d 12.1 san sebastian: demo description and implementation...

D12.1 of 46

Version 1.0

Date of issue 16/09/2016

Nature of Deliverable External

Dissemination Level Public

Status Final

This project has received funding from the European Union’s Horizon 2020 research and innovationprogramme under grant agreement N° 636300.

Coordinator: UITP – International Association of Public Transport

D 12.1

San Sebastian: Demo Description andImplementation Plan

Issued by Project Director

Ángel Suescun - CEIT Michele Tozzi - UITP

D12.1 of 46

SUMMARY SHEETProgramme Horizon 2020Contract N. 636300Project Title European Bus Systems for the Future 2Acronym EBSF_2Coordinator UITP – International Association of Public TransportProject Director Michele Tozzi, [email protected] http://ebsf2.euStarting date 1 May 2015Number of months 36 months

Deliverable N. 12.1Deliverable Title San Sebastian: Demo Description and Implementation PlanVersion 1.0Date of issue 16/09/2016Distribution [Internal/External] ExternalDissemination level PublicAbstract The objective of the San Sebastian demonstration, within the EU co-funded project

EBSF_2, is the implementation of four advanced technological solutions dealing withthe following key research areas for innovation: bus layout design, intelligent garageand predictive maintenance, driver assistance and IT standard introduction inexisting fleets. The demonstration will be conducted in real operation thanks to theinvolvement of the public transport operator DBUS, which operates public transportservices in the city of Donostia San Sebastian (Spain). The activity on bus designwill analyse the layout of one electric bus, for improving accessibility and flow ofpassengers with reduced mobility, including wheelchair users. The activity onintelligent garage and maintenance targets the applicability of augmented realitytechnologies for maintenance of bus fleets. The activities on driver assistance willevaluate two interrelated technological innovations.

Keywords Bus Design, Intelligent Garage, Driver Assistance, Augmented Reality, HapticInterface.

This report is subject to a disclaimer and copyright. This report has been carried out under a contract awarded by theEuropean Commission, contract number: 636300No part of this report may be used, reproduced and or/disclosed, in any form or by any means without the prior writtenpermission of UITP and the EBSF_2 consortium. All rights reserved.Persons wishing to use the contents of this study (in whole or in part) for purposes other than their personal use are invitedto submit a written request to the following address:UITP International Association of Public TransportRue Sainte-Marie 6- 1080 Brussels

D12.1 of 46

INTERNAL DISTRIBUTIONParticipant N° Participant organisation name Country1 Coordinator Union Internationale des Transports Publics - UITP Belgium2 Régie Autonome des Transports Parisiens - RATP France3 Iveco France SA - IVECO France

4 Fraunhofer-Gesellschaft zur Förderung der angewandten Forschung e.V. -FRAUNHOFER Germany

5 Hübner Gummi- und Kunststoff GMBH - HUEBNER Germany

6 DigiMobee SAS - DIGIMOBEE France

7 Centro de Estudios e Investigaciones Técnicas - CEIT Spain

8 Chalmers Tekniska Hoegskola AB - CHALMERS Sweden

9 Compañía del Tranvía de San Sebastián, SA (CTSS) – DBUS Spain

10 IRIZAR S Coop - IRIZAR Spain

11 D’Appolonia S.p.A. - DAPP Italy

12 EvoBus GmbH - EVOBUS Germany

13 Volvo Bus Corporation - VBC Sweden

14 Pluservice srl - PLUSERVICE Italy

15 Universidad Politécnica de Madrid - UPM Spain

16 Actia S.A. - ACTIA France

17 Teknologian Tutkimuskeskus - VTT Finland

18 MEL-SYSTEM Italy

19 Ineo Systrans – INEO France

20 Stuttgarter Strassenbahnen AG - SSB Germany

21 Associazione Trasporti - ASSTRA Italy

22 Pilotfish Networks AB - PILOTFISH Sweden

23 Start Romagna SpA - START ROMAGNA Italy

24 FIT Consulting Srl - FIT Italy

25 Hogia Public Transport Systems AB - HOGIA Sweden

26 Trapeze ITS UK Limited - TRAPEZE Switzerland

27 Digigroup Informatica srl - DIGIGROUP Italy

28 Transports de Barcelona SA - TMB Spain

29 TIS PT, Consultores em Transportes, Inovação e Sistemas, SA - TISPT Portugal

30 Rupprecht Consult - Forschung & Beratung GmbH - RUPPRECHT Germany

31 Keolis SA - KEOLIS France

32 Syndicat Mixte des Transports pourle Rhone et l agglomeration Lyonnaise - SYTRAL France

33 Transport for London – TFL UK

34 Università degli Studi di Roma La Sapienza – UNIROMA1 Italy

35 Verband Deutscher Verkehrsunternehmen - VDV Germany

36 Promotion of Operational Links with Integrated Services,Association Internationale-POLIS Belgium

37 Tekia Consultores Tecnologicos S.L - TEKIA Spain

38 Innovative Informatikanwendungen in Transport-, Verkehrs-und Leitsystemen GmbH-INIT Germany

39 Union des Transports Publics - UTP France

40 Västtrafik AB - VTAB Sweden

41 Commissariat à l’Energie Atomique et aux Energies Alternatives - CEA France

42 Consorcio Regional de Transportes de Madrid - CRTM Spain

D12.1 of 46

EXTERNAL DISTRIBUTIONEntity Short name Country Contact personEuropean Commission - INEA EC INEA - Mr. Walter Mauritsch

DOCUMENT CHANGE LOGVersion Date Main area of changes Organisation Comments0.1 15/07/2016 Draft of Complete

documentCEIT

0.2 08/08//2016 Review/quality check UITP1.0 16/09/2016 Final Version CEIT Modification based on UITP

review

CONTRIBUTING PARTNERSCompany Names Company Info

CEIT

Ángel SUESCUN, [email protected] BRAZÁLEZ, [email protected] MATEY, [email protected] BORRO, [email protected]

CEIT (Research, Development and InnovationCentre)Paseo Manuel Lardizabal, 1520018 Donostia – San Sebastian (SPAIN)Tel.: 0034 943 212 800Fax: 0034 943 213 076Email: [email protected]: www.ceit.es

DATIKBeñat ARAMBURU [email protected] GALDOS [email protected] PABLOS [email protected]

DATIK (SME, Technology provider)Paseo Mikeletegi 5620009 Donostia – San Sebastian (SPAIN)Tel.: 0034 943 224 120Email: [email protected]: www.datik.es

DBUS

Eduardo GONZÁLEZ, [email protected] VALLEJO [email protected] SANTOS [email protected]

DBUS (PT Operator)Fernando Sasiain, 720015 Donostia-San Sebastián (SPAIN)Tel.: 0034 943 000 200Email: [email protected]: www.dbus.eus

DIGIMOBEEEmmanuel DE VERDALLE, [email protected]

DIGIMOBEE (SME, Technology provider)3 rue d’Uzès, 75002 Paris (FRANCE)Web: www.digimobee.info

IRIZAR Jokin ADURIZ, [email protected]

IRIZAR (Bus manufacturer)Zumarraga bidea, 820216 Ormaiztegi (SPAIN)Tel.: 0034 943 80 91 00Fax: 0034 943 80 91 01Email: [email protected]: www.irizar.com

UITP Michele TozziInternational Association of Public TransportRue Sainte-Marie 6, B-1080 Brussels, BelgiumWeb: www.uitp.org

D12.1 of 46

ACRONYMSEBSF – European Bus system of the Future

HMI - Human Machine Interface

ICE – Internal Combustion Engine

KPI – Key Performance Indicator

ITxPT – Information Technology for Public Transport

PTA – Public Transit Authority

PTO – Public Transit Operator4

TI – Technological Innovation

VO – Validation Objective

D12.1 of 46

INDEX1 Executive Summary...................................................................................................................................8

2 Introduction ................................................................................................................................................9

3 Background and context ..........................................................................................................................113.1 Geographical and urban context .....................................................................................................113.2 Overview about DBUS ....................................................................................................................13

3.2.1 The fleet......................................................................................................................................133.3 The lines under study......................................................................................................................163.4 Maintenance at DBUS garage ........................................................................................................163.5 Electric bus layout ...........................................................................................................................17

4 Objectives of the San Sebastian demonstration ......................................................................................20

5 3D Passenger Behavioural Simulation EBPST (TISan1) .........................................................................225.1 TISan1 – Description.......................................................................................................................22

5.1.1 Objectives...................................................................................................................................225.1.2 Definition and description of the Technical Innovation................................................................ 235.1.3 Test scenarios ............................................................................................................................235.1.4 Description of the “No EBSF_2” situation vs “EBSF_2” situation................................................235.1.5 Risks which may affect the test quality and mitigation actions....................................................235.1.6 Preliminary information about the data collection plan................................................................ 23

5.2 TISan1 – Implementation Plan........................................................................................................24

6 Wearable AR Maintenance Assistance System WARM (TISan2)............................................................266.1 TISan2 – Description.......................................................................................................................26

6.1.1 Objectives...................................................................................................................................266.1.2 Definition and description of the Technical Innovation................................................................ 266.1.3 Test scenarios ............................................................................................................................286.1.4 Description of the “no EBSF_2” situation vs “EBSF_2” situation ................................................286.1.5 Risks which may affect the test quality and mitigation actions....................................................286.1.6 Preliminary information about the data collection plan................................................................ 28

6.2 TISan2 – Implementation Plan........................................................................................................29

7 Driver assistance systems: NONVIS (TISan3) and EKOBUS (TISan4) ...................................................317.1 TISan3&4 – Description ..................................................................................................................31

7.1.1 Objectives...................................................................................................................................317.1.2 Definition and description of the Technical Innovation................................................................ 327.1.3 Test scenarios ............................................................................................................................337.1.4 Description of the “no EBSF_2” situation vs “EBSF_2” situation ................................................337.1.5 Risks which may affect the test quality and mitigation actions....................................................347.1.6 Preliminary information about the data collection plan................................................................ 34

7.2 TISan3&4 – Implementation Plan....................................................................................................35

8 Partner Contribution.................................................................................................................................37

9 Conclusions .............................................................................................................................................38

10 Annexes...................................................................................................................................................3910.1 Details of DBUS Line 5 ...................................................................................................................3910.2 Details of DBUS Line 25 .................................................................................................................42

D12.1 of 46

INDEX OF FIGURESFigure 3.1: Geography of Donostia – San Sebastián (from Wikipedia and Google Maps) ............................... 11Figure 3.2: La Concha Bay (Donostia – San Sebastián) ..................................................................................12Figure 3.3: DBUS garage: two of the ten maintenance posts available ............................................................17Figure 3.4: The IRIZAR’s i2e full electric bus operated by DBUS in Donostia-San Sebastián. ........................18Figure 3.5: Layout of the IRIZAR’s i2e full electric bus operated by DBUS in Donostia-San Sebastián. ..........19Figure 5.1: Description of the Wearable AR Maintenance Assistant System (WARM) - TISan2 ......................22Figure 6.1: Description of the Wearable AR Maintenance Assistant System (WARM) - TISan2 ......................27Figure 7.1: Description of the main features of the EKOBUS driver assistance system (TISan4) and its visualHMI (8-inch tablet) ............................................................................................................................................32Figure 7.2: Description of the NONVIS driver assistance system (TISan3), which features a new non-visualinterface for EKOBUS, which has been accordingly modified to support the new HMI. Once NONVIS HMI isconnected, the standard display of EKOBUS switches off. ..............................................................................33Figure 10.1: DBUS Line 5 - Routes ..................................................................................................................39Figure 10.2: DBUS Line 5 - Bus stops and journeys ........................................................................................40Figure 10.3: DBUS Line 25 - Routes ................................................................................................................42Figure 10.4: DBUS Line 25 - Bus stops and journeys ......................................................................................43

INDEX OF TABLESTable 3.1: DBUS fleet.......................................................................................................................................15Table 4.1: Validation objectives for the San Sebastian demo...........................................................................21Table 5.1: TISan1 - Validation objectives and associated KPI (preliminary).....................................................24Table 5.2: TISan1– Descriptions of tasks .........................................................................................................25Table 5.3: TISan1 – Gantt chart .......................................................................................................................25Table 5.4: TISan1 – Demo Team .....................................................................................................................25Table 6.1: TISan2 - Validation objectives and associated measures (preliminary)...........................................29Table 6.2: TISan2 – Descriptions of tasks ........................................................................................................30Table 6.3: TISan2 – Gantt chart .......................................................................................................................30Table 6.4: TISan2 – Demo Team .....................................................................................................................30Table 7.1: TISan3&4 - Validation objectives and associated KPI (preliminary) ................................................34Table 7.2: TISan3&4– Descriptions of tasks.....................................................................................................35Table 7.3: TISan3&4 – Gantt chart ...................................................................................................................36Table 7.4: TISan3&4 – Demo Team .................................................................................................................36Table 10.1: DBUS Line 5 - Timetables .............................................................................................................41Table 10.2: DBUS Line 25 - Timetables ...........................................................................................................44

D12.1 of 46

1 Executive SummaryThe objective of the San Sebastian demonstration, within the EU co-funded project EBSF_2,is the implementation of four advanced technological solutions dealing with the following keyresearch areas for innovation: bus layout design, intelligent garage and predictivemaintenance, driver assistance and IT standard introduction in existing fleets. Thedemonstration will be conducted in real operation thanks to the involvement of the publictransport operator DBUS (Donostiabus), which operates public transport services in the city ofDonostia San Sebastian (Spain).

The activity on bus design will analyse the layout of one electric bus, for improving accessibilityand flow of passengers with reduced mobility, including wheelchair users. This activity will alsodemonstrate the effectiveness of a simulation-based strategy for designing new bus layoutsas optimized interfaces between vehicle and bus stop, improving accessibility and dwell times.In this activity some ICE and hybrid buses of DBUS fleet will be also analysed.

The activity on intelligent garage and maintenance targets the applicability of augmentedreality technologies for maintenance of bus fleets. Augmented Reality (AR) has already shownits ability to enrich the human perception, increasing operators’ performance and reducing theirerror rate. In addition, the actual emergence of new AR glasses provides better way ofintegration of such technologies for non-experts. The proposed AR system will be compliantwith the IT standard EN13149 parts7/8/9, both at on-board and back office level.

The activities on driver assistance will evaluate two interrelated technological innovations. Onthe one hand, DATIK’s EKOBUS system, currently deployed in 25 buses of the DBUS fleet,will be evaluated in terms of efficiency, reduction of fuel consumption and punctuality.EKOBUS system supports drivers for eco-driving and anti-bunching control. The systemincludes an 8-inch display which provides visual feedback to the driver using very simplecolour-based messages. On the other hand, this activity will allow investigating the benefits ofusing a non-visual HMI (human machine interface) for driver assistance systems. Nowadays,the use of visual-based HMI is widely extended and many on-board systems provide visualalerts and messages, thus overloading driver’s visual channel, which is already busy with thedriving task (traffic, dashboard, pedestrians and weather). The non-visual HMI to be tested willuse the haptic and the auditory channels to gather the messages to the driver. A new hapticinterface will be developed and tested in two buses operated by DBUS, upgrading DATIK’sEKO-BUS system. The system will be compliant with the standard EN13149 parts7/8/9.

Deliverable 12.1 describes in detail the technological innovations to be implemented andtested in San Sebastian, vis- à-vis the EBSF_2 Validation Objectives as defined together withthe Project evaluation team.This document also reports on the plan for the implementation of the technological solutions,coherently with the EBSF_2 project master plan, as well as the technical specifications andfunctional and not-functional requirements of the solutions.

D12.1 of 46

2 IntroductionThe San Sebastian demonstration will evaluate four technological innovations: TISan1 (aboutbus layout design), TISan2 about (about predictive maintenance and IT standard introductionin existing fleets), TISan3 and TISan4 (about driver assistance and IT standard introduction inexisting fleets).

This demonstration is run by the following partners: CEIT, which is a R&D institute located in San Sebastian (Spain), will act as coordinator

and technology provider. DBUS, the local company of public buses of San Sebastian, will provide the

demonstration scenarios including buses, drivers and maintenance facilities. DATIK, a technology provider SME located in San Sebastian, will act a technology

provider for the driver assistance demos. The bus manufacturer IRIZAR will be involved in the design activity. DIGIMOBEE will assess the compliance with IT standards.

The four Technological Solutions (TI) to be tested are briefly presented in the following andare labeled according to the definition and coding agreed within the Task 2.2 “Definition ofValidation Objectives and Test Scenario”.

TISan1 3D Passenger Behavioural Simulation (EBPST):The activity on bus layout design will analyse the bus layout of one electric bus in terms of flowof passengers within the bus and during boarding and alighting. One target of particular interestis the accessibility and flow of passengers with reduced mobility, including wheelchair users.This activity will demonstrate the effectiveness of a simulation-based strategy for designingnew bus layouts as optimized interfaces between vehicle and bus stop, improving accessibilityand dwell times. This demo will also explore accessibility improvements for some ICE andhybrid buses of DBUS fleet.

TISan2 Wearable AR Maintenance Assistant System (WARM):The activity on maintenance targets the applicability of augmented reality technologies formaintenance of bus fleets. Augmented Reality (AR) has already shown its ability to enrich thehuman perception, increasing operators’ performance and reducing their error rate. In addition,the actual emergence of new AR glasses provides better way of integration of suchtechnologies for non-experts. The proposed AR system will be connected with the back officeand also with the vehicle through the IT standard EN13149 parts7/8/9.

The activities on driver assistance will evaluate two interrelated technological innovations:

TISan4 Visual HMI for a Driver Assistance System (eco-driving) (EKOBUS):The DATIK’s EKOBUS system is currently deployed in 25buses of the DBUS fleet. The systemwill be evaluated in terms of efficiency, reduction of fuel consumption and punctuality.EKOBUS system supports drivers for eco-driving and anti-bunching control. The system

D12.1 of 46

includes an 8-inch display which provides visual feedback to the driver using very simplecolour-based messages.

TISan3 Non visual HMI for a Driver Assistance System (eco-driving) (NONVIS):This activity will evaluate the benefits of using a non-visual HMI for the driver assistancesystem. Nowadays, the use of visual-based HMI is widely extended and many on-boardsystems provide visual alerts and messages, thus overloading driver’s visual channel, whichis already busy with the driving task (traffic, dashboard, pedestrians and weather). The non-visual HMI to be tested will use the haptic and the auditory channels to gather the messagesto the driver. A new haptic interface will be developed and tested in two buses operated byDBUS, upgrading DATIK’s EKO-BUS system. The system will implement the standardEN13149 parts7/8/9.

D12.1 of 46

3 Background and context

3.1 Geographical and urban contextThe demonstration will take place in the city of Donostia-San Sebastian. This is a coastal citylocated in the Basque Autonomous Community of Spain and is the capital of the province ofGipuzkoa. It lies on the coast of the Bay of Biscay, 20 km from the French border. Themunicipality's population is 186,409 (2012), with its metropolitan area reaching 436,500(2010). Donostia is the bask name of the city.

Figure 3.1: Geography of Donostia – San Sebastián (from Wikipedia and Google Maps)

Although the zone is very hilly, the main buildings and houses have been set on the plain areasalong the river sides and near the beaches.

Donostia – San Sebastián

Gipuzkoa

D12.1 of 46

SAN SEBASTIAN has a level of cultural activity that is rare for a city of its size. The beauty ofits Bay, known as the Pearl of the Cantabrian Sea, the way that it faces out to sea like anincredibly beautiful amphitheatre, with the sea and the mountains just a step away, its qualityof life and its famous cuisine have made it a top tourist destination over the last two centuries.

Figure 3.2: La Concha Bay (Donostia – San Sebastián)

San Sebastian is an accessible metropolis, a city built on a human scale. That’s why over halfthe population get around the city on foot. For those who get around in their own vehicle, thecapital of Gipuzkoa has 11,000 ground-level parking spaces and a similar amount inunderground car parks. It also has 11 healthcare facilities with a total of 1,789 beds.San Sebastian has an airport that is 20 minutes away from the city centre, connecting the cityto the country’s two biggest cities: Madrid and Barcelona. Just a few kilometres away are theairports of Bilbao, one of the biggest in the country, with fields to practically every city in theworld, and Biarritz, where French and international airlines operate. Each of the airports isconnected to the centre of San Sebastian by several direct bus services that will make it easyfor you to get to the city.Right in the centre of the city, San Sebastian train station is connected to many of the Spanishcities, including Madrid and Barcelona, and several international destinations such as Parisand Lisbon. Getting to and from San Sebastian by train will be far quicker thanks to the newHigh Speed Train that will soon be connecting the city with a number of destinations. It alsohas local trains and a number of «topo» stations (which means mole, because of the tunnels),a type of underground train system that connects the city to several towns and cities inGipuzkoa and the French Basque area.Near the train station, the new bus terminal has lines to cities throughout Spain and part ofEurope.Getting to San Sebastian by car is simple. The city is connected to the rest of Spain and Franceby the N1/AP1 national highway (Madrid-Irún), the A-8 (Bilbao-Irun) and A-63 (Paris-Irún)motorways and the A-15 expressway (Pamplona-San Sebastian).

D12.1 of 46

3.2 Overview about DBUSCompañía del Tranvía de San Sebastián (CTSS) is the company managing public urbantransport in the city of San Sebastian under the trade name Donostiabus or DBUS.The Company is a corporation founded in 1886. On 18 July 1887 Compañía del Tranvía deSan Sebastián provided the first collective transport service to the people of San Sebastian. In1887, the city of Donostia had a population of 26,856 and was amid an urban expansionprogramme after the city walls had been recently demolished in 1864. The tram became afundamental element in this process by reducing the travel times on journeys over increasingdistances. Since 1981 the corporate capital belongs entirely to San Sebastian City Council.Nowadays, the Company employs 440 workers and operates a fleet of 124 buses providingservice on 29 routes during the day and 9 routes running nightly, connecting the differentdistricts in the city.In 2014, more than 6,213,434 kilometres all around San Sebastian and 28,077,725 trips werecounted. All DBUS buses comply with strict quality and efficiency standards, proof of which isthe hybrid bus which has been running in the city since 2011, or the recently purchased 100%electric bus.

3.2.1 The fleetCurrently the DBUS fleet comprises 28 18-metre articulated buses, 84 12-metre buses, 3 10-metre buses and 9 microbuses, as shown in Table 3.1.

IRIZAR-i2eSeats: 28 Standing places: 45

Motor: electric (313 hp)Units: 1 (# 745)

SOLARIS URBINO 12 HybridSeats: 26 Standing places: 81

Motor make Cummins LTD (6 cyl, 227 hp)Units: 5 (# 781 – 785)

D12.1 of 46

MAN Artic. Lion’s City G Euro 6Seats: 40 Standing places: 121Motor make MAN (6 cyl, 320 hp)

Units: 4 (# 490 - 493)

MAN Lion’s City HybridSeats: 25 Standing places: 67

Motor: electric (240 hp)Units: 1 (# 780)

MAN Artic. Lion´s City EEVSeats: 41 Standing places: 102Motor make: MAN (6 cyl, 320 hp)

Units: 6 (# 484 – 489)

MAN NM 244-FSeats: 14+1 Standing places: 65Motor make: MAN (6 cyl, 240 hp)

Units: 3 (# 575 – 577)

MAN LIONS CITY 273 E4Seats: 26 Standing places: 63

Motor make: MAN D (6 cyl, 260 hp)Units: 44 (# 700 – 743)

MAN NL 263 FSeats: 29 Standing places: 64

Motor make: MAN D (6 cyl, 260 hp)Units: 21 (# 650 - 672)

D12.1 of 46

MAN Artic. NG 313 FSeats: 40 Standing places: 97

Motor make: MAN D (6 cyl, 311 hp)Units: 14 (# 470 – 483)

MERCEDES O 405 GN2Seats: 44 Standing places: 90

Motor make: Mercedes Benz (6 cyl, 408 hp)Units: 1 (# 458)

MERCEDES O 530 GSeats: 42 Standing places: 99

Motor make: Mercedes Benz (6 cyl, 408 hp)Units: 2 (# 461, 462)

MERCEDES O 530Seats: 28 Standing places: 73

Motor make: Mercedes Benz (6 cyl, 408 hp)Units: 14 (# 600 – 613)

INTEGRALIA TATOO IN URBAN CLASE ISeats: 13 Standing places: 13

Motor make Mercedes Benz (4 cyl, 163 hp)Units: 7 (# 560 – 566)

MERCEDES O 616Seats: 13 Standing places: 11

Motor make: Mercedes Benz (5 cyl, 157 hp)Units: 2 (# 557, 559)

Table 3.1: DBUS fleet

DBUS is strongly committed to respect the environment with continuous improvements in thefleet efficiency and the increasingly use of less pollutant motors and fuels. Currently, there areneither EURO 0 nor EURO 1 vehicles in operation. The 90% of the fleet comply withthe EURO 3 standard, and the 11% of them are Euro 6 vehicles, which are the cleanestbuses for diesel technology nowadays and are comparable to natural gas vehicles (GNC).DBUS has recently added 13 new, less-polluting, buses with Euro 6 technology to its fleet.

D12.1 of 46

The latest evidence of the fleet’s constant renovation was the introduction of the 100% electricIrizar’s i2e bus in 2014.

3.3 The lines under studyThe two technological innovations related to driving assistance will be demonstrated in twoDBUS lines. These are line 5 and line 25.Detailed descriptions of lines 5 and 25 can be found in the Annexes of this document.Regarding line 5, this line serves Antiguo, Benta Berri, Lorea and Errotaburu neighbourhoods,starting from the city centre (Erdia). Buses running from 7:00 am to 9:00 am follow a fasterroute (dotted line in the map, which is a less busy street) for serving the university (Benta Berriand Lorea) and the industrial park of Zuatzu (Errotaburu) at peak-hours. Both are urban routes,with dedicated bus lanes. Both are almost plain routes.Line 25 is similar to line 5, since both serve Antiguo, Benta Berri, Lorea and Errotaburuneighbourhoods, starting from the city centre (Erdia). Line 25 shares the peak-hour route ofline 5 and extends it up to Añorga and Recalde neighbourhoods, which are separated from therest of the San Sebastian urban area. The first part (Erdia-Errotaburu) is an urban route, asbuses go by streets with dedicated lanes. From Errotaburu to Recalde, buses go by interurbanroads, with a speed limit of 80 km/h. Line 25 is an almost plain route.DBUS operations are organized in such a way that, on a yearly basis, all drivers drive all busesin all lines. In EBSF_2 this fact will be taken into account since it will not be possible to trackdrivers individually. The possibility to reschedule conveniently the operations will be analysed.The driver assistance innovations will be tested only with diesel buses.

3.4 Maintenance at DBUS garageThe technological innovation related to the topic “intelligent garage and maintenance” will bedemonstrated in DBUS garage, under real operational conditions. To this end, fourmaintenance actuations (M1, M2, M3 and PRE_ITV) will be tested.DBUS operations require that every morning at 6:00 am, a minimum of 103 vehicles of which22 18-meter buses and 73 12-meter buses must be ready to run. The total fleet is composedof 130 buses.Maintenance tasks are organized in three periodical levels (M1 each 10.000 kms, M2 each30.000 kms and M3 each 60.000 kms), each level contains the previous one. In addition tothese three, the PRE_ITV revision prepares the bus to succeed in the official technicalinspection of the vehicle (known as ITV in Spain). In order to reduce the number of days thatbuses is not ready for operations, the PRE_ITV revision is made to coincide with one of thethree periodical revisions. Garage is able to service 10 buses simultaneously.

D12.1 of 46

Figure 3.3: DBUS garage: two of the ten maintenance posts available

Predictive maintenance work is planned with 7 to 10 days in advance. In addition tomaintenance tasks, the daily work at the garage comprises eventually other reparations andactuations due to accidents, breakdowns and incidents occurred during daylight and nightlyoperations. To cope with this unpredictable workload, maintenance planning is revised everyafternoon to guarantee that those 98 vehicles needed to start operations the day after will beavailable.Some indicators of DBUS garage activity are presented next.

- Number of preventive maintenance operations in 2015:o 423 M1o 106 M2o 107 M3o 427 PRE_ITV

- Number of mechanics/electrician: 25

3.5 Electric bus layoutAt present, there is only one electric bus in service, a 3-door 12-meter bus designed andmanufactured by IRIZAR which entered in service in 2014 (Figure 3.4).The bus layout was designed to comply with DBUS requirements. Figure 3.5 shows thedefinitive arrangement of seats and main dimensions. Other configurations of seats and doorsare offered by IRIZAR to adapt client’s requirements.

D12.1 of 46

Figure 3.4: The IRIZAR’s i2e full electric bus operated by DBUS in Donostia-San Sebastián.

Design issues that are relevant for IRIZAR and DBUS that will be addressed in this demo are:Vehicle configuration

Driving side Length of the vehicle (12-meter and 18-meter) Number of doors Doors on one or two sides

Doors Flow of passengers: boarding through the first door or through all of them Opening onwards or outwards Single or double doors Door clearance Position of doors

Driver’s area Size of the driver’s area Driver’s area enclosure

Handles and bars Position of linkages to the chassis Individual handles and defences Horizontal bars

Seats Position of linkages to the chassis Location of seats for passengers with reduced mobility (PRM) Foldable seats and back rests

Wheel chairs

D12.1 of 46

Number of places for parking wheelchairs Location of wheelchair parking areas (1300x750 per wheel chair according to R107) Clearance (700 mm according to R107)

Figure 3.5: Layout of the IRIZAR’s i2e full electric bus operated by DBUS in Donostia-San Sebastián.

D12.1 of 46

4 Objectives of the San Sebastian demonstrationIn accordance with the Evaluation team and as described in deliverable “D2.2 Report on TestScenarios and Validation Objectives”, the following validation objectives have been selectedfor the evaluation of the four TIs to be tested in San Sebastian (Table 4.1):

San Sebastian Demo

Validation Objectives(VO)

Priority Topics

EnergyStrategy andAuxiliaries

DriverAssistance

VehicleDesign

IT StandardIntroduction in

ExistingFleets

IntelligentGarage andPredictive

Maintenance

UrbanInfrastructure

VO1Improving the overall

energy efficiency of fleets TISan1

VO3Reducing the consumption

of conventional fuels orelectric energy

TISan3TISan4

TISan1

VO5Promoting retrofitting

programs TISan1

VO6 Making driving safer TISan3TISan4

VO7Making driving practicemore environmentally

conscious

TISan3TISan4

VO8 Increasing capacity TISan1

VO9Speeding up

boarding/alightingoperations

TISan1

VO10Increasing accessibility for

allTISan1

VO12 Reducing travel time TISan1

VO14Improving interoperability

for IT systemsTISan3

TISan2

TISan3TISan2

VO15Speeding up data

managementTISan3

TISan2

TISan3TISan2

VO16 Reducing staff workload TISan2

VO18Improving on board travel

comfortTISan3TISan4

VO19Speeding up

maintenance operations TISan2

VO22Reducing noise and air

emissionsTISan3TISan4

VO24 Increasing reliabilityTISan3TISan4

VO25Increasing passengers’

perceived quality ofservice

TISan3TISan4

VO30Making the debt service

coverage more affordableTISan3TISan4

D12.1 of 46

San Sebastian Demo

Validation Objectives

(VO)

Priority Topics

EnergyStrategy andAuxiliaries

DriverAssistance

VehicleDesign

IT StandardIntroduction in

ExistingFleets

IntelligentGarage andPredictive

Maintenance

UrbanInfrastructure

VO31Improving passengers’

satisfaction TISan1

Table 4.1: Validation objectives for the San Sebastian demo

D12.1 of 46

5 3D Passenger Behavioural Simulation EBPST(TISan1)

5.1 TISan1 – DescriptionThe activity on bus design will analyse the bus layout of one electric bus, for improvingaccessibility and flow of passengers with reduced mobility, including wheelchair users. Thisactivity will demonstrate the effectiveness of a simulation-based strategy for designing newbus layouts as optimized interfaces between vehicle and bus stop, improving accessibility anddwell times. This demo will explore accessibility improvements for retrofitting diesel and hybridvehicles.

Figure 5.1: Description of the Wearable AR Maintenance Assistant System (WARM) - TISan2

5.1.1 ObjectivesThis demo targets the following objectives:

1. Demonstration of a new bus layout for an electric bus, featuring improved accessibilityand flow of passengers with reduced mobility (PRM) including wheelchair users.

2. Demonstration of the effectiveness of a simulation-based strategy for designing newelectric bus layouts as optimised interfaces between vehicle and platform, improvingaccessibility and passenger flow, maximising passenger satisfaction and minimisingdwell times at bus stops.

3. Demonstration of the benefits for ICE and hybrid buses of the new layoutimprovements, previously determined for the electrical bus (OBJ 1).

D12.1 of 46

5.1.2 Definition and description of the Technical InnovationThis demo proposes the use of agent based simulation in a 3D realistic environment. We needto characterize several passenger behaviours (especially those passengers with reducedmobility - PRM), to define boarding and alighting strategies and to model geometrically thenew layouts and bus stops under study. The simulation will compute times and data that willserve to estimate passenger’s satisfaction and accessibility.

5.1.3 Test scenariosThis technological innovation will be evaluated using a simulation approach. Three buses infour lines will be analysed, considering diverse configurations of bus stops and modificationsof their layouts.Input data: Simulation test cases will be defined considering differences in lines, season, rushhours and population profiles, which will be provided by DBUS. Also the geometry of the busesto be simulated will be provided by DBUS and IRIZAR (e.g. layout blueprints with the relevantgeometry).Output data: each simulation run will produce an output file containing all the data, namely:

Dwell, boarding and alighting times (total, per door, per person), etc. Pass. “satisfaction” (% of passengers that get their goals)

Simulation will consider only one bus stop per trial, and diverse bus stop configurations:IRIZAR’s 12 m fully electric bus deployed in DBUS network and other ICE/hybrid buses will besimulated to evaluate the performance of their layout design.

5.1.4 Description of the “No EBSF_2” situation vs “EBSF_2” situationA “do nothing” vs. “do something” strategy is selected for this demo:

“No EBSF_2” situation: current vehicles with their original layouts will be simulated. “EBSF_2” situation: current vehicles with modified layouts will be simulated.

5.1.5 Risks which may affect the test quality and mitigation actionsService constraints (such as boarding only through the front door, as in DBUS network) couldbe difficult to achieve significant improvements for DBUS operations.However, the simulation approach is not really limited by this since any boarding and alightingstrategy can be simulated; we can try to demonstrate that improvements with other strategies.

5.1.6 Preliminary information about the data collection planTable 5.1 shows the preliminary list of for Key Performance Indicators (KPI) selected forassessing the degree of achievement of the validation objectives (VO) relevant for this demo.Validation objectives are reported according to the coding and definitions agreed with theEvaluation Team for all the EBSF_2 demonstrations.

D12.1 of 46

VO 1 - Improving the overall energy efficiency of fleets

To be defined.

VO 3 - Reducing the consumption of conventional fuels or electric energy

Fuel consumption per km, per year, etc.

VO 5 - Promoting retrofitting programsTo be defined.

VO 8 - Increasing capacity

Maximum number of passengers

VO 9 - Speeding up boarding/alighting operations

Boarding/alighting times

VO 10 - Increasing accessibility for all

Flow of PRM

Total number of passengers

Number of PRM places

VO12 - Reducing travel time

Dwell time

VO31 - Improving passengers’ satisfaction

Passenger perception through surveyTable 5.1: TISan1 - Validation objectives and associated KPI (preliminary)

5.2 TISan1 – Implementation PlanThe implementation of TISan1 is planned in three tasks (Table 5.2), with a total duration of 25months, and follows the general scheduling and milestones of the project, namely:

M6 – Detailed description of the demo and implementation plan delivered. M18 – Preparation and execution of the demo – INTERMEDIATE RELEASE delivered M24 – Demonstration Started and Deliverable “Preparation and execution of the demo

FINAL RELEASE” delivered M30 – Completion of data collection and analysis of data. Deliverable “Demonstration

results” delivered

Task TISan1 - T1. Preparation (M3 – M9)This task will consist of the following activities:

To complete the collection of requirements from DBUS and IRIZAR. To assess the selection of VO and corresponding KPI to be measured during

the demo. To establish passengers profiles to be simulated.

Task TISan1 - T2. Implementation (M10 – M23)In this task, the simulation models will be created for buses and bus layouts. In addition,data collection modules will be implemented. The data collection modules will be incharge of storing the data produced by the sensor module.

D12.1 of 46

In addition, a comprehensive demo protocol document will be generated to describe allthe procedures for data collection and other tools to be used during the execution of thedemo.

Task TISan1 - T3. Test and data collection (M24 – M27)This task will consist of the following activities:

EBPST simulation tool and all data collection procedures will be tested to verifythe demo implementation.

The actual execution of the demo, including the data collection of the “NoEBSF_2” and “EBSF_2” situations.

Table 5.2: TISan1– Descriptions of tasks

J J A S O N D J F M A M J J A S O N D J F M A M J J A S O N D

Tasks 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33

T1. PreparationT2. ImplementationT3. Test and data collection

2016 2017TISan2 2015

Table 5.3: TISan1 – Gantt chart

Partner Role People

CEIT

Coordination of the demoTechnology provider of the EBPST systemImplementationTesting and data collection

Joshua PUERTA [email protected]Ángel SUESCUN, [email protected]

DBUSTesting facilities and vehiclesDefinition of requirementsData collection

Eduardo GONZÁLEZ,[email protected] VALLEJO [email protected] SANTOS [email protected]

IRIZARTesting facilities and vehiclesTesting and data collection

Jokin ADURIZ [email protected]

Table 5.4: TISan1 – Demo Team

D12.1 of 46

6 Wearable AR Maintenance Assistance SystemWARM (TISan2)

6.1 TISan2 – DescriptionThe activity on intelligent maintenance targets the applicability of augmented realitytechnologies for maintenance of bus fleets. Augmented Reality (AR) has already shown itsability to enrich the human perception, increasing operators’ performance and reducing theirerror rate. In addition, the actual emergence of new AR glasses provides better way ofintegration of such technologies for non-experts. The proposed AR system will be connectedwith the back office and also with the vehicle compliant with the IT standard EN13149parts7/8/9.

6.1.1 ObjectivesThe main goal of TISan2 is, on the one side, the reduction of the time spent by the maintenanceworkers in paperwork activities and, on the other side, the augmentation, enrichment andcompletion of the information reported by the maintenance operators at the end of themaintenance task. More in details, the demo team is committed to

Reduce maintenance time by 10%. The maintenance activity requires not only for the“reparation task” but also for the “reporting task”. This paper work usually comprises achecklist of 1-2 complete pages that has to be handwritten by the worker at the end ofthe task. Also the worker has to annotate relevant aspects of the task, particularly whenan unexpected damage shows up and additional spares are requested.

: Allow maintenance operators to easily keep track and collect verbal comments,

pictures, audio tracks and video clips concerning the particularities of the maintenancetasks accomplished, especially in the case of unexpected repairs. At present, thereporting consists of completing a checklist form.

6.1.2 Definition and description of the Technical InnovationIn this demo the use of a wearable AR (Augmented Reality) device (e.g. smart-glasses) isproposed. The device is not needed to be worn during the whole operation but just whenrequired, to support the operator to complete the checklist and collect relevant multimedia dataof the extraordinary facts of the activity.The AR device will be associated to a tablet pc companion. The system will implement theEN13149 standard to communicate with the vehicle and the spare store.

Figure 6.1 shows a schematic of the WARM system. Once the maintenance worker receivesthe work order sheet, the tablet PC connects to the on-board computer (AVMS) through theWiFi network on-board. Using this connection, the tablet PC identifies the bus and reads therelevant data for the maintenance task. This connection uses a proprietary interface.Additionally, to complete the data read from the bus, a direct connection to the CAN isforeseen. In this case, the standard EN13149 will be used. At this point, the tablet PC starts

D12.1 of 46

guiding the work to be done, accordingly to the work order sheet. This guidance will be adaptedto the “work style” and preferences of each maintenance worker participating in the study.During the maintenance and reparation activity, the worker will use the smart-glasses fordifferent purposes:

For dictating “done/undone” at the corresponding entries of the checklist form. For dictating annotations concerning the work done. For dictating the list of spares needed. For taking photographs and recording audio or video clips concerning the particularities

of the reparation.All these annotations will be stored in the Tablet PC. The tablet PC and the smart-glasses willbe connected via Bluetooth.Once the work is finished and the report complete, this document will be sent to the back-office; communication will be compliant with the standard EN13149 via WiFi.

Figure 6.1: Description of the Wearable AR Maintenance Assistant System (WARM) - TISan2

D12.1 of 46

6.1.3 Test scenariosThe Wearable AR Maintenance Assistance System will be tested in a real operationalenvironment, at the local operator (DBUS) garage. As the core of the test is to assess theusability of the system, the testing activities will capitalize on the users’ (maintenance staff)experience.Maintenance activities will be of four different types: M1 (each 10.000 kms), M2 (each 30.000kms), M3 (each 60.000 kms) and pre-MOT. M1, M2 and M3 are named according to differentgrades of complexity, so the higher the number, the more complex is the task. With the pre-MOT maintenance task, the bus gets ready to pass the MOT inspection test. For each type ofactivity at least five vehicles will be involved. In the study, 12-meter diesel buses (MAN LIONSCITY) will be considered.Seasonality is not relevant for the maintenance activities of DBUS garage. Neither are linesnor routes as DBUS policy is to use all buses in all lines and all routes, except for the particularcase of microbuses.

6.1.4 Description of the “no EBSF_2” situation vs “EBSF_2” situationTISan2 will be evaluated as “Before vs. Testing”:

Before: The “No EBSF_2” situation corresponds with the current way of working:maintenance reporting is done manually and consists in completing the checklist form.

Test group: The “EBSF_2” situation corresponds to the execution of maintenance tasksusing the WARM system.

6.1.5 Risks which may affect the test quality and mitigation actionsMain difficulty lies on workers’ acceptance. In this activity, in addition to the maintenanceworkers, the management of the company and the representatives of the workers (trade union)will be involved. We will explain them the scope and purpose of such activity. DBUScommunication department will give support in this. The WARM system will be as leastintrusive as possible, since it will not be necessary to wear it during the complete operation butjust for the reporting activities. During the actual reparation work, the worker will not wear theglasses.

6.1.6 Preliminary information about the data collection planTable 6.1 shows the draft list of Key Performance Indicators (KPI) selected for assessing thedegree of achievement of the validation objectives (VO) relevant for this demo. Validationobjectives are reported according to the coding and definitions agreed with the EvaluationTeam for all the EBSF_2 demonstrations.

VO 14 - Improving interoperability for IT systems

Has the interoperability of IT systems improved? Yes or not

Number of successful exchanges

VO 15 - Speeding up data management

Time spent by the worker for completing the paperwork after the maintenance/reparation activity.

D12.1 of 46

VO 16 - Reducing staff workload

Number of tasks and processes for reporting and data collection assigned to each profile of personinvolved in the maintenance activity.

Level of completion of the paperwork, including the checklist, the additional information box of thework order sheet, and the rich annotations.

Maintenance worker’s satisfaction and opinion through usability questionnaire.

VO 19 - Speeding up maintenance operations

Time spent by the worker for the maintenance/reparation activity.

Time elapsed until the bus is declared ready for operationTable 6.1: TISan2 - Validation objectives and associated measures (preliminary)

Quantitative data to be collected manually through questionnaires: % of completion of the checklist and other forms Time spent (the paper work and for the complete task) Level of difficulty of the task (less, as, more than foreseen) maintenance workers’s satisfaction

“No EBSF2” and “EBSF2” situations will use the same questionnaire. We will study: Different maintenance workers for “No EBSF2” and “EBSF2” situations Same maintenance workers for “No EBSF2” and “EBSF2” situations

6.2 TISan2 – Implementation PlanThe implementation of TISan2 is planned in three tasks (Table 6.2), with a total duration of 25months, and follows the general scheduling and milestones of the project:




Task TISan2 - T1. Preparation (M3 – M10)This task will consist of the following activities:

To complete the collection of requirements from DBUS maintenancedepartment.

To assess the workflow of maintenance process at DBUS. To determine the modifications required in current maintenance process to

implement the WARM system (TISan2). To assess the selection of VO and corresponding KPI to be measured during

the demo. To determine the availability of data to describe the “Before situation” and the

need of a “Control vs. Test” strategy.

D12.1 of 46

To identify the individuals that will take part in the test and to form both the Testgroup (EBSF_2 situation) and the Control group (No EBSF_2 situation).

Task TISan2 - T2. Implementation (M11 – M20)In this task, the WARM system will be implemented at DBUS facility. Firstly, thethe WARM system will be adapted to the particularities of DBUS’s maintenanceoperations:

Selection of adequate interfaces (HMI) for the operators involved (smart glassesand tablet PC)

Digitalization of forms and procedures, and implementation in the HMI Implementation of the new communication layer with the bus Implementation of the new communication (EN13149) with back office Implementation of the sensor and the data collection modules. The sensor

module will be in charge of measuring the selected KPI, which will allow theevaluation of the validation objectives. The data collection modules will be incharge of storing the data produced by the sensor module.


Task TISan2 - T3. Test and data collection (M19 – M27)This task will consist of the following activities:

WARM system and all data collection procedures and tools will be tested toverify the demo implementation.

Actual execution of the demo. This task comprises the data collection of the “NoEBSF_2” and “EBSF_2” situations.

Table 6.2: TISan2 – Descriptions of tasks


Tasks 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33


2016 2017TISan2 2015

Table 6.3: TISan2 – Gantt chart

Partner Role People

CEIT

Coordination of the demoTechnology provider of the WARM systemImplementationTesting and data collection

Luis MATEY, [email protected] BORRO, [email protected] PUERTA [email protected]Ángel SUESCUN, [email protected]

DBUSTesting facilitiesDefinition of requirementsData collection


DIGIMOBEE Support to the implementation of the priority topic:IT standard introduction in existing fleets

Emmanuel DE VERDALLE,[email protected]

Table 6.4: TISan2 – Demo Team

D12.1 of 46

7 Driver assistance systems: NONVIS (TISan3) andEKOBUS1 (TISan4)

7.1 TISan3&4 – DescriptionThe EKOBUS system supports drivers for eco-driving and anti-bunching control. The system,currently deployed in 25 buses operated by DBUS, includes an 8-inch display which providesvisual feedback to the driver using very simple colour-based messages. In the one hand,DATIK’s EKOBUS system (TISan4 - EKOBUS) will be evaluated in terms of efficiency,reduction of fuel consumption and punctuality.In the other hand, the benefits of using a non-visual HMI for the driver assistance system willbe evaluated (TISan3 - NONVIS). Nowadays, the use of visual-based HMI is widely extendedand many on-board systems provide visual alerts and messages, thus overloading driver’svisual channel, which is already busy with the driving task (traffic, dashboard, pedestrians andweather). The non-visual HMI to be tested will use the haptic and the auditory channels togather the messages to the driver. A new haptic interface will be developed and tested in twobuses operated by DBUS. The NONVIS system is based on a modified EKOBUS systemfeaturing a non-visual HMI, which are connected through an implementation of the standardEN13149 parts7/8/9.Since both technological innovations target the driver assistance priority topic, and both arebased on the same system, i.e. DATIK’s EKOBUS, both will be demonstrated in two paralleldemos that will run together. Actually, both demos have many common objectives andtargets, and they just differ in two facts:

a) Feedback channel: NONVIS proposes a non-visual feedback (haptic and auditory)while EKOBUS renders visual notifications.

b) IT standard: the compliancy of the system to the standard EN13149 parts7/8/9 will beimplemented and demonstrated only in NONVIS.

7.1.1 ObjectivesThe main objectives of testing TISan3 - NONVIS are:

To determine the usability and efficiency of a driver assistance system featuring anon-visual HMI, which renders notifications to the driver using his/her auditory andtactile (haptic) channel.

To evaluate the benefits of the standard EN13149 parts7/8/9 for connecting twocomponents of the driver assistance system, i.e. the computation unit and the HMI.

The main objective of testing TISan4 - EKOBUS isto determine the usability and efficiency ofa driver assistance system featuring a visual HMI, which renders visual notifications to thedriver using the screen of 8-inch tablet.

1 To avoid confusions, from now on, the word EKOBUS will mainly refer to TISan4 –EKOBUS and the word NONVIS will refer only to TISan3 – NONVIS, disregarding the factthat NONVIS includes a modified version of the standard EKOBUS system.

D12.1 of 46

7.1.2 Definition and description of the Technical InnovationThe EKOBUS (Figure 7.1) system provides two different types of assistance to the driver:

The eco-driving support, which feedbacks specific messages to drivers that help themto avoid over consumption of fuel and to avoid sharp and uncomfortable driving.

The anti-bunching system whose purpose is to keep the headway consistency andpunctuality of the operation.

Both subsystems render messages to the driver using color-coded pictorials that are visualizedin the screen of an 8-inch tablet.

Figure 7.1: Description of the main features of the EKOBUS driver assistance system (TISan4) and itsvisual HMI (8-inch tablet)

The NONVIS system (Figure 7.2) is an eco-driving support which consists of two components: A modified EKOBUS system, modified to produce only eco-driving messages, which

are not shown in the tablet display anymore. A new HMI, which includes vibrators and speakers to render eco-driving messages to

the driver.Both components communicate one to each other using the standard EN13149 parts7/8/9.

D12.1 of 46

Figure 7.2: Description of the NONVIS driver assistance system (TISan3), which features a new non-visualinterface for EKOBUS, which has been accordingly modified to support the new HMI. Once NONVIS HMI

is connected, the standard display of EKOBUS switches off.

7.1.3 Test scenariosBoth innovations will be tested in real operation. A total of 26 buses, in operation on lines 5and 25 of DBUS network, will be used for the trial.To take into account seasonality, demos will be run as long as possible during the period Nov2016 – June 2017 and three months have been selected as representative for the testing: Nov2016, Feb 2017 and May 2017.

7.1.4 Description of the “no EBSF_2” situation vs “EBSF_2” situationTISan3 and 4 will be evaluated as “Control vs. Test”, although for some validation objectives(VO), historical data can be also considered (before vs. test). The control group will be sharedby both TISan3 and TISan 4:

Control group (“No EBSF_2” situation): two ICE buses with no driver assistance systemon-board.

NONVIS test group (“EBSF_2” situation): two ICE buses with the NONVIS system on-board.

EKOBUS test group (“EBSF_2” situation): 22 ICE buses with the EKOBUS system on-board.

Different drivers will be selected to create the aforementioned groups.

D12.1 of 46

7.1.5 Risks which may affect the test quality and mitigation actionsThe Driver’s acceptance of the innvoative solutions is a potentila risk to tackle. To do so, inaddition to drivers, the management of the bus company and the representatives of theworkers (trade union) will be involved. Tthe scope and purpose of this activity will be clearlyexplained to all the staekholders involeved. DBUS communication department will givesupport.Moreover, the localization of the NOVISM HMI onboard the bus will be carefully evaluated. Asafety analysis will be conducted to assess the suitability of the localization. Several drivingtrials will be executed in controlled environments, particularly during the training phase.

7.1.6 Preliminary information about the data collection planTable 6.1 shows the draft list of Key Performance Indicators (KPI) selected for assessing thedegree of achievement of the validation objectives (VO) relevant for this demo. Validationobjectives are reported according to the coding and definitions agreed with the EvaluationTeam for all the EBSF_2 demonstrations.

VO 3 - Reducing the consumption of conventional fuels or electric energy

Fuel consumption per km, per year, etc.

VO 6 - Making driving safer

Driver distractions through survey

VO 7 - Making driving practice more environmentally conscious

Drivers perception through survey

VO 14 - Improving interoperability for IT systems (only NONVIS)

Has the interoperability of IT systems improved? Yes or not

Number of successful exchanges

VO 15 - Speeding up data management (only NONVIS)

To be defined.

VO 18 - Improving on board travel comfort

Number or hard accelerations/decelerations per 100 km

Passenger perception through survey

VO 22 - Reducing noise and air emissions

To be defined.

VO 24 - Increasing reliability

Punctuality ratio

Regularity ratio

VO 25 - Increasing passengers’ perceived quality of service

Passenger perception through survey

VO 30 - Making the debt service coverage more affordable

To be defined.

Table 7.1: TISan3&4 - Validation objectives and associated KPI (preliminary)

D12.1 of 46

Concerning usability: A questionnaire will be addressed to the drivers in order to assess their acceptance

and satisfaction and the usability of the system.Concerning the efficiency (impact on punctuality, regularity and consumption):

DBUS will provide thedata needed for the assessment from the journey records.

7.2 TISan3&4 – Implementation PlanThe implementation of TISan3 and TISan4 are planned in three tasks (Table 7.2), with a totalduration of 25 months, and follows the general scheduling and milestones of the project:




Task TISan3&4 - T1. Preparation (M3 – M8)This task will consist of the following activities:

To complete the collection of requirements from DBUS. To define the integration of the new HMI with the modified EKOBUS to build the

NONVIS system. To assess the selection of VO and corresponding KPI to be measured during

the demo. To determine the availability of historical data for the “No EBSF_2 situation”

(Before) To define the procedures to select individuals and buses that will take part in the

test and to form both the two Test groups (EBSF_2 situation) and the Controlgroup (No EBSF_2 situation).

Task TISan3&4 - T2. Implementation (M9 – M19)In this task, the following activities will be carried out:

Development of the NONVIS system, integrating the new HMI with the modifiedEKOBUS

o Implementation of the new communication (EN13149)o Implementation of the sensor and the data collection modules.

Construction of two NONVIS systems. Deployment in DBUS.


Task TISan3&4 - T3. Test and data collection (M15 – M27)This task will consist of the following activities:

NONVIS and EKOBUS system and all data collection procedures and tools willbe tested to verify the demo implementation.

Actual execution of the demo. This task comprises the data collection of the “NoEBSF_2” and “EBSF_2” situations.

Table 7.2: TISan3&4– Descriptions of tasks

D12.1 of 46


Tasks 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33


2016 2017TISan2 2015

Table 7.3: TISan3&4 – Gantt chart

Partner Role People

CEIT

Coordination of the demoTechnology provider of the NONVIS systemImplementationTesting and data collection

Luis MATEY, [email protected] BORRO, [email protected] PUERTA [email protected]Ángel SUESCUN, [email protected]

DATIKTechnology provider of EKOBUS systemImplementationTesting and data collection

Beñat ARAMBURU [email protected] Galdos [email protected] PABLOS [email protected]

DBUSTesting facilities and vehiclesDefinition of requirementsData collection


DIGIMOBEE Support to the implementation of the prioritytopic: IT standard introduction in existing fleets

Emmanuel DE VERDALLE,[email protected]

Table 7.4: TISan3&4 – Demo Team

D12.1 of 46

8 Partner ContributionCompany Sections Description of the partner contribution

CEIT All

Production of the first draft which integrates the information and data agreed withall the partners in several previous meetings (5 technical meetings at DBUSpremises, 2 teleconferences, the meeting on WP2.2 in Rome). Objective of thesemeetings was the definition of the specific tasks needed for the implementation:from the initial definition of the demo included in the Annex 1 of the EBSF_2contract to the contents of the present document.

DBUS3, 4, 5, 6,7

Context and background. Support to the definition of the demo objectives andplanning.

IRIZAR 3, 4, 5Context and background. Support to the definition of the demo objectives andplanning.

DATIK 3, 4, 7Context and background. Support to the definition of the demo objectives andplanning.

DIGIMOBEE 3, 4, 6, 7Context and background. Support to the definition of the demo objectives andplanning.

UITP All Review of document

D12.1 of 46

9 ConclusionsSan Sebastian demonstrator will demonstrate four technological innovations (EBPST, WARM,NONVIS and EKOBUS) that target four priority topics of the EBSF2 project: vehicle design,intelligent garage and predictive maintenance, driver assistance and IT standard introductionin existing fleets. WARM, NONVIS and EKOBUS demos will be conducted in real operationconditions.

D12.1 of 46

10 Annexes

10.1 Details of DBUS Line 5This line serves Antiguo, Benta Berri, Lorea and Errotaburu neighbourhoods, starting fromthe city centre (Erdia). Buses from 7:00 am to 9:00 am follow a faster route (dotted line in themap, which is a less busy street) for serving the university (Benta Berri and Lorea) and theindustrial park of Zuatzu (Errotaburu) at peak-hours.Both are urban routes, as buses go by streets with dedicated lanes. Both are almost plainroutes.

Figure 10.1: DBUS Line 5 - Routes

D12.1 of 46

Figure 10.2: DBUS Line 5 - Bus stops and journeys

D12.1 of 46

Labour days Saturdays Sundays and bank holidays

Table 10.1: DBUS Line 5 - Timetables

Other relevant data: 3 million passengers per annum 7 articulated 18-metre buses on labour days 5 articulated 18-metre buses on Saturdays 2 articulated 18-metre buses on Sundays and bank holidays 412.448 km per annum Commercial speed of 15,6 km/h

D12.1 of 46

10.2 Details of DBUS Line 25Line 25 is similar to line 5, since both serve Antiguo, Benta Berri, Lorea and Errotaburuneighbourhoods, starting from the city centre (Erdia). Line 25 shares the peak-hour route ofline 5 and extends it up to Añorga and Recalde neighbourhoods, which are separated from therest of the San Sebastian urban area.The first part (Erdia-Errotaburu) is an urban route, as buses go by streets with dedicated lanes.From Errotaburu to Recalde, buses go by interurban roads, with a speed limit of 80 km/h. Theline is an almost plain route.

Figure 10.3: DBUS Line 25 - Routes

D12.1 of 46

Figure 10.4: DBUS Line 25 - Bus stops and journeys

D12.1 of 46

Labour days Saturdays Sundays and bank holidays

Table 10.2: DBUS Line 25 - Timetables

D12.1 of 46

Other relevant data: 1 million passengers per annum 3 12-metre buses on labour days 2 articulated 18-m buses on Saturdays, Sundays and bank holidays 271.015 km per annum Commercial speed of 20,6 km/h

D12.1 of 46

End of the Document

d 12.1 san sebastian: demo description and implementation...

Documents