Analysis of the possibilities of electric operation Electro-mobility

Internal Deliverable No.: DI5.02.02

Project Acronym: 2MOVE2

Full Title: New forms of sustainable urban transport and mobility

Grant Agreement No.: 296036

Workpackage/Measure No.: WP 5 / B5.02

Workpackage/ Measure Title: Development of electro- mobility and introduction of electric mini- on the route within Brno city centre

Responsible Author(s): Jiri Cerny

Responsible Co-Author(s): Zdenek Jarolin

Date: 30th June 2014

Status: Draft / Final

Dissemination level: Public/ Confidential

Cleaner and better transport in cities

Abstract The aim of the measure is to introduce and promote electric technologies for private and public transport like a substitution of conventional way of operating cars and buses powered by diesel. The first part of the measure is concerned on preparation the concept of support and use of alternative drives (electric car, electric ) and possibilities for building of charging stations in the parking objects. In addition it was commissioned the study about e- mobility and the possibilities to improve sustainability in the town. This study finish in spring 2014. The second part of measure is focused on the development of electro/mobility introduction of electric mini/buses in the historical centre. The measure leader is SMB, but DPMB is responsible for all the effort done in this measure. This measure is consultated with energy company, that constructed first private charging station in the Czech Republic. The main area, that will be affected, are certain parts of the city centre, which had so far been inaccessible by public transport due to the lack of vehicles of suitable size and technical specifications. Also the benefits could be improved traffic flows and tourist attraction. Within this measure it will be purchased three electric that should be used for route near the city centre. The exact route and operation parameters will be outputs of the study, it is expected that the route can be: Špilberk (castle) – Česká (centre) – Vila Tugendhat (Unesco heritage). Project Partners

Organization Country Abbreviation

Brno City Municipality CZ SMB

Dopravní podnik města Brna CZ DPMB

Document History

Date Person Action Status Diss. Level

Jiri Cerny 27/6/14 Analysis of possiblities WP 5 / B5.02 Draft SC, EM, TC Zdenek Jarolin

Status: Draft, Final, Approved, and Submitted.

Dissemination Level: PC = Project Coordinator, SC=Site Coordinator, TC=Technical Coordinator, EM=Evaluation Manager.

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Contents

INTRODUCTION ...... 6 1. THE STUDY ...... 7

1.1. PROCESS OF ELABORATION OF THE STUDY ...... 7

1.2. CONTENT OF THE STUDY ...... 7

1.2.1. Institutional frame ...... 7

1.2.2. Demography of Brno ...... 7

1.2.3. Private use of electro-mobility ...... 8

2. ELECTROMOBILITY IN PUBLIC TRANSPORT ...... 10

2.1. OPPORTUNITIES FOR INTRODUCTION OF ELECTRO-BUSES IN PUBLIC TRANSPORT ...... 12

2.1.1. Regular lines in the city centre ...... 13

2.1.2. Tangential lines ...... 13

2.1.3. Tourist lines ...... 14

2.1.4. Extension of lines ...... 14

2.1.5. (BRT) ...... 15

2.2. PLACEMENT OF PUBLIC RECHARGING STATIONS FOR PRIVATE USE ...... 15

2.2.1. Charging infrastructure ...... 15

2.2.2. Unified system of charging connectors ...... 15

3. ANALYSIS OF POTENTIAL ROUTES ...... 16

3.1. ROUTE B1 ...... 16

3.2. ROUTE B2 ...... 17

3.3. ROUTE B3 ...... 18

3.4. ROUTE B4 ...... 20

3.5. ROUTE T1 ...... 21

3.6. ROUTE T2 ...... 22 4. ANALYSIS OF SOCIAL AND ENVIRONMENTAL EFFECT OF ELECTRO-MOBILITY ...... 24

4.1. SOCIAL EFFECTS ...... 24

4.2. ENVIRONMENTAL EFFECTS ...... 24

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5. PROPOSAL OF BASIC PARAMETERS FOR THE CALL FOR ELECTRIC-MINIBUSES FOR BRNO ...... 27 6. PROPOSAL OF MEASURES FOR SUPPORT OF ELECTRO-MOBILITY IN BRNO ...... 29

6.1. FINANCIAL MEASURES ...... 29

6.2. NON-FINANCIAL MEASURES ...... 29

6.3. STRATEGIC MEASURES ...... 29 7. CONCLUSION...... 30

7.1. OPPORTUNITIES FOR ELECTRO-MOBILITY IN THE CITY OF BRNO ...... 30 8. TESTING OF ELECTRIC BUSES IN BRNO ...... 31

8.1. HISTORY OF ELECTROMOBILITY IN BRNO ...... 31

8.2. ALTERNATIVE FUELS IN BRNO ...... 31 9. TESTING METHODS AND INTRODUCTION ...... 33

9.1. DEVELOPMENT OF ELECTROMOBILITY IN THE CZECH REPUBLIC ...... 33

9.2. ELECTRIC BUSES IN BRNO ...... 33

9.3. TESTING METHODS AND ASSESSED ASPECTS ...... 34

Driveability and driver’s comfort ...... 34

Electric energy consumption ...... 34

Battery capacity and range per charge ...... 35

Length of the bus and passenger capacity ...... 35

Recharging methods ...... 35

Comparison with ...... 36

10. TESTED ELECTRIC BUSES ...... 36

10.1. SOR EBN 10.5 ...... 36

10.2. AMZ CITYSMILE 10E ...... 38

10.3. IVECO SKD STRATOS LE 30 E ...... 38

10.4. SIEMENS RAMPINI ALÉ EL ...... 39

10.5. ŠKODA PERUN ...... 41 11. RESULTS ...... 42

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List of Pictures Picture 1: Decomposition of "economical" groups of population in particular parts of Brno .... 8 Picture 2: Modal split and time distribution ...... 9 Picture 3: Electro-minibus on the route in the city centre ...... 10 Picture 4: Electric bus in the process of recharge on the stop ...... 11 Picture 5: Siemens Rampini electro-minibus during recharging using pantograph ...... 12 Picture 6: Possible tangential connection shown by black arrows on the plan of public transport in Brno ...... 14 Picture 7: Line B1 – Nr. 80 (blue) and line Nr. 68 (red) ...... 16 Picture 8: Line B2 (Nr. 65) ...... 17 Picture 9: Line B3 – Nr. 46 (red) and Nr. 66 (blue) ...... 19 Picture 10: Model line B4 ...... 20 Picture 11: Actual route of the line A ...... 21 Picture 12: The sightseeing minibus in the city centre of Brno ...... 22 Picture 133: New tourist line ...... 23 Picture 14: The example of public electromobility promotion...... 24 Picture 15: MJ per year shown on model lines. Blue: diesel buses, red: CNG buses, green: e- buses or combination of e-buses and diesel buses ...... 25 Picture 16: Emission calculation, blue: diesel, red: CNG, green: e-buses or combination e- buses and diesel ...... 25 Picture 17: Comparison of operation costs. green: e-buses or combination of e-buses and diesel buses, violet: combination of more e-buses and diesel buses, red: CNG, blue: diesel. First column: fuel costs, second column: other operation costs, third column: total operation costs...... 26 Picture 18: Example of altitude profile analysis - line 80 (B1)...... 28 Picture 19: SOR EBN 10.5 in service on the line 37 in Brno - Kohoutovice...... 37 Picture 20: Electric bus AMZ during test drive ...... 38 Picture 21: Electric minibus SKD ...... 39 Picture 22: Siemens Rampini during recharging using tram pantograph ...... 40 Picture 23: Škoda Perun ...... 41

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Introduction The City of Brno is the member of Civitas Plus 2 initiative 2MOVE2. The main partners in 2MOVE2 project in the City of Brno are City Municipality and Brno Public Transport Company (DPMB) that is major operator of , buses and trolleybuses in the city of Brno. DPMB solves two 2MOVE2 measures together with The City of Brno and two on its own. The measure B5.02 is one of the measures that are solved together. It deals with “Development of electro-mobility and introduction of electric mini-buses on the route within Brno city centre”. The main objective of Brno public Transport Company is to purchase and operate three electric mini-buses on the lines in the city centre. To fulfil the task B5.02.01 defined in Research and technical development phase, The City of Brno made a call for experts who can elaborate feasibility study for Introducing electro- mobility in The City of Brno. The winner was The Transport Research Centre (Centrum dopravního výzkumu – CDV).

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1. The Study

1.1. Process of elaboration of the Study The study was elaborated from summer 2013 till early spring 2014. Each month there was an appointment with people from The City of Brno, Public Transport Company and from CDV (Transport Research Centre). During the process of elaborating all three sides were consulting partial results. DPMB was in close cooperating with CDV. It was providing lots of internal materials like internal timetables and other documents for calculation of routes and also emissions of standard buses for comparison with CNG buses and electro-buses. After the finalisation of the study in late January 2014, DPMB and SMB (The City of Brno) had one month to read the study carefully and to write down some comments. Both sides made some comments. All of these comments were recalculated or fixed and in March 2014 the feasibility study was finally done.

1.2. Content of the Study In the introduction of the study there is a definition of electro-mobility: “Electro-mobility in the modern way we know as a discipline that deals with development of electro-mobiles. Electro- mobility is simply movement of vehicles that use electric energy or means of transport with electric motors.”

1.2.1. Institutional frame The first chapter defines institutional frame and strategic documents that can be used for development of electro-mobility for local conditions, for example ELENA – The European Local Energy Assistance, strategic documents of Czech Republic and European union, Transport Policy 2014 – 2020, SUMP – Sustainable Urban Mobility Plans and other.

1.2.2. Demography of Brno The City of Brno is the capital city of Moravian and also South Moravian region. It is the second largest city in Czech Republic after capital – Prague. It has about 386 thousands inhabitants. The spread of inhabitants in area of the city is not uniform.

Age and economical activity In Brno there live about 12.7% of children under 15yo and 17.3% seniors over 65yo. The largest group that is according to the Czech law “economically active population” counts 70% (inhabitants between 15 and 65 years old).

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Picture 1: Decomposition of "economical" groups of population in particular parts of Brno The most economically active people live in the parts of Brno where are lots of housing developments or large block of flats or panel houses for example Vinohrady, Líšeň, Bystrc, Nový Lískovec, Bohunice and Medlánky. The less economically active inhabitants live in Žabovřesky that is situated in the old part of Brno and there are mostly family houses or small block of flats.

1.2.3. Private use of electro-mobility In the City of Brno there are registered 151 thousands of automobiles. It is about 400 automobiles per 1000 inhabitants.

Modal split In summer 2013 Transport Research Centre made a research about the modal split of Brno inhabitants. There is good news that almost 50% of inhabitants use public transport for their travelling around the city.

Car – 29.8% Public transport – 42.8% Walk – 25.0% Bicycle – 1.9% Other – 0.6%

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Picture 2: Modal split and time distribution

Columns (from left): Total, Public transport, Car, Walk, Bicycle, other

Increase of number of private electro-mobiles The study provides few recommendations how to support people to buy and to use personal electric car. The target group of potential users should be people that use car every day or need it for their job. These people should be more creditworthy than average or they have to had some special benefits from using e-mobiles. Examples recommended by study: traffic lanes for e-mobiles shared with public transport or taxis, special parking places in the centre or the city or near shop entrances with electric plug to recharge the car, permit to drive the e-car into places only for city maintenance, support of e-car sharing and other. These recommendations are supported by presentation of good examples of using electro-mobility from abroad.

Increase of number of electric bicycles There is also possibility of extension of number of electric bikes. The study deals with some statistic or one example from Germany, but there is no specific recommendation for Brno.

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2. Electromobility in public transport The chapter e-mobility in public transport deals with some specific solutions from other European cities. For each example is elaborated SWOT analysis and described organisational and technical aspects.

Portugal – electric minibuses The project of e-minibuses in Portugal is supported by local government agencies. The pilot project of two e-minibuses was tested in 25 Portuguese cities mostly by the system of The Blue line. It means that on the route of minibus is drawn blue line on the ground and passengers can stop the bus everywhere they want. The minibuses were made by manufacturer Tecnobus, model Gulliver. They are 5.30 m long and 2.07 m wide with capacity of 14 people standing and 8 sitting.

Picture 3: Electro-minibus on the route in the city centre

Turin (Italy) Local transport company GTT recently bought 23 electro-minibuses Cacciamali Elfo for operation on two lines in the centre of the city. Minibus routes connect important venues like railway station or hospitals and they also go through narrow streets of city centre, where other standard buses cannot pass.

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The e-minibuses are recharged on terminus stations by electric induction. In 15 minutes the can be recharged on 80% battery capacity.

Landskrona – Sweden, Eberswalde – Germany Both cities operate trolleybuses with additional batteries. Batteries are being charged during the operation on line. Ladskrona doesn’t have overhead lines between terminus stop in the centre of the city and depot, so trolleybuses use batteries for manipulation rides. In Eberswalde has two trolleybus lines, both have short part without overhead lines, so trolleybuses use batteries on normal line.

Geneve – Switzerland In Geneve is in pilot operation special project TOSA. They have 18 m long articulated electro-buses. There was an objective to minimize batteries on board, so they created special recharging point on the most stops of the pilot line. The electric bus is recharged on this stop by electric flash.

Picture 4: Electric bus in the process of recharge on the stop

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Wien – Austria Local operator Wiener Linien uses 12 electric minibuses Siemens/Rampini equipped with tram pantograph. These minibuses use the pantograph to recharge the batteries on terminus stations from tram or trolleybus overhead lines. The battery is recharged in about 10 – 15 minutes and range the range per charge is about 150 km.

Picture 5: Siemens Rampini electro-minibus during recharging using tram pantograph

Ostrava – Czech Republic Ostrava uses 4 standard battery electro-buses SOR EBN 10.5. They operate them on lines nr. 38 and nr. 52. Daily operation is 178 km, but electro-buses can be operated only in the morning peak and then in the afternoon peak. During the break over the noon must be charged in the depot.

2.1. Opportunities for introduction of electro-buses in public transport Potential development of e-mobility in Brno can be divided as follows: a) Regular routes in the centre of the city b) Tangential connection of parts of the city

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Cleaner and better transport in cities c) Tourist routes d) Extension of trolleybus routes e) Bus rapid transit (BRT) on radial routes

2.1.1. Regular lines in the city centre According to the situation in the city centre, there are two basic possibilities of route planning: - circular line around or in the historic city centre - tangential line connecting tram lines Use of electric-minibuses seems to be less effective because of lots of tram connections and very small inner centre.

2.1.2. Tangential lines Most of the public transport lines are radial. Transport between some neighbouring parts of Brno can be done only through the centre. The typical example is Kraví Hora locality (there is beautiful park with planetarium and water park). In December 2013 there was new line established in one direction from Kraví Hora, but there is still one important connection missing. That seems to be good opportunity for development of e-mobility.

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Picture 6: Possible tangential connection shown by black arrows on the plan of public transport in Brno

2.1.3. Tourist lines Each summer there are three special tourist minibus sightseeing lines in Brno. All lines start on “Malinovského square” in the centre and go through selected parts and sights of the city. There is also multilingual guide on board. These lines can be also convenient for using e-minibuses. During the brakes in the centre can be easily recharged. Plans about tourist line from Špilberk castle to Villa Tugendhat that is under consideration will be described in further chapters.

2.1.4. Extension of trolleybus lines DPMB has the longest trolleybus network in the Czech Republic. It has about 108 km of lines. There are some possibilities of extension of trolleybus lines in the localities, where are no overhead lines (for example Novolíšeňská – Jírova, Osová – Nádraží Bohunice). The most convenient vehicles for this application are trolleybuses with additional batteries. On the

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Cleaner and better transport in cities other hand this solution doesn’t seem to be feasible because DPMB would have to buy lots of trolleybuses with this equipment to cover the trolleybus line with this kind of solution.

2.1.5. Bus Rapid Transit (BRT) Interesting and fast mean of transport in combination with “TOSA” system used in Geneve – ultrafast flash recharging on bus stops. Anyway BRT is not feasible for Brno because of tram and trolleybus network density.

2.2. Placement of public recharging stations for private use This chapter deals with private electric cars issue and possibilities of its charging on public places. Producing of electric cars is one of points of interests of most automobiles manufacturers. The chapter also defines several business models how to implement and spread electro- mobility into private use.

2.2.1. Charging infrastructure Acceptability of electric vehicles depends on ability to provide everyday mobility need. In these days, electric vehicles still have limited range per charge. Issue of high quality charging infrastructure is still on the agenda. The main types of charging are: by cable, by pantograph from overhead lines, by electric induction or by battery changing Charging infrastructure can be: private, semi-private (for specific group of users) or public.

2.2.2. Unified system of charging connectors Basic precondition of successful implementation of e-mobility into private use is to establish standard for type of charging connectors. International normative institution is International Electrotechnical Comission (IEC). It authorized in the year 2009 unified connector type suggested by German company Mennekes. The connectors according to standard IEC 61851 must be the same for all electric currents and should meet lots of safety criteria. The chapter 1.4 also deals with other aspects of private e-mobility use such as positioning of charging stations, navigation to charging points and so on. These aspects are not important for electro-bus operation.

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3. Analysis of potential electric bus routes Total length of overhead lines in Brno is 415 km: 172 km tram overhead lines and 243 km trolleybus overhead lines. This kind of infrastructure is very convenient for ongoing recharging by tram or trolleybus pantograph. This kind of e-bus was tested in Brno in October 2013 with positive result. Following analysis of lines comes out of placement recharging points. Using electricity for trams and trolleybuses is appropriate for DPMB, because it doesn’t need to build recharging point in depot and the electricity for transport vehicles is at cheaper tariff that common electric energy.

3.1. Route B1 Route B1 is model line that is exactly the same as line 80 that is in real operation. The line 80 has terminus station on “Náměstí Míru” and has half circle tangential route. The line is operated by minibuses. Minibuses from line 80 also provide service on line 68. The point for ongoing recharging will be situated on “Náměstí Míru”. The minibus goes every 30 minutes and has every break longer than 15 minutes.

Picture 7: Line B1 – Nr. 80 (blue) and line Nr. 68 (red)

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3.2. Route B2 Model route B2 is the current line 65 (“Řečkovice, nádraží” – “Medlánky” – “Královo Pole, nádraží”). It is regular line provided primarily by minibuses. The terminus stations are “Řečkovice, nádraží” and “Nadační”. In order to use ongoing recharging the study provides suggestion of route change. Minibuses could be recharged in tram depot Medlánky. Minibuses could run from Nadační to Medlánky every 2 hours. On the way it could provide service in the street Hudcova. Anyway the line is situated in the suburbs and doesn’t run in the city centre.

Picture 8: Line B2 (Nr. 65)

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3.3. Route B3 The route B3 is included in the study only as a model example of route, where can be operated standard length electro-buses. The line is situated in the part Brno-sever. Current number of the line is 46, its buses also provides service on line 66. The line 46 runs 12 m long standard buses. It goes from “Lesná, Haškova” to “Lesnická” or “Zemědělská”. The line timetable was changed to have the possibility of standard battery electro-bus operation. Electro-buses would be maintained in depot Komín, during the breaks it would be recharged in depot Husovice.

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Picture 9: Line B3 – Nr. 46 (red) and Nr. 66 (blue)

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3.4. Route B4 Route B4 is the model line in the historic city centre that does not exist in these days. It is proposed line for minibus operation. It is a circle in the city centre with terminus station on “Komenského náměstí” where can be minibuses recharged. The route tangentially connects all three tram branches in the city centre. The electro-minibus would run every 10 minutes, in early mornings and late evenings every 15 minutes. If it has longer interval, it wouldn’t be used by passengers, because city centre is quite small and walk distances are not long. Due to narrow streets, pedestrian zones and some traffic restrictions is this line less feasible.

Picture 10: Model line B4

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3.5. Route T1 Tourist lines are provided only in summer seasons at this time. They are provided by Tourist Information Centre (TIC) on Fridays, Saturdays and Sundays. In the year 2013 there were 12 transport links per week. The model route T1 is the copy of actual route of the tourist line A. It is about 12 km long and it connects important landmarks in the wide centre. The line is conceived as sightseeing tour. The ongoing recharging can be realised during brakes at the terminus station “Mahenovo divadlo”.

Picture 11: Actual route of the line A

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Picture 12: The sightseeing minibus in the city centre of Brno

3.6. Route T2 According to the demand for the introduction of transport service in the location of UNESCO Heritage site Villa Tugendhat the study suggested new model tourist line signed as T2. Its route is from Villa Tugendhat through the city centre to the Špilberk castle that is on the hill and is difficult to reach for eldery or disabled people. The timetable would be adapted to the tour starts in Villa Tugendhat. Ongoing recharging would be realised on terminus station “Komenského náměstí”.

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Picture 133: New tourist line

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4. Analysis of social and environmental effect of electro- mobility

4.1. Social effects Support of electro-mobility is not just issue of costs and revenues. There are lots of other aspects that have big impact on perception of e-mobility. Electro-mobility is one of the future possibilities of replacing of fossil fuels. Development of e- mobility will help to stabilise the world energy safety. Electro-mobility is also indirect support of homeland economy by using services of local energy suppliers. The study also defines some instruments, how to promote e-mobility for public and for private use. It also provides some examples of electro-mobility advertising campaigns.

Picture 14: The example of public electromobility promotion.

4.2. Environmental effects In this chapter study provides calculations about amount of emission of every single type of vehicle traction. To make the calculations DPMB gave to CDV some specific data about consumption of vehicles, route parameters and others.

Energy consumption The first calculation was about energy consumption per year. Mega Joule was the selected unit. The result was that the less effective fuel is compressed natural gas (CNG) and then diesel. Electric energy is the most effective fuel in MJ consumption.

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Picture 15: MJ per year shown on model lines. Blue: diesel buses, red: CNG buses, green: e-buses or combination of e-buses and diesel buses

Emission The next calculations were about emissions that are produced by buses on model lines. CDV tried to calculate amount of produced carbon dioxide, carbon monoxide, nitrogen oxides and solids.

Picture 16: Emission calculation, blue: diesel, red: CNG, green: e-buses or combination e-buses and diesel

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The most polluting fuel is diesel followed with CNG. The less polluting fuel is electricity. But if the electric energy is not made from renewable resources, the pollution is just moved to the place, where energy producer is located.

Operation costs The study also provides simple calculation of operation costs. CDV became detailed data about operation costs of each type of bus, internal timetables and others.

Picture 17: Comparison of operation costs. green: e-buses or combination of e-buses and diesel buses, violet: combination of more e-buses and diesel buses, red: CNG, blue: diesel. First column: fuel costs, second column: other operation costs, third column: total operation costs.

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5. Proposal of basic parameters for the call for electric- minibuses for Brno According to proposed model lines, the most important parameters for new minibuses are size, range per charge and gradeability.

Size of the electro-bus All model routes are being serviced by minibus or by standard length bus. Maximum length of the bus should be 12 m. All roads on regular lines are wide enough for standard bus. There are some narrow roads on proposed tourist lines, but the study claims, that there should be enough space for bus too even when there are cars parked. Recommended parameters: length max 10.0 m, width max 2.5 m.

Range per charge The best possibility for Brno is ongoing recharging in combination with e-minibus. Using the data and results from model routes the study claims that minimal range per charge has to be 37 km. After this distance must be electric minibus recharged. Generally it is better to have less battery capacity on the bus and charge them more often, because batteries are very have and large so they can reduce capacity.

Gradeability To determine required gradeability there had to be done analysis of model routes. The study claims, that maximum gradient is 7.73° (around 18%). That means that electric vehicle has to be able to run up the hill that is 18% steep fully loaded. It also has to be able to stop and start again.

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Picture 18: Example of altitude profile analysis - line 80 (B1).

Recharging of minibuses System of recharging should be very simple. Ongoing recharging will be placed on frequented places. There should be no manual manipulation with pantograph by the driver.

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6. Proposal of measures for support of electro-mobility in Brno The study divides these measures in three categories: - financial measures - non-financial measures - strategic measures

6.1. Financial measures - Reducing taxes and fees that comes out of operating the vehicle can be done by city council. - Financial support of purchasing e-car needs to have support in legislation. - Financial support of developing e-mobility

6.2. Non-financial measures - Low-emission zones were part of Civitas 2MOVE2 project, but the measure was cancelled. - Special parking places for e-cars are already being established - Access to places where normal cars cannot go. This measure is not supported by city council. - Support of charging infrastructure is already being established. - Legislation, regulation

6.3. Strategic measures - Strategic and action plans - Study on demand, target groups, financial sensitivity, placement of recharging stations. The study recommends to do another study about mentioned aspects. - Marketing measures, advertising of electro-mobility will be done by Civitas dissemination and other informational channels.

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7. Conclusion Results of the study shows the fact that The European Union followed with Czech Republic support e-mobility as a tool that helps to fulfil long term strategic goals especially in sustainable energy economy. The issue of e-mobility is increasingly becoming more important. Transport politics for the period 2014 – 2020 also counts with support of alternative fuels. Nowadays the electro-mobility is still more expensive a bit than other fuels, but it is still becoming more important.

7.1. Opportunities for electro-mobility in the City of Brno According to the socio-demographic analysis the study recommends to include following statements into SUMP: - support of private electric cars for example by creating special park places for e-mobiles in the city centre - support of electric bicycles - support of city logistics by using electric cars to supply the city centre with goods - development of public transport by supporting traditional trams and trolleybuses and by introducing new electro-buses

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8. Testing of electric buses in Brno

8.1. History of electromobility in Brno The history of electric public city transport is dated from 1899, when the first trams with electric motor and overhead lines were introduced into operation. In that year, the electric trams completely replaced horse-powered trams and steam trams that were operated form 1869. The network of electric trams was quickly developing and in 1949 the trolleybuses (electric buses with electric overhead lines) were introduced into operation on its first line. The biggest development of electric transport in Brno was during the Iran oil crisis in 1970’s. Nowadays Brno has the second largest tram network in the Czech Republic that is 70,2 km long and the largest trolleybus network with length about 54 km. As a supplement to the electric public city transport there are also buses in operation from early 1930’s. After the end of the communism era in 1989, Brno Public Transport Company, Co. (DPMB) started to take over technological innovation from the Western Europe to every company sector. In 1990’s the first ecological programs and initiatives so reduce the pollutions and to protect the nature appeared and DPMB as one of the most significant companies and employers in the Moravian region started to implement these social and environmental requirements. DPMB also wanted to test the alternative fuels for buses from the ecological and environmental reasons. The special chapter of electromobility in Brno are tourist electric boats that are operated on reservoir dam that is located on The Svratka River in the north-west part of Brno. The boats are operated by Brno Public Transport Company too. The operation started in 1946 and the boats were built by DPMB workers using lots of parts form 2-axle trams (for example electric engine). Nowadays there is operating the third generation of electric boats (year of manufacture 2010 – 2012) using batteries to store the electric energy for powering the electric engine. Recharging process takes place during the night. The boats are also equipped by the diesel aggregate for operation when the batteries are discharged.

8.2. Alternative fuels in Brno The first attempt to implement the alternative fuel in Brno was in 1996. Two Karosa buses were rebuilt for the compressed natural gas (CNG) power. The test operation of CNG buses showed that the CNG is a little bit more ecological and the operation is a little bit cheaper than standard diesel-powered buses. Unfortunately the operation of these buses was stopped in 2001 and the buses were sold because the CNG station next to the bus depot was closed and in that time there was not another CNG station in Brno.

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Around the year 2000 DPMB started the tests of bio diesel in older buses. The main reason was the government support realised by the tax reduction for bio diesel. The bio diesel is being partially used till these days. The next experiment with standard fuel was around the year 2010. This test was motivated mostly by the economical reasons – the tested fuel was emulsion diesel (emulsion with about 90 % of diesel and about 10 % of water) and was supported by the government. It was applied only during the summer season (to prevent freezing) and only to older buses. After one year the application of emulsion diesel was stopped when because the tax reduction support was finished and standard diesel was less expensive. The first big project to introduce alternative fuel to buses of Brno Public Transport Company was in 2006. The purpose was to change the fuel in one of two bus depots from diesel to CNG. The first step was the test operation of 5 different buses powered by CNG (Ekobus City Plus – SOR, Tedom 123G, Solaris Urbino 15 III. CNG, Mercedes-Benz Citaro CNG and Iveco Citelis 12M CNG). During the test operation the small CNG mobile station was placed into Medlánky depot. According to the interesting data collected during the test operation, DPMB decided to start a CNG project by purchasing new buses and placing them into one bus depot. The tender for buses and filling station started after the decision, but after short time it was stopped by the city representatives due to lack of investment costs. In the year 2013 the big CNG project was revived and Brno Public Transport Company decided to open tender for 12 CNG 12 m buses and the CNG station in Slatina bus depot for the pilot operation. After the finish of the first tender the new tender for 88 CNG buses was released. The new 88 buses are co-financed by the European Union (Operation Programme Environment). The main condition of the project was that 88 old buses with emission standard EURO 0 – EURO 3 must be withdrawn. In summer 2012 DPMB borrowed one 12 m bus from Volvo Bus manufacturer with hybrid power (part electric, part diesel). The bus had a lot of faults and the hybrid power showed many inconveniences for the hilly terrain of Brno. Besides the CNG project DPMB is focused on electro mobility too. The first fully electric bus in Brno was in test operation in 2011. The management of DPMB was interested in clean mobility provided by electric buses, but the actual market situation is that electric buses are very expensive compare to standard diesel buses and they are not able to run on the standard line for all the day (cca 4 – 23 hours, over 300 km every day) because of technical limitation. In 2012 DPMB took the opportunity to join the CIVITAS 2MOVE2 Project and introduce the measure with an objective to buy 3 electric minibuses. Within the Civitas project DPMB tested 3 different types of electric minibuses in 2013 and one standard 12 m long electric bus in 2014. These electro buses were also with different system of charging – during the night and combined – during the night and during the break on a terminal.

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9. Testing methods and introduction Brno Public Transport Company, Co. was always interested in alternative and ecologic fuels. Electromobility is the new discipline that started to be in focus at the beginning of 21st century. Technical experts of DPMB attend many conferences and workshops about the innovations in the public transport. If there is possibility to try or test new technology or solution in public transport, DPMB is usually interested to gain the information and experiences as much as possible.

9.1. Development of electromobility in the Czech Republic The development of electric cars and electric buses is very fast according to the minimising the batteries and extending the capacity. One of the main problems of electric vehicles that can operate without overhead lines is low maximal distance that can operate per one charge (range per charge) and missing infrastructure. Nowadays there is still lack of public charging stations for private electric cars and the utilization of electric cars is usually limited to the city. The issue of electric buses is quite similar. The request of public transport operators is to operate the standard length electric bus that is able to operate the same line for the whole day as a standard diesel bus (usually circa 5 – 23 hours and circa 300 km) without any other organisational measures. Such kind of bus has not been developed yet. All electric buses that are available on the market do not fulfil all these requirements. They are smaller (electric mini- and midi buses), have lower range per charge (usually about 150 km), need special technical equipment (recharging points on their routes) or are extremely heavy because of large batteries to achieve longer range per charge. In the first decade of 21st century the first Czech manufacturer became interested into electromobility and started to develop its own electric buses. In 2010 the first Czech electric bus made by bus manufacturer SOR was presented. In the following years other manufacturers started to introduce their own product on the electromobility market.

9.2. Electric buses in Brno The first electric bus in Brno was type SOR EBN 10.5 from Czech manufacturer SOR Libchavy. In early 2011 DPMB received an offer for testing the new product of manufacturer SOR – electric bus. DPMB accepted the offer, because it had not any experiences with electric buses before. The electric bus operated in Brno in June 2011. After the tests and internal evaluation of the first electric bus DPMB started to monitor the opportunities in order to implement measures that are connected to electromobility especially in order to buy or rent new electric buses.

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In the years 2008 – 2012 DPMB participated in the CIVITAS ELAN project. After the end of the project in 2012 DPMB accepted the offer to continue in the CIVITAS project with the acronym 2MOVE2 and in cooperation with Municipality of Brno (MMB). The measure (B5.02) with the main objective to introduce three electric mini buses into operation in the city centre of Brno was proposed. As the first step DPMB tested within the CIVITAS measure 4 different types of electric buses in 2013 and 2014.

9.3. Testing methods and assessed aspects All tested electric buses were borrowed from their manufacturers only for the short time period (days, max. weeks). Electric buses were placed into the Komín depot that is fully electric trolleybus depot. Only the Komín depot has the availability and capacity to charge the electric buses via the 3x 400 V electric plug. The second reason is that trolleybus drivers (who must have the license for driving standard buses too – group D) are more used to drive electric vehicles, because generally electric buses have very similar behaviour as trolleybuses. Following aspects of electrobuses were assessed.

Driveability and driver’s comfort Because of the short time periods when the electric buses were operated in DPMB, only few experienced drivers were selected to drive tested electric buses. Mostly these drivers were managers, technicians or people involved in decision making in DPMB, who have the driving license for driving bus too. The first day the bus manufacturer made the drivers training after the bus delivery and the test drive was realized. During the following days electric bus was put into operation on standard lines or on special lines according to testing schedule. Drivers were asked to describe their subjective evaluation of the bus into the testing diary. The main topics of driver’s evaluation were: maneuverability, acceleration, braking (electric with recuperation of energy back to traction battery, mechanic brakes), comfort of driver’s cabin and the seat, heating, air-condition, placement of controls etc.)

Electric energy consumption One of the most important factors of electric bus is electric energy consumption. Electric energy consumption was measured by two different ways – by observation of data (battery status) that were displayed in the vehicle and by observation of amount of energy that was put into the bus during recharging.

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At the beginning of testing DPMB always received the expected energy consumption of the bus from the manufacturer of the vehicle that was compared to the real measured data. The real consumption of electric energy in Brno was usually a little bit higher than were the official manufacturer’s numbers, probably because of the hilly terrain in Brno.

Battery capacity and range per charge Battery capacity and the range per charge are connected factors in electric buses. It is probably the most important factor that transport operator evaluate. Range per charge is also very closely connected to energy consumption of the bus. The battery capacity is measured in kilowatt-hour (kWh). When the battery has big capacity the bus is usually able to run more kilometres, but the more battery capacity the e-bus has, the more space that took at the expense of passenger capacity. Batteries are also very heavy and have big influence on the total weight of the vehicle. The objective of the transport operator is to have the electric bus that can be charged only during the night and operate all the day on standard line (circa 18 hours/day, 300-400 km). Nowadays this objective is not fulfilled due to actual status of technology and reasonable combination of passenger capacity, weight of the bus, battery capacity and price. Contemporary electric buses are conceived to be operated in the peak hours and charged during the noon break or to be dependent on recharging technology on the route or on the terminus station of the electric bus.

Length of the bus and passenger capacity The standard issue that transport operator solves while buying new vehicles is the length of the vehicle combined with passenger capacity. In the process of electric bus purchase the transport operator must consider the issue of batteries too, because traction batteries are very large and heavy and they must be usually placed in the interior of the vehicle. If the transport operator demands large battery capacity the battery blocks can reduce the passenger capacity.

Recharging methods Standard recharging system of electric buses is realized via 3x 400 V European standard electric plug. Recharging stations are usually placed in depots. When introducing the electric buses into operation, the operator usually has to negotiate the tariff of the new type of electric energy supply (if is not used before). The traction energy from batteries provided by 3x 400 V plug is usually more expensive than standard 600 V or 750 V traction energy charged from overhead lines.

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On the market there are some other several ways of recharging of electric buses via some special technical equipment for installation on the route of the electric bus: induction recharging stations on the stops SuperCapacitor on special portal that is connected to the electric bus on the stop and quickly recharges the battery Pantograph (from overhead lines on the terminus stations) The most convenient way of recharging for the operators who operate the tram or trolleybus systems is recharging from the tram or trolleybus overhead lines using the pantograph. This system was also tested in Brno too and showed itself to be very useful according to the actual state-of-art. The speed of recharging is also taken into account. Usually the speed of recharging is connected to the type of battery and its chemical and electrical characteristics. In order to keep the battery in operation as long as possible the most types of batteries are charged in slowly in the night and quickly during the day (on the route or during the break between peak hours.

Comparison with trolleybuses The city of Brno has the largest trolleybus network in the Czech Republic. E-buses have very similar driveability as trolleybuses, so DPMB put tested electric buses mostly on the trolleybus lines to have the most meaningful comparison. Also mostly trolleybus drivers were selected to drive tested electric buses, because they have good experience in driving electric vehicles and can produce the relevant subjective evaluation of the bus. 10. Tested electric buses The first electric bus (SOR EBN 10.5) was tested in Brno in June 2011 (out of The CIVITAS project). Within The CIVITAS 2MOVE2 measure B 5.02 four electric buses were borrowed for testing in 2013 and 2014.

10.1. SOR EBN 10.5 SOR Libchavy spol. s. r. o. is the Czech manufacturer that was founded in early 90’s by transformation from state-owned company that was producing mostly agricultural equipment. The bus production started after few years after foundation and nowadays SOR Libchavy is one of two biggest bus manufacturers in the Czech Republic (with IVECO BUS – Karosa). The electric bus SOR EBN 10.5 was tested in Brno from 20th June 2011 until 25th June 2011). The first day DPMB organized press conference and selected drivers were trained. Next 4 days the electric bus was put on standard trolleybus lines 25 (the longest tangential trolleybus route), 32 (short flat route) and 37 (route from the centre to the Kohoutovice housing development on the high hill) and the tangential bus line 67.

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According to the first experience with electric bus the evaluation was very positive. Driving was very similar to standard trolleybuses and the passenger capacity was acceptable. The average electric energy consumption in Brno was about 0.9 kWh per km. Total battery capacity is 172 kWh, so range per charge in Brno is about 152.3 km (battery can be used in standard mode max to 20% of its capacity).

The length of the bus is 10.5 m and the bus can carry max about 85 passengers.

Picture 19: SOR EBN 10.5 in service on the line 37 in Brno - Kohoutovice

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10.2. AMZ CitySmile 10E AMZ Kutno Sp. z.o.o. is the Polish manufacturer that was founded in 1999. Its primary production program is military vehicles. AMZ CitySmile 10E is a new 10 m long electric bus with the capacity of 85 passengers. The AMZ electric bus was in Brno from 12th July until 22nd July 2013. Its test operation was quite specific, because it had Polish registration and according to the Czech law the bus without Czech registration cannot carry Picture 20: Electric bus AMZ during test drive passengers on standard public transport lines in the Czech Republic. This situation caused that the electric bus was in operation only without passengers. Test drivers were driving the bus around almost all public transport network in Brno, mostly on trolleybus lines. They were stopping on the stops to simulate the real operation, but did not take passengers. The bus showed to have a good drivability and excellent electric brake, but worse acceleration when going up the hill. The total battery capacity is 230 kWh. The average consumption in Brno was about 1.1 kWh per km, so the bus could run maximum about 170 km per one charge without passengers (usable battery capacity is about 80%).

10.3. IVECO SKD Stratos LE 30 E SKD TRADE, a. s. is the company that was founded after the fall of the company ČKD that was the world biggest manufacturer of trams. The new company took part of ČKD’s agenda and few years ago they started the programme of new minibuses and electric minibuses. The e-minibus Stratos was in Brno between 1st August 2013 and 19th August 2013. After the press show it was put on standard trolleybus and minibus lines. The maximum capacity of the minibus is 30 people (6,9 m long bus), so it was tested mostly on minibus routes and also on special tourist minibus sightseeing line. The consumption of electric energy is very favourable – according to small weight only about 0.5 kWh per km and the maximal range per charge is about 150 km.

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Generally drivers were satisfied with tested minibus. They claimed that acceleration of the vehicle is very good and also praised the electric recuperation brake. The disadvantage was that the electric brake was controlled by the lever at the steering wheel (not with the pedal – pedal was only for mechanic brake). They also wrote that driver’s cabin has logic layouts of controls, but there is not enough space for driver’s bag and for legs. Also some seats for passengers Picture 21: Electric minibus SKD were not in the comfortable position. The SKD Stratos electric bus was evaluated quite positively. Its biggest disadvantage is the passenger capacity that is only 30 passengers. This capacity is not enough even for minibus

lines in Brno.

10.4. Siemens Rampini Alé EL The electric bus Siemens Rampini Alé EL is the product of two companies: Italian bus manufacturer Rampini and Siemens who made the electric part of the bus. The electric bus Siemens Rampini has specific way of recharging – it can be charged via tram pantograph that is situated on the roof of the bus. The capacity of the battery is quite low and the electric bus is able to run maximum 60 km per one charge, but the bus is developed to be easily charged during the breaks on terminus stations from the tram or trolleybus overhead lines from (600 – 750 V). The bus can be charged via standard 3x 400 V plug too. The first Siemens Rampini bus was lent to Brno in September 2013 just for one day to check if the electric bus is able to run up the hill to the Špilberk castle and to test other parameters. The first bus was without pantograph and was lent by directly by the Rampini manufacturer. The bus for the real operation came to Brno on 2nd October and was lent by Vienna Public Transport Company that operates 12 electric minibuses Siemens Rampini. The bus had Austrian registration, but DPMB quickly registered the e-bus in the Czech Republic so it was eligible to operate on standard lines with passengers too. The Siemens Rampini electric bus operated in Brno for one week during the International Engineering Fair on special line “E” that was established to demonstrate electromobility in Brno – passengers could run from the centre (Mendlovo náměstí) to Brno reservoir and change to electric boat for a short cruise and then go back to centre by electric bus. The interval of the line “E” was 1 hour. Electric bus operated for 45 minutes and then it was recharged from the trolleybus overhead lines on Mendlovo náměstí for 15 minutes. The

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Cleaner and better transport in cities battery capacity of Siemens Rampini bus is 96 kWh and the average consumption in Brno was 1.31 kWh per km, so the bus can run about 60 km per charge. The big advantage is that can be easily charged on terminus stations from the existing infrastructure, so the Siemens Rampini bus is able to operate all the day without the limit of range per charge. The capacity of the fully air-conditioned e-bus is 46 passengers and is 7.7 m long. Drivers were very satisfied with driving the “Rampini” electric bus. The bus had good dynamics while accelerating in lower speeds. The electric brake with recuperation was very efficient too.

Picture 22: Siemens Rampini during recharging using tram pantograph

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10.5. Škoda Perun Škoda 26 BB HE PERUN is the standard 12 m long electric bus made by Czech company Škoda Electric. The manufacturer of the mechanical part (body) is Polish bus manufacturer SOLARIS. Škoda Perun was operated in Brno from 17th March 2014 to 27th March 2014 during the electro-technical fair Ampér. The first 4 days it was operated as the shuttle bus for visitors of Ampér in the exhibition grounds area. Next days it was operated on trolleybus lines 32 and 37. The tested electric bus was charged via 3x 400 V plug in trolleybus depot Komín. Driving of the electric bus Perun was very similar to standard 12 m long trolleybus. Drivers were mostly satisfied with acceleration and brakes of the vehicle, but they complained about the dashboard that was controlled only by touch screen (not intuitive and convenient). Also the recuperation while braking was not too efficient (while descent from Kohoutovice hill on line 37 – 184 m of height – no battery recharging was recorded). The electric bus had very favourable consumption – 1.26 kWh per km. The total capacity of battery is 222.2 kWh, the bus in Brno would be able to run about 140 km per charge. The bus can carry maximum 82 passengers.

Picture 23: Škoda Perun

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11. Results Basic parameters of tested electric buses are included into the following table.

Type of electric Lengt Passenge Range Average Remarks bus h r capacity per Consumptio charge n

SOR EBN 10.5 10.5 m 85 152 km 0.9 kWh/km Energy of the battery only for traction, diesel heating

AMZ CitySmile 10 m 85 170 km 1.1 kWh/km Operated without 10E passengers

SKD Stratos LE 30 6.9 m 30 150 km 0.5 kWh/km Energy of the battery E only for traction, diesel heating

Siemens Rampini 7.7 m 46 60 km 1.3 kWh/km Ongoing recharging (pantograph), sometimes used heating

Škoda Perun 12 m 82 140 km 1.3 kWh/km

The test operation of 5 electric buses brought lots of new experiences and knowledge in the field of electric mobility. The most convenient electric bus for Brno is Siemens Rampini, because of recharging system that is realized by tram pantograph and can be realised on every place with trolleybus overhead lines. The bus simply stops under the trolleybus overhead lines, takes off the pantograph and by the quick recharging system could be fully recharged in 15 – 20 minutes. Using the ongoing recharging system electric bus can be operated all the day on the line and there is no need to recharge the bus in the depot during the day. Brno Public Transport Company has large tram and trolleybus network so the utilization of such kind of electric bus would be very large. Other electric buses were evaluated very positively too. The test operation showed that electric buses have similar driveability to trolleybuses. Škoda Perun was the first tested electric bus with standard bus length with large battery capacity. The disadvantage was that batteries in the interior taken at least space for 5 passengers. Electric buses SOR and AMZ

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Cleaner and better transport in cities had similar parameters and minibus SKD showed very good maneuverability and convenience for narrow streets, but its passenger capacity is too low. According to the results of test operation Brno Public Transport Company, Co. opened the tender (March 2015) for 3 electric minibuses with the support of the CIVITAS 2MOVE2 project. The main technical conditions were ongoing recharging realized by tram or trolleybus pantograph from trolleybus overhead lines or adapted tram overhead lines. The request in the tender was 45 minutes of operation, 15 minutes of quick recharging, long recharging during the night, length 8.5 – 10.5 meters, capacity at least 30 passengers. The tender was finished on 15th June. No bid was submitted so DPMB had to cancel the tender.

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