Reference Guide on Trolleybus- Tram Network Use

Output 3.3.6: Reference Guide on Trolleybus- Tram Network Use

Examination, Assessment and Documentation of Synergetic Effects between an Electric Urban Bus System and a Tramway System

Study for LVB, Leipzig: Erection of New Electric Bus Systems or Retrofit to Electric Bus Systems

Leipziger Verkehrsbetriebe GmbH (LVB) Rail&Bus Consultants GmbH Verkehrs-Consult Leipzig u

This document has been prepared by the authors in the framework of the TROLLEY project. The TROLLEY project is implemented through the CENTRAL EUROPE Programme co financed by the ERDF

Any liability for the content of this publication lies with the authors.

The European Commission is not responsible for any use that may be made of the information contained herein.

TABLE OF CONTENTS

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I Objective of the Examination

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II Initial Situation / Task

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AP1 Market Overview

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AP2 Theoretical Requirements / Comparison of Technologies (Infrastructure)

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AP3 Economic Efficiency

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AP4 Practical Application Exemplified by Leipzig (Line 70)

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AP5 Summary / Result

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III Work Packages

III-1 AP1: Market Overview

III-1-1 General

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III-1-2 Description of the Technologies

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III-1-3 Hybrid Buses

Hybrid buses u uuu u uu u uu

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III-1-4 Battery Buses

battery buses

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III-1-5 Trolleybuses

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III-1-6 Hybrid Electric Buses

Hybrid electric buses u u u u u u u u u u uuuu uu

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III-1-7 Fuel Cell Buses

fuel cell buses u u uu u u u u u uu u u uuuuu uu u

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III-1-8 Inductive Current Transfer

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Fig.: Conductor rail for the “Stream” system in Trieste (source: wikipedia)

III-1-9 Flywheel

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uu 1 Diesel hybrid bus u u u u u 2 Fuel cell hybrid bus u u u u uu u 3 Battery/ultracap bus 3.0 Plug-in in the depot / no interim charging u u u uu u u 3.1 Plug-in in the depot + interim charging at the terminal stop u u u 3.2 Plug-in in the depot + inductive interim charging at the terminal stop 3.3 Plug-in in the depot + conductive interim charging at the terminal stop u 3.4 Plug-in in the depot + change of batteries at the terminal stop

3.5 Conductive interim charging at the stop u u 3.6 Inductive interim charging at the stop u 4 Linear energy supply 4.0 Trolleybus u 4.1 Induction 5 Vehicle platforms u u uu u

III-1-10 Complete Systems

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III-1-11 Summary

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hybrid buses uu u u uu u uu uuu u uuu u u uu uu uu

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trolleybus uuu u uu u u u u hybrid electric u

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u inductive power supply uuu uuu uuu u

System Dieselbus / Batterybus Batterybus with Batterybus with Trolleybus Electro-Hybrid Fuel-Cell-Hybrid Inductive Power- Dieselhybridbus without charging charging at charging at with continuous (partly overhead Supply while on route terminus several stops overhead contact wire or energy moving storage)

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Tabel III-1.1: Conclusion of Market Overview

III-2 AP2: Theoretical Requirements

III-2-1 General

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III.2.2.1 Overhead Contact Line (Continuous or in Sections)

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III.2.2.2 Power Supply in the Road (Continuous or in Sections)

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III.2.2.4 Charging Points in the Depot

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III.2.2.5 Substations and Cable Routes

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o uuu o uuu o uuuu uuu III-2-3 Combining the Urban System with the Public Transport System

III.2.3.1 Rivals or Partners

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III.2.3.2 Double Networks

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III.2.3.3 Competitors for the Available Space

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III.2.3.4 Future Requirements

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III.2.3.5 Uniformity / Peak Loads

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III.2.3.6 Operation Management and Incident Concepts

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III.2.3.7 Redundancy

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III.2.3.8 Accessibility

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III.2.3.9 Safety

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III-2-4 Equipment of the Vehicle

III.2.4.1 Electric Energy Storage Unit

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III.2.4.2 Energy Management System

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III.2.4.3 Energy Supply Systems

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Power supply at points:

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Linear power supply:

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III-2-5 Sustainability

III.2.5.1 Future Proof

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III.2.5.2 Available Resources

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III.2.5.3 Environmental Compatibility

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uuu uuu uuu uu u u Source: Working Group on Energy Balances (AGEB) / German Institute for Economic Research (DIW), Berlin

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uSources: Arnhem Report (Trolley 2000); Swiss Service for Transport Studies (GVF) 1997.

III.2.5.4 Acceptance

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III-3 AP3: Economic Efficiency

III-3-1 General

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III-3-2 Method

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III-3-3 Inputs and Assumptions

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Battery Trolleybus Trolleybus without Battery (continuous (sectional unit Diesel Diesel-Hybrid charging with charging overhead wire) overhead wire) Invest Vehicle purchase uu lifetime Redesign u Reinvest Infrastructure overhead wire charging stations right-of-way, stops Depot / workshop (Basic) power supply in Depot OCC / SCADA Operation cost workshop staff u OCC staff Energy consumption Energy price u Inflation Maintenance vehicles Infrastructure Administration

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III-3-4 Synergetic Effects with the Existing Tramway System

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If the town or city already operates a tramway system, how C

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If the town or city operated a tramway / trolleybus system earlier, how C

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III-3-5 National Economy Aspects

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III-3-6 Comparison from a Business-Economic Point of View

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III-3-7 Promotional Funds

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III-3-8 Recommendation (Rough Choice)

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System Dieselbus / Batterybus Batterybus with Batterybus with Trolleybus Electro-Hybrid Fuel-Cell-Hybrid Inductive Power- Dieselhybridbus without charging on charging at charging at several with continuous (partly overhead Supply while route terminus stops overhead contact wire or energy moving storage) Advantages of electric operation u 1 u 2 u

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Compensation of disadvantages of electric operation u 8 u

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Table III-3.4: Qualitative comparison of various bus systems, part 1 of 3

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Table III.3-5: Qualitative comparison of various bus systems, part 2 of 3

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Cost for operation and maintenance u 24

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Table III.3-6: Qualitative comparison of various bus systems, part 3 of 3

III-4 AP4: Practical Application for the Retrofit of a Bus Line from Diesel Bus Operation to Electric Bus Operation Exemplified by Leipzig

III-4-1 Introduction

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Operational concept?

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Nearness to existing power supply installations?

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III-4-2 Operational Requirements

III.4.2.1 Line Choice

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Line 70 u u uuu

Lines 72 and 73 u uuuu uuuu

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Lines 80 and 90 u u u

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III.4.2.2 Main Characteristics of Line 70

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Fig. III-4.1: Course of line 70

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Fig. III-4.2: Topography of the area of line 70 (from Mockau West to Connewitz Kreuz)

III-4-3 Comparison of Scenarios

III.4.3.1 Choice of Scenarios

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III.4.3.1.1 Qualitative Assessment of the Scenarios u

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Fig. III-4.3: Mass/storage capacity relationship of energy storage units (source: Prof. Sau- er, RTWH Aachen)

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D 2 Elektro- u u u u Hybridu u u u u Energiekosten €/km 0,74 0,67 0,37 0,36 0,37 pro km

Table III-4.1: Local energy costs per vehicle kilometre

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D 2 Elektro- u u u u Hybridu Kosten pro km €/km 1,14 1,38 0,89 0,86 0,90

Table III-4.2: Cost efficiency of the vehicle

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Streckenabschnitte Variante 1 Variante 2 mit Fahrleitung Haltestelle Mockau West u u u u u u uu u u u u u u u Connewitz, Kreuz u u u u S-Bf. Markkleeberg

Fig. III-4.3: Overview of the design variants of the infrastructure

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Variant 2 is the preferential solution.

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III.4.3.1.2 Result of the Qualitative Assessment of the Scenarios u u u u u u u

III.4.3.1.3 Determination of the Power Required per Scenario u

Step 1: Approximate determination by way of the graphical timetable

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Step 2: Vehicle simulation of the scenarios

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Step 3: Examination of the various cases of operation

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Fig. III-4.4: Decisive secondary consumers in the hybrid bus

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Fig. III-4.5: Graphical timetable of line 70

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III.4.3.2 Interfaces between the Bus and the Tramway

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a) Availability of traction power supply installations (cable distributors / rectifier substations)

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Legende

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Fig. III-4.6: Line 70 – interfaces to the tramway lines and rectifier substation locations

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Year of co n- New substation Nominal power Substation struction planned in MVA u u u u u u u u u

Table III-4.4: Substations – Year of construction and nominal power

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b) Need for adaptation

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c) Reconstruction of substations / construction of new substations

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d) Arrangement of stops and/or charging points

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Line 70 Line 70 Mockau-West --> Connewitz Kreuz Connewitz Kreuz --> Mockau-West u u u u u u u u u u u u u u

Table III-4.5: Line 70 – stops with an average dwell time > 15 s

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Fig. III-4.7: Charging point at a stop taking the e-BRT system from Siemens as an example

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Fig. III-4.8: Charging point according to the PRIMOVE principle of Bombardier

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e) Coordination of protective provisions for people, infrastructure and rolling stock (coordination of protective provisions)

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Figure III-4.9: Basic scheme of the energy supply u uuuuu uuu u uuuuu uu u u

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Table III-4.6: Possible hazards to the power supply

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Protection of people and livestock

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Protection of the energy supply infrastructure

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III.4.3.3 Urban Integration

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III.4.3.4 Costs and Investments

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Procurement costs and service life of an 18 m long articulated bus u u uu u u u u

Table III-4.7: Procurement costs and service life of an 18 m long articulated bus

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III.4.3.5 Economic Comparison of the Line Variants

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Table III-4.7: Economic comparison of the variants of line 70

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III.4.3.6 Servicing and Maintenance

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III.4.3.7 Analysis of the Routes of Buses Coming onto or Leaving the Line

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Fig. III-4.9: Route for vehicles to park in the Lindenau bus station

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Fig. III-4.9: Route for vehicles to park in the “Technisches Zentrum Heiterblick”

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III.4.3.8 Diesel Bus and Trolleybus - Joint Servicing and Maintenance?

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Annex III-4.1: Line data for line 70

III-5 AP5: Summary / Result

III-5-1 Recommendation for Leipzig

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III-5-2 Transferability to Other Cities

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III-5-3 Good practice of the City of Szeged

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Common tram-trolleybus power supply

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Common tram-trolleybus corridors

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