476 MAN NG 313 F ARTICULADO 313 2005 62.391 426.647 3 895,96 2133,24 281,59 42,66 555 MERCEDES SPRINTER MICROBUS 150 2006 5.325 17.451 3 36,65 87,25 11,52 1,75 554 MERCEDES SPRINTER MICROBUS 150 2006 62.588 205.109 3 430,73 1025,55 135,37 20,51 556 MERCEDES SPRINTER MICROBUS 150 2006 27.544 90.265 3 189,56 451,33 59,58 9,03 557 MERCEDES SPRINTER MICROBUS 150 2006 55.558 182.071 3 382,35 910,35 120,17 18,21 666 MAN 263 F STANDART 263 2006 58.269 334.808 3 703,10 1674,04 220,97 33,48 667 MAN 263 F STANDART 263 2006 63.378 364.164 3 764,74 1820,82 240,35 36,42 668 MAN 263 F STANDART 263 2006 56.094 322.311 3 676,85 1611,55 212,72 32,23 669 MAN 263 F STANDART 263 2006 59.764 343.398 3 721,14 1716,99 226,64 34,34 670 MAN 263 F STANDART 263 2006 61.986 356.165 3 747,95 1780,83 235,07 35,62
Municipal Bus Company of San Sebastián (CTSS) 150
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
671 MAN 263 F STANDART 263 2006 58.509 336.187 3 705,99 1680,93 221,88 33,62 672 MAN 263 F STANDART 263 2006 58.556 336.457 3 706,56 1682,28 222,06 33,65 477 MAN NG 313 F ARTICULADO 313 2006 58.999 403.452 3 847,25 2017,26 266,28 40,35 478 MAN NG 313 F ARTICULADO 313 2006 59.709 408.307 3 857,44 2041,53 269,48 40,83 479 MAN NG 313 F ARTICULADO 313 2006 63.980 437.513 3 918,78 2187,57 288,76 43,75 480 MAN NG 313 F ARTICULADO 348 2007 9.634 73.247 4 109,87 256,36 33,69 1,46 481 MAN NG 313 F ARTICULADO 348 2007 3.328 25.303 4 37,95 88,56 11,64 0,51 575 MAN NM 244 F 10 METROS 220 2007 53685 258.035 4 387,05 903,12 118,70 5,16 576 MAN NM 244 F 10 METROS 220 2007 12012 57.735 4 86,60 202,07 26,56 1,15 577 MAN NM 244 F 10 METROS 220 2007 8169 39.264 4 58,90 137,42 18,06 0,79 599 MAN NM 244 F 10 METROS 220 2007 1894 9.103 4 13,66 31,86 4,19 0,18 558 MERCEDES SPRINTER MICROBUS 150 2007 12.555 41.144 4 61,72 144,01 18,93 0,82 700 MAN LIONS CITY STANDART 270 2007 11.024 65.029 4 97,54 227,60 29,91 1,30 701 MAN LIONS CITY STANDART 270 2007 574 3.386 4 5,08 11,85 1,56 0,07 5.896.281,00 32.700.240,06 121.456,55 224.345,76 31.205,52 6.966,58
Local emissions (gr/km) CO NOx HC PM 20,60 38,05 5,29 1,18
Municipal Bus Company of San Sebastián (CTSS) 151
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
FLEET A 31-12-2008
YEAR Local emissions (kg) VEHICLE MODEL TYPE CV PURCHASE kms kWh EURO CO NOx HC PM 509 MERCEDES 0405N STANDART 215 1995 47.312 222.235 1 1000,06 1777,88 244,46 80,00 510 MERCEDES 0405N STANDART 215 1996 47.963 225.293 1 1013,82 1802,34 247,82 81,11 511 MERCEDES 0405N STANDART 215 1996 46.486 218.355 1 982,60 1746,84 240,19 78,61 514 MERCEDES 0405N STANDART 215 1996 52.533 246.759 1 1110,42 1974,07 271,43 88,83 515 MERCEDES 0405N STANDART 215 1996 48.083 225.856 1 1016,35 1806,85 248,44 81,31 516 MERCEDES 0405N STANDART 215 1996 48.778 229.121 1 1031,04 1832,97 252,03 82,48 517 MERCEDES 0405N STANDART 215 1996 52.102 244.735 1 1101,31 1957,88 269,21 88,10 518 MERCEDES 0405N STANDART 215 1996 55.121 258.915 1 1165,12 2071,32 284,81 93,21 519 MERCEDES 0405N STANDART 215 1996 52.429 246.271 1 1108,22 1970,16 270,90 88,66
Municipal Bus Company of San Sebastián (CTSS) 152
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
522 MERCEDES 0405N STANDART 215 1997 49.391 232.000 1 1044,00 1856,00 255,20 83,52 524 MERCEDES 0405N STANDART 215 1997 62.707 294.549 1 1325,47 2356,39 324,00 106,04 525 MERCEDES 0405N STANDART 215 1997 63.395 297.780 1 1340,01 2382,24 327,56 107,20 526 MERCEDES 0405N STANDART 215 1997 60.188 282.716 1 1272,22 2261,73 310,99 101,78 527 MERCEDES 0405N STANDART 215 1997 65.989 309.965 1 1394,84 2479,72 340,96 111,59 528 MERCEDES 0405N STANDART 215 1998 55.197 259.272 1 1166,73 2074,18 285,20 93,34 529 MERCEDES 0405N STANDART 215 1998 53.401 250.836 1 1128,76 2006,69 275,92 90,30 530 MERCEDES 0405N STANDART 215 1998 59.322 278.648 1 1253,92 2229,19 306,51 100,31 531 MERCEDES 0405N STANDART 215 1998 63.494 298.245 1 1342,10 2385,96 328,07 107,37 532 MERCEDES 0405N STANDART 215 1998 62.603 294.060 1 1323,27 2352,48 323,47 105,86 533 MERCEDES 0405N STANDART 215 1998 64.302 302.041 1 1359,18 2416,32 332,24 108,73 451 MERCEDES 0405G ARTICULADO 300 1999 58.040 380.409 1 1711,84 3043,27 418,45 136,95 452 MERCEDES 0405G ARTICULADO 300 1999 58.901 386.052 1 1737,24 3088,42 424,66 138,98 453 MERCEDES 0405G ARTICULADO 300 1999 57.460 376.608 1 1694,74 3012,86 414,27 135,58 454 MERCEDES 0405G ARTICULADO 300 1999 64.688 423.982 1 1907,92 3391,86 466,38 152,63 455 MERCEDES 0405G ARTICULADO 300 1999 54.893 359.783 1 1619,02 2878,26 395,76 129,52 456 MERCEDES 0405G ARTICULADO 300 2000 55.951 366.717 1 1650,23 2933,74 403,39 132,02 457 MERCEDES 0405G ARTICULADO 300 2000 61.087 400.380 1 1801,71 3203,04 440,42 144,14 458 MERCEDES 0405G ARTICULADO 300 2000 60.310 395.287 1 1778,79 3162,30 434,82 142,30 459 MERCEDES 0405G ARTICULADO 300 2000 43.611 285.838 1 1286,27 2286,70 314,42 102,90 536 MERCEDES 0405N2 STANDART 250 2000 72.530 396.150 1 1782,68 3169,20 435,77 142,61 537 MERCEDES 0405N2 STANDART 250 2001 68.639 374.898 2 1499,59 2624,29 412,39 56,23 538 MERCEDES 0405N2 STANDART 250 2001 73.555 401.749 2 1607,00 2812,24 441,92 60,26 600 MERCEDES 0530 STANDART 272 2001 60.799 361.300 2 1445,20 2529,10 397,43 54,19 601 MERCEDES 0530 STANDART 272 2001 56.027 332.942 2 1331,77 2330,59 366,24 49,94 602 MERCEDES 0530 STANDART 272 2001 60.305 358.364 2 1433,46 2508,55 394,20 53,75
Municipal Bus Company of San Sebastián (CTSS) 153
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
603 MERCEDES 0530 STANDART 272 2001 63.623 378.082 2 1512,33 2646,57 415,89 56,71 604 MERCEDES 0530 STANDART 272 2001 59.702 354.781 2 1419,12 2483,47 390,26 53,22 605 MERCEDES 0530 STANDART 272 2001 56.179 333.845 2 1335,38 2336,92 367,23 50,08 606 MERCEDES 0530 STANDART 272 2002 47.906 284.683 2 1138,73 1992,78 313,15 42,70 607 MERCEDES 0530 STANDART 272 2002 51.751 307.532 2 1230,13 2152,72 338,29 46,13 608 MERCEDES 0530 STANDART 272 2002 50.917 302.576 2 1210,30 2118,03 332,83 45,39 609 MERCEDES 0530 STANDART 272 2002 60.520 359.642 2 1438,57 2517,49 395,61 53,95 610 MERCEDES 0530 STANDART 272 2002 56.001 332.788 2 1331,15 2329,51 366,07 49,92 611 MERCEDES 0530 STANDART 272 2002 55.574 330.250 2 1321,00 2311,75 363,28 49,54 612 MERCEDES 0530 STANDART 272 2002 63.692 378.492 2 1513,97 2649,44 416,34 56,77 613 MERCEDES 0530 STANDART 272 2002 61.237 363.903 2 1455,61 2547,32 400,29 54,59 461 MERCEDES 0530G ARTICULADO 300 2002 54.666 358.295 3 752,42 1791,48 236,47 35,83 462 MERCEDES 0530G ARTICULADO 300 2003 63.004 412.945 3 867,18 2064,72 272,54 41,29 650 MAN 263 F STANDART 263 2003 70.677 406.103 3 852,82 2030,52 268,03 40,61 651 MAN 263 F STANDART 263 2003 69.090 396.984 3 833,67 1984,92 262,01 39,70 652 MAN 263 F STANDART 263 2003 67.497 387.831 3 814,45 1939,16 255,97 38,78 653 MAN 263 F STANDART 263 2003 65.809 378.132 3 794,08 1890,66 249,57 37,81 654 MAN 263 F STANDART 263 2003 66.746 383.516 3 805,38 1917,58 253,12 38,35 470 MAN NG 313 F ARTICULADO 313 2003 62.546 427.707 3 898,18 2138,53 282,29 42,77 471 MAN NG 313 F ARTICULADO 313 2003 69.683 476.512 3 1000,67 2382,56 314,50 47,65 472 MAN NG 313 F ARTICULADO 313 2003 64.408 440.440 3 924,92 2202,20 290,69 44,04 655 MAN 263 F STANDART 263 2004 60.915 350.012 3 735,02 1750,06 231,01 35,00 656 MAN 263 F STANDART 263 2004 63.054 362.302 3 760,83 1811,51 239,12 36,23 657 MAN 263 F STANDART 263 2004 60.609 348.253 3 731,33 1741,27 229,85 34,83 659 MAN 263 F STANDART 263 2004 61.662 354.304 3 744,04 1771,52 233,84 35,43 659 MAN 263 F STANDART 263 2004 62.914 361.498 3 759,15 1807,49 238,59 36,15
Municipal Bus Company of San Sebastián (CTSS) 154
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
660 MAN 263 F STANDART 263 2004 61.387 352.724 3 740,72 1763,62 232,80 35,27 661 MAN 263 F STANDART 263 2004 59.917 344.277 3 722,98 1721,39 227,22 34,43 473 MAN NG 313 F ARTICULADO 313 2004 65.136 445.418 3 935,38 2227,09 293,98 44,54 474 MAN NG 313 F ARTICULADO 313 2004 67.300 460.216 3 966,45 2301,08 303,74 46,02 550 MERCEDES SPRINTER MICROBUS 150 2005 48.475 158.859 3 333,60 794,29 104,85 15,89 551 MERCEDES SPRINTER MICROBUS 150 2005 48.967 160.471 3 336,99 802,36 105,91 16,05 552 MERCEDES SPRINTER MICROBUS 150 2005 51.876 170.004 3 357,01 850,02 112,20 17,00 553 MERCEDES SPRINTER MICROBUS 150 2005 46.113 151.118 3 317,35 755,59 99,74 15,11 663 MAN 263 F STANDART 263 2005 63.356 364.037 3 764,48 1820,19 240,26 36,40 664 MAN 263 F STANDART 263 2005 65.886 378.574 3 795,01 1892,87 249,86 37,86 665 MAN 263 F STANDART 263 2005 60.793 349.311 3 733,55 1746,55 230,54 34,93 475 MAN NG 313 F ARTICULADO 313 2005 66.557 455.135 3 955,78 2275,68 300,39 45,51 476 MAN NG 313 F ARTICULADO 313 2005 62.391 426.647 3 895,96 2133,24 281,59 42,66 554 MERCEDES SPRINTER MICROBUS 150 2006 62.588 205.109 3 430,73 1025,55 135,37 20,51 556 MERCEDES SPRINTER MICROBUS 150 2006 27.544 90.265 3 189,56 451,33 59,58 9,03 557 MERCEDES SPRINTER MICROBUS 150 2006 55.558 182.071 3 382,35 910,35 120,17 18,21 666 MAN 263 F STANDART 263 2006 58.269 334.808 3 703,10 1674,04 220,97 33,48 667 MAN 263 F STANDART 263 2006 63.378 364.164 3 764,74 1820,82 240,35 36,42 668 MAN 263 F STANDART 263 2006 56.094 322.311 3 676,85 1611,55 212,72 32,23 669 MAN 263 F STANDART 263 2006 59.764 343.398 3 721,14 1716,99 226,64 34,34 670 MAN 263 F STANDART 263 2006 61.986 356.165 3 747,95 1780,83 235,07 35,62 671 MAN 263 F STANDART 263 2006 58.509 336.187 3 705,99 1680,93 221,88 33,62 672 MAN 263 F STANDART 263 2006 58.556 336.457 3 706,56 1682,28 222,06 33,65 477 MAN NG 313 F ARTICULADO 313 2006 58.999 403.452 3 847,25 2017,26 266,28 40,35 478 MAN NG 313 F ARTICULADO 313 2006 59.709 408.307 3 857,44 2041,53 269,48 40,83 479 MAN NG 313 F ARTICULADO 313 2006 63.980 437.513 3 918,78 2187,57 288,76 43,75
Municipal Bus Company of San Sebastián (CTSS) 155
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
480 MAN NG 263 F ARTICULADO 348 2007 9.634 73.247 4 109,87 256,36 33,69 1,46 481 MAN NG 263 F ARTICULADO 348 2007 3.328 25.303 4 37,95 88,56 11,64 0,51 575 MAN NM 244 F 10 METROS 220 2007 53685 258.035 4 387,05 903,12 118,70 5,16 576 MAN NM 244 F 10 METROS 220 2007 12012 57.735 4 86,60 202,07 26,56 1,15 577 MAN NM 244 F 10 METROS 220 2007 8169 39.264 4 58,90 137,42 18,06 0,79 558 MERCEDES SPRINTER MICROBUS 150 2007 60.000 196.628 4 294,94 688,20 90,45 3,93 700 MAN LIONS CITY STANDART 270 2007 60000 353.930 4 530,90 1238,76 162,81 7,08 701 MAN LIONS CITY STANDART 270 2007 60000 353.930 4 530,90 1238,76 162,81 7,08 559 MERCEDES SPRINTER MICROBUS 150 2008 40.000 131.085 4 196,63 458,80 60,30 2,62 702 MAN LIONS CITY STANDART 270 2008 60000 353.930 4 530,90 1238,76 162,81 7,08 703 MAN LIONS CITY STANDART 270 2008 60000 353.930 4 530,90 1238,76 162,81 7,08 704 MAN LIONS CITY STANDART 270 2008 60000 353.930 4 530,90 1238,76 162,81 7,08 705 MAN LIONS CITY STANDART 270 2008 60000 353.930 4 530,90 1238,76 162,81 7,08 706 MAN LIONS CITY STANDART 270 2008 60000 353.930 4 530,90 1238,76 162,81 7,08 707 MAN LIONS CITY STANDART 270 2008 60000 353.930 4 530,90 1238,76 162,81 7,08 708 MAN LIONS CITY STANDART 270 2008 60000 353.930 4 530,90 1238,76 162,81 7,08 709 MAN LIONS CITY STANDART 270 2008 60000 353.930 4 530,90 1238,76 162,81 7,08 710 MAN LIONS CITY STANDART 270 2008 60000 353.930 4 530,90 1238,76 162,81 7,08 711 MAN LIONS CITY STANDART 270 2008 60000 353.930 4 530,90 1238,76 162,81 7,08 712 MAN LIONS CITY STANDART 270 2008 60000 353.930 4 530,90 1238,76 162,81 7,08 482 MAN NG 313 F ARTICULADO 348 2008 64071 487.128 4 730,69 1704,95 224,08 9,74 483 MAN NG 313 F ARTICULADO 348 2008 64071 487.128 4 730,69 1704,95 224,08 9,74 713 MAN LIONS CITY STANDART 270 2008 60.000 353.930 EEV 530,90 707,86 88,48 7,08 714 MAN LIONS CITY STANDART 270 2008 60.000 353.930 EEV 530,90 707,86 88,48 7,08 715 MAN LIONS CITY STANDART 270 2008 60.000 353.930 EEV 530,90 707,86 88,48 7,08 716 MAN LIONS CITY STANDART 270 2008 60.000 353.930 EEV 530,90 707,86 88,48 7,08
Municipal Bus Company of San Sebastián (CTSS) 156
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
717 MAN LIONS CITY STANDART 270 2008 60.000 353.930 EEV 530,90 707,86 88,48 7,08 718 MAN LIONS CITY STANDART 270 2008 60.000 353.930 EEV 530,90 707,86 88,48 7,08 719 MAN LIONS CITY STANDART 270 2008 60.000 353.930 EEV 530,90 707,86 88,48 7,08 720 MAN LIONS CITY STANDART 270 2008 60.000 353.930 EEV 530,90 707,86 88,48 7,08 721 MAN LIONS CITY STANDART 270 2008 60.000 353.930 EEV 530,90 707,86 88,48 7,08 722 MAN LIONS CITY STANDART 270 2008 60.000 353.930 EEV 530,90 707,86 88,48 7,08 6.768.720,00 38.400.225,71 106.298,88 209.259,79 28.923,59 5.605,46
Local emissions (gr/km) CO NOx HC PM 15,70 30,92 4,27 0,83
FLEET 31-12-2009
YEAR Local emissions (kg) VEHICLE MODEL TYPE CV PURCHASE ANTIG kms kWh EURO CO NOx HC PM 524 MERCEDES 0405N STANDART 215 1 1997 12 62.707 294.549 1 1325,47 2356,39 324,00 106,04 525 MERCEDES 0405N STANDART 215 1 1997 12 63.395 297.780 1 1340,01 2382,24 327,56 107,20 526 MERCEDES 0405N STANDART 215 1 1997 12 60.188 282.716 1 1272,22 2261,73 310,99 101,78 527 MERCEDES 0405N STANDART 215 1 1997 12 65.989 309.965 1 1394,84 2479,72 340,96 111,59 528 MERCEDES 0405N STANDART 215 1 1998 11 55.197 259.272 1 1166,73 2074,18 285,20 93,34 529 MERCEDES 0405N STANDART 215 1 1998 11 53.401 250.836 1 1128,76 2006,69 275,92 90,30 530 MERCEDES 0405N STANDART 215 1 1998 11 59.322 278.648 1 1253,92 2229,19 306,51 100,31 531 MERCEDES 0405N STANDART 215 1 1998 11 63.494 298.245 1 1342,10 2385,96 328,07 107,37 532 MERCEDES 0405N STANDART 215 1 1998 11 62.603 294.060 1 1323,27 2352,48 323,47 105,86 533 MERCEDES 0405N STANDART 215 1 1998 11 64.302 302.041 1 1359,18 2416,32 332,24 108,73 451 MERCEDES 0405G ARTICULADO 300 1 1999 10 58.040 380.409 1 1711,84 3043,27 418,45 136,95 452 MERCEDES 0405G ARTICULADO 300 1 1999 10 58.901 386.052 1 1737,24 3088,42 424,66 138,98
Municipal Bus Company of San Sebastián (CTSS) 157
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
453 MERCEDES 0405G ARTICULADO 300 1 1999 10 57.460 376.608 1 1694,74 3012,86 414,27 135,58 454 MERCEDES 0405G ARTICULADO 300 1 1999 10 64.688 423.982 1 1907,92 3391,86 466,38 152,63 455 MERCEDES 0405G ARTICULADO 300 1 1999 10 54.893 359.783 1 1619,02 2878,26 395,76 129,52 456 MERCEDES 0405G ARTICULADO 300 1 2000 9 55.951 366.717 1 1650,23 2933,74 403,39 132,02 457 MERCEDES 0405G ARTICULADO 300 1 2000 9 61.087 400.380 1 1801,71 3203,04 440,42 144,14 458 MERCEDES 0405G ARTICULADO 300 1 2000 9 60.310 395.287 1 1778,79 3162,30 434,82 142,30 459 MERCEDES 0405G ARTICULADO 300 1 2000 9 43.611 285.838 1 1286,27 2286,70 314,42 102,90 536 MERCEDES 0405N2 STANDART 250 1 2000 9 72.530 396.150 1 1782,68 3169,20 435,77 142,61 537 MERCEDES 0405N2 STANDART 250 1 2001 8 68.639 374.898 2 1499,59 2624,29 412,39 56,23 538 MERCEDES 0405N2 STANDART 250 1 2001 8 73.555 401.749 2 1607,00 2812,24 441,92 60,26 600 MERCEDES 0530 STANDART 272 1 2001 8 60.799 361.300 2 1445,20 2529,10 397,43 54,19 601 MERCEDES 0530 STANDART 272 1 2001 8 56.027 332.942 2 1331,77 2330,59 366,24 49,94 602 MERCEDES 0530 STANDART 272 1 2001 8 60.305 358.364 2 1433,46 2508,55 394,20 53,75 603 MERCEDES 0530 STANDART 272 1 2001 8 63.623 378.082 2 1512,33 2646,57 415,89 56,71 604 MERCEDES 0530 STANDART 272 1 2001 8 59.702 354.781 2 1419,12 2483,47 390,26 53,22 605 MERCEDES 0530 STANDART 272 1 2001 8 56.179 333.845 2 1335,38 2336,92 367,23 50,08 606 MERCEDES 0530 STANDART 272 1 2002 7 47.906 284.683 2 1138,73 1992,78 313,15 42,70 607 MERCEDES 0530 STANDART 272 1 2002 7 51.751 307.532 2 1230,13 2152,72 338,29 46,13 608 MERCEDES 0530 STANDART 272 1 2002 7 50.917 302.576 2 1210,30 2118,03 332,83 45,39 609 MERCEDES 0530 STANDART 272 1 2002 7 60.520 359.642 2 1438,57 2517,49 395,61 53,95 610 MERCEDES 0530 STANDART 272 1 2002 7 56.001 332.788 2 1331,15 2329,51 366,07 49,92 611 MERCEDES 0530 STANDART 272 1 2002 7 55.574 330.250 2 1321,00 2311,75 363,28 49,54 612 MERCEDES 0530 STANDART 272 1 2002 7 63.692 378.492 2 1513,97 2649,44 416,34 56,77 613 MERCEDES 0530 STANDART 272 1 2002 7 61.237 363.903 2 1455,61 2547,32 400,29 54,59 461 MERCEDES 0530G ARTICULADO 300 1 2002 7 54.666 358.295 3 752,42 1791,48 236,47 35,83 462 MERCEDES 0530G ARTICULADO 300 1 2003 6 63.004 412.945 3 867,18 2064,72 272,54 41,29 650 MAN 263 F STANDART 263 1 2003 6 70.677 406.103 3 852,82 2030,52 268,03 40,61 651 MAN 263 F STANDART 263 1 2003 6 69.090 396.984 3 833,67 1984,92 262,01 39,70 652 MAN 263 F STANDART 263 1 2003 6 67.497 387.831 3 814,45 1939,16 255,97 38,78 653 MAN 263 F STANDART 263 1 2003 6 65.809 378.132 3 794,08 1890,66 249,57 37,81 654 MAN 263 F STANDART 263 1 2003 6 66.746 383.516 3 805,38 1917,58 253,12 38,35
Municipal Bus Company of San Sebastián (CTSS) 158
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
470 MAN NG 313 F ARTICULADO 313 1 2003 6 62.546 427.707 3 898,18 2138,53 282,29 42,77 471 MAN NG 313 F ARTICULADO 313 1 2003 6 69.683 476.512 3 1000,67 2382,56 314,50 47,65 472 MAN NG 313 F ARTICULADO 313 1 2003 6 64.408 440.440 3 924,92 2202,20 290,69 44,04 655 MAN 263 F STANDART 263 1 2004 5 60.915 350.012 3 735,02 1750,06 231,01 35,00 656 MAN 263 F STANDART 263 1 2004 5 63.054 362.302 3 760,83 1811,51 239,12 36,23 657 MAN 263 F STANDART 263 1 2004 5 60.609 348.253 3 731,33 1741,27 229,85 34,83 659 MAN 263 F STANDART 263 1 2004 5 61.662 354.304 3 744,04 1771,52 233,84 35,43 659 MAN 263 F STANDART 263 1 2004 5 62.914 361.498 3 759,15 1807,49 238,59 36,15 660 MAN 263 F STANDART 263 1 2004 5 61.387 352.724 3 740,72 1763,62 232,80 35,27 661 MAN 263 F STANDART 263 1 2004 5 59.917 344.277 3 722,98 1721,39 227,22 34,43 473 MAN NG 313 F ARTICULADO 313 1 2004 5 65.136 445.418 3 935,38 2227,09 293,98 44,54 474 MAN NG 313 F ARTICULADO 313 1 2004 5 67.300 460.216 3 966,45 2301,08 303,74 46,02 550 MERCEDES SPRINTER MICROBUS 150 1 2005 4 48.475 158.859 3 333,60 794,29 104,85 15,89 551 MERCEDES SPRINTER MICROBUS 150 1 2005 4 48.967 160.471 3 336,99 802,36 105,91 16,05 552 MERCEDES SPRINTER MICROBUS 150 1 2005 4 51.876 170.004 3 357,01 850,02 112,20 17,00 553 MERCEDES SPRINTER MICROBUS 150 1 2005 4 46.113 151.118 3 317,35 755,59 99,74 15,11 663 MAN 263 F STANDART 263 1 2005 4 63.356 364.037 3 764,48 1820,19 240,26 36,40 664 MAN 263 F STANDART 263 1 2005 4 65.886 378.574 3 795,01 1892,87 249,86 37,86 665 MAN 263 F STANDART 263 1 2005 4 60.793 349.311 3 733,55 1746,55 230,54 34,93 475 MAN NG 313 F ARTICULADO 313 1 2005 4 66.557 455.135 3 955,78 2275,68 300,39 45,51 476 MAN NG 313 F ARTICULADO 313 1 2005 4 62.391 426.647 3 895,96 2133,24 281,59 42,66 554 MERCEDES SPRINTER MICROBUS 150 1 2006 3 62.588 205.109 3 430,73 1025,55 135,37 20,51 556 MERCEDES SPRINTER MICROBUS 150 1 2006 3 27.544 90.265 3 189,56 451,33 59,58 9,03 557 MERCEDES SPRINTER MICROBUS 150 1 2006 3 55.558 182.071 3 382,35 910,35 120,17 18,21 666 MAN 263 F STANDART 263 1 2006 3 58.269 334.808 3 703,10 1674,04 220,97 33,48 667 MAN 263 F STANDART 263 1 2006 3 63.378 364.164 3 764,74 1820,82 240,35 36,42 668 MAN 263 F STANDART 263 1 2006 3 56.094 322.311 3 676,85 1611,55 212,72 32,23 669 MAN 263 F STANDART 263 1 2006 3 59.764 343.398 3 721,14 1716,99 226,64 34,34 670 MAN 263 F STANDART 263 1 2006 3 61.986 356.165 3 747,95 1780,83 235,07 35,62 671 MAN 263 F STANDART 263 1 2006 3 58.509 336.187 3 705,99 1680,93 221,88 33,62 672 MAN 263 F STANDART 263 1 2006 3 58.556 336.457 3 706,56 1682,28 222,06 33,65
Municipal Bus Company of San Sebastián (CTSS) 159
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
477 MAN NG 313 F ARTICULADO 313 1 2006 3 58.999 403.452 3 847,25 2017,26 266,28 40,35 478 MAN NG 313 F ARTICULADO 313 1 2006 3 59.709 408.307 3 857,44 2041,53 269,48 40,83 479 MAN NG 313 F ARTICULADO 313 1 2006 3 63.980 437.513 3 918,78 2187,57 288,76 43,75 480 MAN NG 313 F ARTICULADO 348 1 2007 2 9.634 73.247 4 109,87 256,36 33,69 1,46 481 MAN NG 313 F ARTICULADO 348 1 2007 2 3.328 25.303 4 37,95 88,56 11,64 0,51 575 MAN NM 244 F 10 METROS 220 1 2007 2 53685 258.035 4 387,05 903,12 118,70 5,16 576 MAN NM 244 F 10 METROS 220 1 2007 2 12012 57.735 4 86,60 202,07 26,56 1,15 577 MAN NM 244 F 10 METROS 220 1 2007 2 8169 39.264 4 58,90 137,42 18,06 0,79 558 MERCEDES SPRINTER MICROBUS 150 1 2007 2 12.555 41.144 4 61,72 144,01 18,93 0,82 700 MAN LIONS CITY STANDART 270 1 2007 2 60000 353.930 4 530,90 1238,76 162,81 7,08 701 MAN LIONS CITY STANDART 270 1 2007 2 60000 353.930 4 530,90 1238,76 162,81 7,08 559 MERCEDES SPRINTER MICROBUS 150 1 2008 0 40.000 131.085 4 196,63 458,80 60,30 2,62 702 MAN LIONS CITY STANDART 270 1 2008 1 60000 353.930 4 530,90 1238,76 162,81 7,08 703 MAN LIONS CITY STANDART 270 1 2008 1 60000 353.930 4 530,90 1238,76 162,81 7,08 704 MAN LIONS CITY STANDART 270 1 2008 1 60000 353.930 4 530,90 1238,76 162,81 7,08 705 MAN LIONS CITY STANDART 270 1 2008 1 60000 353.930 4 530,90 1238,76 162,81 7,08 706 MAN LIONS CITY STANDART 270 1 2008 1 60000 353.930 4 530,90 1238,76 162,81 7,08 707 MAN LIONS CITY STANDART 270 1 2008 1 60000 353.930 4 530,90 1238,76 162,81 7,08 708 MAN LIONS CITY STANDART 270 1 2008 1 60000 353.930 4 530,90 1238,76 162,81 7,08 709 MAN LIONS CITY STANDART 270 1 2008 1 60000 353.930 4 530,90 1238,76 162,81 7,08 710 MAN LIONS CITY STANDART 270 1 2008 1 60000 353.930 4 530,90 1238,76 162,81 7,08 711 MAN LIONS CITY STANDART 270 1 2008 1 60000 353.930 4 530,90 1238,76 162,81 7,08 712 MAN LIONS CITY STANDART 270 1 2008 1 60000 353.930 4 530,90 1238,76 162,81 7,08 482 MAN NG 313 F ARTICULADO 348 1 2008 1 64071 487.128 4 730,69 1704,95 224,08 9,74 483 MAN NG 313 F ARTICULADO 348 1 2008 1 64071 487.128 4 730,69 1704,95 224,08 9,74 713 MAN LIONS CITY STANDART 270 1 2008 1 60.000 353.930 EEV 530,90 707,86 88,48 7,08 714 MAN LIONS CITY STANDART 270 1 2008 1 60.000 353.930 EEV 530,90 707,86 88,48 7,08 715 MAN LIONS CITY STANDART 270 1 2008 1 60.000 353.930 EEV 530,90 707,86 88,48 7,08 716 MAN LIONS CITY STANDART 270 1 2008 1 60.000 353.930 EEV 530,90 707,86 88,48 7,08 717 MAN LIONS CITY STANDART 270 1 2008 1 60.000 353.930 EEV 530,90 707,86 88,48 7,08 718 MAN LIONS CITY STANDART 270 1 2008 1 60.000 353.930 EEV 530,90 707,86 88,48 7,08
Municipal Bus Company of San Sebastián (CTSS) 160
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
719 MAN LIONS CITY STANDART 270 1 2008 1 60.000 353.930 EEV 530,90 707,86 88,48 7,08 720 MAN LIONS CITY STANDART 270 1 2008 1 60.000 353.930 EEV 530,90 707,86 88,48 7,08 721 MAN LIONS CITY STANDART 270 1 2008 1 60.000 353.930 EEV 530,90 707,86 88,48 7,08 722 MAN LIONS CITY STANDART 270 1 2008 1 60.000 353.930 EEV 530,90 707,86 88,48 7,08 723 MAN LIONS CITY STANDART 270 1 2009 0 60.000 353.930 EEV 530,90 707,86 88,48 7,08 724 MAN LIONS CITY STANDART 270 1 2009 0 60.000 353.930 EEV 530,90 707,86 88,48 7,08 725 MAN LIONS CITY STANDART 270 1 2009 0 60.000 353.930 EEV 530,90 707,86 88,48 7,08 726 MAN LIONS CITY STANDART 270 1 2009 0 60.000 353.930 EEV 530,90 707,86 88,48 7,08 727 MAN LIONS CITY STANDART 270 1 2009 0 60.000 353.930 EEV 530,90 707,86 88,48 7,08 728 MAN LIONS CITY STANDART 270 1 2009 0 60.000 353.930 EEV 530,90 707,86 88,48 7,08 729 MAN LIONS CITY STANDART 270 1 2009 0 60.000 353.930 EEV 530,90 707,86 88,48 7,08 730 MAN LIONS CITY STANDART 270 1 2009 0 60.000 353.930 EEV 530,90 707,86 88,48 7,08 731 MAN LIONS CITY STANDART 270 1 2009 0 60.000 353.930 EEV 530,90 707,86 88,48 7,08 732 MAN LIONS CITY STANDART 270 1 2009 0 60.000 353.930 EEV 530,90 707,86 88,48 7,08 119 4,6134 6.805.682,00 39.362.189,11 100.476,26 196.419,37 27.072,85 4.801,27
Local emissions (gr/km) CO NOx HC PM 14,76 28,86 3,98 0,71
FLEET A 31-12-2010
YEAR Local emissions (kg) VEHICLE MODEL TYPE CV PURCHASE ANTIG kms kWh EURO CO NOx HC PM 451 MERCEDES 0405G ARTICULADO 300 1 1999 11 58.040 380.409 1 1711,84 3043,27 418,45 136,95 452 MERCEDES 0405G ARTICULADO 300 1 1999 11 58.901 386.052 1 1737,24 3088,42 424,66 138,98 453 MERCEDES 0405G ARTICULADO 300 1 1999 11 57.460 376.608 1 1694,74 3012,86 414,27 135,58 454 MERCEDES 0405G ARTICULADO 300 1 1999 11 64.688 423.982 1 1907,92 3391,86 466,38 152,63 455 MERCEDES 0405G ARTICULADO 300 1 1999 11 54.893 359.783 1 1619,02 2878,26 395,76 129,52 456 MERCEDES 0405G ARTICULADO 300 1 2000 10 55.951 366.717 1 1650,23 2933,74 403,39 132,02
Municipal Bus Company of San Sebastián (CTSS) 161
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
457 MERCEDES 0405G ARTICULADO 300 1 2000 10 61.087 400.380 1 1801,71 3203,04 440,42 144,14 458 MERCEDES 0405G ARTICULADO 300 1 2000 10 60.310 395.287 1 1778,79 3162,30 434,82 142,30 459 MERCEDES 0405G ARTICULADO 300 1 2000 10 43.611 285.838 1 1286,27 2286,70 314,42 102,90 536 MERCEDES 0405N2 STANDART 250 1 2000 10 72.530 396.150 1 1782,68 3169,20 435,77 142,61 537 MERCEDES 0405N2 STANDART 250 1 2001 9 68.639 374.898 2 1499,59 2624,29 412,39 56,23 538 MERCEDES 0405N2 STANDART 250 1 2001 9 73.555 401.749 2 1607,00 2812,24 441,92 60,26 600 MERCEDES 0530 STANDART 272 1 2001 9 60.799 361.300 2 1445,20 2529,10 397,43 54,19 601 MERCEDES 0530 STANDART 272 1 2001 9 56.027 332.942 2 1331,77 2330,59 366,24 49,94 602 MERCEDES 0530 STANDART 272 1 2001 9 60.305 358.364 2 1433,46 2508,55 394,20 53,75 603 MERCEDES 0530 STANDART 272 1 2001 9 63.623 378.082 2 1512,33 2646,57 415,89 56,71 604 MERCEDES 0530 STANDART 272 1 2001 9 59.702 354.781 2 1419,12 2483,47 390,26 53,22 605 MERCEDES 0530 STANDART 272 1 2001 9 56.179 333.845 2 1335,38 2336,92 367,23 50,08 606 MERCEDES 0530 STANDART 272 1 2002 8 47.906 284.683 2 1138,73 1992,78 313,15 42,70 607 MERCEDES 0530 STANDART 272 1 2002 8 51.751 307.532 2 1230,13 2152,72 338,29 46,13 608 MERCEDES 0530 STANDART 272 1 2002 8 50.917 302.576 2 1210,30 2118,03 332,83 45,39 609 MERCEDES 0530 STANDART 272 1 2002 8 60.520 359.642 2 1438,57 2517,49 395,61 53,95 610 MERCEDES 0530 STANDART 272 1 2002 8 56.001 332.788 2 1331,15 2329,51 366,07 49,92 611 MERCEDES 0530 STANDART 272 1 2002 8 55.574 330.250 2 1321,00 2311,75 363,28 49,54 612 MERCEDES 0530 STANDART 272 1 2002 8 63.692 378.492 2 1513,97 2649,44 416,34 56,77 613 MERCEDES 0530 STANDART 272 1 2002 8 61.237 363.903 2 1455,61 2547,32 400,29 54,59 461 MERCEDES 0530G ARTICULADO 300 1 2002 8 54.666 358.295 3 752,42 1791,48 236,47 35,83 462 MERCEDES 0530G ARTICULADO 300 1 2003 7 63.004 412.945 3 867,18 2064,72 272,54 41,29 650 MAN 263 F STANDART 263 1 2003 7 70.677 406.103 3 852,82 2030,52 268,03 40,61 651 MAN 263 F STANDART 263 1 2003 7 69.090 396.984 3 833,67 1984,92 262,01 39,70 652 MAN 263 F STANDART 263 1 2003 7 67.497 387.831 3 814,45 1939,16 255,97 38,78 653 MAN 263 F STANDART 263 1 2003 7 65.809 378.132 3 794,08 1890,66 249,57 37,81 654 MAN 263 F STANDART 263 1 2003 7 66.746 383.516 3 805,38 1917,58 253,12 38,35 470 MAN NG 313 F ARTICULADO 313 1 2003 7 62.546 427.707 3 898,18 2138,53 282,29 42,77 471 MAN NG 313 F ARTICULADO 313 1 2003 7 69.683 476.512 3 1000,67 2382,56 314,50 47,65
Municipal Bus Company of San Sebastián (CTSS) 162
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
472 MAN NG 313 F ARTICULADO 313 1 2003 7 64.408 440.440 3 924,92 2202,20 290,69 44,04 655 MAN 263 F STANDART 263 1 2004 6 60.915 350.012 3 735,02 1750,06 231,01 35,00 656 MAN 263 F STANDART 263 1 2004 6 63.054 362.302 3 760,83 1811,51 239,12 36,23 657 MAN 263 F STANDART 263 1 2004 6 60.609 348.253 3 731,33 1741,27 229,85 34,83 659 MAN 263 F STANDART 263 1 2004 6 61.662 354.304 3 744,04 1771,52 233,84 35,43 659 MAN 263 F STANDART 263 1 2004 6 62.914 361.498 3 759,15 1807,49 238,59 36,15 660 MAN 263 F STANDART 263 1 2004 6 61.387 352.724 3 740,72 1763,62 232,80 35,27 661 MAN 263 F STANDART 263 1 2004 6 59.917 344.277 3 722,98 1721,39 227,22 34,43 473 MAN NG 313 F ARTICULADO 313 1 2004 6 65.136 445.418 3 935,38 2227,09 293,98 44,54 474 MAN NG 313 F ARTICULADO 313 1 2004 6 67.300 460.216 3 966,45 2301,08 303,74 46,02 550 MERCEDES SPRINTER MICROBUS 150 1 2005 5 48.475 158.859 3 333,60 794,29 104,85 15,89 551 MERCEDES SPRINTER MICROBUS 150 1 2005 5 48.967 160.471 3 336,99 802,36 105,91 16,05 552 MERCEDES SPRINTER MICROBUS 150 1 2005 5 51.876 170.004 3 357,01 850,02 112,20 17,00 553 MERCEDES SPRINTER MICROBUS 150 1 2005 5 46.113 151.118 3 317,35 755,59 99,74 15,11 663 MAN 263 F STANDART 263 1 2005 5 63.356 364.037 3 764,48 1820,19 240,26 36,40 664 MAN 263 F STANDART 263 1 2005 5 65.886 378.574 3 795,01 1892,87 249,86 37,86 665 MAN 263 F STANDART 263 1 2005 5 60.793 349.311 3 733,55 1746,55 230,54 34,93 475 MAN NG 313 F ARTICULADO 313 1 2005 5 66.557 455.135 3 955,78 2275,68 300,39 45,51 476 MAN NG 313 F ARTICULADO 313 1 2005 5 62.391 426.647 3 895,96 2133,24 281,59 42,66 554 MERCEDES SPRINTER MICROBUS 150 1 2006 4 62.588 205.109 3 430,73 1025,55 135,37 20,51 556 MERCEDES SPRINTER MICROBUS 150 1 2006 4 27.544 90.265 3 189,56 451,33 59,58 9,03 557 MERCEDES SPRINTER MICROBUS 150 1 2006 4 55.558 182.071 3 382,35 910,35 120,17 18,21 666 MAN 263 F STANDART 263 1 2006 4 58.269 334.808 3 703,10 1674,04 220,97 33,48 667 MAN 263 F STANDART 263 1 2006 4 63.378 364.164 3 764,74 1820,82 240,35 36,42 668 MAN 263 F STANDART 263 1 2006 4 56.094 322.311 3 676,85 1611,55 212,72 32,23 669 MAN 263 F STANDART 263 1 2006 4 59.764 343.398 3 721,14 1716,99 226,64 34,34 670 MAN 263 F STANDART 263 1 2006 4 61.986 356.165 3 747,95 1780,83 235,07 35,62 671 MAN 263 F STANDART 263 1 2006 4 58.509 336.187 3 705,99 1680,93 221,88 33,62 672 MAN 263 F STANDART 263 1 2006 4 58.556 336.457 3 706,56 1682,28 222,06 33,65
Municipal Bus Company of San Sebastián (CTSS) 163
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
477 MAN NG 313 F ARTICULADO 313 1 2006 4 58.999 403.452 3 847,25 2017,26 266,28 40,35 478 MAN NG 313 F ARTICULADO 313 1 2006 4 59.709 408.307 3 857,44 2041,53 269,48 40,83 479 MAN NG 313 F ARTICULADO 313 1 2006 4 63.980 437.513 3 918,78 2187,57 288,76 43,75 480 MAN NG 313 F ARTICULADO 348 1 2007 3 9.634 73.247 4 109,87 256,36 33,69 1,46 481 MAN NG 313 F ARTICULADO 348 1 2007 3 3.328 25.303 4 37,95 88,56 11,64 0,51 575 MAN NM 244 F 10 METROS 220 1 2007 3 53685 258.035 4 387,05 903,12 118,70 5,16 576 MAN NM 244 F 10 METROS 220 1 2007 3 12012 57.735 4 86,60 202,07 26,56 1,15 577 MAN NM 244 F 10 METROS 220 1 2007 3 8169 39.264 4 58,90 137,42 18,06 0,79 558 MERCEDES SPRINTER MICROBUS 150 1 2007 3 12.555 41.144 4 61,72 144,01 18,93 0,82 700 MAN LIONS CITY STANDART 270 1 2007 3 60000 353.930 4 530,90 1238,76 162,81 7,08 701 MAN LIONS CITY STANDART 270 1 2007 3 60000 353.930 4 530,90 1238,76 162,81 7,08 559 MERCEDES SPRINTER MICROBUS 150 1 2008 2 40.000 131.085 4 196,63 458,80 60,30 2,62 702 MAN LIONS CITY STANDART 270 1 2008 2 60000 353.930 4 530,90 1238,76 162,81 7,08 703 MAN LIONS CITY STANDART 270 1 2008 2 60000 353.930 4 530,90 1238,76 162,81 7,08 704 MAN LIONS CITY STANDART 270 1 2008 2 60000 353.930 4 530,90 1238,76 162,81 7,08 705 MAN LIONS CITY STANDART 270 1 2008 2 60000 353.930 4 530,90 1238,76 162,81 7,08 706 MAN LIONS CITY STANDART 270 1 2008 2 60000 353.930 4 530,90 1238,76 162,81 7,08 707 MAN LIONS CITY STANDART 270 1 2008 2 60000 353.930 4 530,90 1238,76 162,81 7,08 708 MAN LIONS CITY STANDART 270 1 2008 2 60000 353.930 4 530,90 1238,76 162,81 7,08 709 MAN LIONS CITY STANDART 270 1 2008 2 60000 353.930 4 530,90 1238,76 162,81 7,08 710 MAN LIONS CITY STANDART 270 1 2008 2 60000 353.930 4 530,90 1238,76 162,81 7,08 711 MAN LIONS CITY STANDART 270 1 2008 2 60000 353.930 4 530,90 1238,76 162,81 7,08 712 MAN LIONS CITY STANDART 270 1 2008 2 60000 353.930 4 530,90 1238,76 162,81 7,08 482 MAN NG 313 F ARTICULADO 348 1 2008 2 64071 487.128 4 730,69 1704,95 224,08 9,74 483 MAN NG 313 F ARTICULADO 348 1 2008 2 64071 487.128 4 730,69 1704,95 224,08 9,74 713 MAN LIONS CITY STANDART 270 1 2008 2 60.000 353.930 EEV 530,90 707,86 88,48 7,08 714 MAN LIONS CITY STANDART 270 1 2008 2 60.000 353.930 EEV 530,90 707,86 88,48 7,08 715 MAN LIONS CITY STANDART 270 1 2008 2 60.000 353.930 EEV 530,90 707,86 88,48 7,08 716 MAN LIONS CITY STANDART 270 1 2008 2 60.000 353.930 EEV 530,90 707,86 88,48 7,08
Municipal Bus Company of San Sebastián (CTSS) 164
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
717 MAN LIONS CITY STANDART 270 1 2008 2 60.000 353.930 EEV 530,90 707,86 88,48 7,08 718 MAN LIONS CITY STANDART 270 1 2008 2 60.000 353.930 EEV 530,90 707,86 88,48 7,08 719 MAN LIONS CITY STANDART 270 1 2008 2 60.000 353.930 EEV 530,90 707,86 88,48 7,08 720 MAN LIONS CITY STANDART 270 1 2008 2 60.000 353.930 EEV 530,90 707,86 88,48 7,08 721 MAN LIONS CITY STANDART 270 1 2008 2 60.000 353.930 EEV 530,90 707,86 88,48 7,08 722 MAN LIONS CITY STANDART 270 1 2008 2 60.000 353.930 EEV 530,90 707,86 88,48 7,08 723 MAN LIONS CITY STANDART 270 1 2009 1 60.000 353.930 EEV 530,90 707,86 88,48 7,08 724 MAN LIONS CITY STANDART 270 1 2009 1 60.000 353.930 EEV 530,90 707,86 88,48 7,08 725 MAN LIONS CITY STANDART 270 1 2009 1 60.000 353.930 EEV 530,90 707,86 88,48 7,08 726 MAN LIONS CITY STANDART 270 1 2009 1 60.000 353.930 EEV 530,90 707,86 88,48 7,08 727 MAN LIONS CITY STANDART 270 1 2009 1 60.000 353.930 EEV 530,90 707,86 88,48 7,08 728 MAN LIONS CITY STANDART 270 1 2009 1 60.000 353.930 EEV 530,90 707,86 88,48 7,08 729 MAN LIONS CITY STANDART 270 1 2009 1 60.000 353.930 EEV 530,90 707,86 88,48 7,08 730 MAN LIONS CITY STANDART 270 1 2009 1 60.000 353.930 EEV 530,90 707,86 88,48 7,08 731 MAN LIONS CITY STANDART 270 1 2009 1 60.000 353.930 EEV 530,90 707,86 88,48 7,08 732 MAN LIONS CITY STANDART 270 1 2009 1 60.000 353.930 EEV 530,90 707,86 88,48 7,08 734 MAN LIONS CITY STANDART 270 1 2010 0 60.000 353.930 EEV 530,90 707,86 88,48 7,08 735 MAN LIONS CITY STANDART 270 1 2010 0 60.000 353.930 EEV 530,90 707,86 88,48 7,08 736 MAN LIONS CITY STANDART 270 1 2010 0 60.000 353.930 EEV 530,90 707,86 88,48 7,08 737 MAN LIONS CITY STANDART 270 1 2010 0 60.000 353.930 EEV 530,90 707,86 88,48 7,08 738 MAN LIONS CITY STANDART 270 1 2010 0 60.000 353.930 EEV 530,90 707,86 88,48 7,08 739 MAN LIONS CITY STANDART 270 1 2010 0 60.000 353.930 EEV 530,90 707,86 88,48 7,08 740 MAN LIONS CITY STANDART 270 1 2010 0 60.000 353.930 EEV 530,90 707,86 88,48 7,08 741 MAN LIONS CITY STANDART 270 1 2010 0 60.000 353.930 EEV 530,90 707,86 88,48 7,08 742 MAN LIONS CITY STANDART 270 1 2010 0 60.000 353.930 EEV 530,90 707,86 88,48 7,08 743 MAN LIONS CITY STANDART 270 1 2010 0 60.000 353.930 EEV 530,90 707,86 88,48 7,08 119 4,58 6.857.791 40.327.925 94.204 182.909 25.127 3.946
Municipal Bus Company of San Sebastián (CTSS) 165
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
Local emissions (gr/km) CO NOx HC PM 13,74 26,67 3,66 0,58
FLOTA A 31-12-2011
YEAR Local emissions (kg) VEHICLE MODEL TYPE CV PURCHASE ANTIG kms kWh EURO CO NOx HC PM 456 MERCEDES 0405G ARTICULADO 300 1 2000 11 55.951 366.717 1 1650,23 2933,74 403,39 132,02 457 MERCEDES 0405G ARTICULADO 300 1 2000 11 61.087 400.380 1 1801,71 3203,04 440,42 144,14 458 MERCEDES 0405G ARTICULADO 300 1 2000 11 60.310 395.287 1 1778,79 3162,30 434,82 142,30 459 MERCEDES 0405G ARTICULADO 300 1 2000 11 43.611 285.838 1 1286,27 2286,70 314,42 102,90 536 MERCEDES 0405N2 STANDART 250 1 2000 11 72.530 396.150 1 1782,68 3169,20 435,77 142,61 537 MERCEDES 0405N2 STANDART 250 1 2001 10 68.639 374.898 2 1499,59 2624,29 412,39 56,23 538 MERCEDES 0405N2 STANDART 250 1 2001 10 73.555 401.749 2 1607,00 2812,24 441,92 60,26 600 MERCEDES 0530 STANDART 272 1 2001 10 60.799 361.300 2 1445,20 2529,10 397,43 54,19 601 MERCEDES 0530 STANDART 272 1 2001 10 56.027 332.942 2 1331,77 2330,59 366,24 49,94 602 MERCEDES 0530 STANDART 272 1 2001 10 60.305 358.364 2 1433,46 2508,55 394,20 53,75 603 MERCEDES 0530 STANDART 272 1 2001 10 63.623 378.082 2 1512,33 2646,57 415,89 56,71 604 MERCEDES 0530 STANDART 272 1 2001 10 59.702 354.781 2 1419,12 2483,47 390,26 53,22 605 MERCEDES 0530 STANDART 272 1 2001 10 56.179 333.845 2 1335,38 2336,92 367,23 50,08 606 MERCEDES 0530 STANDART 272 1 2002 9 47.906 284.683 2 1138,73 1992,78 313,15 42,70 607 MERCEDES 0530 STANDART 272 1 2002 9 51.751 307.532 2 1230,13 2152,72 338,29 46,13 608 MERCEDES 0530 STANDART 272 1 2002 9 50.917 302.576 2 1210,30 2118,03 332,83 45,39 609 MERCEDES 0530 STANDART 272 1 2002 9 60.520 359.642 2 1438,57 2517,49 395,61 53,95 610 MERCEDES 0530 STANDART 272 1 2002 9 56.001 332.788 2 1331,15 2329,51 366,07 49,92 611 MERCEDES 0530 STANDART 272 1 2002 9 55.574 330.250 2 1321,00 2311,75 363,28 49,54
Municipal Bus Company of San Sebastián (CTSS) 166
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
612 MERCEDES 0530 STANDART 272 1 2002 9 63.692 378.492 2 1513,97 2649,44 416,34 56,77 613 MERCEDES 0530 STANDART 272 1 2002 9 61.237 363.903 2 1455,61 2547,32 400,29 54,59 461 MERCEDES 0530G ARTICULADO 300 1 2002 9 54.666 358.295 3 752,42 1791,48 236,47 35,83 462 MERCEDES 0530G ARTICULADO 300 1 2003 8 63.004 412.945 3 867,18 2064,72 272,54 41,29 650 MAN 263 F STANDART 263 1 2003 8 70.677 406.103 3 852,82 2030,52 268,03 40,61 651 MAN 263 F STANDART 263 1 2003 8 69.090 396.984 3 833,67 1984,92 262,01 39,70 652 MAN 263 F STANDART 263 1 2003 8 67.497 387.831 3 814,45 1939,16 255,97 38,78 653 MAN 263 F STANDART 263 1 2003 8 65.809 378.132 3 794,08 1890,66 249,57 37,81 654 MAN 263 F STANDART 263 1 2003 8 66.746 383.516 3 805,38 1917,58 253,12 38,35 470 MAN NG 313 F ARTICULADO 313 1 2003 8 62.546 427.707 3 898,18 2138,53 282,29 42,77 471 MAN NG 313 F ARTICULADO 313 1 2003 8 69.683 476.512 3 1000,67 2382,56 314,50 47,65 472 MAN NG 313 F ARTICULADO 313 1 2003 8 64.408 440.440 3 924,92 2202,20 290,69 44,04 655 MAN 263 F STANDART 263 1 2004 7 60.915 350.012 3 735,02 1750,06 231,01 35,00 656 MAN 263 F STANDART 263 1 2004 7 63.054 362.302 3 760,83 1811,51 239,12 36,23 657 MAN 263 F STANDART 263 1 2004 7 60.609 348.253 3 731,33 1741,27 229,85 34,83 659 MAN 263 F STANDART 263 1 2004 7 61.662 354.304 3 744,04 1771,52 233,84 35,43 659 MAN 263 F STANDART 263 1 2004 7 62.914 361.498 3 759,15 1807,49 238,59 36,15 660 MAN 263 F STANDART 263 1 2004 7 61.387 352.724 3 740,72 1763,62 232,80 35,27 661 MAN 263 F STANDART 263 1 2004 7 59.917 344.277 3 722,98 1721,39 227,22 34,43 473 MAN NG 313 F ARTICULADO 313 1 2004 7 65.136 445.418 3 935,38 2227,09 293,98 44,54 474 MAN NG 313 F ARTICULADO 313 1 2004 7 67.300 460.216 3 966,45 2301,08 303,74 46,02 550 MERCEDES SPRINTER MICROBUS 150 1 2005 6 48.475 158.859 3 333,60 794,29 104,85 15,89 551 MERCEDES SPRINTER MICROBUS 150 1 2005 6 48.967 160.471 3 336,99 802,36 105,91 16,05 552 MERCEDES SPRINTER MICROBUS 150 1 2005 6 51.876 170.004 3 357,01 850,02 112,20 17,00 553 MERCEDES SPRINTER MICROBUS 150 1 2005 6 46.113 151.118 3 317,35 755,59 99,74 15,11 663 MAN 263 F STANDART 263 1 2005 6 63.356 364.037 3 764,48 1820,19 240,26 36,40 664 MAN 263 F STANDART 263 1 2005 6 65.886 378.574 3 795,01 1892,87 249,86 37,86 665 MAN 263 F STANDART 263 1 2005 6 60.793 349.311 3 733,55 1746,55 230,54 34,93 475 MAN NG 313 F ARTICULADO 313 1 2005 6 66.557 455.135 3 955,78 2275,68 300,39 45,51
Municipal Bus Company of San Sebastián (CTSS) 167
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
476 MAN NG 313 F ARTICULADO 313 1 2005 6 62.391 426.647 3 895,96 2133,24 281,59 42,66 554 MERCEDES SPRINTER MICROBUS 150 1 2006 5 62.588 205.109 3 430,73 1025,55 135,37 20,51 556 MERCEDES SPRINTER MICROBUS 150 1 2006 5 27.544 90.265 3 189,56 451,33 59,58 9,03 557 MERCEDES SPRINTER MICROBUS 150 1 2006 5 55.558 182.071 3 382,35 910,35 120,17 18,21 666 MAN 263 F STANDART 263 1 2006 5 58.269 334.808 3 703,10 1674,04 220,97 33,48 667 MAN 263 F STANDART 263 1 2006 5 63.378 364.164 3 764,74 1820,82 240,35 36,42 668 MAN 263 F STANDART 263 1 2006 5 56.094 322.311 3 676,85 1611,55 212,72 32,23 669 MAN 263 F STANDART 263 1 2006 5 59.764 343.398 3 721,14 1716,99 226,64 34,34 670 MAN 263 F STANDART 263 1 2006 5 61.986 356.165 3 747,95 1780,83 235,07 35,62 671 MAN 263 F STANDART 263 1 2006 5 58.509 336.187 3 705,99 1680,93 221,88 33,62 672 MAN 263 F STANDART 263 1 2006 5 58.556 336.457 3 706,56 1682,28 222,06 33,65 477 MAN NG 313 F ARTICULADO 313 1 2006 5 58.999 403.452 3 847,25 2017,26 266,28 40,35 478 MAN NG 313 F ARTICULADO 313 1 2006 5 59.709 408.307 3 857,44 2041,53 269,48 40,83 479 MAN NG 313 F ARTICULADO 313 1 2006 5 63.980 437.513 3 918,78 2187,57 288,76 43,75 480 MAN NG 313 F ARTICULADO 348 1 2007 4 9.634 73.247 4 109,87 256,36 33,69 1,46 481 MAN NG 313 F ARTICULADO 348 1 2007 4 3.328 25.303 4 37,95 88,56 11,64 0,51 575 MAN NM 244 F 10 METROS 220 1 2007 4 53685 258.035 4 387,05 903,12 118,70 5,16 576 MAN NM 244 F 10 METROS 220 1 2007 4 12012 57.735 4 86,60 202,07 26,56 1,15 577 MAN NM 244 F 10 METROS 220 1 2007 4 8169 39.264 4 58,90 137,42 18,06 0,79 558 MERCEDES SPRINTER MICROBUS 150 1 2007 4 12.555 41.144 4 61,72 144,01 18,93 0,82 700 MAN LIONS CITY STANDART 270 1 2007 4 60000 353.930 4 530,90 1238,76 162,81 7,08 701 MAN LIONS CITY STANDART 270 1 2007 4 60000 353.930 4 530,90 1238,76 162,81 7,08 559 MERCEDES SPRINTER MICROBUS 150 1 2008 3 40.000 131.085 4 196,63 458,80 60,30 2,62 702 MAN LIONS CITY STANDART 270 1 2008 3 60000 353.930 4 530,90 1238,76 162,81 7,08 703 MAN LIONS CITY STANDART 270 1 2008 3 60000 353.930 4 530,90 1238,76 162,81 7,08 704 MAN LIONS CITY STANDART 270 1 2008 3 60000 353.930 4 530,90 1238,76 162,81 7,08 705 MAN LIONS CITY STANDART 270 1 2008 3 60000 353.930 4 530,90 1238,76 162,81 7,08 706 MAN LIONS CITY STANDART 270 1 2008 3 60000 353.930 4 530,90 1238,76 162,81 7,08 707 MAN LIONS CITY STANDART 270 1 2008 3 60000 353.930 4 530,90 1238,76 162,81 7,08
Municipal Bus Company of San Sebastián (CTSS) 168
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
708 MAN LIONS CITY STANDART 270 1 2008 3 60000 353.930 4 530,90 1238,76 162,81 7,08 709 MAN LIONS CITY STANDART 270 1 2008 3 60000 353.930 4 530,90 1238,76 162,81 7,08 710 MAN LIONS CITY STANDART 270 1 2008 3 60000 353.930 4 530,90 1238,76 162,81 7,08 711 MAN LIONS CITY STANDART 270 1 2008 3 60000 353.930 4 530,90 1238,76 162,81 7,08 712 MAN LIONS CITY STANDART 270 1 2008 3 60000 353.930 4 530,90 1238,76 162,81 7,08 482 MAN NG 313 F ARTICULADO 348 1 2008 3 64071 487.128 4 730,69 1704,95 224,08 9,74 483 MAN NG 313 F ARTICULADO 348 1 2008 3 64071 487.128 4 730,69 1704,95 224,08 9,74 713 MAN LIONS CITY STANDART 270 1 2008 3 60.000 353.930 EEV 530,90 707,86 88,48 7,08 714 MAN LIONS CITY STANDART 270 1 2008 3 60.000 353.930 EEV 530,90 707,86 88,48 7,08 715 MAN LIONS CITY STANDART 270 1 2008 3 60.000 353.930 EEV 530,90 707,86 88,48 7,08 716 MAN LIONS CITY STANDART 270 1 2008 3 60.000 353.930 EEV 530,90 707,86 88,48 7,08 717 MAN LIONS CITY STANDART 270 1 2008 3 60.000 353.930 EEV 530,90 707,86 88,48 7,08 718 MAN LIONS CITY STANDART 270 1 2008 3 60.000 353.930 EEV 530,90 707,86 88,48 7,08 719 MAN LIONS CITY STANDART 270 1 2008 3 60.000 353.930 EEV 530,90 707,86 88,48 7,08 720 MAN LIONS CITY STANDART 270 1 2008 3 60.000 353.930 EEV 530,90 707,86 88,48 7,08 721 MAN LIONS CITY STANDART 270 1 2008 3 60.000 353.930 EEV 530,90 707,86 88,48 7,08 722 MAN LIONS CITY STANDART 270 1 2008 3 60.000 353.930 EEV 530,90 707,86 88,48 7,08 723 MAN LIONS CITY STANDART 270 1 2009 2 60.000 353.930 EEV 530,90 707,86 88,48 7,08 724 MAN LIONS CITY STANDART 270 1 2009 2 60.000 353.930 EEV 530,90 707,86 88,48 7,08 725 MAN LIONS CITY STANDART 270 1 2009 2 60.000 353.930 EEV 530,90 707,86 88,48 7,08 726 MAN LIONS CITY STANDART 270 1 2009 2 60.000 353.930 EEV 530,90 707,86 88,48 7,08 727 MAN LIONS CITY STANDART 270 1 2009 2 60.000 353.930 EEV 530,90 707,86 88,48 7,08 728 MAN LIONS CITY STANDART 270 1 2009 2 60.000 353.930 EEV 530,90 707,86 88,48 7,08 729 MAN LIONS CITY STANDART 270 1 2009 2 60.000 353.930 EEV 530,90 707,86 88,48 7,08 730 MAN LIONS CITY STANDART 270 1 2009 2 60.000 353.930 EEV 530,90 707,86 88,48 7,08 731 MAN LIONS CITY STANDART 270 1 2009 2 60.000 353.930 EEV 530,90 707,86 88,48 7,08 732 MAN LIONS CITY STANDART 270 1 2009 2 60.000 353.930 EEV 530,90 707,86 88,48 7,08 734 MAN LIONS CITY STANDART 270 1 2010 1 60.000 353.930 EEV 530,90 707,86 88,48 7,08 735 MAN LIONS CITY STANDART 270 1 2010 1 60.000 353.930 EEV 530,90 707,86 88,48 7,08
Municipal Bus Company of San Sebastián (CTSS) 169
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
736 MAN LIONS CITY STANDART 270 1 2010 1 60.000 353.930 EEV 530,90 707,86 88,48 7,08 737 MAN LIONS CITY STANDART 270 1 2010 1 60.000 353.930 EEV 530,90 707,86 88,48 7,08 738 MAN LIONS CITY STANDART 270 1 2010 1 60.000 353.930 EEV 530,90 707,86 88,48 7,08 739 MAN LIONS CITY STANDART 270 1 2010 1 60.000 353.930 EEV 530,90 707,86 88,48 7,08 740 MAN LIONS CITY STANDART 270 1 2010 1 60.000 353.930 EEV 530,90 707,86 88,48 7,08 741 MAN LIONS CITY STANDART 270 1 2010 1 60.000 353.930 EEV 530,90 707,86 88,48 7,08 742 MAN LIONS CITY STANDART 270 1 2010 1 60.000 353.930 EEV 530,90 707,86 88,48 7,08 743 MAN LIONS CITY STANDART 270 1 2010 1 60.000 353.930 EEV 530,90 707,86 88,48 7,08 744 MAN LIONS CITY STANDART 270 1 2011 0 60.000 353.930 EEV 530,90 707,86 88,48 7,08 745 MAN LIONS CITY STANDART 270 1 2011 0 60.000 353.930 EEV 530,90 707,86 88,48 7,08 746 MAN LIONS CITY STANDART 270 1 2011 0 60.000 353.930 EEV 530,90 707,86 88,48 7,08 747 MAN LIONS CITY STANDART 270 1 2011 0 60.000 353.930 EEV 530,90 707,86 88,48 7,08 748 MAN LIONS CITY STANDART 270 1 2011 0 60.000 353.930 EEV 530,90 707,86 88,48 7,08 119 5 6.863.809 40.170.741 88.188 171.034 23.450 3.287
Local emissions (gr/km) CO NOx HC PM 12,85 24,92 3,42 0,48
FLOTA A 31-12-2012
YEAR Local emissions (kg) VEHICLE MODEL TYPE CV PURCHASE ANTIG kms kWh EURO CO NOx HC PM 537 MERCEDES 0405N2 STANDART 250 1 2001 11 68.639 374.898 2 1499,59 2624,29 412,39 56,23 538 MERCEDES 0405N2 STANDART 250 1 2001 11 73.555 401.749 2 1607,00 2812,24 441,92 60,26 600 MERCEDES 0530 STANDART 272 1 2001 11 60.799 361.300 2 1445,20 2529,10 397,43 54,19 601 MERCEDES 0530 STANDART 272 1 2001 11 56.027 332.942 2 1331,77 2330,59 366,24 49,94
Municipal Bus Company of San Sebastián (CTSS) 170
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
602 MERCEDES 0530 STANDART 272 1 2001 11 60.305 358.364 2 1433,46 2508,55 394,20 53,75 603 MERCEDES 0530 STANDART 272 1 2001 11 63.623 378.082 2 1512,33 2646,57 415,89 56,71 604 MERCEDES 0530 STANDART 272 1 2001 11 59.702 354.781 2 1419,12 2483,47 390,26 53,22 605 MERCEDES 0530 STANDART 272 1 2001 11 56.179 333.845 2 1335,38 2336,92 367,23 50,08 606 MERCEDES 0530 STANDART 272 1 2002 10 47.906 284.683 2 1138,73 1992,78 313,15 42,70 607 MERCEDES 0530 STANDART 272 1 2002 10 51.751 307.532 2 1230,13 2152,72 338,29 46,13 608 MERCEDES 0530 STANDART 272 1 2002 10 50.917 302.576 2 1210,30 2118,03 332,83 45,39 609 MERCEDES 0530 STANDART 272 1 2002 10 60.520 359.642 2 1438,57 2517,49 395,61 53,95 610 MERCEDES 0530 STANDART 272 1 2002 10 56.001 332.788 2 1331,15 2329,51 366,07 49,92 611 MERCEDES 0530 STANDART 272 1 2002 10 55.574 330.250 2 1321,00 2311,75 363,28 49,54 612 MERCEDES 0530 STANDART 272 1 2002 10 63.692 378.492 2 1513,97 2649,44 416,34 56,77 613 MERCEDES 0530 STANDART 272 1 2002 10 61.237 363.903 2 1455,61 2547,32 400,29 54,59 461 MERCEDES 0530G ARTICULADO 300 1 2002 10 54.666 358.295 3 752,42 1791,48 236,47 35,83 462 MERCEDES 0530G ARTICULADO 300 1 2003 9 63.004 412.945 3 867,18 2064,72 272,54 41,29 650 MAN 263 F STANDART 263 1 2003 9 70.677 406.103 3 852,82 2030,52 268,03 40,61 651 MAN 263 F STANDART 263 1 2003 9 69.090 396.984 3 833,67 1984,92 262,01 39,70 652 MAN 263 F STANDART 263 1 2003 9 67.497 387.831 3 814,45 1939,16 255,97 38,78 653 MAN 263 F STANDART 263 1 2003 9 65.809 378.132 3 794,08 1890,66 249,57 37,81 654 MAN 263 F STANDART 263 1 2003 9 66.746 383.516 3 805,38 1917,58 253,12 38,35 470 MAN NG 313 F ARTICULADO 313 1 2003 9 62.546 427.707 3 898,18 2138,53 282,29 42,77 471 MAN NG 313 F ARTICULADO 313 1 2003 9 69.683 476.512 3 1000,67 2382,56 314,50 47,65 472 MAN NG 313 F ARTICULADO 313 1 2003 9 64.408 440.440 3 924,92 2202,20 290,69 44,04 655 MAN 263 F STANDART 263 1 2004 8 60.915 350.012 3 735,02 1750,06 231,01 35,00 656 MAN 263 F STANDART 263 1 2004 8 63.054 362.302 3 760,83 1811,51 239,12 36,23 657 MAN 263 F STANDART 263 1 2004 8 60.609 348.253 3 731,33 1741,27 229,85 34,83 659 MAN 263 F STANDART 263 1 2004 8 61.662 354.304 3 744,04 1771,52 233,84 35,43 659 MAN 263 F STANDART 263 1 2004 8 62.914 361.498 3 759,15 1807,49 238,59 36,15 660 MAN 263 F STANDART 263 1 2004 8 61.387 352.724 3 740,72 1763,62 232,80 35,27 661 MAN 263 F STANDART 263 1 2004 8 59.917 344.277 3 722,98 1721,39 227,22 34,43
Municipal Bus Company of San Sebastián (CTSS) 171
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
473 MAN NG 313 F ARTICULADO 313 1 2004 8 65.136 445.418 3 935,38 2227,09 293,98 44,54 474 MAN NG 313 F ARTICULADO 313 1 2004 8 67.300 460.216 3 966,45 2301,08 303,74 46,02 550 MERCEDES SPRINTER MICROBUS 150 1 2005 7 48.475 158.859 3 333,60 794,29 104,85 15,89 551 MERCEDES SPRINTER MICROBUS 150 1 2005 7 48.967 160.471 3 336,99 802,36 105,91 16,05 552 MERCEDES SPRINTER MICROBUS 150 1 2005 7 51.876 170.004 3 357,01 850,02 112,20 17,00 553 MERCEDES SPRINTER MICROBUS 150 1 2005 7 46.113 151.118 3 317,35 755,59 99,74 15,11 663 MAN 263 F STANDART 263 1 2005 7 63.356 364.037 3 764,48 1820,19 240,26 36,40 664 MAN 263 F STANDART 263 1 2005 7 65.886 378.574 3 795,01 1892,87 249,86 37,86 665 MAN 263 F STANDART 263 1 2005 7 60.793 349.311 3 733,55 1746,55 230,54 34,93 475 MAN NG 313 F ARTICULADO 313 1 2005 7 66.557 455.135 3 955,78 2275,68 300,39 45,51 476 MAN NG 313 F ARTICULADO 313 1 2005 7 62.391 426.647 3 895,96 2133,24 281,59 42,66 554 MERCEDES SPRINTER MICROBUS 150 1 2006 6 62.588 205.109 3 430,73 1025,55 135,37 20,51 556 MERCEDES SPRINTER MICROBUS 150 1 2006 6 27.544 90.265 3 189,56 451,33 59,58 9,03 557 MERCEDES SPRINTER MICROBUS 150 1 2006 6 55.558 182.071 3 382,35 910,35 120,17 18,21 666 MAN 263 F STANDART 263 1 2006 6 58.269 334.808 3 703,10 1674,04 220,97 33,48 667 MAN 263 F STANDART 263 1 2006 6 63.378 364.164 3 764,74 1820,82 240,35 36,42 668 MAN 263 F STANDART 263 1 2006 6 56.094 322.311 3 676,85 1611,55 212,72 32,23 669 MAN 263 F STANDART 263 1 2006 6 59.764 343.398 3 721,14 1716,99 226,64 34,34 670 MAN 263 F STANDART 263 1 2006 6 61.986 356.165 3 747,95 1780,83 235,07 35,62 671 MAN 263 F STANDART 263 1 2006 6 58.509 336.187 3 705,99 1680,93 221,88 33,62 672 MAN 263 F STANDART 263 1 2006 6 58.556 336.457 3 706,56 1682,28 222,06 33,65 477 MAN NG 313 F ARTICULADO 313 1 2006 6 58.999 403.452 3 847,25 2017,26 266,28 40,35 478 MAN NG 313 F ARTICULADO 313 1 2006 6 59.709 408.307 3 857,44 2041,53 269,48 40,83 479 MAN NG 313 F ARTICULADO 313 1 2006 6 63.980 437.513 3 918,78 2187,57 288,76 43,75 480 MAN NG 313 F ARTICULADO 348 1 2007 5 9.634 73.247 4 109,87 256,36 33,69 1,46 481 MAN NG 313 F ARTICULADO 348 1 2007 5 3.328 25.303 4 37,95 88,56 11,64 0,51 575 MAN NM 244 F 10 METROS 220 1 2007 5 53685 258.035 4 387,05 903,12 118,70 5,16 576 MAN NM 244 F 10 METROS 220 1 2007 5 12012 57.735 4 86,60 202,07 26,56 1,15 577 MAN NM 244 F 10 METROS 220 1 2007 5 8169 39.264 4 58,90 137,42 18,06 0,79
Municipal Bus Company of San Sebastián (CTSS) 172
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
558 MERCEDES SPRINTER MICROBUS 150 1 2007 5 12.555 41.144 4 61,72 144,01 18,93 0,82 700 MAN LIONS CITY STANDART 270 1 2007 5 60000 353.930 4 530,90 1238,76 162,81 7,08 701 MAN LIONS CITY STANDART 270 1 2007 5 60000 353.930 4 530,90 1238,76 162,81 7,08 559 MERCEDES SPRINTER MICROBUS 150 1 2008 4 40.000 131.085 4 196,63 458,80 60,30 2,62 702 MAN LIONS CITY STANDART 270 1 2008 4 60000 353.930 4 530,90 1238,76 162,81 7,08 703 MAN LIONS CITY STANDART 270 1 2008 4 60000 353.930 4 530,90 1238,76 162,81 7,08 704 MAN LIONS CITY STANDART 270 1 2008 4 60000 353.930 4 530,90 1238,76 162,81 7,08 705 MAN LIONS CITY STANDART 270 1 2008 4 60000 353.930 4 530,90 1238,76 162,81 7,08 706 MAN LIONS CITY STANDART 270 1 2008 4 60000 353.930 4 530,90 1238,76 162,81 7,08 707 MAN LIONS CITY STANDART 270 1 2008 4 60000 353.930 4 530,90 1238,76 162,81 7,08 708 MAN LIONS CITY STANDART 270 1 2008 4 60000 353.930 4 530,90 1238,76 162,81 7,08 709 MAN LIONS CITY STANDART 270 1 2008 4 60000 353.930 4 530,90 1238,76 162,81 7,08 710 MAN LIONS CITY STANDART 270 1 2008 4 60000 353.930 4 530,90 1238,76 162,81 7,08 711 MAN LIONS CITY STANDART 270 1 2008 4 60000 353.930 4 530,90 1238,76 162,81 7,08 712 MAN LIONS CITY STANDART 270 1 2008 4 60000 353.930 4 530,90 1238,76 162,81 7,08 482 MAN NG 313 F ARTICULADO 348 1 2008 4 64071 487.128 4 730,69 1704,95 224,08 9,74 483 MAN NG 313 F ARTICULADO 348 1 2008 4 64071 487.128 4 730,69 1704,95 224,08 9,74 713 MAN LIONS CITY STANDART 270 1 2008 4 60.000 353.930 EEV 530,90 707,86 88,48 7,08 714 MAN LIONS CITY STANDART 270 1 2008 4 60.000 353.930 EEV 530,90 707,86 88,48 7,08 715 MAN LIONS CITY STANDART 270 1 2008 4 60.000 353.930 EEV 530,90 707,86 88,48 7,08 716 MAN LIONS CITY STANDART 270 1 2008 4 60.000 353.930 EEV 530,90 707,86 88,48 7,08 717 MAN LIONS CITY STANDART 270 1 2008 4 60.000 353.930 EEV 530,90 707,86 88,48 7,08 718 MAN LIONS CITY STANDART 270 1 2008 4 60.000 353.930 EEV 530,90 707,86 88,48 7,08 719 MAN LIONS CITY STANDART 270 1 2008 4 60.000 353.930 EEV 530,90 707,86 88,48 7,08 720 MAN LIONS CITY STANDART 270 1 2008 4 60.000 353.930 EEV 530,90 707,86 88,48 7,08 721 MAN LIONS CITY STANDART 270 1 2008 4 60.000 353.930 EEV 530,90 707,86 88,48 7,08 722 MAN LIONS CITY STANDART 270 1 2008 4 60.000 353.930 EEV 530,90 707,86 88,48 7,08 723 MAN LIONS CITY STANDART 270 1 2009 3 60.000 353.930 EEV 530,90 707,86 88,48 7,08 724 MAN LIONS CITY STANDART 270 1 2009 3 60.000 353.930 EEV 530,90 707,86 88,48 7,08
Municipal Bus Company of San Sebastián (CTSS) 173
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
725 MAN LIONS CITY STANDART 270 1 2009 3 60.000 353.930 EEV 530,90 707,86 88,48 7,08 726 MAN LIONS CITY STANDART 270 1 2009 3 60.000 353.930 EEV 530,90 707,86 88,48 7,08 727 MAN LIONS CITY STANDART 270 1 2009 3 60.000 353.930 EEV 530,90 707,86 88,48 7,08 728 MAN LIONS CITY STANDART 270 1 2009 3 60.000 353.930 EEV 530,90 707,86 88,48 7,08 729 MAN LIONS CITY STANDART 270 1 2009 3 60.000 353.930 EEV 530,90 707,86 88,48 7,08 730 MAN LIONS CITY STANDART 270 1 2009 3 60.000 353.930 EEV 530,90 707,86 88,48 7,08 731 MAN LIONS CITY STANDART 270 1 2009 3 60.000 353.930 EEV 530,90 707,86 88,48 7,08 732 MAN LIONS CITY STANDART 270 1 2009 3 60.000 353.930 EEV 530,90 707,86 88,48 7,08 734 MAN LIONS CITY STANDART 270 1 2010 2 60.000 353.930 EEV 530,90 707,86 88,48 7,08 735 MAN LIONS CITY STANDART 270 1 2010 2 60.000 353.930 EEV 530,90 707,86 88,48 7,08 736 MAN LIONS CITY STANDART 270 1 2010 2 60.000 353.930 EEV 530,90 707,86 88,48 7,08 737 MAN LIONS CITY STANDART 270 1 2010 2 60.000 353.930 EEV 530,90 707,86 88,48 7,08 738 MAN LIONS CITY STANDART 270 1 2010 2 60.000 353.930 EEV 530,90 707,86 88,48 7,08 739 MAN LIONS CITY STANDART 270 1 2010 2 60.000 353.930 EEV 530,90 707,86 88,48 7,08 740 MAN LIONS CITY STANDART 270 1 2010 2 60.000 353.930 EEV 530,90 707,86 88,48 7,08 741 MAN LIONS CITY STANDART 270 1 2010 2 60.000 353.930 EEV 530,90 707,86 88,48 7,08 742 MAN LIONS CITY STANDART 270 1 2010 2 60.000 353.930 EEV 530,90 707,86 88,48 7,08 743 MAN LIONS CITY STANDART 270 1 2010 2 60.000 353.930 EEV 530,90 707,86 88,48 7,08 744 MAN LIONS CITY STANDART 270 1 2011 1 60.000 353.930 EEV 530,90 707,86 88,48 7,08 745 MAN LIONS CITY STANDART 270 1 2011 1 60.000 353.930 EEV 530,90 707,86 88,48 7,08 746 MAN LIONS CITY STANDART 270 1 2011 1 60.000 353.930 EEV 530,90 707,86 88,48 7,08 747 MAN LIONS CITY STANDART 270 1 2011 1 60.000 353.930 EEV 530,90 707,86 88,48 7,08 748 MAN LIONS CITY STANDART 270 1 2011 1 60.000 353.930 EEV 530,90 707,86 88,48 7,08 749 MAN LIONS CITY STANDART 270 1 2012 0 60.000 353.930 EEV 530,90 707,86 88,48 7,08 750 MAN LIONS CITY STANDART 270 1 2012 0 60.000 353.930 EEV 530,90 707,86 88,48 7,08 751 MAN LIONS CITY STANDART 270 1 2012 0 60.000 353.930 EEV 530,90 707,86 88,48 7,08 752 MAN LIONS CITY STANDART 270 1 2012 0 60.000 353.930 EEV 530,90 707,86 88,48 7,08 753 MAN LIONS CITY STANDART 270 1 2012 0 60.000 353.930 EEV 530,90 707,86 88,48 7,08 119 6 6.870.320 40.096.018 82.543 159.818 21.863 2.659
Municipal Bus Company of San Sebastián (CTSS) 174
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
Local emissions (gr/km) CO NOx HC PM 12,01 23,26 3,18 0,39
Municipal Bus Company of San Sebastián (CTSS) 175
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
Annual kilometres CTSS Km Kilometros 8.000.000,00 7.000.000,00 6.000.000,00 5.000.000,00 4.000.000,00 3.000.000,00 2.000.000,00 1.000.000,00 0,00 2004 2005 2006 2007 2008 2009 2010 2011 2012
Annual power comsumption kwh Potencia
43.000.000,00 41.000.000,00 39.000.000,00 37.000.000,00 35.000.000,00 33.000.000,00 31.000.000,00 29.000.000,00 27.000.000,00 25.000.000,00 2004 2005 2006 2007 2008 2009 2010 2011 2012
Municipal Bus Company of San Sebastián (CTSS) 176
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
9.4 EMISSIONS 2004-2012
Local emissions / kilometre CTSS gr/km
50,00
40,00 NOx 30,00 CO HC 20,00 PM 10,00
0,00 2004 2005 2006 2007 2008 2009 2010 2011 2012
Annual local emissions CTSS Tn /year 250,00
200,00 NOx 150,00 CO 100,00 HC PM 50,00
0,00 2004 2005 2006 2007 2008 2009 2010 2011 2012
Municipal Bus Company of San Sebastián (CTSS) 177
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
Municipal Bus Company of San Sebastián (CTSS) 178
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
10 CONCLUSIONS
The Municipal Bus company of San Sebastián is a company dedicated to the public transport. It is under the supervision of the town hall of the city and its duty is to offer the best service and the better conditions for comfort, logistics, safety, environment, price, etc.The 24 hours of the day, the 365 days of the year.
The solutions that we deliver to the CTSS have to be in agreement with the current situcación in which we live.
Taking into account the economic - energetic scenario in which we are,
Nowadays the oil continues being part of the fuel used in the transport and its socio-economic weight worldwide continues being maximum. For it, we will bear in mind that the big producers of crude oil (Middle East, the USA, Russia …) and the producers of vehicles are the most favored in the current outlook. Its strategy will consist on one hand in reducing the extraction of crude oil to support a price for barrel that is the suitable for its interests and on the other hand the improvement, still very high, in the diesel and petrol engines that it is about the 18 %. Nowadays and forecasting until the end of the year 2010 we are in a new economic crisis. These two conditions will influence in a principal way the strategy that will follow the company in the next two years.
Municipal Bus Company of San Sebastián (CTSS) 179
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
10.1 SOLUTIONS IN A SHORT TIME 2009-2012
The company has today a fleet of 119 vehicles of motive engine, with a prepared infrastructure for the increase of 6 more buses, all together they would be 125.
Within the studied fuels we will firstly reject those that present high barriers (technological, economical…) explained below:
GLP - fossil Fuel with a nominal use inside the public and / or private transport. The major problem that we find is the lack of a nearby supplier, the asked ones belong to Valencia and Barcelona, which they offer a service of supply that adapts to the needs of the company. GNC - fossil Fuel used in the EMT of Madrid and Barcelona with favourable results in mechanical level and with environmental improvements by been short chains of carbon that improve the reduction of CO2 to the atmosphere. Its major handicap for the CTSS is the need to do a civil work both in facilities and in fixed assets that would cost, by information of Naturgas, 1250000 € apart from the buy of vehicles prepared for the propulsion with the above mentioned fuel that they are more expensive than the diesel vehicles. A bus of 12m to GNC has a price of 300000 € while the diesel vehicle with the same characteristics cost 240000 €. Bioethanol - Biofuel with a great experience in Brazil and a few similar services to the biodiesel. Its utilization is marked by the need to use it in vehicles of “Otto” cycle, so for what its utilization rules out in a short term because of the need of the company to buy new vehicles and realizing an investment that would affect the customer in the price for trip. Electricity - The use of electrical vehicles in the public transport is not extended yet, as the electrical vehicles possess a low autonomy and by the high weight of the batteries only it is used for minibuses, for what it will not improve the service of the company. Hydrogen - Fuel that to level of local emission turns out to be excellent but worldwide, the study shows the high economic and environmental cost that nowadays it entails.
Municipal Bus Company of San Sebastián (CTSS) 180
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
A chart is shown bellow to support the conclusions:
Electric) -
GLP Electric H2 ICE +H2 GNC + ICE GNC ª generation + ICE + generation ª H2 + Fuel cell Fuel +H2 Ethanol + ICE + Ethanol Diesel Euro VI Euro Diesel Bio 1 ICE + generation Bio 2ª VALUE ASPECTS (Diesel Hybrid * Technology development 5 4 4 4 2 4 3 3 3 2 * ** * Disp. Resources 5 3 3 4 4 4 3 3 4 3 Very 1 low 5 * Emisión reduction (local) 3 3 4 4 4 4 5 5 5 5 2 low 4 * Enviromental benefit (global) 2 2 3 3 4 3 3 4 4 5 3 medium 3 * Social acceptance 3 3 4 4 4 4 4 4 5 5 4 high 2 ** Acquisition/resource costs 3 3 3 4 4 2 3 3 3 3 Very 5 high 1 ** Implantation costs 5 3 3 5 5 2 2 2 4 4 ** Functional extra charges 5 2 2 4 4 3 2 2 3 2 ** Mechanical problems 5 4 4 5 5 4 3 2 2 1 36 27 30 37 35 30 28 28 33 30
With all this information we consider the better option for the company the use between the years 2009-2012 of diesel and biodiesel fuels in the new Diesel Internal Combustion Engines with low emission levels. Preferably realizing a combined use of both and overcoming the proportion B20, used at present by several models of the company, to see empirically the possible mechanical problems in the vehicles. This options are closely followed by the use of 2nd generation biodiesel in the actual Internal Combustion Engines but there’s a total dependence on its technical development and on its production process costs reduction improvement.
Municipal Bus Company of San Sebastián (CTSS) 181
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
10.2 SOLUTIONS IN A MEDIUM AND LARGE TIME 2012-2050
In the same way, conclusions will be supported by the chart bellow:
Electric) -
ic GLP Electr H2 ICE +H2 GNC + ICE GNC H2 + Fuel cell Fuel +H2 Ethanol + ICE + Ethanol Diesel Euro VI Euro Diesel Bio 1ª genetion + ICE + genetion Bio 1ª Bio 2ª generation + ICE + generation Bio 2ª VALUE ASPECTS (Diesel Hybrid * Technology development 5 5 5 5 5 5 5 5 5 5 * ** * Disp. Resources 2 2 4 4 5 3 5 5 4 5 Very 1 Low 5 * Emisión reduction (local) 1 1 2 2 3 2 4 5 4 5 2 Low 4 * Enviromental benefit (global) 1 1 2 2 3 2 3 4 4 5 3 medium 3 * Social acceptance 1 1 3 3 3 2 4 5 5 5 4 High 2 ** Acquisition/resource costs 2 2 3 3 3 2 3 3 3 5 Very 5 High 1 ** Implantation costs 4 3 3 5 5 2 2 2 4 4 ** Functional extra charges 5 4 4 4 4 4 5 4 4 5 ** Mechanical problems 5 5 5 5 5 5 5 4 4 5 26 24 31 33 36 27 36 37 37 44
The considered solutions for a medium - large period of time are:
Electrical pure Vehicles, because of having a good global efficiency, and in spite of the fact that today only they could be considered for minibuses and for reduced autonomies. Hybrid Diesel-Electrical Vehicles, preferably with optimized diesel engine for the application, for presenting an important improvement of the output and for being a technology that can be applied to any size of bus, from the minibuses up to the articulated buses. Hybrid Vehicles to Fuel cell, in spite of nowadays being not optimized alternatives, both to level of costs as to efficiency, represent a future option that should be taken into account.
Municipal Bus Company of San Sebastián (CTSS) 182
ALTERNATIVE FUELS AND PROPULSION TECHNOLOGIES
11 BIBLIOGRAPHY
APPA. AGENCIA EUROPEA DE LA ENERGÍA. (EEA) INSTITUTO VASCO DE LA ENERGÍA. INSTITUTO VASCO DE LOGÍSTICA. DEPARTAMENTO de QUÍMICA UPV CONSELLERÍA DA ENERXÍA (GALICIA) DEPARTAMENTO DE INDUSTRIA (CATALUÑA) ARISTOTLE UNIVERSITY (Lab of Applied Thermodynamics) BIONOR REPSOL BP PRAXAIR
NATURGAS IDEA
MINISTERIO de INDUSTRIA MERCEDES IVECO VOLVO ADL CASTROSUA MAN SCANIA
Municipal Bus Company of San Sebastián (CTSS) 183