report on eliptic twin call’s funded activities and outcomes · ratb’s ambitious goal it to...

This project has received funding from the European Union’s Horizon 2020 research and innovation programme under grant agreement No 636012.

Report on ELIPTIC Twin call’s funded activities and outcomes

Deliverable D5.2

Authors Lisa Bloß / Henning Günter, Rupprecht Consult

Status (D: draft; F: final) F

Document’s privacy

(Public: PU; Private: PR) PU

Reviewed by Hendrik Koch, Bremen SUBV;

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D5.2 Final Twinning Report

SUMMARY SHEET Programme Horizon 2020

Contract N. 636012

Project Title Electrification of public transport in cities

Acronym ELIPTIC

Coordinator Free Hanseatic City Of Bremen

Web-site http://www.eliptic-project.eu/

Starting date 1 June 2015

Number of months 36 months

Deliverable N. D5.2

Deliverable Title Report on ELIPTIC Twin call’s funded activities and outcomes

Milestones -

Version 1

Date of issue 11-06-2018

Distribution [Internal/External] External

Dissemination level [Public/ Confidential] Public

Abstract As part of the take-up process defined by the ELIPTIC project to facilitate wide adoption of the project results by other cities, the ELIPTIC “twinning fund” was set up, which supported the transfer of measures from ELIPTIC partner cities to “twin” cities. The twinning fund was a financing mechanism consisting of a systematic support programme of site visits at ELIPTIC partner use cases, and additionally individual support in the take-up activities of twinning partners. Overall, the ELIPTIC twinning programme was a great success. The programme effectively supported the transfer of measures from ELIPTIC partner cities to twin cities by enabling joint discussions at user fora and workshops, site visits as well as feasibility studies to assess the local possibilities for public transport electrification. The twinning programme also benefited the project as a whole, as many ELIPTIC partners were invited to site visits and workshops carried out by twin cities, which enabled mutual exchange of knowledge and experiences

Keywords Transfer, twinning, ELIPTIC, twin cities, take-up process, funding programme

Critical risks Lack of commitment by twinning cities, low visibility of twinning activities for ELIPTIC partners,

This report is subject to a disclaimer and copyright. This report has been carried out under a contract awarded by the European Commission, contract number: 636012

http://www.eliptic-project.eu/

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DOCUMENT CHANGE LOG Version Date Main area of changes Organisation Comments

0.1 11-06-2018 First draft Rupprecht Consult

1 Final version Rupprecht Consult

PARTNER CONTRIBUTION Rupprecht Consult is leader of the document.

Company Sections Description of the partner contribution

Rupprecht Consult Entire document Rupprecht Consult is leader of the document

Bremen SUBV Entire document Review of document

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Table of Contents SUMMARY SHEET .................................................................................................... 2

DOCUMENT CHANGE LOG ...................................................................................... 3

PARTNER CONTRIBUTION ...................................................................................... 3

1. Introduction ....................................................................................................... 7

2. Activities .......................................................................................................... 10

Pillar A: Electrification of buses ................................................................................................ 14

Pillar A: Hybrid Trolleybuses ..................................................................................................... 16

Pillar B: Braking energy recuperation and storage .............................................................. 16

Pillar C: Usage of electricity from existing public transport grids for multimodal charging ........................................................................................................................................... 17

3. Lessons Learnt from Twinning Programme ................................................. 18

4. Conclusion ....................................................................................................... 20

Annex ...................................................................................................................... 21

SUMMARY OF ACTIVITIES AND OUTCOMES .................................................................. 34

SHORT CITY DESCRIPTION ........................................................................................... 34

DESCRIPTION OF SITE VISIT ......................................................................................... 35

DESCRIPTION OF WORKSHOP ...................................................................................... 36

LESSONS LEARNT FROM TWINNING PROGRAM + USER FORUM PARTICIPATION ............. 36

OUTLOOK : NEXT STEPS AFTER THE ELIPTIC PROJECT ..................................................... 37




DESCRIPTION OF STUDY .............................................................................................. 50



ANNEXES ................................................................................................................... 53





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OUTLOOK: NEXT STEPS AFTER THE ELIPTIC PROJECT ..................................................... 69

ANNEXES ................................................................................................................... 71



















OUTLOOK : NEXT STEPS AFTER THE ELIPTIC PROJECT ................................................... 100

ANNEXES ................................................................................................................. 101

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SUMMARY OF ACTIVITIES AND OUTCOMES ................................................................ 102

SHORT CITY DESCRIPTION ......................................................................................... 103

DESCRIPTION OF SITE VISIT ....................................................................................... 104

DESCRIPTION OF WORKSHOP .................................................................................... 105

DESCRIPTION OF STUDY ............................................................................................ 107

LESSONS LEARNT FROM TWINNING PROGRAM + USER FORUM PARTICIPATION ........... 109

OUTLOOK : NEXT STEPS AFTER THE ELIPTIC PROJECT ................................................... 110

In accordance to the study recommendations, several detailed analyzes will be carried out, especially on the energy power reserve and on the future energy consuming, regarding the recommended places for developing charging stations and the practical solution for the integrated system. ...................................................... 110

SUMMARY OF ACTIVITIES AND OUTCOMES ................................................................ 112

SHORT CITY DESCRIPTION ......................................................................................... 112

DESCRIPTION OF SITE VISIT ....................................................................................... 113

• Acknowledge of the key factors to be fulfilled in order to implement such a project. .................................................................................................................... 114

• Information regarding the organizing and financing of an investment project in procuring and operating of a fleet of electric busses. ............................................. 114

• Increasing the expertise regarding the operation of an electric busses fleet. .. 114

• Testing of an electric bus in traffic. .................................................................. 114

DESCRIPTION OF WORKSHOP .................................................................................... 114

DESCRIPTION OF STUDY ............................................................................................ 115

LESSONS LEARNT FROM TWINNING PROGRAM + USER FORUM PARTICIPATION ........... 116

OUTLOOK: NEXT STEPS AFTER THE ELIPTIC PROJECT ................................................... 117

OTL has already tested several electric bus types (SOR, Solaris, and BYD) for limited periods. The next step of the integration of electric buses into operation would be the conversion of a specific line (or a small group of lines) by regularly operating it with e-buses. This could serve as a pilot, enabling the examination of further possibilities towards electrifying parts of or eventually the whole bus network on the longer term. ............................................................................................................ 119

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Table of Figures Figure 1: Trolleybus in Prague ................................................................................... 8 Figure 2: Opportunity charging model for Rotterdam ................................................. 8 Figure 3: Map showing two busroutes and the bio power plant in Birmingham ......... 9 Figure 4: E-bus in Maribor ......................................................................................... 9 Figure 5: TII‘S site visit to Brussels (STIB), February 2016 ..................................... 10 Figure 6: BS:M‘s site visit to RATB‘s electrical dispatch, March 2018 ..................... 11 Figure 7: Twin exchange between TfL and RET in London, November 2016 ......... 11 Figure 8: Studies prepared within the twinning programme by Oradea Transport Local, Maribor Municipality and Tampere Municipality (from left to right) ................. 12 Figure 9: Map showing ELIPTIC partners (blue) and twin cities (orange) ................ 13 Figure 10: Overview of the matching of twin cities with ELIPTIC partner cities, as well as their use case allocation and specific activities. ................................................... 14 Figure 11: Presentations on the twinning activity results in Dublin (above) and Tampere (below) ...................................................................................................... 19 1. Introduction Purpose and Scope of the Twinning Programme As part of the take-up process defined by the ELIPTIC project to facilitate wide adoption of the project results by other cities, the ELIPTIC “twinning fund” was set up in July 2015, which supported the transfer of measures from ELIPTIC partner cities to “twin” cities. The twinning fund is a financing mechanism, consisting of a systematic support programme of site visits at ELIPTIC partner use cases and individual support in the take-up activities of twinning partners.

By means of an open call, 11 twin cities/operators were recruited from among cities and/or public transport providers active in one of ELIPTIC’s three thematic pillars (1) Uptake of electric buses, (2) Operational potential & energy performance and (3) Multi‐purpose Infrastructure use. The twinning partners were then matched with an ELIPTIC city/operator working in the same area of interest. The twinning programme ran from August 2015 to April 2018 and included – depending on the take-up level described in chapter 3 below - the funding for site visits, organisation of workshops, as well as for feasibility studies on the take-

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up of ELIPTIC‘s measures regarding to electrification of public transport. The funding covered a maximum of 15,000€ per twin city, 5,000€ of which were available for reimbursement of travel costs to ELIPTIC user fora, and 10,000€ for twinning activities. The twinning programme was completed with a Final Activity Report that was submitted by each twin city to summarise the individual twinning activities and experiences. These individual activity reports are included in the Annex of this document.

Highlights of the Twinning Programme

High power reserves at Bucharest substations could be used to supply EV charging stations

RATB’s ambitious goal it to deploy electric vehicles for 77% of Bucharest’s public transport. This is why within the ELIPTIC twinning programme RATB saw the chance to study the possibilities to develop an integrated system of charging stations for electric vehicles, using existing power supply infrastructure of public transportation. In the study, RATB found that large proportions of power reserves in the city’s electric substations are unused by tram and trolleybuses (see graph below). This is also a result of recent modernisations of the RATB vehicles traction system, which decreased the total traction energy consumption. The energy grids were found to have sufficient capacities which could be used by RATB to supply energy for the charging of other electric vehicles such as e-buses.

-

2.000

4.000

6.000

8.000

1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 33 35 37

KWh

The electric substation number

The average hourly consumption and installed power (KWh) / (KVA)

Power reserve

Reintroduction of the trolleybus in Prague after 45 years

After a successful feasibility study within the ELIPTIC twinning programme, the public transport operator DPP decided to re-introduce the trolleybus to Prague.

In August 2017, DPP started the installation of in-motion charging (trolleybus) infrastructure along 1 km of the full test line of 10 km. Just two months later, the first trolleybus since 1972 started the test operation.

The trolleybus pilot line is based on a concept that combines in-motion charging, opportunity charging at the terminus, as well as overnight charging at the bus depot.

The swift and determined implementation of study results was a great success for Prague and set a strong example for all twin cities and the ELIPTIC project.

Figure 1: Trolleybus in Prague

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Bio Power Plant could be used to recharge e-buses in Birmingham In their study on potential concepts for e-bus integration, the city of Birmingham considers to use the Tyseley Bio Power Plant (TBPP), which could enable the charging of electric buses with electricity from this renewable energy source. The TBPP has an output power of approx. 10 MVA, however, not all of the electricity that can be produced is currently fed into the public electricity network, for reasons of missing competitiveness. The available energy capacity is a promising opportunity to supply two bus lines in the city with “green” energy.

Multipurpose charging at Maribor’s cable car substation As part of the ELIPTIC twinning activities, Maribor investigated the possibilities of integrating their cable car system with the local railways and bus systems, to allow for a multi-purpose charging function of a shared substation. The substation could comprise charging for e-buses, e-bikes, railways as well as the cable car itself.

The recommendation for multi-purpose charging at the cable car substation is part of the results of the feasibility study on the possible solutions for the electrification of public transport in Maribor, carried out as part of the ELIPTIC twinning programme. The integration of the cable car substation with other public transport systems represents a unique solution for the provision of multi-purpose charging in the Maribor.

Figure 4: E-bus in Maribor

Figure 3: Map showing two busroutes and the bio power plant in Birmingham

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2. Activities Take-up levels

The ELIPTIC twinning fund offered two different take-up levels and activities, which ranged from inspirational - such as workshops and study tours - to small-scale study activities. Take-up levels and activities therefore differed in terms of scale and funding. The ELIPTIC twinning programme funded activities with the differentiation between “Take-up level 1” and “Take-up level 2”: Take-up level 1: ‘Being Inspired’

• Inspirational activities at the initial phase of the take-up process, to enable a city to explore a specific electrification of public transport or electromobility measure. Possible activities were workshops or focus group meetings on a specific topic/use case in either the ELIPTIC or take-up twin city. These events were typically targeted at planners, implementers and decision makers from local or regional authorities.

• Study tours or site visits to ELIPTIC cities demonstrating a use case for the electrification of public transport, individually or in combination with a workshop or focus group meeting. Study tours or site visits were typically targeted at planners, implementers and decision makers from local or regional authorities. They were guided by a dedicated person from the leading ELIPTIC city who had also been made aware of the specific challenges and requirements of the twin city.

Figure 5: TII‘S site visit to Brussels (STIB), February 2016

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Figure 6: BS:M‘s site visit to RATB‘s electrical dispatch, March 2018

Figure 7: Twin exchange between TfL and RET in London, November 2016

Take-up level 2: Studies

• In order for twin cities to gain good knowledge about particular transfer measures, their technical, legal and financial requirements as well as potential impacts of public transport electrification measures, the ELIPTIC twining programme funded (feasibility) studies to prepare the implementation/demonstration of ELIPTIC use case solutions in twin cities. A study was always combined with a workshop or site visit to the “leading” ELIPTIC city demonstrating a use case for the electrification of public transport, to gain in-depth knowledge and insights at site. The site visit was guided by a dedicated person from the leading ELIPTIC city who had also been made aware of the specific challenges and requirements of the twin city. For the preparation of workshops, agendas were prepared beforehand based on the specific challenges and requirements of the twin city.

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In addition to the activities as part of the two take-up levels, the twin cities were required to actively participate in the bi‐annual ELIPTIC User Forum workshops, which were the main knowledge and experience exchange platform for ELIPTIC partners and selected other (around 25) public transport operators and/or authorities, e.g. to enlarge the assessment and validation of the ELIPTIC concepts and use case results. At the user fora, twin cities provided updates on the latest developments in their cities, in order for forum members to learn from one another’s experience. In addition, the twins (as well as other forum participants) were required to fill out regular online questionnaires on the advancement of their project‐relevant electric mobility initiatives. As forum members, the twin cities also followed the evolution of the ELIPTIC activities, contributed to the project development and validated the project results. For the participation in six ELIPTIC user fora, the twin cities received additional funding for travel and subsistence costs of up to €5,000.

Matching approach The selection process of twin cities consisted of an evaluation of the quality of proposed activities, the take-up potential, i.e. the anticipated impact of the proposed take-up measure (including technical feasibility, local/regional commitment for take-up), as well as the resource allocation for the proposed activities. In accordance with this evaluation process, 11 twin cities were selected from different countries across Europe (see map in figure 9).

Figure 8: Studies prepared within the twinning programme by Oradea Transport Local, Maribor Municipality and Tampere Municipality (from left to right)

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The twin cities were then matched with ELIPTIC partner cities according to their interest in and their degree of conformity to a specific ELIPTIC use case. Figure 10 shows the matching of twin cities with ELIPTIC partner cities as well as the take-up level and corresponding activities carried out by twin cities (site visits, workshops and feasibility studies). Twin city Partner city Take-up

level Site visit

Work-shop

Study

Madrid - PT company (EMT) Bremen BSAG I √

Rotterdam (RET N.V.) London TfL II √ √ √

Dublin - Transport Infrastructure Ireland (TII)

Brussels STIB I √

Bucharest – PT operator (RATB) Barcelona TMB II √ √ √

Birmingham - City Council Warsaw MZA II

√ √

Potsdam –Verkehrsbetrieb Potsdam (ViP)

Leipzig LVB I √

Oradea - Local Transport Company

Szeged SZKT

II √ √ √

Cagliari – PT operator (CTM) Gdynia PKT II √ √ √

Figure 9: Map showing ELIPTIC partners (blue) and twin cities (orange)

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Prague (Prague Public Transit Co.) Eberswalde BBG II √

√

Tampere (Municipality of Tampere)

Oberhausen STOAG II √

√

Maribor (Municipality of Maribor) Lanciano FAS II

√ √

Figure 10: Overview of the matching of twin cities with ELIPTIC partner cities, as well as their use case allocation and specific activities.

Twin City Activities After the matching of cities, the respective twinning activities were jointly arranged between the twin cities and the associated ELIPTIC partner cities. The objectives, main activities carried out by each of the twin cities, as well as their next steps after the twinning programme are described below. Pillar A: Electrification of buses

• Rotterdam

Take-up level 2; Partner city: London (TfL)

For the local transport operator RET Rotterdam, the main objective of the ELIPTIC twinning activities was to increase knowledge on the impacts of electric buses on the public electric grid, and to find solutions to increase grid capacity for electric buses. The twinning activities were carried out as part of the city’s transition to electrification of the entire bus fleet of about 250 vehicles. The activities carried out by RET included the organization of a stakeholder workshop in Rotterdam on the current state and needs of electric public transport in Rotterdam, an expert meeting between RET and TfL on costs and benefits of introducing electric buses, a site visit at the London use case, as well as business case study for introducing electric vehicles and charging infrastructure.

The next steps following the ELIPTIC twinning programme are the deployment of 24 opportunity and 50 overnight charging stations, as well as the introduction of 105 battery electric buses in Rotterdam, by 2022.

• Madrid Take-up level 1; Partner city: Bremen (BSAG)

With the target of operating with 100% electric buses by 2030, the public transport operator EMT Madrid joined the ELIPTIC twinning programme in order to share experiences and gain knowledge on validated solutions for the electrification of public transport. As EMT is in the process of electrifying the city’s public transport (with a focus on electric bus procurement, electric bus depot infrastructure, e-sharing and public charging), EMT benefited from the twinning activities and aims to use gained knowledge on best practice examples to improve the current performance in Madrid. Within the twinning programme, EMT organised a site visit to the ELIPTIC partner city Bremen, where different electric public transport solutions and services could be discussed.

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As a next step, EMT plans to upgrade and increase the number of electric charging points for e-vehicles. Moreover, EMT intends to develop and implement a mobile application to manage public charging points for electric vehicles in order to encourage their use by interested citizens.

• Potsdam Take-up level 1, Partner city: Leipzig (LVB)

ViP, the transport operator of Potsdam joined the ELIPTIC twinning fund with the main interest in using DC tram substations for battery bus charging. ViP has set the goal to replace the city’s diesel bus fleet with cleaner vehicles. The twinning activities of Potsdam included a site visit to the ELIPTIC project partner Leipzig, and the organisation of a workshop that focused on a realistic decarbonisation scenario for the city’s public transport. As a next step, ViP will use the results of the ELIPTIC twinning experiences to plan for a testing phase for the first bus line with opportunity charging.

• Tampere Take-up level 2, Partner city: Oberhausen (STOAG)

The city of Tampere participated in the ELIPTIC twinning programme with the main interest in opportunity (re)charging of e-buses using tram catenaries and substations. Tampere plans to convert a diesel line to a fully electric bus line and is in the process of implementing a tram network in the city. As an ELIPTIC twin city, Tampere gained insights into possible charging technologies and was able to connect with technology providers, operators and research institutes across Europe. The ELIPTIC twinning activities for the city of Tampere included a site visit to the project partner Oberhausen, to learn about the integration of fast-charging stations into the local tram network, as well as a study to determine the feasibility of substation charging compared to catenary-based charging.

As a next step following the twinning activities, the city of Tampere plans to use the study results for a closer analysis in the context of a tram network extension. Tampere plans to extend the tram network from the city centre of Tampere, with the first lines implemented in the early 2030s and will use tram infrastructure for the charging of electric buses.

• Maribor Take-up level 2; Partner city: Lanciano (FAS)

The city of Maribor joined the ELIPTIC Twinning Fund as the city strongly considered to electrify public transport and wanted to overcome procedural and technical barriers of implementing electric public transport. With an upcoming procurement process for 40 new buses, Maribor was interested in learning about the best practices for fleet electrification, e-bus procurement, and testing of electric solutions, from other cities across Europe. Representatives from the city of Maribor organised a workshop in Rome, where exchanges with ELIPTIC partners from Lanciano and Szeged on different e-bus technologies led to the elaboration of next steps for Maribor. The city of Maribor also conducted a feasibility study on the most adequate technological solutions for Maribor, as well as the technological, legal and financial requirements for procurement.

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The feasibility study recommends that the next steps following the twinning programme should be a detailed study, design and planning process for a specific e-bus route with respective charging infrastructure. Moreover, investments into fast e-charging infrastructure for multi-purpose use (for EVs as well as the local cable car) are recommended, as well as research on new technologies on further charging solutions.

Pillar A: Hybrid Trolleybuses

• Cagliari Take-up Level 2; Partner city: Gdynia (PKT)

In the view of extending the trolley bus services in the city of Cagliari, the local public transport operator, CTM Spa joined the ELIPTIC twinning fund with the objective to exchange experiences and analyse the local impact related to the take-up of public transport electrification measures. The activities carried out were a site visit to the PKT Depot and to the Power Dispatch and Management Centre in Gdynia, a workshop in Cagliari on technical aspects related to planning and operation of trolley-hybrids, and a feasibility study on the technical-economic feasibility of trolley-hybrid systems by comparing these vehicles against traditional diesel buses operating on the same line.

CTM will continue on the path of electrification of public transport. In the coming years following the twinning programme (2018-2020), CTM plans to carry out a partial renewal of the bus fleet by purchasing 5 hybrid buses and 10 full-electric battery buses.

• Prague Take-up level 2; Partner City: Eberswalde (BBG)

As the public transport provider of the city of Prague, DPP aims to find and prepare solutions for the electrification of the most demanded lines of the city’s bus network (40% of the DPP bus operation). The purpose and goal of DPP’s participation in the ELIPTIC twinning programme was to learn as much as possible about partial (battery) trolleybus solution and in-motion charging concepts, and to try to use this concept for the electrification of bus lines in Prague. The twinning activities of DPP included a site visit to Eberswalde and a feasibility study on combining in-motion charging, opportunity charging and overnight charging performance, which led to a test operation of a trolleybus on a pilot bus line in Prague.

Following the twinning programme, DPP will continue the tests for in-motion charging concepts in other vehicles in Prague. As a next step, DPP will prepare for the full electrification and regular operation of a selected bus line. Prague’s future plans entail the preparation of a strategy that combines in-motion charging, opportunity charging at a terminus as well as overnight charging.

Pillar B: Braking energy recuperation and storage

• Dublin Take-up level 1; Partner City: Brussels (STIB)

The Transport Infrastructure Ireland (TII) plans for the optimization of braking energy recovery in the light rail system of the city of Dublin. By joining the ELIPTIC twinning

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programme, TII intended to benefit from the pool of knowledge built from Brussel’s (STIB) initiatives on their underground network, and to learn how these can be adopted for light rail systems. Within the twinning programme, TII made a technical visit to Brussels for detailed discussions including site visits to a number of reversible substations on the Brussels Metro network.

TII is currently in the early design stages of a new Metro in Dublin and will use the experiences gained through the ELIPTIC twinning programme to investigate the possible use of reversible substations. The new metro network is intended to extend the existing light rail lines in Dublin, from the city centre to the Dublin airport.

Pillar C: Usage of electricity from existing public transport grids for multimodal charging

• Birmingham Take-up Level 2; Partner City: Warsaw (MZA)

The city of Birmingham has joined the ELIPTIC twinning programme in the light of investigations regarding the introduction of e-buses into the city’s fleets. Particularly, Birmingham was interested in evaluating the potential of using tram substations and infrastructure to recharge electric buses and intended to source relevant knowledge and experiences from ELIPTIC partner cities. Birmingham’s twinning activities included a workshop on different technological options for charging regimes and battery swapping, and a feasibility study, which assessed the potential for electric bus charging on 2 bus routes to be operational by 2021.

Drawing on the lessons learned within the twinning programme, the city of Birmingham plans to take the ELIPTIC study for e-bus deployment to the next level and develop a city-wide EV charge point infrastructure plan for buses, taxis and commercial vehicles. The study will also be used to provide clear guidance and support to bus operators to plan for e-bus implementation for either depot or en-route charging, depending on energy supply, route and battery size requirements.

• Bucharest Take-up Level 2; Partner City: Barcelona (TMB)

With ambitious goals to deploy electric vehicles for 77% of Bucharest’s public transport, RATB, the main public transport operator in Bucharest, participated in the ELIPTIC twinning programme in order to study the possibilities to develop an integrated system of charging stations for electric vehicles, using existing power supply infrastructure of public transportation. As part of the Twinning activities, RATB organised a workshop in Bucharest on electric public charging networks, as well as mutual site visits in the partner city Barcelona and in Bucharest. RATB also conducted a cost-benefit analysis focused on the possibilities of using the energy infrastructure of public transport for recharging batteries of the electrical vehicles

In accordance to the cost-benefit study recommendations, Bucharest will carry out several detailed analyses, focusing in particular on the energy power reserve and on the future energy consumption associated with the implementation of charging infrastructure, taking into account the recommended places for developing charging stations and the practical solution for the integrated system.

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• Oradea Take-up Level 2; Partner City: Szeged (SZKT)

The Oradea Public Transport Company had decided to participate in the ELIPTIC twinning programme with the intention to reduce energy costs in the city’s tramway network by optimising the energy recovery ability of tramways. Oradea’s twinning activities comprised the organisation of a workshop on energy efficiency at the level of electric public transport networks, the organisation of a study visit to the headquarters of Budapest Transport Company (BKV) in order to analyse and test electric bus infrastructure and services in operation, and a cost-benefit analysis that investigated the multi-functional use of the existing public transport infrastructure for charging electric buses, hybrid trolleybuses, bicycles and electric cars.

As the next steps of after the twinning programme, the city of Oradea plans to implement an extensive package of projects that will improve the overall attractiveness of the electric public transport services, consisting of an extension of the tramway line and the procurement of new tramways as well as new electric buses.

3. Lessons Learnt from Twinning Programme According to the feedback from twin cities, the ELIPTIC twinning programme yielded mostly useful and positive results. Networking, knowledge transfer and support for the implementation process of local solutions were reported to be the main benefits from the twinning activities.

Twin cities stated that direct communication with e-mobility experienced partners was facilitated through discussions and workshops, that relevant stakeholders for future investments could be identified and that good professional relationships were built between ELIPTIC partners and twins. The twinning programme had succeeded in transferring expertise from more advanced transport companies and operators, including information on methodological steps of planning and design, maintenance, and technological constraints, as well as environmental issues and economic feasibility associated to the electrification of public transport. The twinning activities had also provided support to twin cities in the development and implementation of local solutions, as they enabled twin cities to explore different conceptual and technological alternatives for the electrification of public transport, gave insight into opportunities and barriers that can be encountered, and allowed for evaluation processes for the take-up of good practices. Several twins claimed that the knowledge gained from the twinning programme will serve as a basis for future decisions and has already helped to get approval for subsequent pilot projects.

The feasibility studies carried out by many twin cities individually provided detailed results and clearer visions for the twin cities’ continuative plans. For instance, as a result of their feasibility study, the city of Tampere found that substation-based charging is the more feasible solution for the city compared to catenary-based charging. For the city of Maribor, the most valuable result of the feasibility study was the identification of a particular bus route to be electrified in the city, as well as the insight that a line to line upgrade of electric public transport is the most feasible approach for Maribor.

Beside the positive outcomes from the twinning programme, some twin cities also had

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negative experiences. For TII in Dublin, for example, the twinning programme was only a partial success, since the ELIPTIC project partner STIB did not succeed to build a business case for reversible substations on light rail in Brussels. As the rail network in Dublin was assessed to be even less suited for the technology, TII decided to cancel the planned twinning workshop as well as the feasibility study. Nevertheless, TII also benefited from the twinning programme as it provided advanced knowledge of implementing reversible substations, success/fail criteria for business cases, as well as several many cross-transport ideas that will be carried into the design of future projects.

Figure 11: Presentations on the twinning activity results in Dublin (above) and Tampere (below)

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4. Conclusion Overall, the ELIPTIC twinning programme was a great success. The programme effectively supported the transfer of measures from ELIPTIC partner cities to “twin” cities by enabling joint discussions at user fora and workshops, site visits as well as feasibility studies to assess the local possibilities for public transport electrification. The twinning programme also benefited the project as a whole, as many ELIPTIC partners (e.g. Gdynia, Szeged, London) were invited to site visits and workshops carried out by twin cities, which enabled mutual exchange of knowledge and experiences

For twin cities, the outcomes of the twinning programme ranged from gaining helpful professional contacts and valuable knowledge to receiving strong support for their local implementation processes. In most cases, the feasibility studies carried out by several twin cities made it possible to develop follow-up plans and refine local implementation activities.

The division of take-up levels proved to be an advantageous component of the twining programme, enabling those twin cities that showed more general interest in the ELIPTIC topic to learn more and specify their future plans, and those twin cities with more advanced starting points and a clearer understanding of their needs, to evaluate and refine their plans through studies.

Despite the many positive outcomes, there is still room for improvement of the twinning programme. A stronger integration of twin cities into the ELIPTIC project could have enhanced the twinning programme even further. The programme was set up to allow for “pair-wise” organisation of activities between the ELIPTIC partners and their respective twin cities. This structure enabled a larger degree of flexibility for the joint twinning activities.

However, many valuable insights into the activities and progress of twin cities were not fully exploited by the ELIPTIC partners and vice versa.. Twin cities could be engaged more actively in user fora, by including regular sessions in the agenda on and updates from twin cities and their activities, which could also be done on partner meeting level (like done in Bremen final meeting). This would not only inform all ELIPTIC partners about the progress of the twinning programme but would also help the twins to get a regular feedback and keep up the process throughout the duration of the programme. While a more active integration of twin cities into the project would benefit all partners involved, this additional element would also require additional financial resources.

The studies carried out by twin cities, as well as the presentations held at the user fora as part of the twinning programme will be publicly available on the ELIPTIC Learning Platform.

https://www.mobility-academy.eu/course/index.php?categoryid=26

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Annex Final Activity Reports by twin cities Twin city Activities

Pillar A: Electrification of buses

1. Rotterdam (RET N.V.) Site visit, workshop, business case study

2. Madrid - PT company (EMT) Site visit

3. Potsdam –Verkehrsbetrieb Potsdam (ViP) Site visit

4. Tampere (Municipality of Tampere) Site visit, feasibility study

5. Maribor (Municipality of Maribor) Workshop, feasibility study

Pillar A: Hybrid trolleybuses

6. Cagliari – PT operator (CTM) Site visit, workshop, feasibility study

7. Prague (Prague Public Transit Co.) Site visit, feasibility study

Pillar B: Braking energy recuperation and storage

8. Dublin - Transport Infrastructure Ireland (TII) Site visit

Pillar C: Usage of electricity from existing public transport grids for multimodal charging

9. Birmingham - City Council Workshop, feasibility study

10. Bucharest – PT operator (RATB) Site visit, workshop, cost-benefit analysis

11. Oradea - Local Transport Company Site visit, workshop, cost-benefit analysis

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Final Twin Partner Activity Report RET Rotterdam – The Netherlands

Name of ELIPTIC twin city RET Rotterdam

Name of ELIPTIC leading city London

Thematic pillar(s) A2: Opportunity (re)charging of e-buses (using metro infrastructure)

Use case(s) Waterloo garage

Responsible author(s): Theo Konijnendijk, RET

Contact person: Theo Konijnendijk, RET

Email: [email protected]

Phone: +31 10 447 6905; +31 642 616 408

Date: March 23, 2018

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SUMMARY OF ACTIVITIES AND OUTCOMES At the start of the ELIPTIC project in 2015, the approach of RET regarding zero emission buses was to collect information and experiences by driving a small amount of hybrid, plug in hybrid and fuel cell electric buses. The awareness that a large number of electric buses has a huge impact on the electric grid was growing. Participating in the ELIPTIC twinning program could help to learn more about the consequences of the increase of the power needed for electric buses. During the project the scope changed from pilots and studies to the request of a complete transition path towards electrification of the complete bus fleet, about 250 vehicles. In this Twinning project RET has collected, analysed and multiplied experiences and data from the innovators to set up a (positive) (business) case for the introduction of both zero emission buses and infrastructure.

The approach consists of the following phases and steps: In the start-up phase we established contacts and approach; In an initial workshop, organized in Rotterdam, the partners described the current situation in Rotterdam and prepared relevant questions to be asked in the next phases. During the site visit in London, the aim was exploring the possibilities and constraints of driving e-busses with opportunity charging during the site visit. However, the main topic was not opportunity charging, but overnight charging of 51 busses at the Waterloo garage of Go Ahead.

During the ELIPTIC workshop, the second day was spend on collecting answers to the different questions, divided in four categories: 1) Busses and batteries; 2) Charging points; 3) Achievement; 4) Life time The final step was an expert meeting in Rotterdam to exchange knowledge between TfL and RET, about the ins and outs of introduction of electric buses and infrastructure. The main topics in this meeting were alternatives, risks, costs and benefits and time needed between initiative and realisation. In the last phase (partly beside the ELIPTIC project) RET collected the useful aspects to describe a business case and proposal for a transition path for about 250 busses and recharging infrastructure towards zero emission. Next to this we worked on an update of the Hastus planning tool, especially for introduction of electric vehicles and their specific requirements.

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SHORT CITY DESCRIPTION The Dutch national policy goal concerning emissions of public transport buses (5.000 buses) is that by 2025 all buses in the Netherlands will be zero emission. Rotterdam is well known for its innovative and integral approach in addressing sustainability issues. RET, the regional public transportation company, needs to renew its bus fleet in the new concession period starting in 2019. The company is planning to do this in phases. Currently there are several pilot projects to see what type of zero emission buses best suit the local transport conditions in Rotterdam. It is expected that battery-electric buses will form a significant part of the new bus fleet. RET is still concerned about how to provide electrical energy to 50 or more e-buses in the first upscale phase, a charging infrastructure and corresponding ICT systems still need to be developed. The fact that Rotterdam is set to introduce a larger amount of full electric busses with on route and overnight charging facilities linked to rail infrastructure is similar to the developments seen in London and Barcelona. Knowledge exchange about how to plan and realize this could prove mutually beneficial. For the introduction of this amount of buses and a sufficient recharging infrastructure, experience and input from ELIPTIC cities is very useful.

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DESCRIPTION OF SITE VISIT AND WORKSHOPS In the first workshop in the context of ELIPTIC, TNO brought in the awareness about the challenge the municipality, the grid provider and RET have to deal with as we have to power all the buses with electricity.

Electric buses are good for solving the climate issue, improving air quality, reduction noise, improvement of energy supply. In the context of Rotterdam, they also require an amount of electricity between 100 and 150 MWh a day. This is comparable to the electricity use of a city of a middle size.

During the site visit in London, the aim was exploring the possibilities and constraints of driving e-busses with opportunity charging. However at the TfL Waterloo garage of Go Ahead, the main topic was not opportunity charging, but overnight charging of 51 busses.

Because of the energy supply and the available energy, the connection of charging infrastructure for buses to the metro grid seemed a bridge too far, at the moment. TfL will not decrease the reliability of the metro in favour of introduction of chargers for electric buses. The workshop on the second day in London was spend on collecting answers to the different questions, divided in four categories:

• Busses and batteries • Charging points • Achievement • Life time

Batteries and Buses Smaller batteries and opportunity charging or bigger batteries and overnight charging?

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- This depends on the characteristics of the service and territory of the city. - The choice depends on how the technology will evolve. - All options should be used in a fleet. This includes overnight, opportunity and fast

charging. - It depends on the number of buses in the fleet and the fleet composition. - It depends on the consumption of the HVAC and other on board auxiliaries.

If smaller batteries, how far between charging points?

- In motion charging would be a solution to help smaller batteries. - This will depend on the technology path. - Depending on the time between the stops and the time at the terminal. - This will depend on the network however the network should not be made more

complex. - This will depend on the dimension of the fleet.

What is the energy use of heating, AC and other auxiliaries? Is it (must it be) all electric?

- The HVAC and other auxiliaries should be all electric. - Better efficient systems are needed. - The simulation of the temperature has a large influence on the modelling.

Standardisation of protocols and connectors between vehicles and chargers? - Standardisation is needed asap.

Assumptions or expectations about life time of vehicles and batteries?

- No large breakthroughs are currently expected - A battery would last 5-10 years. 5 for the cheaper battery and 10 for the more

expensive. What is the optimal mix between capacity, charging system, charging time, weight and costs of batteries and vehicles?

- There is a mix of options needed. However this can lead to a problem of interoperability within the fleet.

- This will depend on the route. Maintenance

- The costs of maintenance should be added to the business case. - Staff will have to be retrained and skills added. - This will depend on the national safety legislation and context.

Charging Infrastructure What are standards for power and voltage? How is the planning of charging points integrated into your urban mobility planning? What are possibilities of connecting charging points to existing infrastructure like grids for tram, trolley and metro or for street lightning? How can you integrate renewable energy sources in charging infrastructure? What are main barriers for a multipurpose use of charging infrastructure? Everything else What is a realistic time planning for introduction of 50–100–250 e-buses (infrastructure, rolling stock)?

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What are options for use of sustainable energy storage systems and reuse of batteries? What are main barriers to install charging points in city area and what is a realistic time frame for the realisation of charging points? What changes are needed in route- and timetable-planning etc. for optimal use of charging points? Essential differences in maintenance between diesel & electric vehicles:

- knowledge and skills of staff - equipment, tools and modifications needed in workshops/depots - safety issues

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Expert meeting in Rotterdam The goal of the second twin meeting was to collect comments about the ins and outs of introduction of buses and infrastructure. This input will be part of documentation for decision makers f.i. at the Rotterdam municipality and RET.

Topics to pay attention to are f.i: • Alternatives • Risks, costs and benefits • Time needed between initiative and realisation • Technical needs on supply (subway and tram infrastructure) and demand (bus

infrastructure) side • Issues and needed agreements for management and maintenance

During the twin visit in Rotterdam, TfL first gave an overview of the bus division and pointed out a lot of useful topics:

• 1.000 of 8.500 buses should be converted to zero emission vehicles in the coming years. This will take some time, because of the tendering procedures and renewal of contracts every 7 years.

• The mayor of London has planned to increase the low emission zone to 15-20 mile

from the city center. This involves three quarter of all TfL buses.

• Electricity consumption for Metro at Tfl is 1 TWh. This could be doubled by the energy for electric buses. Spare power is between 0,5 and 8 MWh, which is not enough to supply the buses.

• Different use of vehicles requires different scenarios: less miles a day means simple

charging approach; more miles a day, more complex and expensive charging infra.

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• There is no standard for equipment, yet. Most electric vehicles are overnight charged.

At the Waterloo garage 50 diesels were replaced by 50 electric vehicles. Probably some diesels were kept as spare.

• The level of service during the day at Waterloo garage is completely different with

RET bus use. At Waterloo 50 buses are out for service during peak hours, 20-30 during off peak hours. At RET most of the vehicles are running all day long. The preparation phase of the buses at Waterloo took 3 years. The implementation phase took 3 months. Crucial is availability of the connection to the grid. This can take up to two years for a new connection.

• TfL expects a lot of improvements in battery technology: Opportunity charging will be

out of date in a few years.

• Maintenance of electric vehicles is much simpler according to combustion vehicles, but requires other skills from technician’s.

• Orders for new buses will take longer than before, because the existing capacity for

building buses is no longer sufficient. Focus in the approach on phase 1 and 2. (implementation in 2019 and 2021). Don’t worry about phase 3 and 4 (implementation in 2025 – 2028). Technical standards and opportunities will change a lot the coming years. However, try to avoid opportunity charging, because of large spatial impact and high costs. Routes and timetables for e-buses: Opportunity charging in first batch is good approach to start with. Pay attention to balance of vehicle weight and passenger capacity. Do not over-design the system: and extra battery capacity and extra chargers , and, and. All parts are very expensive and should be taken care for. Risks:

I. Early choices no longer sufficient because of technical developments II. Early choices versus (not yet) existing standards

III. Charging spots not accepted nor available on time IV. Capacity of batteries, availability of charging spots versus flexibility of services

and passenger capacity V. In case of emergency: fighting fire with high voltage electric devices

In general: be straight forward to the requirements; don’t change requirements in favour of the transition path. It is necessary, but the smooth service for passengers is more important! Try to mitigate I and II by intense market research and step by step approach. Accept insufficiency for the first batch, but avoid this for next batches. TfL managed to have less chargers than vehicles and the system is running properly. Try to mitigate III by planning the supply system earlier than deliverance of vehicles.

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According to V: fire fighters have their fighting plan, what can be modified / improved for the situation in cooperation.

DESCRIPTION OF STUDY

Partly based on the process for ELIPTIC, RET organised a market consultation. The result is a business case and proposal for introduction of a serious amount of vehicles and recharging infrastructure. This case and approach is summarized in the sheets below.

Above: comparison of power trains and number of suppliers, reliability, modification of infrastructure and so on. Below: implementation plan zero emission buses at RET, 2018 - 2034

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LESSONS LEARNT FROM TWINNING PROGRAM + USER FORUM PARTICIPATION A full transition towards battery electric buses requires not only vehicles, but has also large impact on the grid, on the layout of the bus garage, on end stops of bus lines, were buses need recharging and on the day to day deployment of the vehicles. The Twinning visits were useful, both for TfL and RET. Both participants are open for extending the cooperation. The idea is to keep in touch and exchange about further developments and experience concerning introduction of electric buses. Especially the connection of charging infrastructure to the metro grid is a challenge that needs exchange of knowledge and experiences about opportunities and threats. The topics discussed in the first visit in London were also used for describing requirements for modifications of the planning system. The question is how to deal with possibilities and constraints of electric buses in the daily services. These topics lead to an update, or a module for electric vehicles, of the Hastus planning tool. The business case for electric buses is only profitable in case the investments for charging infrastructure can be funded next to normal – regular bus deployment.

OUTLOOK : NEXT STEPS AFTER THE ELIPTIC PROJECT Partly based on the activities in ELIPTIC, RET proposed an action in the CEF Blending Call, called Remetbus2Rotterdam (Real Metropolitan buses). This Action, aims at deploying a full battery electric bus (BEB) system within the Urban Node of Rotterdam, including a zero emission bus fleet and the charging infrastructure. The deployment of 24 opportunity and 50 overnight charging stations, as well as the introduction of 105 BEBs will occur in two steps, corresponding to ZERO 1 in 2019 and ZERO 2 in 2021. The Action represents about 40% of the rollout of the Global Project in terms of BEBs. In the period from 2018 until 2022 the Action will be realised, introducing at a large scale and on a day-to-day basis emission free public passenger transport. Public transport by bus in the urban node of Rotterdam is key for people’s daily and multimodal transport need in the region. In addition it complements all other modes of public local transport in the region, such as the tramway, the metro, the local railway and the ferry. With the exception of the ferry the other public transport modes are already operating emission free; i.e. the metro and the railway are electrified. In the urban node of Rotterdam the public transport systems, in particular buses, connect all important transport hubs in the region, such as rail stations, the airport, the port and park and ride hubs facilitating the transport of persons on the three connected TEN T corridors, such as for example the Rhine-Alpine corridor.

Objectives The Action is key to the success of the Global Project described in section 1, which is the full shift from fossil to alternative fuels in the public bus transport system in the urban node of

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Rotterdam. The Action provides for the deployment of the charging infrastructure and the initial introduction of BEBs to serve important lines of public bus transport in Rotterdam. The Action will also help to increase and enhance multimodal transport in the urban node of Rotterdam in a sustainable way. Thanks to the extension of the emission free zone in the region the Action will also create better conditions for switching between transport modes (for instance from train to metro or bus, from car, e-car and e-bike to BEB, from ship to tramway etc.) and in more easily connecting transport hubs such as train stations, ports and airports by the means of sustainable BEB.

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Final Twin Partner Activity Report EMPRESA MUNICIPAL DE TRANSPORTES DE MADRID (EMT).

Name of ELIPTIC twin city MADRID

Name of ELIPTIC leading city BREMEN

Thematic pillar(s) Multi-purpose use of electric public transport infrastructure

Use case(s)

Responsible author(s): Eduardo Pilkington – Luis Miguel Rodriguez

Contact person: Eduardo Pilkington – Luis Miguel Rodriguez

Email: [email protected] [email protected]

Phone: 91.209.38.99 / 91.406.88.00 Ext. 8401

Date: May 18

mailto:[email protected]


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SUMMARY OF ACTIVITIES AND OUTCOMES Since Eliptic started, Madrid has been learning from all thematic pillars, mainly from the activities around multi-purpose use of electric public transport infrastructure.

Applying from learning has been our main outcome from the Eliptic visits since 2015. Many of the feasibility studies and demonstrations in operational environments helped us introduce electrification in our public transport mobility concept.

Madrid has been very active in bus public transport electrification, focused in four big activities: electric bus procurement, electric bus depot infrastructure, technology testing and electric mobility.

The extension and renewal of the EMT fleet of buses towards a 100% low emission fleet is to be done via an investment programme (2017-2020), ramping up the introduction of new electric buses.

In a 5 year project an electric Bus depot engineering project has been launched, where initially it will be capable of holding a mix of electric buses and CNG buses and where eventually it will be ready to service 300 full electric buses.

Late 2017 it was presented to the public the new inductive charging system that EMT delivered for service. The system allows the uninterrupted operation of EMT’s line 76 (with 42 stops and 14 km) by means of 5 fully electric buses. This becomes possible thanks to the opportunity charging enabled by the two inductive charging stations situated in the two terminus of the line.

SHORT CITY DESCRIPTION Madrid is the capital of Spain and the largest municipality in both the Community of Madrid and Spain as a whole. The city has almost 3.166 million[ inhabitants with a metropolitan area population of approximately 6.5 million. It is the third-largest city in the European Union (EU).

Given the complexity of urban systems and the diffuse nature of emission sources, there is a need for cities to develop integrated policies to reduce the impact of air pollution and climate change in terms of their impact on public health. The transition to a low emission city model requires action on a great many fronts. Firstly, priority action is required on the basic elements of the urban metabolism, mobility and

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energy, by acting on demand and promoting non-fossil fuel dependent sustainable alternatives. Secondly, in a consolidated city like Madrid, a process of urban regeneration is necessary to achieve a more cohesive territory, one better adapted to foreseeable climate impacts. To do so, Madrid is leading a Climate Change Plan.

The air quality and climate change plan for the city of Madrid (Plan A) is aimed at reducing air pollution, helping to prevent climate change. The main objective is to ensure the quality of the air breathed by Madrid-dwellers and to guard the city against future climate impacts.

Plan A is conceived as a fundamental part of a far-reaching Sustainable Urban Development Strategy in order to address the environmental and social challenges facing Madrid as a major conurbation. The time frame of Plan A considers two horizons; 2020 for the achievement of the air quality targets required by legislation and a longer term horizon, to 2030, for the necessary energy transition and consolidation of a low emission city model.

As part of this global initiative, EMT´s Strategic Plan CERCA 2017-2020 has been moving towards electric, looking into a more sustainable mobility, building into Madrid´s Plan A.

DESCRIPTION OF SITE VISIT The visit to the City of Bremen was very interesting in terms of checking on site the different collective public transport solutions and mobility solutions that have been implemented in the city.

The visit began with a brief explanation of the city and the different modes of transport in Bremen, then we visited Bremen´s Central Station, where in addition to its beauty, it is used by thousands of users to reach the city and other destinations by train.

Score as relevant the fact that at the main access door there is a public bicycle service station, and several spaces for parking private bicycles.

Then we walked in the city where different modes of transportation interact (mainly tram, bicycle and cars), and then we moved to another area of the city by tram.

We were able to see the adaptation of a roundabout to accommodate different modes of transportation, giving priority to public transport (tram) and providing a safe space for bicycles.

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Later, we visited several streets of the city where bicycles have been given preference, thanks to car speed limitations, the widening of sidewalks, reduction of parking gangs, etc.These streets have been transformed, now there are friendlier spaces for neighbors and for the pedestrians more than they ever were before.

Finally, we visited a car park with reserved spaces for the carsharing service where we could check out the operations onsite.

DESCRIPTION OF WORKSHOP The main activity of the workshop consisted of different citiy presentations on their experiences on public transport electrification projects carried out by each of them, and dealing with issues related to:

• The implementation of zero emission buses, (the impact of electric buses in the network, size of batteries, charging approaches, inductive load lines, opportunities to obtain synergies between tram and e-bus systems)

• Implementation of electromobility (bus, vehicles, trams, trolleybus, etc.).

• Need for bus operators to achieve commercial viability in relation to the price of buses and the infrastructure of electric charge.

• Importance to overcome barriers to implementation: high acquisition costs, uncertainty about the performance and duration of batteries, lack of standardization, uncertain regulatory framework, etc.

LESSONS LEARNT FROM TWINNING PROGRAM + USER FORUM PARTICIPATION EMT benefited from the transfer of experience from other transport companies with regard to the evaluation and application in the operating environment of various measures related to the electrification of public transport. Allowed us to explore and analyze concepts for the electrification of public transport that will serve as a basis for future decisions on the solutions. Best practices from other cities can reduce the risk of implementing innovative technologies. Unite all stakeholders and share the understanding of the complexities that everyone seeks to achieve the same goal.

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Today´s know-how, planning, design, maintenance, environmental aspects, economic viability, methodological steps and technical restrictions, planning of deadlines, identification of relevant actors for future investments, technology selection for Madrid, wide field of impacts (schedule, passengers, layout, network). It is very important to share experiences, results and even failures on new technologies. Madrid has been very active in bus public transport electrification:

o Electric bus procurement

renewal of the EMT fleet of buses towards a 100% low emission

o Electric bus depot infrastructure

A full electric Bus depot engineering project has been launched

o Technology testing (induction)

Late 2017 it was presented to the public the new inductive charging system that EMT delivered for service

o Electric mobility

Operation of the public electric bike sharing system

Ramping up electric charging points in our public carparks spaces

OUTLOOK : NEXT STEPS AFTER THE ELIPTIC PROJECT

• EMT to become the largest electric bus operator with 100% electric buses by 2030, so we will continue with the process of procurement vehicles of this type until reaching the 100%

• Upgrading and increase the number of electric charging points for vehicles helping the implementation of this type of vehicles in future buyers as well as encourage companies to use them by having recharging points distributed throughout the city in the EMT managed parks.

• Positioning in the market as charging manager to be able to commercialize

with recharging points of electric vehicles, legal and essential requirements to

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have operational control and establish strategies for the implementation and development of this activity.

• Development and implementation of a mobile application to manage public

charging points for electric vehicles to ease the use of these points to the interested citizens and in this way encourage their use.

• Contribute to the Air Quality Plan Objectives to reduce emission levels and

improve air quality providing a 100% low emission vehicle fleet, extension of the electric public bicycle service, etc.

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Final Twin Partner Activity Report Verkehrsbetrieb Potsdam GmbH (Germany)

Name of ELIPTIC twin city Potsdam

Name of ELIPTIC leading city Leipzig

Thematic pillar(s) Opportunity charging of e-buses using tram infrastructure

Use case(s) A7/C4

Responsible author(s): Oliver Glaser/Tilo Wolf/Martin Langhof

Contact person: Oliver Glaser


Phone: 0049 331 6614 100

Date: 06.01.2018

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SUMMARY OF ACTIVITIES AND OUTCOMES Potsdam is a fast-growing City close to Berlin. Thousands of commuters, pupils, students and tourist are using the trams and buses of the city owned public transport operator every day. The tram is the backbone of the network in addition 54 buses run mostly as feeder lines and some of them as diameter lines. The Potsdam bus system needs more than 2 million litres of diesel fuel year by year and this means more than 5,200 tons of CO2.

The decarbonisation of the bus fleet is one of the most ambitious targets in the close future. The idea is to compensate the diesel running single deck buses by battery buses with an opportunity charge system. Nearly all single deck bus routes in Potsdam have their terminus located close to a tram stop. For this reason, one of the most interesting issue is the question, if it is possible to use the DC substations of the tram to feed the bus batteries during the turning time?

The tram and bus operator of Leipzig are following a common principle. During the Eliptic term we investigated the experience and findings of Leipzig.

At the end we summarised that the there is a hugh difference between traction current of trams and charging current of buses which is recomended not to share via one substation.

In 2018 ViP will start with the planning of it’s first opportunty charge testing route considering the results of the Eliptic network experience.

SHORT CITY DESCRIPTION

Potsdam is the capital and largest city of the German federal state of Brandenburg. It directly borders the German capital, Berlin, and is part of the Berlin/Brandenburg Metropolitan Region. It is situated on the river Havel 24 kilometres southwest of Berlin's city centre.

Potsdam was a residence of the Prussian kings and the German Kaiser until 1918. Around the city there are a series of interconnected lakes and cultural landmarks, in particular the parks and palaces of Sanssouci, the largest World Heritage Site in Germany. The Potsdam Conference in 1945 was held at the palace Cecilienhof.

Potsdam developed into a centre of science in Germany in the 19th century. Today, there are three public colleges, the University of Potsdam, and more than 30 research institutes in the city.

Potsdam is a fast-growing city. Coming from 130.000 inhabitants in the year 2000 it counts actually 175.000 people and is expecting 220.000 in 2035. This means also an enormous growth in traffic.

For this reason, compliance with of the limit for air pollutants is an important issue for

https://en.wikipedia.org/wiki/Germany

https://en.wikipedia.org/wiki/States_of_Germany

https://en.wikipedia.org/wiki/Brandenburg

https://en.wikipedia.org/wiki/Berlin

https://en.wikipedia.org/wiki/Berlin/Brandenburg_Metropolitan_Region

https://en.wikipedia.org/wiki/Berlin/Brandenburg_Metropolitan_Region

https://en.wikipedia.org/wiki/Prussia

https://en.wikipedia.org/wiki/German_Emperor

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Potsdam. Today within two main routes of the city the limit is exceeded. Potsdam is obliged to comply with the EU limit and therefore there is a need to examine appropriate actions. One of them is to substitute diesel buses by buses which are run by alternative power drive.

DESCRIPTION OF SITE VISIT During the site visit in Leipzig we concluded that using tram infrastructure it needs an in-depth analysis on the specific general conditions like operation, road infrastructure and energy supply. We were informed that in Leipzig the use of trolley buses as a zero-emission concept was discussed. But the decision was made to start a test rout with battery electric buses. The following aspects were identified as essential by using an existing tram infrastructure: In Leipzig, the same substation/charging type like in Dresden was chosen. Thereby differences in the power range lead to problems in the early beginning. Because of frequent interruptions during the charging process the charging capacity was reduced from 250 kWh to 140 kWh. That caused an extension of the calculated charging time. Therefore, the E-Bus is only running as additional bus and is not embedded in the regular timetable (charging time > turning time).

DESCRIPTION OF WORKSHOP Within the framework of Eliptic, we have held two workshops. An internal and one with municipal representatives and employees of the municipal works service. The aim was to develop a realistic decarbonisation scenario for the public transport companies and then to coordinate this with the city and the city works.

This was necessary in order to reconcile the climate protection plan of the state capital with the strategic objectives of the municipal works and public transport operators in both time and financial terms.

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ViP strategy

LESSONS LEARNT FROM TWINNING PROGRAM + USER FORUM PARTICIPATION The complexity of electric buses compared to the conventional diesel technology is seriously undervalued. The connectivity of tram systems with E-Bus systems has to be overhauled in detail. There are countless technical solutions on the market but we are still missing a Europe-wide standardization of vehicles and charging infrastructure. Also, the technical readiness level of this technique is not the same like diesel engines. The industry produces only small quantities of buses. All these frameworks make an implementation strategy expensive. A very important issue is the human factor. In general staff decides by their behaviour and usage about the success or failure of an electric-bus strategy. Training of drivers and workshop employees have gained a high status, without it could doom the projects to failure. For Potsdam we learned: There are opportunities to gain synergies between tram systems and e-bus systems. However, these are smaller than originally thought. We will continue to advance the topic of decarbonisation and need a lot of resources. The Eliptic Twinning Programm and User Forum participation helped us to specify our e-bus strategy and to avoid mistakes other companies already made bevor. The networking aspect of Eliptic was important for us. The meetings with its lectures and personal discussions led to an important transfer of knowledge.

https://www.dict.cc/englisch-deutsch/seriously+undervalued.html

https://www.dict.cc/englisch-deutsch/seriously+undervalued.html

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Within the project we validated a technical report containing a network strategy for the tram system.

OUTLOOK : NEXT STEPS AFTER THE ELIPTIC PROJECT Verkehrsbetrieb Potsdam GmbH finished now tender documents for the implementation study of its first innovation route with electric single deck buses. We are in contact with the Ministry of transport to discuss the funding opportunities.

In the next step we are planning to examine the possibilities of fuel cells. They are intended to be used as range extenders for articulated buses with large running capacities. We want to check whether hydrogen as well as hybrid buses can also use the charging points/infrastructure of pure electric buses.

The Eliptic activities showed us that we should regard the power supply of trams and e-buses seperatly from each other.

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ANNEXES

London Meeting 2016

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Oberhausen meeting 2017

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Final Twin Partner Activity Report City of Tampere, Finland

Name of ELIPTIC twin city Tampere

Name of ELIPTIC leading city Oberhausen

Thematic pillar(s) A

Use case(s) A7 Oberhausen: Opportunity (re)charging of ebuses (tram catenaries and substations)

Responsible author(s): Sanna Ovaska, Mika Kulmala

Contact person: Sanna Ovaska


Phone: +358-40-8013125

Date: 16th Feb 2018

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SUMMARY OF ACTIVITIES AND OUTCOMES Tampere is a growing city with about 230 000 inhabitants in Southern Finland. Both a tram network and more e-buses will be implemented in Tampere in the next few years. Currently, the first section of the tramline is under construction and it should start operating in 2021. One bus line is operating solely with full-electric buses. Tampere’s ELIPTIC participation included a comprehensive study whether it is possible to utilize the direct current infrastructure of the upcoming tramway in the city of Tampere for recharging of e-buses, what impacts there would be on the operation of e-buses and trams and whether the combined solution is any less expensive than a stand-alone charging station with its own power supply. Other activities were making a study visit to Oberhausen and taking part of the user forum in Barcelona. In our study, Substation-based charging was considered the most feasible solution even though it requires larger dimensions in both electrical equipment and the substation. However, it is a more robust solution when it comes to the amount of charging energy and to electrical risk management. The second option, catenary-based charging, is only feasible as a low-power solution that does not increase the maximum power in the tramway DC network. For the first phase of the tramway in Tampere the technical details have been planned and the construction work is ongoing. For this, study results came a bit late. Retro-fitting a charger into an existing tramway system is not cost-effective. The biggest synergies can be achieved with the concurrent design and construction of charging stations and the tramway. Then it is also possible to design an efficient substation layout and dimension the electric components such as the transformers accurately from the beginning. There are many constraints for the suitable locations of the combined supply charging stations. To achieve a sufficient charging time, a bus needs to be charged at the terminus of a route. Furthermore, the station should be placed near the tramway catenary or a substation, and the location should also enable economically viable bus operation. The combined supply charging station suits best the short connecting lines; then also lower power levels are sufficient. In Tampere, the precise planning of the bus lines and fleet and the planning of the next phases of the tramway should be conducted in tandem.

SHORT CITY DESCRIPTION Tampere is a city with about 230 000 inhabitants (380 000 in the whole urban area) situating in Southern Finland about 160 km north from capital Helsinki. It is the second-largest urban area in Finland, a growing city and a significant economic and cultural centre. Tampere is a growing city that gets more than 2000 new residents annually.

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Tampere has been active in developing sustainable mobility in recent years and there are plans for years to come. The background for the ELIPTIC project was city’s commitment and eagerness to develop electric mobility. Currently, there is a tramline construction underway which made the participation for the ELIPTIC project very timely. The tram network will change the public transport in Tampere which is now consisting of the bus network. The first tram line from Hervanta and University Hospital to the city center should start operating in 2021. The construction for the second section should start 2021-2024. These two sections together will form a network of 24 km. In the future, the tram network might grow with new lines to the east or to the south. Tram network is the most significant part of electrification of city’s traffic. The electrification of city bus traffic is also Tampere’s strategic plan. Now, one bus line is operating solely with full-electric buses meaning that there are 4 full electric-buses, one fast charger and four slow charging stations. The fast charging station is situated at the end stop of the line and the slow chargers at the depot. Tampere was the first city in Finland which is acquiring electric buses through open procurement. Tampere has an ambitious climate target for carbon neutrality by 2030. It means that the greenhouse gas emissions caused by the traffic need to be cut down by about 50%. In a growing city, this puts pressure on traffic planning to take bigger and faster steps towards to a more sustainable modal share and the electrification of both the public and private transport.

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DESCRIPTION OF SITE VISIT The purpose of study visit to Oberhausen was to get more knowledge how to integrate e-bus fast-charging infrastructure into a tram network. The visit included both a user forum, consortium, and a site visit. In general, our study visit gave us a lot of valuable knowledge, how fast-charging stations are integrated into tram network in Oberhausen.

While Tampere is building the tram network and developing e-buses, we were interested to investigate the possibility of integrating e-bus charging infrastructure into a tram sub-stations. Study visit gave us good information for our study about which issues should be taken into account in the tramway power station to make it possible to take electricity from it for the electric bus charging stations. We were also interested how can we leave electric bus charging as an option when we are building power stations for the tramway.

DESCRIPTION OF STUDY Taking electric buses into use is an important measure to decrease the emissions of public transport. However, it requires expensive investments into new fleet and charging stations. The purpose of this work was to study whether it is possible to utilize the direct current infrastructure of the upcoming tramway in the city of Tampere for recharging of e-buses, what impacts there would be on the operation of e-buses and trams and whether the combined solution is any less expensive than a stand-alone charging station with its own power supply. The work is part of the European CIVITAS ELIPTIC project the aim of which is to develop new concepts and business cases to optimize electric public transport and save both costs and energy. The study was made by Ramboll Finland Oy. The project steering group included Mika Kulmala, Elli Kotakorpi, Sanna Ovaska, Pekka Stenman, Mika Heikkilä and Jussi Kulomäki from the City of Tampere, Petri Hakala and Juha-Pekka Häyrynen from Tampere Regional Transport and Mikko Korpela from Tramway Alliance. As there is no trolley bus infrastructure in Tampere, the available solutions are limited to stationary bus charging. Substation-based charging was considered the most feasible solution even though it requires larger dimensions in both electrical equipment and the substation. However, it is a more robust solution when it comes to the amount of charging energy and to electrical risk management. The second option, catenary-based charging, is only feasible as a low-power solution that does not increase the maximum power in the tramway DC network. The lower charging power limits the use cases. To utilize the overhead tram catenary for charging purposes it is necessary to solve the legislative and license issues. For power capacity analysis, the simulation results of the Tampere tramway and real measurements of the tramway network in the city of Gothenburg were utilized. The cost

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evaluation was conducted based on the costs of the combined power supply solutions of the city of Oberhausen and the existing stand-alone charging station in Tampere. For the first phase of the tramway in Tampere the technical details have been planned and the construction work is ongoing. Retro-fitting a charger into an existing tramway system is not cost-effective. The biggest synergies can be achieved with the concurrent design and construction of charging stations and the tramway. Then it is also possible to design an efficient substation layout and dimension the electric components such as the transformers accurately from the beginning. There are many constraints for the suitable locations of the combined supply charging stations. To achieve a sufficient charging time, a bus needs to be charged at the terminus of a route. Furthermore, the station should be placed near the tramway catenary or a substation, and the location should also enable economically viable bus operation. The combined supply charging station suits best the short connecting lines; then also lower power levels are sufficient. The precise planning of the bus lines and fleet and the planning of the next phases of the tramway should be conducted in tandem. This way charging requirements can be considered in the planning of the locations and dimensions of the substations and bus stops. The Tampere region public transport office should therefore, as part of the bus routes and schedules planning, investigate on which lines e-buses would be viable and how much energy is required for the operation on each line.

LESSONS LEARNT FROM TWINNING PROGRAM + USER FORUM PARTICIPATION In general, ELIPTIC participation, both the visits to Oberhausen and Barcelona and the research study, was fruitful for Tampere. Although, it was found out that there was not one very clear and economic way to combine tram and e-bus charging infrastructures.

On our visit to Oberhausen, the site visit by e-bus to see the charging points was very useful to us. Also the presentation “Electromobility in Oberhausen: Use of existing tram infrastructure for charging“ by Prof. Dr.-Ing. Adolf Müller-Hellman was the most useful and important. He presented electrotechnical details and the building of the charging stations. In Oberhausen, we also had a change to present questions to STOAG.

In Barcelona, the discussions with other cities, especially with Barcelona, Madrid and Osnabrück, was the most fruitful part. To hear about different bus systems, different charging systems, e-bus purchases and e-mobility strategies, but also about challenges the cities have faced. The site visit was also interesting, especially to see city bike system and charging options, because Tampere is piloting different city bike systems next summer and hopefully there are city bike available when tram starts operating in 2021.

From the Tampere point of view, the twinning program included nothing totally useless. Time resources from our side were sometimes a bit difficult to organise but the program itself

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worked very well.

OUTLOOK : NEXT STEPS AFTER THE ELIPTIC PROJECT The study was comprehensive and Eliptic project gave us useful data for the future. Substation-based charging was considered the most feasible solution even though it requires larger dimensions in both electrical equipment and the substation. For the first phase of the tramway in Tampere the technical details have already been planned and the construction work is ongoing. Construction work has been fairly fast since the city council did the final decision about the tramway in the end of 2016. Retro-fitting a charger into an existing tramway system is not cost-effective. Since the biggest synergies can be achieved with the concurrent design and construction of charging stations and the tramway, the combined solution might be an option for the next phases of the tramway. Needing less stations and less space would be an advantage. When the tram starts operating, it will change bus lines and there will be short feeder lines. Still, according to our consult study, combined infrastructure do not give supreme economic, environmental or other benefits compared to stand-alone charging stations when the whole big picture in Tampere is considered. It was actually a bit surprising result for us. Therefore, in the future, e-bus charging is not dependent on tramlines and will be optimized by bus lines. In some locations, the combined infrastructure could be the best solution without any compromises from either side. Hiedanranta could be a good location for a combined station. There is already a decision for the tramway from the city centre to Lentävänniemi and the planning has started. The plan is to extend the tram network after these phases, but there are not concrete decisions yet. In practice, those new lines would be actual in the early 2030’s but the planning might start soon. While planning these future phases, results from our study will be taken into the closer inspection and further analysis will be done.

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ANNEXES

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Final Twin Partner Activity Report Maribor

Name of ELIPTIC twin city Lanciano

Name of ELIPTIC leading city Szeged

Thematic pillar(s) Thematic pillar B: Upgrading and/or regenerating electric public transport systems (flywheel, reversible substations)

Use case(s) Light rail (tram) operation for rural rail track

Responsible author(s): Aleš Klinc, Mitja Klemenčič

Contact person: Mitja Klemenčič

Email: [email protected]; [email protected]

Phone: +386 02/2201-466,

Date: 20/3/2018



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SUMMARY OF ACTIVITIES AND OUTCOMES That electrification of Public Transport is not relevant only for bigger cities in Europe, proves the case of Maribor (Slovenia, 100000 inhabitants) The city with no historical introduction of electric buses and relatively small bus fleet, has a big wish to fully electrify its first Public Transport line. During Eliptic project time the City of Maribor identified several experiences, drivers, barriers and drawbacks of Electric Public Transport from Eliptic cities. City of Maribor, University of Maribor and local Public Transport operator Marprom jointly worked on bringing electric PT closer to citizen and adopt the system to Maribor circumstances. Maribor tested an e-bus and elaborated a study on Potentials of Electrifying PT in Maribor. Test of electric bus showed relatively good results on hilly terain, while the consumption of the e-bus with heating on, was expectingly higher then in normal conditions. The test also showed, that most of the PT lines in Maribor needs additional onroute e-bus- charging system to be fully operable. With simulation of energy consuption the technical requirements for full electrification of bus route 6 were stated. In order to provide quiter Public transport with less emmisions in Maribor, the potentials for implementation of electric Public Transport were identified for regional railway network, integration of cable car system and local bus system through charging from the same substation (multipurpuse use), main bus terminal as core fast charging hub, bus depot and the turning point of same lines.

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SHORT CITY DESCRIPTION Maribor is the second largest city in Slovenia with approximately 100000 inhabitants and it is an economical, cultural and University center of North East Slovenia. In order to fulfil the EU objectives on lowering greenhouse gas emissions,traffic noise ,mobility costs and dependability on fossil fuels Republic of Slovenia and municipality of Maribor developed energy and transport/mobility strategies to reach the objectives also with electric mobility. Maribor is one of the leading municipalities in the field of electric mobility with implemented first fast charging station in Slovenia (in 2012), 30 free parking spaces for electric vehicles (EV) with 13 EV charging stations and 5 e-car sharing spots.. EV parking spaces are located in front of big traffic generators (e.g. University) and on multimodal hubs (PT terminal-train station) with the possibilities of charging Electric vehicles, e-bikes, e-scooters and electric wheelchairs. At the train station there are also two electric vehicles that can be rented for city travel. This all can be done by phone app. Electric buses are planed to be tested in accordance to provide a useful information for city planners in accordance to meet the objectives of energy, environment and mobility strategies by electrifying Public Transport. Additionaly approximately 70 % of the rail network (23 km) through Maribor is electrified (3 kV DC- same as in Italy), the rest represent the regional line to Dravograd. The possibilities of implementing electric city/rural Public Transport on existent rail has a big potentias, due to low traffic, especially on regional line.

DESCRIPTION OF SITE VISIT A site visit took place on 12.6.2017 in Rome, were representatives from Maribor visited Rome and had a workshop with representatives from Lead partner, City of Szeged, University of Aachen and City of Lanciano. First University of Maribor and Municipality of Maribor presented a short overview of basic characteristics of Maribor Public Transport planning including e-mobility plans for Maribor. A fruitfull discussion on possible implementation of e-buses in Maribor took place. Drawbacks and benefits of different e-bus technologies were discussed and different methodologies for their implementation were presented by the City of Szeged and Lanciano. The results of the workshop suggested the next steps for Maribor to study, design and plan a route oriented planning of e-buses, where the bus line 6 was identified as the most relevant line for implementation, as it represents one of the most occupied PT lines in Maribor and it has potential to install e-bus charging station on last station Vzpenjača, where the the PT e-infrastructure for cable car is already present.A redefinition of simulation case in Maribor was identified.

Additionaly presented methodology for evaluation of PT sleet size (bus vs. tram) in Lanciano, supported the PT planning in Maribor and its own models.

Detailed description of the site visit, presentations, results, next steps and minutes from the Workshop are in Annexes 1 - 4.

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DESCRIPTION OF STUDY As city is planning to elaborate Public Transport strategy, an input for the strategy is also the information on potentials of electric Public Transport. Main aim of the study is to provide a clear information to the city planners which electric public transport technological solution is most feasible to be tested and what are the technological, legal and financial requirements for procurement. The study on Potentials of electrifying Public Transport in Maribor Consist of:

• Technological review,

• Results on Testing of e-buses and hybrid buses (in Slovene)

• Simulation of energy consumption of a bus on the route 6 (in Slovene)

• Proposals for full city e-PT fleet (in Slovene with focus on PT Route 6)

Technological review

The results of a study on Review of e-buses technologies showed, that electric buses can contribute significantly to meet EU air quality standards as conventional buses are major source of air pollution in city traffic. There are different criteria to compare available electric technologies and it varies according to the local conditions of cities. Based on the different implemented projects and scientific literature, every electric technology has some pros and cons and it depends on the local transport demand. Moreover, most of the criteria are changing over time and it is very hard to say any constant stats for any technology. However, literature says that Opportunity Battery Electric Buses (BEB) could be the most appealing choice with zero local emissions and a reasonable price tag. Total cost of ownership is 52.1% higher than diesel bus. However, to satisfy operational requirements, especially range limitations, Opportunity BEB requires major infrastructure installations. Renewable-based electricity for opportunity BEB shows significant reductions in GHG emissions (98.4%), and energy consumption (50%) (Mahmoud et al., 2016). (for more information see Annex 5)

Testing period

In the testing period hybrid bus showed a relatively small difference according to diesel bus in the terms on consumption and higher maintenance/Investment costs. Testing of electric bus provided an added information about the range and consumption of a 240 kWh battery on a 12 m e-bus on the route 6.Average consumption was 1,15 KWh/km. Testing showed,

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that consumption is relatively strong affected by heating (1,42 kWh/km). Additionally the consumption did not change dramatically on hilly routes (due to regenerative braking system the average consumption was 0,83 kWh/km without heating) The range of the tested e-bus was from 100 km to 150 km per day - consequentially the bus was available from 6 to 9 hours on a daily level. (Annex 6)

Simulation of energy consumption of a bus on the route 6

A mathematical model was developed in order to simulate energy consumption for PT route 6 (Annex 6), where parameters on route Charecteristics (route length, terrain), vehicle characteristics (weight, heating, passenger load, battery size, regeneration) and charging times were considered. The results show that overnight charging system of e-buses would

not serve the 15 minutes interval for 4 buses on a route line 6.

Additional fast charging stations are required – one on a main bus and one on end stop. To be in line with identified criteria on smaller batteries, for route line 6 2 fast charging stations of maximum power (450 kW – at the main bus terminal and 300 kW at the turn point on Vzpenjača station) are suggested to satisfy the need of at least 60 kWh batteries. A simulation of energy consumption in worst case scenario (12 m bus – 100 passengers, heating, real turning times – including delays,…) showed a 2,4 kWh/km energy consumption, where heating (30 %) represented a major consumer. In order to minimize the battery additional on-road electrification (induced or conduction technology) is possible.

Proposals for full city e-PT fleet upgrade

The road map to full city electric Public transport is to be made in parallel according to:

Line to line concept (Electrification should be focused on requirements of individual PT routes – including railways) A priority list based on technological constraints and transport demand suggest the PT Routes: 6,1,7,2,3/12.to be electrified preferably (Annex 7)

Possible changes of PT network design and bus priorities on junctions should be planned in parallel according to set PT network vision design.

Multipurpose function (E-bus charging and e-charging for other modes (e-car charing, e- bike, cable car, railways) should be powered from the same substations in order to minimize constructural works.

Mixed technology of charging are to be evaluated for each Public Transport route, where the number of e-buses/tram-trains, charging time based on a time table and vehicle characteristics (bus size, battery size, passenger load and heating) are to considered.

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The tender for e-buses should identify the max power consumption for e-buses on a selected bus route with available/needed power supply for fast charging on bus Terminal, bus depot and et the turning point (if needed) Upgrades of power supply are to be considered in feasibility studies

The tender for electric tram train service should consider track characteristics (switches, track width, available catenary, platforms) and vehicle characteristics (width, power supply, doors on both sides, heating).

The tender for E-bus fast charging stations should consider the results of an analysis of energy consumption according to selected PT Route

LESSONS LEARNT FROM TWINNING PROGRAM + USER FORUM PARTICIPATION Experience from twinning program and user forum meeting were very helpful for city officials in order to gain new knowledge on electrifying public transport in Cities. Previous praxis on procurement of buses regardless the route characteristics was seen as unappropriated in e-bus procurement due to magnificent changes in costs mostly dependent on battery size, needed e-bus fast charging infrastructure and heating. Therefore the need for line to line upgrade of e-PT in Maribor was identified as most relevant.

On user forums meeting the added value on information for planning, design, maintenance environmental issues and economic feasibility were successfully gained from different cities and E-PT operators.

Additionally new knowledge on methodological steps and technological constraints were identified according to Twinning site visit to Rome (Lanciano and Szeged experience with tram-train service).To experience of methodology provided to revitalize existent rural rail from a small city view was relevant also for Maribor, as new discussions are planned.

As one of the main factors for cities in implementing the e-PT service is cost, several average prices on e-bus equipment were identified in order to provide a relatively close assumption of Full city e-PT. Additional the knowledge on operating and maintenance of e-buses requires experience, so from other cities we learnt, that extra stuff is necessary to be hired, or the existing stuff is to be trained in order to minimize the errors and delays in operations.

On user forum meetings also the timing periods of planning were presented.

Additional the questionnaires sent to participants before the user forum meetings were very helpful in order to broaden the fields on organizational, technological, legal, environmental and financial aspects of e-buses. Also relevant Stakeholders for future investments were identified.

Political campaign on Faktor100 was fresh and relevant for gaining higher subsidies from the state or EU.

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OUTLOOK : NEXT STEPS AFTER THE ELIPTIC PROJECT In order to implement e-PT in Maribor on a large scale, a tender for e-buses, e- fast charging stations and possible upgrade of e-overnight charging capabilities for individual PT route should be identified. Each tender should base on a study, as for line 6, were investment of 2,8 milion € is estimated for full electrified line with 5 12 meter buses and 2 fast charging stations.

Funding opportunities for e-buses are foreseen on national level from eco-found (2 mil.€ In 2019) and for e-bus fast charging the tenders are still not public, additional funding through European funds is welcomed.

In the future Maribor should invest in fast e-charging infrastructure for multipurpose use, research on new technologies (including e-roads) and their possible integration with e-buses, provide clean and quite PT rail service on regional rail. Full fleet size electrification is estimated to 25 mil €.

In the future a business model should be developed, where relationships between Municipality, Road infrastructure manager, Public Transport operator , electric infrastructure manager and electric provider are to be identified, based on environmental goals.On the unelectrified railway track to Ruše a tram train system should be planned additional with the Railway Infrastructure manager and passenger train operator.

The model should not specify the technology, as mixed technologies for e-buses are available and feasible for each route. The proposals for the e-PT upgrade in Maribor consist of broadening the multipurpose use of electric public transport infrastructure, starting at bus depot, main bus terminal and on end of selected bus routes 6,1,2,3/12 and 7.

The study is in line with Sustainable urban mobility plan (SUMP) from July 2015, where priority is given to residents and various modes of transport are planned in accordance to benefit the quality of life for all inhabitants. To lower mobility costs of households and the city; to reduce safety and environmental hazards; to raise attractiveness of public areas and reduce municipality budget spent for investment into continuous widening of capacity of road network the investment in Public Transport are most relevant in order to provide modal shift.

The document prioritise the city transport and mobility problems, where electrified PT may represent a solution to overcome priority problems on bad Public transport supply and noise, pollution and smell caused by vehicles in the city. Maribor got the answer on open questions in the time of preparing the proposals – What are the barriers for new electric PT services.

The action plan of SUMP represents a financial framework for the city budget and it proposes a procurement of 40 new buses till 2019 (20 for substitution, 20 for increasement of PT supply) and implementation of 2 Park and Rides till 2018 (4 buses per P&R are planned). The city has commited to operate with 10 minute headway on trunk corridors and to upgrade public transport infrastructure.

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Final Twin Partner Activity Report CTM - Cagliari

Name of ELIPTIC twin city CAGLIARI

Name of ELIPTIC leading city GDYNIA

Thematic pillar(s) A - Safe integration of ebuses into existing electric PT infrastructure

Use case(s) Replacing of diesel bus lines by extending trolleybus network with trolley-hybrids

Responsible author(s): P. Gasparini – A. Marongiu – F.V. Caredda

Contact person: P.Gasparini, A. Marongiu, F.V. Caredda

Email: [email protected]; [email protected]; [email protected]

Phone: +39 070 2091 339

Date: April 23, 2018




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SUMMARY OF ACTIVITIES AND OUTCOMES CTM Spa, the public transport operator of the Metropolitan city of Cagliari, participated at the twinning program of the ELIPTIC project as twin partner of PKT Gdynia. The company was involved in the two take-up levels: "Being Inspired" and "Studies", with the main focus on the thematic pillar A: "Safe integration of ebuses using existing electric public transport infrastructure", use case: “Replacing of diesel bus lines by extending trolleybus network with

The activities carried out were the study tour/site visit in Gdynia (June 2016), the workshop in Cagliari (April 2018) and the feasibility study. The information exchanged during the study tour and the workshop between the representatives of Gdynia (PKT) and Cagliari (CTM) were very useful for the assessment of the performance of trolley-hybrids and the comparison between the two different operating environments (climate, topography, traffic, extension of the catenary, etc.) in which the vehicles operate.

This exchange of information led CTM to draft a theoretical study about the technical-economic feasibility of trolley-hybrid systems by comparing these vehicles against traditional diesel buses operating on the same BRT line (Bus Rapid Transit) in the metropolitan city of Cagliari. The evaluation was carried out by comparing several key performance indicators covering various aspects such as energy consumption, economic impact and atmospheric emissions. The results obtained were very good and favourable for battery trolleys. An overall reduction of the vehicle's specific energy consumption (-57.4%) and a reduction of the annual primary energy consumption (-9.4%) was assessed, together with a significant reduction of global atmospheric emissions of carbon dioxide (-47%), NOX (-88%) and particulate PM10 (-70%). The proposed mobility solution proved to be also feasible and profitable, in the medium-long term, by an economic point of view.

In short, the study proved that using trolley-hybrids is a technically valid choice, immediately applicable and economically sustainable, capable to improve the quality of local public transport and to provide a "cleaner" and "sustainable" mobility model, typical of trolley-based systems, retaining the typical flexibility of diesel buses.

In the next following years (2018-2020) CTM will carry out a partial renewal of its bus fleet by purchasing 5 hybrid buses (18 meters long) and 10 full-electric battery buses (6-7 meters long). These last vehicles will be used in the historic city centre, especially in areas subject to vehicle traffic restrictions and particular constraints due to environmental and landscape nature. The peculiarity of the proposal presented is the multi-purpose use of the public transport infrastructure (overhead line) currently used by CTM to power the trolleybus service.

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SHORT CITY DESCRIPTION Cagliari is the regional capital of the Italian island of Sardinia, located in the centre of the Mediterranean Sea. The city has about 150,000 inhabitants and is the main centre of a vast metropolitan area that includes 17 smaller neighbouring municipalities, with an overall population of about 480,000 inhabitants (almost 30% of the entire Sardinian population). Being the capital city of the Autonomous Region of Sardinia, Cagliari is the administrative hub and headquarters of the region as well as of the Italian central administration and the judicial system.

Figure 12 – Cagliari

Other than tourism, that is one of the major industries of the city, Cagliari has also the main university campus of the region and it is the main trade and industrial centre of the island, with numerous commercial sites and factories within its metropolitan boundaries. The climate in Cagliari is typical Mediterranean, with hot and dry summers and very mild winters.

The backbone of the public urban transport system is managed by CTM SpA, a public owned company which operates bus and trolleybuses services in Cagliari and seven other neighbouring municipalities. CTM provides the public transport services thanks to 29 bus lines and 3 trolleybus lines (Cagliari is one of the few Italian cities with an extensive trolleybus network, about 46 km of overhead line) that run for a total length of 434 km, with 967 bus stops available. The company’s fleet is made up by 271 vehicles: 239 buses and 32 trolleybuses (6 of which hybrid-trolleys equipped with batteries for service off-wire), all equipped with air conditioning system. The average age of the fleet is 6.7 years, (7.3 years for the buses and 2.8 years for the trolleybuses). The total annual production is of about 12.6 million km, with a commercial speed of about 16 km/h and an estimated potential demand of 382,000 passengers.

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DESCRIPTION OF SITE VISIT On June 10th 2016, in the city of Gdynia, has been held the twinning meeting between the public transport companies of Gdynia (PKT) and Cagliari (CTM). The planned activities were the following: site visit, working meeting between representatives of PKT Gdynia and CTM Cagliari.

During the guided tour in the city of Gdynia it has been possible to visit several sites, in order to learn about the organization and the operating methods of PKT Gdynia. Particularly, the site visit to the PKT Depot and to the Power Dispatch and Management Centre, placed in one of the ten substations of Gdynia, allowed us to evaluate the organization of the repair and maintenance activities and the management of the overhead line network. A further point of interest was the visit to the Wielkopolska substation equipped with supercapacitors, an interesting technology for optimal management of the electric energy.

The meeting between the representatives of two twin cities (Cagliari-Gdynia) took place at the PPNT Conference Centre in Gdynia, after the site visit. The main topics of discussion were the following: fleet composition and technical features of the full-electric trolleybuses, vehicle performances (related to battery technologies), charging technologies, fleet management and service, especially in relation to the routes without catenary.

The information exchanged during the site visit and the meeting were very useful for the assessment of the vehicle performance, in terms of battery life, service life, maintenance, costs, etc. Also, the comparison between the two companies (CTM – PKT) was particularly interesting due to the different operating environment (climate, topography, traffic, extension of the catenary, etc.) in which the vehicles (hybrid-trolleybuses) operate and the different service management of the two public transport companies.

DESCRIPTION OF WORKSHOP On April 19th 2018, the representatives of PKT Gdynia and CTM Cagliari met together in the city of Cagliari to carry out a workshop about the technical aspects related to planning and operation of trolley-hybrids in live service, with the main focus on the infrastructures and the charging strategies.

After the welcome and the presentation of the company, at the depot, the first part of the workshop dealt about the technology currently used by CTM to manage its infrastructure (overhead line) and the service in real time using the Automatic Vehicle Monitoring (AVM) system, located at the headquarters.

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After, a ride on a trolley-hybrid was carried out, simulating the service on the line 5-ZeEUS up to the charging station located at the end of line (Poetto beach). The second part of the workshop was about the charging station previously visited, with the main focus on the following topics: charging stations as key factors to extend the trolleybus service network in place of diesel bus lines; interaction and integration between vehicle and infrastructure (sizing of battery packs, location of the infrastructure, planning of service, charging strategies, etc.); design of the infrastructure and technical solutions implemented; costs and economical optimization; grid connection of the charging station and relationship with the electricity provider; administrative procedures to build the station in an area under environmental restrictions; future plans for possible new infrastructures.

Finally, a review of the study (described below) drafted by CTM was performed, focusing on the main results of the technical-economic analysis and on the assessment of the environmental impact of the trolley-hybrids systems.

DESCRIPTION OF STUDY In the study, a comparative analysis between traditional diesel buses and trolleybuses-hybrids (both 12 meters long), operating on a BRT (Bus Rapid Transit) line for local public transport in the metropolitan city of Cagliari, was carried out. The evaluation of performance was based on a feasibility analysis that included, other than the qualitative assessment of the improvement on the city mobility, the evaluation of the expected environmental and economic impact due to the adoption of trolley-hybrids.

The study has been made possible thanks to the well-established experience of CTM in managing trolleybus systems (operation, maintenance), that was compared with that of PKT-Gdynia during the twinning activities, as well as by the active participation of the company in the ZeEUS project. In fact, CTM carried out the demonstration activities in the city of Cagliari from March 2016 to September 2017, testing six trolleybus-hybrids in live operational service and comparing their performance against traditional buses and trolleybuses.

The line designed for the study connects the cities of Cagliari and Quartu S. Elena and it is 20.8 km long (round trip), with an altitude profile practically flat. Along the line there are three sections without overhead line, to travel by battery, that amount to 6.5 km, about 31.6% of the total length of the line. The expected commercial speed of the line is about 18 km/h, the average frequency is about 7-8 minutes, with a total turnaround time of 8 minutes. The estimated total annual operational distance driven is about 616,721 km.

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Figure 13 – BRT line selected

Nine vehicles are necessary to carry out the transport service in the line selected and were considered vehicles (battery trolleys) already belonging to CTM fleet, or similar from the point of view of performance and costs. No new infrastructures, like extension of the catenary or construction of charging stations, are necessary to carry out the proposed mobility project. In fact, the existing CTM's overhead line can be used to supply the electricity to run the trolleybuses and to recharge their batteries during motion. This will allow an immediate implementation of the line, with significant savings in costs and times.

In order to establish the technical-economic feasibility of replacing diesel bus lines by extending trolleybus network with trolley-hybrids, 27 key performance indicators were selected. In particular, the assessment of energy consumptions, atmospheric emissions and cash flows (based on annual costs and revenues), has been carried out.

The results obtained were very good and favourable for battery trolleys. Comparing them to diesel buses we saw an overall reduction of specific energy consumption (4.7 kWh/km for diesel buses and 2.0 kWh/km for trolley-hybrids) and a reduction of primary energy consumption (-9.4%).

Overall, from a technical-economic point of view the proposed solution is feasible and profitable for CTM in the medium-long term. From the analysis of the discounted cumulative cash flow we achieved a PNV of approximately 1.672 M€, an IRR of 7.8% and the Pay Back Time is about 10 years.

The results of the analysis of atmospheric emissions showed clearly that replacing diesel buses with trolleybus-hybrids could bring significant environmental improvement. Other than the elimination of local emissions in the city (trolleybus-hybrids always travel in electric mode, by catenary or by traction batteries), there is also a significant reduction of global atmospheric emissions. In the case under evaluation, considering the specific Italian electric

1.8 km + 1.8 km

1.4 km

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system, an emission reduction of 88% for NOX, 70% for particulate matter, 84% for NMHC was evaluated. As for carbon dioxide, emissions will decrease by about 47%, from 778.5 ton/year to 410.5 ton/year, preventing an annual emission of 368 tons of CO2.

Figure 14 – Reduction of atmospheric emissions

Ultimately, this study proved that using trolley-hybrids (with schedule use of traction batteries) is a technically valid choice, immediately applicable and economically sustainable, capable to improve the quality of local public transport and to provide a "cleaner" and "sustainable" mobility model, typical of trolley-based systems, retaining the typical flexibility of diesel buses.

Further technological developments (battery technologies, power production, grid mix, etc.) will strengthen the effectiveness of the mobility solution proposed.

LESSONS LEARNT FROM TWINNING PROGRAM + USER FORUM PARTICIPATION Several important lessons were learnt during the twinning program of the ELIPTIC project, thanks to the different activities carried out by CTM such as site visit and workshop with PKT Gdynia, Study drafting, User Forums participation, etc.

Regarding the direct exchange of data and information between CTM Cagliari and PKT Gdynia, it has been very important to assess similarities and differences of the transport

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systems (trolley-hybrids) used by both companies. An important result of these discussions is that this specific technology, i.e. the trolley-hybrid with a scheduled use of its traction batteries during operation, it is certainly a viable solution, already technologically mature and capable to achieve the goal to replace diesel bus lines by extending trolleybus network. The key point detected for economic feasibility is the possibility to use this vehicle without building any additional infrastructure, thus optimizing the use of the overhead line already in place, saving money and time for the implementation.

Based on the experiences exchanged with other forum members about this mobility concept, positive results can only be achieved through the correct sizing of the battery packs (a compromise between weight, capacity and range), with the correct integration of the vehicle-infrastructure system and the accurate design of the charging stations deployed along the route, that are crucial to optimize the main technical features of the PT service, such as the commercial speed, time of travel, waiting time at the bus stop, turnaround time, etc. Of course, different issues must be addressed in order to boost the full-scale roll-out of this technology. Several barriers that could hinder the successful implementation have been detected, such as higher acquisition costs of vehicles respect to diesel buses, uncertainty about batteries lifetime, future development of technologies, lack of standardization of some components (battery packs, plugs, etc.), an uncertain and incoherent legal framework (tendering, subsidies, bureaucratic procedures, environmental and landscape protection

An important fruitful aspect of the twinning program was the possibility to join together operators, authorities, researchers and other stakeholders, in order to evaluate different mobility solutions and share their experiences, results, even the possible failures or the issues detected. This is very important because the lack of solid data, on a large number of vehicles, about the new technologies for electrification of public transport is nowadays a barrier for a full-scale implementation of these kind of measures. Even more important, in anticipation of the transferability of the various mobility solutions, was the possibility to learn about the operational contexts (urban environment, regulatory framework, funding schemes, acceptance and sensibility of people and municipalities, etc.) that helped to achieve the most positive results.

OUTLOOK: NEXT STEPS AFTER THE ELIPTIC PROJECT CTM in the future will continue on the path of electrification of public transport following the experience already started in 2015-2016 with the purchase of six trolley-hybrids equipped with innovative lithium-titanite batteries, used also for the demo phase of ZeEUS project in Cagliari from March 2016 to September 2017. The good experience and the results obtained with these vehicles, in particular with the in-motion charging technology and the scheduled use of traction batteries, were very helpful to assess their state of maturity and their performance in terms of costs, reliability, energy consumption and environmental impact.

In the next few years (2018-2020) CTM will carry out a partial renewal of its bus fleet by purchasing 5 hybrid buses (18 meters long) and 10 full-electric battery buses (6-7 meters long). Entry into service of these last vehicles is scheduled for the first months of 2020 and they will operate in the historic city centre, especially in areas subject to vehicle traffic

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restrictions and particular constraints due to environmental and landscape nature. This project is also consistent with the mobility development plans drawn up by the Municipality of Cagliari regarding the adoption of new low emission vehicles for public transport service and boosting the use of public transport instead of private cars.

Possible funding for these projects of fleet renewal toward cleaner vehicles could be based both on CTM self-financing (about 40-50%) both on external National-regional funding, such as the FSC (Development and Cohesion Fund) programme or subsidies from the Italian Ministry of Industry and the Environment.

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ANNEXES SITE VISIT

Place and Date: Gdynia (Poland) – Friday 10 June 2016

List of Participants:

BARTLOMIEJCZYK Mikolaj - WORONOWICZ Marta [PKT Gdynia]

GASPARINI Paride - MARONGIU Andrea - CAREDDA Francesco V. [CTM Cagliari]

Agenda: Twinning meeting between PKT Gdynia and CTM Cagliari

TIMING TASK

9:00 – 11:00 Site Visit

o PKT trolleybus depot o Skwer Kościuszki street (line 21) o Power Dispatch Management Centre

15:30 – 17:00 Joint technical meeting [PKT Gdynia – CTM Cagliari]

17:00 – 17:30 Site Visit o Wielkopolska Substation

Figure 15 – PKT Gdynia and CTM Cagliari Twinning Meeting. From left to right: M.

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Bartlomiejczyk, F.V. Caredda, P. Gasparini, M. Woronowicz, A. Marongiu.

WORKSHOP

Place and Date: Cagliari (Italy) – Friday 19 April 2018

List of Participants:

GASPARINI Paride - MARONGIU Andrea - CAREDDA Francesco V. [CTM Cagliari]

WORONOWICZ Marta [PKT Gdynia]

Agenda: Site visit, Workshop and meeting between CTM Cagliari and PKT Gdynia

TIMING TASK PLACE

9:00 – 11:00 Welcome CTM introduction CTM depot

11:00 – 12:00 Workshop, part 1: visit to headquarters and AVM room. CTM headquarters

12:00 – 13:30 Ride with the trolley-hybrid simulating the Line 5-ZeEUS and visit to the charging station.

Cagliari – Line 5ZeEUS

13:30 – 15:00 Lunch Cagliari

15:00 – 18:00 Workshop, part 2: design of the charging station, charging strategies optimization for trolley-hybrids. Analysis of the Study.

CTM depot

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Figure 16 – Visit to the charging station at the end of line (Poetto beach).

Figure 17 – Visit to the charging station at the end of line (Poetto beach).

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Figure 18 – View of the charging station at the end of line (Poetto beach).

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Final Twin Partner Activity Report Dopravní podnik hl. m. Prahy, a.s. (DPP)

Name of ELIPTIC twin city Prague

Name of ELIPTIC leading city Eberswalde

Thematic pillar(s) A: Safe integration of ebuses using existing electric public transport infrastructure

Use case(s)

A10: Replacing diesel bus lines by extending trolleybus network with trolley-hybrids (incl. demo of automatic (de)wiring)

Responsible author(s): Jan Barchanek

Contact person: Jan Barchanek


Phone: +420 296 133 010

Date: 29.3.2018

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SUMMARY OF ACTIVITIES AND OUTCOMES Electrification of public transport is essential part of strategy of Prague for decreasing negative environmental impacts of transport. There is very good level of electrified public transport performance in Prague thanks to metro and trams (more than 60% in vehicle km and more than 75% in passenger km) and there are also new projects for future development of metro and tram network. More than 60 million vehicle km / year are operated by buses with consumption of more than 30 million litters of diesel. This is anyway quite big challenge to find feasible and efficient alternative and environmental friendly solution.

There is quite strong motivation for investigation and development of cost efficient solutions for bus electrification. First reason is not successful results of previous tests of alternative technologies in bus operation, which led always to more expensive solution then diesel bus reference. Second reason is limited possibility of access to national or European funds, because of high Prague GDP. Key idea was maximizing effort of internal synergies, which is mean in Prague case to share tram energy supply infrastructure also for charging electric buses. The concept of internal synergies between trams and e-buses was successfully proved in previous project of opportunity charged e-bus. There were good results on technical side as well in efficiency, but with limitation to vehicle size.

The goal of Prague participation in Twinning programme of ELIPTIC project was to learn as much as possible about partial (battery) trolleybus solution and in-motion charging concept and try to use this concept for electrification of the busiest bus lines in Prague. There is of course different initial situation in Prague without trolleybus infrastructure (last trolleybus line closed in 1972) and other cities with regular trolleybus operation. Trolleybus cities are looking for partial trolleybuses for increasing efficiency of operation, allow independent operation in case of disturbances and decrease cost for network development. The operation in such cases is organised 70-90% under trolley and only 10-30% in battery mode.

Prague idea of in-motion charging project is different. There shall be combination of in-motion charging section, opportunity charging at terminus and also overnight charging and balancing batteries at depot. Length of trolley section shall be minimised (to decrease costs, especially to avoid complicated and expensive installations at cross-sections or in depots) and positioning of trolley section could be adapted to operational needs (uphill sections, congested sections) or possibilities to build (property ownership, public opinion, etc.). The key question in such concept is to find proper balance between length of trolley section, time for opportunity charging at terminus and needs of battery capacity in vehicle.

There was planned to prepare feasibility study for one line in Prague. There were quite good feedback of discussions about this concept, possibilities and first calculations across all key stakeholders (company management, PT authority, city council, local authorities). These positive results had allowed to build real infrastructure and to start real pilot project of in-motion charging concept in Prague.

There was quite long preparation phase (about 1,5 year) included all administrative matters. The most important part was discussion of legal concept of in-motion charging operation.

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The result was that in Czech law condition is such operation similar to trolleybus operation and there is need to fulfil all condition of trolleybus laws and norms, which is by Czech law rail operation. This results means, that such operation is much more complicated on administrative side then battery e-bus operation (which is by Czech law road operation).

In August 2017 started installation of in-motion charging (trolleybus) infrastructure in Prosecká street (993 m uphill section and 665 m downhill section) and also opportunity charging section (20 m) at Palmovka terminus. Full length of test line is 10 km, so trolley section is only 10% (if is used only uphill section) or 16% (if is used both direction) of line length. To decrease investment costs (there were no special subsidies for the project) are used electric changing stations in ownership of DPP. At Prosecká street is used reserve mobile changing station, at Palmovka terminus is used changing station from previous e-bus project (sharing charging of both vehicles).

Test operation started on 15th October 2017 by celebration of return of trolleybuses to Prague after 45 years. There were rented vehicle SOR TNB 12 (12 m long) for first months of operation, there are prepared test of another vehicles from other manufacturers, there is looking also for tests of articulated vehicles.

The main result of first period of test operation is technical and legal feasibility of in-motion charging solution in Prague condition. There are a lot of experiences and of course some technical issues, which will need future development (for example: increasing charging power especially during opportunity charging, optimizing of electric heating incl. preheating while is vehicle connected to trolley wire, cable connection for charging, balancing and preheating at depot, etc.). The most important expected result will be calculation model for optimizing combination of vehicle and infrastructure parameters (battery capacity, ratio of driving under trolley, length of charging breaks for opportunity charging, etc.). By first results it seems, that for efficient and stable operation should be ratio of trolley section between 30 – 50% of line length, but there is need more data and investigation, because of a lot of factors, which shall be included.

Next step of the in-motion charging project is preparation of regular operation for full electrification of line 140 (pilot section is part of this line). The line is 23 km long, peak headway is 6-7 minutes and there shall be served by 15 articulated vehicles. The preparation of line 140 was already started with predicted beginning of operation in year 2020/2021.

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SHORT CITY DESCRIPTION Prague is capital city of Czech Republic and covers an area of 496 square km with population of 1.2 million inhabitants. Public transport in the city is operated mostly by Dopravní podnik hl.m. Prahy (DPP) as a public operator (metro, trams, funicular and busses). There are 3 metro lines (65 km), 25 tram lines (143 km) and 128 bus lines (830 km). The total performance of DPP is 172 million vehicle km per year (32% metro, 31% tram and 37% bus) and 1.3 billion customers per year (50% metro, 25% tram and 25% bus). There are also other (private) bus operators, which are responsible mostly for suburban lines.

Key strategic target of DPP is increasing quality of public transport and decreasing negative impacts of public transport, especially on environment. There are two main pillars:

1. Extension of metro and tram network

2. Decreasing of emission of bus operation

There are a lot of actions in frame of second pillar (bus priority measures, bus fleet renewal – actually EURO VI), but one of key action is monitoring and testing of alternative propulsion systems.

During last two decades we were observed and tested different alternative solutions for bus operation (LPG, CNG, diesel-water emulsion, biodiesel, diesel-electric hybrid), but main orientation in last years has been on electrification of bus operation. There are two main reasons: zero emission possibility and synergies to other parts of company (sharing of tram supply network, etc.).

List of DPP actions on field of bus electrification:

• 2011-2012 regular operation of 2 small electric busses (Breda Zeus – 6 m long)

• 2012-2014 short tests of different electric busses (SOR, Siemens Rampini, etc.)

• since 2014 project of opportunity electric bus – opportunity charging at terminus via bipolar pantograph (on vehicle) via trolleybus wires DC 600 V directly connected to tram supply network (via galvanic separating station)

o electric bus SOR/Cegelec EBN 11 (11 m long) in regular operation 1/9/2015 to 31/8/2017 – part of Observatory initiative in frame of ZeEUS project

o electric bus SOR NS12 E (12 m long) in regular operation since 16/10/2017

• membership of different EU projects (SPUTNIC, EBSF, 3iBS), membership of UITP Bus Committee, membership of E-mobility working group of Czech PTO Association

Motivation for DPP to participate in ELIPTIC project was to follow up our company strategic

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targets and to find and prepare solution for electrification of key most demanded lines of our bus network (more than 40% of DPP bus performance), which are operated by 18 m long articulated busses and which are not enough feasible for overnight or opportunity charging at terminuses.

DESCRIPTION OF SITE VISIT Site visit of Eberswalde use case took place on November 12th, 2015 as a part of 1st Eliptic User Forum meeting. There were presented history and proposed next steps of trolleybus operation in Eberswalde, incl. first partial trolleybus vehicle and technical visit of bus and trolleybus depot. There were also presentations of three different prototypes of automatic wiring technologies, but not yet fully developed and proved for regular use. After general presentation were discussed details of Eberswalde use case – extension of trolleybus operation to non-wired sections using partial trolleybus solution (change actual supporting diesel engine by batteries). Key point of use case success is proper calculation of battery capacity according operation conditions (length of non-wired section, vehicle circulation, temperature impact, etc.). The same topic was most important part of Prague “Twin” pilot project of partial trolleybus operation for most demanded bus lines.

Main result of Eberswalde site visit was, that partial trolleybus concept should be feasible and should solve needs of electrification heavy demand bus lines with limited possibilities of charging at terminuses. There is need of proper balancing of operational concept (length of wired section, timetables, etc.) and capacity of batteries. There is need to take in account also weather condition, especially temperature variation, because of heavy impact of heating to electricity consumption. There are not yet developed systems of automated wiring, so wiring points shall be situated at bus stops with semi-automatic system of plastic trolley roofs.

Next twin city meeting took place on January the 12th, 2017 in Dresden at Fraunhofer institute. There were presented results of Eberswalde use case calculation, incl. impact of key factors and also discussed possible solutions and changes of parameters. The results of this meeting were quite helpful to validate Prague “Twin” pilot project calculation.

DESCRIPTION OF STUDY Strategy of bus electrification in Prague was built on results of previous tests of different technologies, which led always to more expensive solution then diesel bus reference, as well on vehicle side as on infrastructure side. Comparing to other cities, in Prague is limited possibility of access to national or European funds, because of high Prague GDP. It was strong motivation factor for investigation and development of cost efficient solutions. Key idea was maximizing effort of internal synergies, which is mean in Prague case to share tram energy supply infrastructure also for charging electric buses. There are quite good possibilities to save costs on investment to infrastructure, decrease purchase price of electric energy by purchase in bigger amount and manage internally energy peaks and also use charging energy “free of charge” from recuperation of tram vehicles.

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The concept of internal synergies between trams and e-buses was successfully proved in previous project of opportunity charged e-bus. There were good results on technical side as well in efficiency, but with limitation to vehicle size. There was need to find some other solution to fulfil electrification strategy on key bus lines in Prague (more than 40% bus performance in Prague, heavy occupied lines, articulated buses, long daily routes and hilly terrain). There is of course possibility to add more batteries into vehicle, to extend charging time, to increase charging power, to use diesel heating, but final solution in such case is much more expensive and not competitive to diesel reference model.

The idea of in-motion charging concept for Prague consist of combination of in-motion charging section, opportunity charging at terminus and also overnight charging and balancing batteries at depot. There is need to minimise length of trolley section because of cost reasons. There shall be possible to avoid technically complicated and quite expensive installations, especially at cross-sections or in depots. Trolley section positioning shall be adapted to operational needs, for example wiring of uphill sections, where is highest energy consumption or adding trolley wires to congested sections, which can limit operation stability of battery buses. Expected advance of this concept is also possible overcome of “trolley denied” sections of the line (property ownership, public opinion, etc.). Concept scheme – see annex 1.

The process from concept to real pilot operation consisted of 4 main steps mentioned below:

1. Promotion of concept

There was wide promotion and discussion of previous e-bus projects in Prague in frame of preparation bus electrification strategy. Good results of previous projects gave promises for future real operation of small and standard buses (up to 12 m), but there was also noted limits for articulated buses, which are operating most important bus lines in Prague. New concept of in-motion charging seemed to answer needs of electrification of heavy duty bus lines. There was quite good feedback of discussions about this concept, possibilities and first calculations across all key stakeholders (company management, PT authority, city council, local authorities). These positive results had allowed us to prepare next steps – feasibility and technical study for pilot operation.

2. Feasibility study – balancing of parameters

The most important part of in-motion charging concept is balancing basic parameters: length of trolley section, time for opportunity charging at terminus and needs of battery capacity in vehicle. There is of course possible to use some experiences from partial trolleybus operation schemes, which are normally use in trolley mode 70-90% of line and only 10-30% of line in battery mode. The target of in-motion charging concepts for Prague was decreasing trolley sections to technical minimum (only 10-30% of line) and adding opportunity charging at terminus. Final calculation in that case is combination of partial trolleybus and e-bus calculation.

In the study (see annex 2) was calculated and balanced energy consumption, charging and

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battery statement related to setting of basic parameters (ratio of trolley section, charging time and power and battery capacity). There is included also electric heating impact (in Prague case double energy consumption in winter). The calculation was prepared for expected pilot line (10 km), but there was also checked possible future full length line. The main result of study is approval of technical feasibility of in-motion charging concept. There were specified other key parameters of systems – electric heating consumption and charging power level – which could have quite significant impact on efficiency of the operation.

3. Technical study – specification and calculation

Based on feasibility study results there were prepared detail technical study and documentation included energetic calculation of charging infrastructure. These documents were necessary to fulfil all legal needs for infrastructure installation. Main documents are attached (see annex 3).

Infrastructure in Prosecká street consist of trolley section (993 m uphill direction and 665 m downhill direction) and also opportunity charging section (20 m) at Palmovka terminus. Full length of test line is 10 km, so trolley section is only 10% (if is used only uphill section) or 16% (if is used both direction) of line length. To decrease investment costs (there were no special subsidies for the project) are used electric changing stations in ownership of DPP. At Prosecká street is used reserve mobile changing station, at Palmovka terminus is used changing station from previous e-bus project (sharing charging of both vehicles). Scheme of line is attached (see annex 4).

Essential part of pilot project preparation was administrative preparation and getting approval for pilot project operation. There was quite complicated discussion of legal concept of in-motion charging operation. The result was that in Czech law condition is such operation similar to trolleybus operation and there is need to fulfil all condition of trolleybus laws and norms, which is by Czech law under framework of rail operation. This result means, that such operation is much more complicated on administrative side then battery e-bus operation (which is by Czech law road operation) and could have negative impact to costs of in-motion charging concept. DPP got finally all approvals for pilot project operation and also trolleybus driver training accreditation.

4. Real operation test

Pilot operation started on 15th October 2017 by celebration of return of trolleybuses to Prague after 45 years. First vehicle type was SOR TNB 12 (12 m long), which is temporarily rented from manufacturer. This vehicle was prepared for another operation condition (city Brno) and there was reason for some limits in technical specification (engine power, battery capacity, charging power). Anyway, this vehicle approved technical and legal feasibility of in-motion charging concept for Prague in real operation.

During first months of operation was organized technical measurement, different presentations and of course driver training. There are a lot of experiences and of course list of technical issues which will need future development. Key topic is optimizing charging

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power especially during opportunity charging. First vehicle allows charging power only of 70 – 100 A in compare to ideal charging power (mentioned in study) up to 150 A (with possibility up to 200 A in winter). Result of lower charging power is increasing charging time with impact on productivity. Another important point is optimizing of electric heating system, which is significant factor on consumption side. There is need to discuss and prepare efficient solutions like heat pump installation or SW scheme for preheating vehicle (water boiler) at charging points.

First results of pilot operation are comparable to results of our feasibility study and also to recommendation of other cities, which are discussing or testing in-motion charging concept (especially Gdynia) to have 30-50 % of trolley section for stable and feasible operation. There is need more time, another vehicle test data and also some investigation included optimizing mentioned parameters (charging power, heating consumption) to get more precise results on economic efficiency question.

LESSONS LEARNT FROM TWINNING PROGRAM + USER FORUM PARTICIPATION ELIPTIC project participation (Twinning program and User forums as well) provides unique possibility to find and share ideas and possible technical solutions between different cities and operators. We already had some information about partial trolleybus concept before starting of ELIPTIC project, but the project allows us to find partners with similar ideas (of course our twinning leader Eberswalde, but also Gdynia or Cagliari and more others). There was possibility to discuss partial trolleybus concept much more deeply and also to learn good practices as well as technical and operational limitations. We hope, that this wide network of professional, who are in favour of efficient bus electrification, will sustain for possible consultation even after ELIPTIC project finished.

There is long list of important topics, which were discussed during meetings and forums. The most important output for Prague projects was to see, that partial trolleybus solution could be technically feasible. This was helped us very much to get approval for real pilot project in Prague. Another quite important topic was legal condition for infrastructure and operation of partial trolleybuses in different countries, which is varying from standard road norms to legal conditions for rail vehicle. This question should be part of possible future discussion and standardisation across Europe.

On the technical side, there were discussed and shared two most important topics. First one was charging power optimization, where we got a lot of theoretical and practical information from Gdynia colleagues. Second important topic was electric heating optimization and its impact to trolley section length and operational planning possibilities. This was key parameter also for study of partial trolleybus development in Eberswalde.

There is no miracle solution for bus electrification and projects must be always adapted to local conditions. By our opinion ELIPTIC project helps to all participants to prepare (or really do) good steps on a way to more environmental friendly and also efficient future bus

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operation.

OUTLOOK : NEXT STEPS AFTER THE ELIPTIC PROJECT Real pilot operation of in-motion charging concept in Prague is not limited by time frame of ELIPTIC project and will continue anyway after April 2018. There are prepared tests of other vehicles (made by other manufacturer) to get more data and also different vehicle comparison. Key task for first vehicle was to satisfy all administrative matters and technical checks for start of operation and to prove technical feasibility of the in-motion charging concept. Next vehicles shall allow us to test different operational conditions and also possible settings of some technical parameters (charging power increasing, heating and A/C parameters, etc.). There is also demand for test articulated or bi-articulated vehicle (not yet confirmed by manufacturer side), which is final target for in-motion charging concept.

All of operational results will be included to validation of calculation model for optimizing combination of vehicle and infrastructure parameters (battery capacity, ratio of driving under trolley, length of charging breaks for opportunity charging, etc.), which is most important basement for future projects of regular operation in-motion charged vehicles.

Next step of the in-motion charging strategy in Prague is preparation of regular operation for full electrification of line 140 (pilot section is part of this line). The full line is 23 km long, peak headway is 6-7 minutes and there shall be served by 15 articulated vehicles. The preparation of line 140 was already started with predicted beginning of operation in year 2020/2021. There are also discussions to Prague city municipality and involved Czech Ministries (Ministry of Environment, Ministry of Transport and Ministry of Regional Development) to find some funding possibilities to cover at least part of investment cost of this project.

The development of e-mobility in bus operation is one of the key parts of the long-term emissions reducing strategy in Prague. Results of pilot projects in Prague and also experiences from other cities in Europe (via ELIPTIC or ZeEUS project) show, that there are possibilities and good practises for feasible and efficient e-bus operation, but there is quite important to take in account also local conditions. Strategy for Prague bus line electrification will probably consist of two main concepts. First one will be opportunity charging at terminuses, which is good enough for small (8 - 9 m) and standard (12 m) buses. Second one shall be in-motion charging concept, which can offer efficient solution also for articulated (18 m) and planned bi-articulated (21-24 m) buses. Final share of these main concepts will depend on development of batteries and charging technologies. Essential part of this strategy will be maximizing of internal synergies throughout operational modes of DPP to decrease investment and operational costs of all e-bus projects. These synergic effects are quite big advantage of DPP compared to other public transport operators, which start with e-bus operation on "green field".

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Final Twin Partner Activity Report Transport Infrastructure Ireland, Dublin

Name of ELIPTIC twin city Dublin

Name of ELIPTIC leading city Brussels

Thematic pillar(s) B: Innovative energy storage systems to increase operational efficiency

Use case(s) B2: Optimised braking energy recovery in light rail networks

Responsible author(s): Bernard Kernan

Contact person: Bernard Kernan


Phone: +353 1 646 3867

Date: 28 Feb 2018

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SUMMARY OF ACTIVITIES AND OUTCOMES Transport Infrastructure Ireland (TII) owns the Luas light rail network in Dublin and was twinned with STIB in Brussels as part of the “Eliptic – electrification of public transport in cities” twinning fund. Within Eliptic, STIB investigated whether it could transpose its successful approach for recovering braking energy on its Metro system to its light rail network. STIB shared its knowledge and experience with TII as part of thematic pillar B2, “Optimised braking energy recovery in light rail network”.

Activities during the project included the following:

• early exchanges of ideas and technical information,

• a technical visit to Brussels for detailed discussions and future planning, followed by site visits to a number of reversible substations on the Metro network,

• further exchanges of ideas and reports on progress,

• issue of the final STIB report summarizing their simulation exercises and conclusions.

Unfortunately from a project standpoint, STIB’s conclusion was that they could not find a successful business case for reversible substations on their light rail network. Given that TII’s network is, if anything, less suitable that STIB’s for such a solution, TII did pursue matters further and did not hold any follow up workshops or focus group meetings.

Nevertheless, despite the negative result, TII learned a great deal from the project and is looking to use the knowledge gained to good effect on a future Dublin Metro project, which is now at an early design stage.

TII continues to have a long term commitment to sustainability and considers the Eliptic twinning exercise to have been an excellent opportunity to learn from colleagues in Brussels, that can only benefit future projects in Ireland.

SHORT CITY DESCRIPTION Dublin is a city on the east coast of Ireland with a population of approximately 1.3m, with a further 1m people living in the surrounding counties. With many of these people needing to travel into and around the city, traffic has always been a problem. Trams had been a feature of the city but were gradually phased out in the 1940s and 1950s, with the last tram to Howth running in 1959.

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To help fight the growing traffic congestion in the city streets, tram were re-introduced in 2004 with the construction of the first two lines of the Luas light rail system.

Since 2004, further extensions to the Luas network have been added with the most recent one, the Luas Cross City line being commissioned in Dec 2017. The network now comprises 45km of double track, 67 stops and three depots. Despite initial scepticism, Luas has been hugely successful and now makes more than 40m passenger journeys each year.

There are now plans to build an underground metro system in Dublin to connect the city centre to the airport and to the hinterland of Swords. There are also plans for a further four Luas lines, as part of the government infrastructure programme to 2040.

While light rail is a very clean and energy efficient mode of transport, TII and its operator Transdev and maintainer Alstom are very conscious of their environmental responsibilities and have specific programmes in place to reduce energy consumption in construction and operation. The Eliptic project is well structured to assist TII in achieving its goals.

DESCRIPTION OF SITE VISIT In Feb 2016 TII and STIB held a site meeting in Brussels to further their cooperation under the Eliptic twinning project, B2 Optimised braking energy recovery in light rail network user case. The meeting was attended by three engineers from STIB and two engineers from TII.

Initial discussions revolved around the works that STIB had already carried out on its Metro Line 6. A model of the line was built and simulations were carried out using the model. All results were calibrated against actual running to ensure accuracy. STIB then described the studies undertaken to explore the benefits or otherwise of introducing reversible substations at one or more locations on the line. The conclusions were that there was indeed a positive business case for reversible substations and STIB proceeded to procure and commission a total of six on the line. The performance of commissioned substations was compared to the values predicted by the simulations, with excellent correlation.

A site inspection was then undertaken to the Belgica station on Line 6 and the installed equipment was examined in detail.

Following the site inspection, STIB and TII returned to the STIB offices where STIB outlined how they intended to explore how the work on the Metro could be applied to STIB’s light rail network. STIB would put in place a project team and would select a number of sections on their network with different characteristics – complicated sections with multiple interconnections and simple non-connected sections. STIB indicated their intention to investigate whether there was a business case for reversible at one or more of these locations.

TII saw immediate relevance for its own light rail network and also for the future metro

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system in Dublin and awaited the results of the light rail study with great interest. TII found the technical knowledge of STIB to be very extensive and their willingness to share very encouraging.

A fuller description of the site visit has been previously sent to the Eliptic project team.

DESCRIPTION OF WORKSHOP Following the site visit, STIB continued the study into their light rail network but eventually concluded that they could not make a convincing business case for reversible substations on light rail. STIB shared their detailed report with TII.

TII examined the STIB report and its implications for the Luas light rail network. STIB’s light rail network is in many ways more suited to reversible substation technology than Luas, having its own internal ring main and also a much broader range of tram services. TII reluctantly concluded that if STIB could not succeed in building a business case for reversible substations on light rail then TII were most unlikely to succeed also.

TII had intended to run a workshop in Dublin with all interested parties but saw little point in in doing so following the negative STIB conclusion. Nevertheless, as the Dublin metro project is now commencing, TII intend to explore the possible benefits on reversible substations on this project as its architectural infrastructure is likely to be more suitable for the technology than light rail.

DESCRIPTION OF STUDY In similar fashion to the decision not to run a workshop, TII saw little point in organising a study tour at this time. TII will explore in the future the possibility of organising such a tour as part of fact-finding for the metro system.

LESSONS LEARNT FROM TWINNING PROGRAM + USER FORUM PARTICIPATION Twinning Programme

TII found many positive aspects from being involved in the Eliptic twinning programme with STIB for the thematic element B2: Optimised braking energy recovery in light rail networks:

• Our technical knowledge of the theory and practice for implementing reversible substations has advanced greatly. This is to a large extent the result of our technical discussions with STIB and with the site visit to the Brussels Metro Line 6.

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• The technical engagements with STIB has also improved our knowledge of associated design activities such as power simulation and calibration.

• The practical steps needed to produce a business case for reversible substations are much clearer to TII, following detailed discussions with STIB on traction simulation, calibration and subsequent what-if scenario analysis.

• The success/fail criteria for a business case are better defined in TII’s mind.

• The professional relationships built up between the respective engineers of TII and STIB has potential to pay dividends for many years in the future.

User Forums

TII also found many benefits from being involved in the User Forums.

• In respect of thematic pillars B and C, the technical content, the detailed discussions and the site visits were of immediate and relevant interest to TII. The upgrade or regenerating of electric public transport systems (pillar B) is part of our core business brief and, although Ireland has yet to introduce any multi-purpose use of electric public transport infrastructure (pillar C), it cannot be far away. Public transport is featuring more and more in the Irish government infrastructure plans and the multiple-purpose use of electric infrastructure will inevitably become a feature of future plans.

In respect of pillar A, Safe integration of e-buses using existing public transport infrastructure, this had less impact on TII as buses do not come under TII’s remit. Nevertheless, the technical content and site visits associated with this element contained many cross-transport ideas. In addition, TII maintains close contact with engineers in our bus companies and the ideas discussed in the User Forums will be shared with them.

The only criticism of the User Forum sessions was an over-emphasis on bus transport at the expense of light rail.

OUTLOOK : NEXT STEPS AFTER THE ELIPTIC PROJECT Energy efficiency remains a key strategic goal for TII both for our existing light rail system and for future projects such as Luas extensions and the metro system. TII intends to carry the knowledge gained from the Eliptic twinning project into the design of future projects. The possible application for reversible substations is directly relevant to new projects while the use of traction simulation techniques applies to both new and existing systems.

Our attendance at the various User Forum meetings has given us very good exposure to the possible multi-purpose use of public transport infrastructure. This in turn gives us very good ideas for future transport projects and for our engagement with engineers from other transport modes in Ireland. We intend to exploit this knowledge in the future.

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Finally, the networking opportunities afforded by both the twinning project and the User Forums has created a helpful and sympathetic group of like-minded colleagues whose assistance and advice we will inevitable seek in the future.

Final Twin Partner Activity Report Birmingham City Council

Name of ELIPTIC twin city Warsaw

Name of ELIPTIC leading city Birmingham

Thematic pillar(s) Twinning cities

Use case(s) Feasibility Study-EV bus charging scenarios and Total Cost of Ownership parameters

Responsible author(s): Sylvia Broadley

Contact person: Sylvia Broadley


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SUMMARY OF ACTIVITIES AND OUTCOMES • As part of the Joint ELIPTIC User Forum meetings;

Visiting operational electric trams/bus depot in Gdynia and the electric grid operational sub-station. In London, the Transport for London Waterloo Bus Garage which operates 51 electric buses on regular scheduled services. The 45 charging points requiring a 4 MW electricity supply. This provided a key demonstration of a major city location and the operational realities of a constrained site and addressing charging requirements on a back to base model.

The outcome of these visits was clarifying the parameters for deploying electric buses including; electricity taken from the grid which for the UK would be through <60kw charge points, 60-300kw inductive pads, overhead ultra-high power solutions (>300kw); can achieve low carbon option through power purchase agreement; access to high voltage connection at the depot and/or along the route can be extremely expensive if the grid capacity is poor or there is lack of proximity to sub-station (a dedicated sub-station may be required).

Alternative charging solutions have been a key outcome from the Eliptic visits and workshop discussions, designed to improve the operating cycle and reduce the range anxiety. Approaches to charge electric buses that were explored included:

Phone: 0044 (0) 7730 282091

Date: 25th May 2018

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- Overnight charging involves recharging bus batteries whilst the buses are parked at the depot after a period of operation.

- Opportunity charging involves recharging bus batteries during operation to extend the driving range. At strategic points along a bus route, ultra-rapid charging solutions (either conductive or inductive) will be installed to ‘top-up’ battery state of charge. A number of examples were demonstrated/presented of different charging strategies balancing the trade-off between charge point power and recharging time:

• Engagement in discussion within Forum meeting events and pre-event surveys around the challenges of electro mobility take-up, tariffs, and taxes incurred whether a private company, public sector or charity.

• Feasibility Study, shared with twinning city Warsaw, to assess electric bus charging potential for at least 2 bus routes to be operational by 2021 – from analysing depot-based charging to en-route charging.

The implications of in- depot charging for battery electric or plug-in electric bus emphasize the point that there is no guarantee that the installation of charging posts would not trigger the need for an upgrade of the electric connection which would add a layer or cost, which might act as a barrier to take up. Initial assessment activity, in collaboration with our regional transport partner, ‘Transport for West Midlands’, energy experts Element Energy, and the local distribution network operator (Western Power Distribution), just to understand the reality of electrical infrastructure requirements - found that no depots are close to a 33kV power line, only half (11 depots) have an 11kV transformer on site. Around seven depots were within 500m of an 11kV transformer, and one depot was at least 1 km from the nearest 11kV transformer.

With the study focusing on a depot based (and need for en-route) charging scenario for at least two bus routes, the study set out to identify energy consumption of the vehicles (demand for charging) and dwell times in the depot (time available for charging), different charging infrastructure designs in terms of number of chargers and charging power levels evaluated .

With issues of energy resilience, the council have collaborated with private sector partners in developing energy from waste, where available power and cost structure for the electricity can be provided by Tyseley Energy Park Power Plant. As part of Birmingham’s wider energy plans, this development and associated/estimated costs for establishing the electricity connection with the identified bus garage/depot are used.

Based on the findings, a Total Cost of Ownership calculation is built. This comprises costs for vehicles, charging devices, maintenance, energy (electricity), and other charging infrastructure measures.

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SHORT CITY DESCRIPTION Birmingham is a diverse major city in the UK outside London, with almost half (46%) of residents being under the age of 30. The city is growing rapidly and its population, already over 1.1 million in 2016, is forecast to grow by a further 156,000 by 2031.

Like many other UK and EU cities, urban air quality problems need to be addressed to improve the health of people living and working in UK cities. Birmingham, as part of the wider West Midlands region, is the second most populated region in England, is affected by these issues, and one of the first 6 UK cities set to be mandated by the Government to implement a Clean Air Zone. This will be done as part of a wider set of measures to reduce nitrogen dioxide (NO2) and particulate matter (PM10) concentration thresholds which exceed UK and EU limits. The bus sector is a key contributor to some poor air quality hotspots in urban areas and has consequently been a focus area for improvement to effectively tackle local air quality. Birmingham has around 2,000 buses operating within the city that provide out of town services out to local community areas. On average, buses operate for 12-15 hours per day, and average 65,000 km per year. 70% of the fleet are double deck buses. A key priority has been energy requirement at sufficient levels that does not undermine existing uses, such as the new metro. The city currently produces just 1% of the £1.3bn of energy that its residents and businesses purchase and consume each year. This not only represents a significant loss of money from the local economy, more critically, it leaves the city exposed to threats from energy security, low levels of resilience, as well as price fluctuations in global energy trading which affect energy bills, having a significant impact upon deploying zero emission (electric) buses, taxis, vans, commercial vehicles including bin wagons. Key challenges drawn out through the Eliptic project have included;

• The need for Bus Operators (which in Birmingham as a deregulated service, so all bus operators are commercially operated) to achieve commercial viability. Specific issues have been around the price of the electric buses, access to sufficient electric supply/need for depot-based charging.

• Sourcing sufficient energy supply for Birmingham electric buses, where currently there is a fragmentation of stakeholders, given the nature of private/competitive markets as a factor of de-regulated markets, including energy companies.

DESCRIPTION OF WORKSHOP The workshop took place in Bremen on 25th April 2018. Participants were Birmingham City Council (BCC), ELIPTIC twin city, PIMOT as representative of the ELIPTIC lead city Warsaw, and and ebusplan as external consultant conducting the study for BCC (see Figure 12 in the annex of this document). In the beginning, BCC introduced the current situation and activities in Birmingham, the challenges to overcome on the path to reduced emission bus operation, and the current planning of the city council. ebusplan presented the preceding activities in Birmingham, the EIT Climate-KIC project “Munep2”, as well as the approach and the results achieved so far of the ELIPTIC twin city study on electrification of bus routes in Birmingham. The subsequent discussion comprised different technological options and charging regimes /

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battery swapping for electric buses, potential “second life” business cases for battery systems, as well as the path to derive a strategy for the electrification of the entire bus fleet in Birmingham. PIMOT provided an overview of the activities in Warsaw and the current planning, i.e. the introduction of 130 electric buses in 2018.

Both cities Birmingham and Warsaw have a comparable bus fleet size of approximately 1,700 vehicles, but different pre-conditions for the electrification. In Warsaw, there is one city-owned bus operator, MZA (Miejskie Zakłady Autobusowe), operating all local public transport buses, and getting granted the bus route concessions by direct award. In Birmingham, there is also one pre-dominant bus operator, NXBus (National Express Bus), but in a deregulated environment and operating on a highly commercial basis, leading to different pre-conditions of the cities for fostering or even enforcing the transition to zero emission bus operation. In focussing on this particular point relates to the wider Eliptic User Forum User Cases, as key to this is the starting point for each city in their path to electrication of buses (see appendix 1 slides 6-8).

Discussion of the key parameters for the path or strategy towards electrification of buses and were agreed; these included energy consumption of the vehicles (demand for charging) and dwell times in the depot (time available for charging); city relevant charging infrastructure designs in terms of number of chargers and charging power levels; and critical need to Understand Total Cost of Ownership calculations including costs for vehicles, charging devices, maintenance, energy (electricity), and other charging infrastructure measures.

DESCRIPTION OF STUDY Introduction Building on a preceding EIT Climate-KIC project “Munep2”, whereby an e-bus simulation tool was developed to compare different ways to implement electric bus concepts. This was initially piloted on three BRT (bus rapid transit) routes in Birmingham as a new public transport concept. As one of the results, charging infrastructure needs and local prerequisites as well as sources of supply for electricity turned out crucial for the economy and ecology of electric bus operation. This provided the context for the Birmingham stance or position with Eliptic. In the short study conducted within the ELIPTIC project, two approaches have been explored:

- The potential electrification of the two bus routes 37 and 97 in the eastern part of Birmingham, by relocating the bus garage for these buses (single and double deckers) to the immediate vicinity of the Tyseley Bio Power Plant (TBPP), potentially enabling recharging the electric buses with electricity from this renewable (“green”) energy source.

- The potential electrification of the bus fleet of The Green Bus, an operator based in the western part of Birmingham, providing school services on 20 routes and irregular private hire (PH) services in the time between the school service journeys (i.e. between the morning and the afternoon).

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The general approach of the study is to derive simplified but representative load profiles, estimate energy demand and thus demand for recharging, and based on this evaluate different charging locations and narrow down requirements for the electricity grid connection. As potential charging locations, different options come into consideration that comprise the bus garages as well as already existing infrastructures, such as the TBPP, or infrastructures already planned for other purposes (“soon existing infrastructure”).

Bus routes 37 and 97

Figure 10 provides an overview of the routes 37 and 97 as well as of the locations of the TBPP and the potential new bus garage next to the TBPP.

Figure 19 – Overview of the two bus routes and the location of the Tyseley Bio Power Plant and the potential new bus garage

The TBPP has an output power of approx. 10 MVA. Not all of the electricity that can be produced is currently fed into the public electricity network for reasons of missing competitiveness of the price structure. The electricity could be used to recharge buses nearby. Table 1 estimates the required charging power and electricity grid connection power under worst-case assumptions.

Table 1 – Approximate estimation for the dimensioning of the grid connection under worst-case conditions (PVR = peak vehicle requirement)

Route 37 Route 97 Begin of first service 04:30 04:30 End of last service 00:30 (next day) 02:00 (next day)

City centre

Potential location of new

bus depot

Tyseley Bio Power Plant

Route 37

Route 97

single deck buses

double deck buses

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Charging time window in garage overnight (avg.) 5.0 h 3.0 h Estimated charging demand per vehicle 250 kWh 250 kWh Required charging power (charg. time window) 50 kW 83 kW Estimated PVR (derived from timetables) 18 15 Estimated PVR (electric buses) 22 20 Required charging power total 1100 kW 1667 kW Grid connection (over-dimensioned by 25%) 3.5 MVA

An average charging time window – i.e. standstill time in the bus garage overnight – was derived, considering timetables and times for pull-in and -out journeys (deadhead). Together with the estimated energy demand – i.e. amount of energy to be recharged in this time window –, a minimum required charging power per bus can be derived. Battery capacity (>300 kWh) and calculated charging power (approx. 50 kW and 80 kW) is available on the market already now.

Based on the estimated PVR (peak vehicle requirement) presented in the table, an electricity grid connection power of 3.5 MVA is derived. This assessment shows that the output power of the TBPP in general would be sufficient to recharge the buses in the nearby garage. At this point it has to be stated that the above calculation follows a rather conservative approach as it assumes that the batteries are at a very low state of charge (SOC) when arriving at the depot. This is, depending on the operation scheme, not necessarily the case. Further, the charging time window represents an averaged time period. Smart load management strategies, also depending on the exact operation scheme of the vehicles, can potentially further reduce the required dimension of the grid connection. It also has to be stated that the PVR of electric buses represents an estimation based on the PVR for vehicles without energy constraints – the latter derived from the current timetables of the routes. Comparing to buses with no energy constraints, electric buses will require additional vehicles to provide the same route service. The PVR strongly depends on the technology (energy consumption, battery size, charging power) and the charging regime (charging in garage only, charging also at terminal stops). A more precise determination of the PVR of electric buses requires a more detailed analysis and requires further input data from the bus operator. The values shown in Table 1 (i.e. 22 vehicles instead of 18 for route 37 and 20 instead of 15 for route 97) represent a conservative “expert guess”. It also must be stated that the distance of the terminal stops to the garage are rather high, making strategies with charging at the (potentially future) Tyseley bus garage rather inefficient.

As next step, a detailed study on energy consumption, most economic battery sizes and charging power levels, and of the current and of future operation schemes (including potential charging schemes) is recommended. Regarding infrastructure size, the recommended next steps will be the involvement of the TBPP operator to carve out potential implementation schemes to supply the new bus garage with sufficient charging power, together with an assessment of feasible electricity rates.

The Green Bus fleet

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The Green Bus provides school services on 20 fixed routes, mainly in the western part of Birmingham, as well as irregular private hire (PH) services in the time between the school service journeys (i.e. between the morning and the afternoon). The bus fleet size is 30 vehicles (exclusively double deckers), with 20 buses in use every day and 24 buses in peak (usually in summer time). The typical operation scheme of the vehicles is:

1. One school service journey on one of the 20 fixed routes in the morning 2. Private hire (PH) journeys with irregular itineraries 3. One school service journey on one of the 20 fixed routes in the afternoon

The buses usually do not return to the garage during the day. The Green Bus specified 60 km as a high PH mileage for one day. This value was chosen for the worst-case assumption. Figure 10 provides the required battery sizes for the bus run of each route. One bus run consists of the above-described pattern, including pull-out and pull-in journeys. PH was assumed to 60 km, energy consumption to 1.7 kWh/km (including auxiliaries).

Figure 20 – Required minimum battery size for each bus run (worst-case conditions) and two examples of available technology options (Optare and BYD)

The results show that with available technology, electric operation can be implemented, mostly without operational changes. Some bus runs are not feasible for the available battery sizes. At this point, it is worth evaluating if it is feasible to combine shorter routes with higher

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PH services and limit the PH mileage to be combined with higher-mileage routes (e.g. to the right starting with 848). However, it must be noted that under the given assumptions (approx. 325 kWh battery size), route 886 does not enable any PH as all energy is consumed for fixed-route service and pull-out and -in journeys.

Table 2 estimates the required charging power and electricity grid connection power under worst-case assumptions.

Table 2 – Approximate estimation for the dimensioning of the grid connection under worst-case conditions

Value Unit Earliest start (route service): 06:37 Latest end (route service): 17:30 Earliest start (pull-out): 05:32 Latest end (pull-in): 19:25 Time in depot over night: 10:06 Number of buses in use 24 Energy to recharge overnight per bus 250 kWh Energy to recharge overnight total 6000 kWh Time over night to recharge 9 hours Required charging power 670 kW Grid connection dimension 837.5 kVA

In total, results indicate that an electrification with buses recharged in the current garage can potentially be an interesting option for a greener fleet of The Green Bus. The next step will be an assessment of the economic impact and feasibility of the above-discussed PH limitation.

LESSONS LEARNT FROM TWINNING PROGRAM + USER FORUM PARTICIPATION Important lessons learned

• Although cities (in our case twinning Birmingham and Warsaw) have a comparable bus fleet size of approximately 1,700 vehicles, there are different pre-conditions for the electrification for fostering or even enforcing the transition to zero emission bus operation.

• There are wider implications for other cities and future opportunities for twinning and

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partnership, to understand the ‘starting point’ for cities embarking on a path /strategy towards bus electrification.

• The need to bring all stakeholders in place to ensure a shared understanding with Transport Authorities/Bus operators/Energy & Utility companies/ Distribution Network Operators (DNOs)

• Renewable energy as key requisite for co2 reductions to be achieved – need to fully consider ‘well to wheel’ i.e. from fuel/electric source to bus operation and not just ‘tail to wheel’ i.e. what is just coming out of the exhaust as zero emissions.

• In sourcing grid electric – energy resilience is a shared issue and equally needs to be addressed.

• The path to bus electrification at city level needs to consider the key parameters of energy consumption of the vehicles (demand for charging) and dwell times in the depot (time available for charging); different charging infrastructure designs in terms of number of chargers and charging power level are evaluated. Also of critical need to Understand Total Cost of Ownership calculations including costs for vehicles, charging devices, maintenance, energy (electricity), and other charging infrastructure measures are key.

Fruitful lessons learned

An early assumption for Birmingham coming into ELIPTIC, was that energy derived from braking could be an option as an electric energy source for electric bus charging within the city centre. However, through the twinning program and user case forums, and particularly from the experience of Transport Infrastructure Ireland (TII) who own the Luas Light Rail network in Dublin and in the process of designing a new Metro system for Dublin.

With their TII twinning with STIB in Brussels within “Eliptic”, knowledge and experience were shared under the thematic pillar B2: Optimised braking energy recovery in light rail network. Specifically, STIB had previously modelled and evaluated strategies for optimal assimilation by the electric grid of braking energy recovered by metro trains, which in the user case, projecting energy reductions of 9% / annum and potentially providing this as an energy source. Through the Eliptic Project -STIB investigated whether it could transpose its successful approach for recovering braking energy on its Metro system to its light rail network. However, STIB’s conclusion was that they could not find a successful business case to progress this as a strategy as most of the braking energy generated by the tramways is already reused and the very small share that is not used is in fact dissipated on the braking resistors.

Inspiration taken from the discussions

The inspiration from Eliptic, was the community of organisations all experienced in trying out different operational requirments for implementation within thier cities and learning from it

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and more importantly, through Eliptic, sharing that experience to support learning and understanding of others.

As such, the guidance to support others and specific examples of what works, and more importantly what doesn’t, has inspired the way forward for a Birmingham transition towards a zero emission bus fleet (and infrastructure for other electric vehciles including taxis, vans and trucks) and providing a prioritisation of efforts.


• Take the ELIPTIC study for e-bus deployment to the next level and develop a city wide EV charge point infrastructure plan for buses, taxis and commercial vehicles, drawing on the lessons learned from Eliptic. To achieve this Birmingham City Council will procure an EV Development Partner to work with them to produce a city level plan.

• Using the Eliptic study- provide clear guidance & support to Bus Operators to plan for e-bus implementation for either in depot or en-route charging- whichever is more efficient given energy supply, route and battery size requirements.

• In understanding in more detail as to the energy/charging infrastructure requirements for the electrification of buses, Birmingham City Council are in a position to structure a funding bid to develop an energy prospectus to; build on the work undertaken within the Eliptic feasibility study , to further understand the stakeholders, projects and energy infrastructure assets that are key to the city's energy transition to; provide city level charging infrastructure; understand the energy landscape and opportunities for investment; provide an overview of investment opportunities in solar PV deployment, renewable energy production through commercial waste ‘energy from waste’ strategies as well as integration of battery storage technology as it comes to market and realising smart city opportunities; providing a prospectus of the top 20 investment opportunities for energy infrastructure in Birmingham.

• Engage with stakeholders including EV Bus manufacturers, Transport Authorities and identify ‘champion’ Bus operators to work in collaboration with the Council and Transport Authority to be ‘early adopters’. This will address technical, financial and logistical barriers and concerns, which need addressing before large scale procurements of EV buses can be considered. Cost, availability and reliability are the core concerns of operators. Specific barriers to adoption of low emission buses are well understood -The high total cost of ownership premium compared to a regular diesel bus, including high vehicle and infrastructure capital costs and uncertain residual values, is the most significant barrier for bus operators. In addition, vehicle reliability, performance, maintenance costs and spare part supply chain are all barriers to adoption that govern bus operators’ procurement decisions.

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ANNEXES

Figure 21 – Photo taken from workshop on 25th April 2018 between Birmingham City Council, PIMOT and ebusplan, Janek bosakirski (PIMOT), Sylvia Broadley (Birmingham City Council), - Marek Łepkowski PIMONT, Janusz.bosakirsk (PIMOT), Philipp Sinhuber (ebusplan)

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Final Twin Partner Activity Report BUCHAREST

SUMMARY OF ACTIVITIES AND OUTCOMES

The Bucharest

public transport

system has an extended network of

Name of ELIPTIC twin city BUCHAREST

Name of ELIPTIC leading city BARCELONA

Thematic pillar(s) C

Use case(s) Use of metro/tram infrastructure for recharging e-cars (municipal fleet and private e-cars)

Responsible author(s): ANCA POPESCU; FLORIN DRAGOMIR

Contact person: Anca Popescu; Florin Dragomir

Email: [email protected] ; [email protected]

Phone: :+40213074208 / +40213074190

Date: 30.03.2018

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electric vehicles, consists by trolleybuses, trams and subways. Also, the related power supply infrastructure spreads on the entire surface of the city, which represents a good opportunity to develop a dedicated infrastructure of charging stations for electric vehicles. Besides this, the electric public transport network has developed in direct correlation with the main transport corridors of the city, as such has different possibilities to place the charging stations on a short distance from the electric substations or catenaries.

Regia Autonoma de Transport Bucuresti - RATB, the main public transport operator in the Capital city and region, being involved in ELIPTIC Project, has studied the possibilities to develop an integrated system of charging stations for electric vehicles, with the benefits of the already existing power supply infrastructure of public transportation.

By participating on the user forums combined with site visits organized on the ELIPTIC cities, and alongside by twining collaboration between Barcelona and Bucharest, all the experts involved from the both cities, had succeed to transfer efficiently their best practice experiences, and to disseminate the knowledge between local stakeholders. Bucharest has enjoyed the best steps of Barcelona city, already done on the field of electro-mobility, by giving at one time a useful feedback about the transferability of different solutions from technical, institutional, economical, urban and legal perspectives.

Knowing that the Romanian Government will continue to offer a consistent financial support, in about 10,000 Euros per each electric-car proccured, add on with other finnancial support for developing the charging stations on the local level, it is estimated a quick increasing of the electric vehicle number in Romania.

SHORT CITY DESCRIPTION The Sustainable Urban Mobility Plan for Bucharest-Ilfov (SUMP -BI) provides that the modal distribution for the electric vehicles in public transport will be around 77.1% by 2030, and at the end of 2017 the City General Council decided to buy the first 100 full

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electric buses. Until 2030 was proposed the procurement of 300 full electric buses.

Other projects proposed by SUMP–BI (approved last year) which require a development of dedicated infrastructure for electric vehicles are:

- 42% of commercial vehicles are small vans and this fleet can be renewed with full electric vehicles.

- supporting the investment into electric cars and implementing a special politics for parking organization by restricting the access of polluting cars

- modernization of trolleybus-fleet and its infrastructure

- implementation of a BRT line with full electric buses

- integration of electric traction systems of transportation

- rehabilitation of the old RATB substations

- fostering the electric and hybrid cars in TAXI services

- all new parking areas will contain a dedicated infrastructure with charging stations for electric vehicles (in accordance to the feasibility study).

In Bucharest, the charging stations were mainly developed by private companies but in accordance to a national program, the Ministry of Environment offers a financial support of maximum 200.000 Euros for each local project proposed for building public charging stations by the local authorities and institutions.

Being involved in ELIPTIC project, RATB succeed to organize two dedicated local events, catalyzing the collaboration between local stakeholders and disseminating an important package of best practice information about e-mobility, by arranging direct discussions between our local experts and decision makers with Barcelona partners and Rupprecht Consult.

The RATB study has been distributed to the local meeting participants and to the local authorities, and presents practical data about the infrastructure development for charging stations in Bucharest.

DESCRIPTION OF SITE VISIT In 19th and 20th of March 2018, R.A.T.B. has organized a site visit in Bucharest with Barcelona twin partners and ELIPTIC coordination.

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There were visited:

- RATB Electrical Dispatch – there were presented the monitoring and controlling systems for the modernized electrical substations, the connection schemes, the specialized programs, there were conversations with the experts about the possibilities to develop a system for recharging batteries of the electric vehicles, using the existing RATB's energy infrastructure. Main issues: power reserves, energy consumption measurements and energy management when it connecting some charging stations.

- RATB Electrical substations in Dristor area– The discussions were about the installed power of the substations, the insertion points of electric power, and also about the connection with the trams and trolleybuses network, the maximum lengths of the cables and the catenaries, the maximum power absorbed and the reserve of the power. The substation’s modernization has similarities and small differences of what exists in the Barcelona’s system.

- Electric trams depot – Dudesti –It has been presented the technological flow within a depot, the connection mode and the cable routes, the protection against accidents, the spaces that can be used in the future for electric vehicles access.

During the second day the debates had covered dispatching purposes, the depot and also the control of electric substations already upgraded, the potential of tram network power supply and the correlation with recharging stations for cars and electric buses.

DESCRIPTION OF WORKSHOP A Focus Group was organized by RATB in Bucharest, on 29 of June 2017 and has the following key topics:

Key topics Result The advantages and disadvantages of the use of the public transport energy infrastructure for the loading of electric vehicles

-The biggest advantage is making use of an existing public transport network as the starting infrastructure; -The metro infrastructure can provide an operative implementation for the location of recharging stations in the metro station area, provided that the necessary funds which carry out the necessary upgrades and the legal framework for performing

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such services.

The main argument for the development of an integrated infrastructure

The metro infrastructure can provide an operative implementation for the location of recharging stations in the Metro station area for the legal framework and necessary upgrades for performing such services.

The best solutions adapted to the development of electric network vehicle charging stations using the RATB and Metrorex power grid

It is recommended to set up a Smart Greed system, the development of an integrated strategy between RATB and METROREX for their electrical infrastructure. We need to understand what is the citizen's option, so the future systems must be tailored to its determined exigency and needs. Another problem is the sustainability, also seen through the viability of these investments in the infrastructure for electromobility.

Which are the barriers you can face? Barriers: - most states-owned enterprises have a non-commercial behavior; - unwieldy and bureaucratic authorization procedure; - other issue, means investment financially recovered in 7 years;

About recharging station already implemented

-there are already internet applications that provide data on the location of the recharging stations

Economic effects for development of a recharge network for electric vehicles (energy, maintenance, construction and special endowments, taxes, labor force)

The cost of energy will be not influenced by developing such stations network, connected to the energy distribution infrastructure; the recharging stations maintenance costs are between 500 and 2000 Euros per unit over a one-year period; in case of increased energy consumption, distributors have solutions (the distribution network development by introducing new transformation stations); maintenance personnel are professionally trained by the station provider.

Which is the longest implementation phase of this project

The longest implementation phase, according to the cumulative experience, is of maximum 12 months and it is desired to be reduced to 6 months. The implementation phases must be run in parallel, starting with ordering of the equipment, providing, obtaining the approvals, assembling and putting in operation.

Regarding the standardization’s area The standardization’s area, are being discussed: a clearing system between operators, a common roaming platform, etc.

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Between 19th and 20th of March 2018, RATB has organized in Bucharest a workshop combined with the local site visit. The main points of discussions are presented below:

- The first session, opened by Mr. Henning Gunter, started with a general presentation of the ELIPTIC project, the objectives and uses cases from London, Oberhausen, Barcelona and some preliminary results of ELIPTIC.

- The Barcelona partners have argued their expectations that the future of the electric mobility can be reinforced by integrating them in the existing electric public transport infrastructure and the TMB's experience in construction of a dedicated infrastructure for an electric bus line.

- Prof. Mihaela Negulescu has taking into consideration the placement criterion in urban areas of charging stations for electric vehicles (existing car parks, new parking spaces near public transport networks and power substations, connections to intermodal transfer points with the main areas of trip attraction and generation, etc.), new P&R systems with loading stations; local policy to introduce access restrictions for polluting vehicles (especially in the central area) and the introduction of non-polluting transport alternatives; the Car-Sharing with electric cars can be a solution.

- Prof. Grigore Danciu, from University “Politehnica” of Bucharest and vice-president of AVER has also presented Bucharest’s electromobility experience, including the car sharing system experience. The ELECTROCAMPUS project: with ecologic light-vehicles transportation system in Campus of Bucharest University “Politehnica”.

- Ms. Anca Popescu has presented the main steps to electromobility route in Bucharest, a few solutions that can be applied in Bucharest and the experience gained as a result of RATB collaboration with other partner cities in ELIPTIC project.

DESCRIPTION OF STUDY The main objective of the study elaborated by RATB has oriented on finding the local solutions that can be applied for developing an integrated system of recharging

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stations for electric vehicles, by efficiently using the public transport power supply infrastructure. In accordance to local statistics, the number of electric traction vehicles will be fast growing and, in parallel, the battery recharging infrastructure is necessary to be developed. Thus, within the future "Smart City" system, which will grow in Bucharest step by step, the use of the integrated city's energy infrastructure, including the public transport, will have a positive effect both on the energy consumption management within a balanced network, but also on reducing the cost of electricity. The national network of recharging stations is going to take shape by placing them in major transport hubs, in car parks, at car dealers, in high density city arteries, in gas stations, on the premises of some institutions, on some economic operators, on research centers, etc. The procurement volume of electric cars between 2014 and 2017 has remarkable increased:

Preparing an integrated infrastructure for electric vehicles rechargingin Bucharest

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The Evolution of the number of Electric and Hybrid Cars in Romania

The network of electric vehicle recharging stations expands on two layouts: private stations, which are generally low power and public stations, for both motor vehicles owned by residents, as well for those who are in transit. The stations location of the car parking can be established on certain areas of the public domain, in direct correlation with the possibilities of connecting on power supply and it may represent an active component of the local policy in the development of sustainable mobility. The study brings out that there is a power reserve which could be theoretically used to supply the electric vehicle battery charging stations. This is also a result of the recent modernisation of the RATB vehicles traction system, which decreased the total traction energy consumption.

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The losses of the additional energy recorded can reach about 40% of the total energy used (depends on the particularities of the existing transport infrastructure and the location of the stations), so it is recommended to perform an energy audit for setting the feasibility of this solution under the conditions of the transport infrastructure.

LESSONS LEARNT FROM TWINNING PROGRAM + USER FORUM PARTICIPATION The participation in user forums combined with the technical visits had facilitated a direct communication with partners who have already developed various e-mobility solutions, and also the possibility to notice the successfully demonstrations and the ways it have been implemented, by offering a confident example about the possibilities to be followed by other cities. Sharing the ideas and the organized debates has highlighted the opportunities and the barriers that can be encountered, has pointed up the practical solutions can be applied, showing the next technological e-mobility solutions.

By discussing about barriers and opportunities it was thicken a list of many supplementary requirements to be find on the projects implementation.

Legislative framework and standardization are still developing and do not offer the support of a widespread deployment of the currently analyzed solutions.

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The collaboration between Bucharest and Barcelona, as twin cities in ELIPTIC, has pleased of a very open communication, there were organized reciprocal site visits with mutual support, it was created the possibility to carry out about more detailed evaluations on the possibilities of take over all the good practices. All of this useful information had been disseminated between local stakeholders.


In accordance to the study recommendations, several detailed analyzes will be carried out, especially on the energy power reserve and on the future energy consuming, regarding the recommended places for developing charging stations and the practical solution for the integrated system.

As was presented before, the Bucharest-Ilfov Sustainable Urban Mobility Plan has specific objectives for e-mobility development in the city and region, and these projects are being proposed to receive the related financial support from different resources until 2030. Also, based on the financial support offered by the Romanian Ministry of Environment, the charging infrastructure will be developed by considering the number of electric vehicles and needs.

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Final Twin Partner Activity Report Oradea Local Transport Company

Name of ELIPTIC twin city ORADEA

Name of ELIPTIC leading city SZEGED

Thematic pillar(s) C Multi –purpose use of electric public transport infrastructure

Use case(s) A11: Replacing diesel bus lines by extending trolleybus network with trolley-hybrids

Responsible author(s): Barna Ciprian and Ioan Muresan

Contact person: Barna Ciprian and Ioan Muresan

Email: [email protected], [email protected]

Phone:+40727714323

Date: 19.03.2018


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SUMMARY OF ACTIVITIES AND OUTCOMES The local public transportation system from the City of Oradea currently consists of 7 tramway and 20 local bus lines, which cover the main transportation routes of the city. Tramways represent the backbone of the network, more than 73% out of the total travels that take place in one day in the City of Oradea at the level of the public transport network being ensured by the tramway (127.000 travels/day). Based on the necessity to harness the role of electric public transport in the promotion of a sustainable urban mobility approach, in the frame of ELIPTIC project, Oradea Local Public Transport Company implemented the following activities:

• Elaboration of a Feasibility Study (including the Cost-Benefit Analysis) that investigated the multifunctional use of the existing public transport infrastructure for (re‐) charging electric buses, hybrid trolleybuses, bicycles and electric cars).

• Organizing of 1 workshop focused on exploring the energy efficiency at the level of electric public transport networks via the current attained results by various cities which are project partners in the frame of ELIPTIC project but also in other cities beyond this project.

• Organizing, in cooperation with Szeged Transport Company, of a Study-Visit at the headquarters of Budapest Transport Company (BKV) in order to analyze and test electric bus infrastructure and service in operation at the level of Budapest Transport Company bus both in garage and traffic.

• Participation in the bi-annual Fora organized in the frame of ELIPTIC project.

SHORT CITY DESCRIPTION The City of Oradea is the 10th largest City from Romania, being situated in the North-West region of Romania, at only 10 km from the border with Hungary and having a population of 223.000 inhabitants. In terms of economic development, of jobs’ creation, of providing the health, educational and social services, the catchment area of the City of Oradea, calculated in relation with other urban centers from the region, stretches up to 50 km distance from the City. In terms of public transport, the City of Oradea is one of the 11 cities from Romania that manages a public transport service ensured by the tramway, being focused on maintaining and furthermore developing the tramway network and service. Nevertheless, taking into account the increasing motorization rate (from 71.000 cars, in 2008 to 104.000, in 2017), the fact that the tramway network operates in the most populated and compact areas of the City, the planning of new investment projects in the electric public transport to be financed through the Regional Operational Program (in the frame of this program there will be financed the procurement of new tramways, the refurbishment of the existing ones, the procurement of electric buses),

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the fact that the energy costs represents more than 40% of the total operational budget of the Oradea Local Transport Company, there is a need to improve on a daily basis the electric public transport service. In this context, it is intended to reduce the energy costs of the tramway network but also to increase the role of electric PT infrastructure by developing the multifunctional use of the existing public transport infrastructure for (re‐) charging electric buses, hybrid trolleybuses, bicycles and electric cars).

DESCRIPTION OF SITE VISIT Taking into account the existence of a more advanced electric bus infrastructure in operation at the level of Budapest Transport Company, project partners decided to organize the site visit in Budapest. The site-visit was structured into 2 parts: the first one, was dedicated to the presentation of the Mabi-Bus company, the presentation of the electric bus Modulo, of the requested operational infrastructure, the examination of Modulo’s bus assembling line and the related technology whilst the second part was focused on the visit of BKV bus depot and the testing of this bus both in garage and traffic. In summary, MABI-BUS Ltd. is a company that works in designing, developing, and preparing manufacture of bus chassis that meet high standards of production. The current production structure is organized around the following main activities:- Component production, - Frame production (steel and composite), - Manufacture of metal casing systems (for steel chassis), - Painting and coating, - Final assembly. This company was selected to provide 20 electric buses for the Budapest Transport Company. Part 1 summary (The Electric Bus Modulo’s presentation):

• technical advantages (autonomy, comfort, guarantee); • battery technology (lifetime); • charging technology (chargers, battery equilibration); • ecological advantages in comparison with the CO2 emissions; • financial purchase possibilities (opportunities). Part 2 (Kelenföldi BKV division’s garage presentation): • charging battery time; • electric bus Modulo’s maintenance; • driving and exploitation ways; • purchase procedure for a 20-unit batch of busses with the related infrastructure.

The main findings of this site visit are summarized below:

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• Acknowledge of the key factors to be fulfilled in order to implement such a

project. • Information regarding the organizing and financing of an investment project in

procuring and operating of a fleet of electric busses. • Increasing the expertise regarding the operation of an electric busses fleet. • Evaluating the related infrastructure to be built, adjusted and operated in order

the electric busses fleet works. • Testing of an electric bus in traffic.

DESCRIPTION OF WORKSHOP This Workshop represented the occasion to approach energy efficiency at the level of electric public transport networks via the current attained results by various cities which are project partners in the frame of ELIPTIC project but also in other cities beyond this project. In order to approach the debated subjects in in the frame of this event and taking into account the technical content of the planned discussions, the main stakeholders that attendee this meeting were represented by the internal staff of Oradea local transport Company, representatives of local authorities, transport consultancies and of Transport Operators from Szeged and Debrecen cities, from Hungary. In total, there were 31 persons that attended the Workshop. The meeting with the stakeholders was structured on 4 parts:

1. In the first stage, it was presented in detail the ELIPTIC project by insisting on objectives, activities and estimated results both at the level of the project and at the level of Oradea Local Transport Company;

2. The second part of the workshop consisted in the presentation of the Technical Study regarding the multipurpose use of existing electric public transport infrastructure for re-charging of vehicles; The presentation of the feasibility study was focused on the context, Development of options, Options analysis and Cost-benefit analysis.

3. The third stage was focused on presenting the Szeged use case in the frame of ELIPTIC project which was related to replacing diesel bus lines by extending trolleybus network with trolley-hybrids; This process was represented by a Multi-stage iterative demonstration and test steps through which it were tested the basic parameters on a real bus line replacement service whilst every test step was defined and promoted as demonstration.

4. The fourth part of the workshop consisted in presenting the method for analyzing the energy efficiency at the level of Oradea Local Transport Company which was the result of a study that aimed to compare the power consumption of tram and bus system in perspective of mileage, energy consumption and passenger-flow. The main objectives of this study was to

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optimize the required vehicle capacity, to increase of energy efficiency and reduce of pollution, to Increase of attractiveness of public transport and to improve the financial indicators (reduce operating costs). Analyzed Periods are the same from 2014, 2015 and 2016 (monthly, weekly, daily, hour by hour analyzes) and includes the covered distances, energy consumption and passenger flow. The conclusions of this study is that the tram system ensures the transport og more than 60% of passengers. In terms of energy efficiency this system is superior to the bus system. Nevertheless, Oradea Local Transport Company to the real needs led to the improvement of the energy efficiency of the bus system. To improve the energy efficiency of the tram system we should use this method, by purchasing trams with smaller vehicle capacity. Another method to improve the tram system’s energy efficiency is the modernization of the traction or buying all new trams.

DESCRIPTION OF STUDY The Study elaborated by Oradea Local Transport Company in the frame of ELIPTIC project focused on 2 objectives: 1. The assessment of the current situation regarding the public transport infrastructure existing at the level of the public transport network in Oradea, the energy consumption and the capacity to promote intermodal electromobility (trams, hybrid trolleybuses, electric buses, bicycles and electric cars) by using public transport infrastructure in line with best practice in different cities across Europe. 2. The formulating of the necessary technical and economic solutions for the multifunctional use of the existing public transport infrastructure (for reloading electric buses, hybrid trolleybuses, bicycles and electric cars) and optimizing the energy costs at the level of the electric transport system in Oradea. In this respect, the elaboration process of the Feasibility Study took into account the following steps: 1) Gathering the necessary data relevant to achieving the objectives of the study a) Collecting general statistical data on the operating area b) Collecting data on electric public transport in Oradea c) Collecting data on ongoing projects or future projects at the level of the electric public transport system in Oradea d) Experiences at European level, including the experience gained by the main partner in the ELPTIC project, the transport company from Szeged (SZKT), for the multifunctional use of public transport infrastructure to reload electric buses, hybrid trolleybuses, bicycles and cars

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2) Analysis of the current situation regarding the electric public transport network from the perspective of promoting solutions that will contribute to the stimulation of the increase of the intermodal electromobility. a) Analysis of the development trends b) Comparison of indicators related to the public transport of Oradea with other similar cities from the region (population of the city, number of public transport lines, fleet of public transport operator, number of travelers) c) Analysis of the public transport system in Oradea i) Network and infrastructure ii) Tram park iii) Circulation charts and traffic organization iv) Planned developments d) Passenger information e) Electrical Infrastructure 3) Description of the solutions formulated for the multifunctional use of the existing public transport infrastructure (for (re-) charging electric buses, hybrid trolleybuses, bicycles and electric cars) a) Presentation of the relevant solutions in Europe, including the solution implemented by the public transport operator from Szeged (SZKT) b) Proposed measures for the multifunctional use of the existing public transport infrastructure (for (re-) charging electric buses, hybrid trolleybuses, bicycles and electric cars), starting from good practices examples implemented in other cities with similar characteristics from Europe. c) Proposals for the development of the electric public transport system at the level of Oradea Municipality 4) Estimated costs of investments. 5) Cost-benefit analysis of the proposed measures.

LESSONS LEARNT FROM TWINNING PROGRAM + USER FORUM PARTICIPATION By participating in the Twinning Fund launched in the frame of ELIPTIC project, Oradea Local Transport Company benefitted from the transfer of expertise from other more advanced transport companies regarding the testing and implementing in operational environment of various innovative measures related to the electrification of public transport and as well explored and analyzed of new use concepts and

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business cases related to the three main pillars approached in the frame of ELIPTIC project:

1. Pillar A: Safe integration of e-buses into existing electric public transport infrastructure in the areas of:

• (Re)charging e-buses „en route” (e.g. trolleybus operated on tram infrastructure) or on the spot (battery buses/ hybrids charged from trolleybus, tram, metro network);

• Upgrading trolleybus networks with battery buses or trolley hybrids (diesel bus substitution);

• Automatic wiring/de-wiring technology (catenary-free trolleybus operation). 2. Pillar B: Upgrading and/or regenerating electric public transport systems

(flywheel, reversible substations) 3. Pillar C: Multi-purpose use of electric public transport infrastructure: safe

(re)charging of non-public transport vehicles (pedelecs, electric cars/ taxis, utility trucks). In terms of inspiration, ELIPTIC project enabled us to explore and analyze alternative concepts for the electrification of public transport which will serve as a basis for future decisions regarding the solutions to be implemented at the level of the City of Oradea. Once the preferred concept is selected, the next steps are the setting up of a detailed electrification concept (including detailed planning of reliable and cost-optimized electrification and specifications for the procurements) and based on that, the implementation itself (securing funding, procurement, monitoring and optimization of operation).

OUTLOOK: NEXT STEPS AFTER THE ELIPTIC PROJECT In order to further contribute at the electrication of the public transport system, the City of Oradea is going to implement an extensive package of projects that will improve the overall attractivenss of the electric public transport services and which will consist of: - extending the tramway line with 8 km in the southern area of the City; - procuring of 20 new tramways; - procuring of new electric buses; These measures are part of the SUMP process and the financing is going to be ensured in the frame of the Regional Operational Programme, Priority Axis 4-Supporting the Sustainable Urban Development. Regarding the multi-purpose use of public transport infrastructure, charging bicycles and electric cars could contribute to wider city (SUMP) goals, however it is beyond the core responsibility of OTL. In this case electricity has to be sold to other actors, which poses legal (becoming an electricity provider, see the cases of Leipzig and Warsaw) and technical (billing etc.) constraints, which would need deeper examination. This is the reason why Szeged modified its pilot in the ELIPTIC project, moving from a public charger to an own charger installed in the depot.

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Charging hybrid trolleybuses could be an option in principle, as public transport is the main responsibility of OTL, and in this case, there would be no need to sell electricity to other actors. However currently there is no trolleybus network in the city, which would make it necessary to develop expensive trolleybus infrastructure. This is not without example (Prague is currently experiencing with a short overhead lines section for in-motion charging), but the bus lines of Oradea are not served that frequently. The proposed strategic direction is to concentrate on electric buses, a core service of OTL and not implying legal barriers of selling electricity.

. Table: Advantages and disadvantages of each solution for the case of Oradea

Solution + advantages - disadvantages charging electric buses • public transport is the

main responsibility of OTL

• buses are operated by the same company (OTL, as municipal PT operator)

• no need to sell electricity to other actors

charging hybrid trolleybuses

• public transport is the main responsibility of OTL

• no need to sell electricity to other actors

• no trolleybus network in the city – need to develop expensive infrastructure

charging bicycles and electric cars

• contributing to wider city (SUMP) goals

• private transport is beyond the core responsibility of OTL

• electricity has to be sold to other actors – legal and technical constraints

In the case of electric buses, the use of an electric motor for traction is a common characteristic of all concepts. The key differences – worth to serve as a basis of different alternative options – are in the charging strategies. The main different charging strategies are the following: • catenary (trolleybus, hybrid trolleybus); • depot charging (at night and optionally also during the day); • opportunity charging (at selected termini and optionally stops);

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• fuel cell.

In the case of Oradea and as a first step towards electric buses, depot charging and opportunity charging are the two realistic options, taking into account the investment costs of the two other alternatives.

OTL has already tested several electric bus types (SOR, Solaris, and BYD) for limited periods. The next step of the integration of electric buses into operation would be the conversion of a specific line (or a small group of lines) by regularly operating it with e-buses. This could serve as a pilot, enabling the examination of further possibilities towards electrifying parts of or eventually the whole bus network on the longer term.

In this context, ELIPTIC project enabled Oradea Local Transport Company to explore and analyse various use cases regarding the electrification of public transport implemented by various partners cities/transport companies, therefore improving the quality of the decision-making process related to the electrification of public transport at the level of the City of Oradea. The added-value is represented by the prioritized projects mentioned above and as well by the created internal expertise that is going to be used over the whole implementation process of the above-mentioned investments.

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