Final project brochure Results www.trolleymotion.eu 2 Consortium trolley:2.0 team trolley:2.0 in brief The trolley:2.0 consortium is compo- transport operators are involved as The project started on the 1st of April sed of 9 partners from 5 EU member associated partners to enable indus- 2018 and was completed in Septem- states and includes the experience of try and research partners to demon- ber 2020 with an overall budget of 3 2 public transport operators, 2 indus- strate new innovative solutions for million Euro. This project has received try partners, and 4 research partners. electric public transport in their trolley funding from the ERA-NET COFUND Further city authorities and public networks. Electric Mobility Europe (EMEurope). University of Szeged Associated Cities User Forum Salzburg AG | AT Hordaland AG, Bergen | NO Stadtwerke Solingen | DE Municipality of Maribor | SLO City of Arnhem | NL Berliner Verkehrsbetriebe (BVG) | DE BKV Budapest | HU OSY S.A. Athens | GR MPK Lublin sp. zo.o. | PL Pilsen city transport company | (CZ) PKT Gdynia | PL TPER SpA, Bologna | IT Verkehrsverbund Klagenfurt | AT Verkehrsbetrieb Zürich | CH Marburger Verkehrsgesellschaft | DE Table of contents Preface 4 trolley:2.0 in a nutshell 5 Quick facts: IMC-Trolleybuses 6 How to successfully implement (IMC-) trolleybus-systems in your 7 country or city and transition towards smart trolley grids Step 1: Going off-wire and gaining enhanced flexibility through 7 in-motion charging (IMC) capabilities Step 2: Becoming truly green: turning your trolleybus network to 12 smart, energy-efficient, and zero-emission trolley grids Step 3: Become a backbone for e-mobility applications: enable 14 the multi-purpose charging of other electric vehicles from your trolley grid trolley:2.0 innovations 17 European-wide take-up of innovations: the trolley:2.0 User Forum 18 The way forward: the trolley system of the future 19 Conclusions and lessons learnt 20 Imprint 22 EMEurope is co-funded by the European Commission as part of the ERA-NET Confund scheme under Horizon 2020 Programme for EU funding programme for research and innovation under grant agreement no. 723977. The research leading to these results has received funding from the Mobility of the Future programme. Mobility of the Future is a research, technology and innovation funding programme of the Republic of Austria, Ministry of Climate Action. The Austrian Research Promotion Agency (FFG) has been authorised for the programme management. This project (activity) has received funding from the Mobility of the Future pro- gramme. Mobility of the Future is a research, technology and innovation fun- ding programme of the Republic of Austria, Ministry for Climate Action. The Austrian Research Promotion Agency (FFG) has been authorised for the pro- gramme management. 3 4 Preface Dear Trolleybus Community, public transport is experiencing difficult times due to the worldwide Covid-19 pandemic. The fear of infections is leading to enormously declining passen- ger numbers and a rather restrained use of subways, trams and buses. This poses a huge challenge to the public transport sector. There are worries that individual car traffic could emerge from this crisis as the big winner. Yet the challenges in this crisis can become opportunities! The public sector has shown that it is able to maintain its services as a reliable and inclusive means of sustainable transport. Also in order to achieve the climate protec- tion targets of the Paris Agreement and the EU by 2030 and 2050 respectively, public transport needs to be an even stronger backbone for sustainable mo- bility systems in our cities and regions. Government authorities and mobility planners in our cities must stick to their long-term goals for the development of sustainable mobility systems and further strengthen the positive develop- ments during the crisis, e.g. the increasing use of bicycles, and supplement them with a modern public sustainable transport system. With the upcoming decade to 2030, the ambitious goals of the Green Deal and the implementation of the Clean Vehicle Directive are providing impor- tant push factors from the European Commission for us, and we are glad that the trolleybuses will be part of this movement. As trolleybuses are considered as clean vehicles or even zero-emission vehicles if equipped with a battery and thus capable of in-motion charging. To this end, we worked together with our project partners over the last three years in the trolley:2.0 project developing solutions for energy-efficient and smart trolleybus systems. We proved that modern trolleybus systems can build such a strong backbone, needed for zero-emission public trans- port systems in European cities: Including concepts of in-motion-charging, as a central element of a smart and sustainable trolley network, and in- novative solutions for shared and multi-purpose charging infrastructure, lightweight-constructions of a new midi-trolleybus type, automated wiring technology, concepts for the integration of renewable energy sources and tools for advanced cost-benefit-analyses. With this brochure we are highlighting our major outcomes and deep insights of the project. We summarise our research and demonstrations’ outcomes and provide lessons learned during the project lifetime. Enjoy reading! Yours Wolfgang Backhaus, President trolley:motion trolley:2.0 in a nutshell Trolleybus systems provide modern, supported trolleybuses are a way simplified extension of trolleybus net- zero-emission public transport for ur- forward towards electric public trans- works as well as the combined use of ban areas, however, lack the flexibility port systems in European cities by the existing trolley grid infrastructure that battery-equipped electric buses demonstrating the new charging con- for further electrification of mobility in provide. trolley:2.0 combined the ad- cept in-motion charging (IMC), that cities were actively supported by trol- vantages of both systems, developing allows for the partial off-wire opera- ley:2.0. trolleybuses further into hybrid-trol- tion of hybrid-trolleybuses in remote leybuses that allow for the partial sections of the networks. This brochure contains the main les- off-wire operation while making more sons learnt, barriers and drivers. The efficient use of the trolleybus catena- The trolley:2.0 use cases were located project results were systematically ries to charge the batteries in-motion. in four cities with existing trolleybus assessed in order to develop recom- systems from different EU-countries, mendations on how to successfully The nine trolley:2.0 partners from Szeged (HU), Arnhem (NL), Gdynia (PL) support the implementation of (IMC-) public transport, industry and re- and Eberswalde (DE). Efficient pub- trolleybus-systems in your country or search aimed to prove that battery- lic transport, flexible operation, and city. Overview of trolley:2.0 innovations Automatic Wiring and Multi-purpose Charging Integration of De-Wiring Systems Infrastructure Renewable Energy Source: DiaLOGIKa Direct charging of electric cars with photovoltaics, TU Delft Smart trolley grid, Fransen TS Buffer Stations and New Trolleybus Operation Energy Storage Systems Models: Feeder Bus Systems Source: Electroline Source: Evopro midi-bus prototype In-motion charging system, Kiepe Electric Smart Grid Concepts Zero-emission Photovoltaik Windenergie Public Transport 3 x 10 kV 3 x 10 kV Mittelspannungsstromnetz Elektro- Elektro- Tankstelle Tankstelle Unterwerk Unterwerk 750 V DC Source: ELIPTIC, Prof. Müller Hellmann Source: ZeUS Poject, TMB 5 6 Quick facts: IMC-Trolleybuses Suitability of IMC trolleybuses Catenary Infrastructure Total Cost of Ownership In-Motion-Charging (IMC) trolleybu- On the one hand, IMC allows buses to Battery-trolleybuses are economically ses have significant advantages over load their batteries without stopping efficient on demanding lines with high conventional battery-electric buses or while connected to the overhead line, passenger capacities, higher frequen- conventional trolleybuses. IMC-buses on the other hand, the battery allows cies and daily driven kilometres and can be equipped with smaller batte- the bus to leave the overhead net- difficult topography. On these lines, ries and consequently are compara- work. the hybrid-trolley offsets initial in- bly low weight vehicles. Furthermore, vestment costs through lower energy they have the possibility to be opera- With this feature, the electric infras- costs and in some cases is even chea- ted continuously. IMC-trolleybuses are tructure can be cut down to approxi- per than a Diesel bus. therefore especially well-suited for mately 50% (and up to 30-40% under routes that have the following charac- perfect conditions), for trolleybuses to These conditions exist especially in teristics: still serve on the respective bus line. cities on central lines, connected to According to simulations and calcula- transport hubs such as train stations. - long (no need to recharge en-rou- tions performed in the context of the Other operational parameters, such te, or long unproductive recharging trolley2:0 project the infrastructure as the time spent at end stops, could times at terminal stations) should not be reduced below 30% of also lead to an improvement of the to- - hilly (the external supply of energy the route length. tal costs, as less infrastructure needs allows for lighter vehicles, operating to be built along the route. The IMC in a more economic and ecologic Even though in some cases, the share concept