analysis and possibilities of e-minibus operation and test

Analysis and possibilities of e-minibus operation and test of e-buses in Brno

Internal Deliverable No.: DI 5.02.02

Project Acronym: 2MOVE2

Full Title: New forms of sustainable urban transport and mobility

Grant Agreement No.: 296036

Work Package/Measure No.: B5.02

Work Package/ Measure Title:

Development of e-mobility and the introduction of e-minibuses in

Brno

Responsible Author(s):

Jiri Cerny, DPMB

Responsible Co-Author(s):

Zdenek Jarolin (DPMB), Hermann Heich (Heich Consult

GmbH)

Date: 7 March 2016

Status: Final

Dissemination level: Public

DI 5.02.02 Analysis and possibilities of e-

Abstract

The aim of Measure B5.02 is to introduce and promote electric technologies for private and public transport such as the substitution of conventional cars and buses powered by diesel.

The first part of the measure and use of electro-mobility (electric car and electric busstudy on e-mobility and the possibilities to improve sustainability in the town commissioned.

The second part of the measure is focthe introduction of electric minibuses on a new line in the historical leader is Brno City Municipality (charge to undertake the work and to implement the measureundertaken in close cooperation with the charging station in the Czech Republic.

This report therefore contains two parts feasibility study and its results public transport in Brno with an emphasis on the sustainability in the city.

The second part of this report describes the results of the practical testin Brno with different types of electric buses.

Project Partners

Organisation

Brno City Municipality

Dopravní podnik města Brna

Document History

Date Person

27/06/14 Jiri Cerny

Zdenek Jarolin

03/08/15 Jiri Cerny

Zdenek Jarolin

28/01/2016 Hermann Heich (expert)Heich Consult GmbH

07/03/2016 Wolfgang Forderer, Patrick Daude

Status: Draft, Final, Approved, and Submitted.

Dissemination Level: PC = Project Coordinator, SC=Site Coordinator,

-minibus operation and test of e-buses in Brno


measure concentrated on the preparation of a concemobility (electric car and electric buses). To implement this, a

mobility and the possibilities to improve sustainability in the town

measure is focused on the development of electrointroduction of electric minibuses on a new line in the historical city centre. The measure

Brno City Municipality (SMB), but Brno Public Transport Company (he work and to implement the measure. This measure will be

dertaken in close cooperation with the energy company which constructed charging station in the Czech Republic.

contains two parts – the first part outlines the main results of the feasibility study and its results with regards to introducing electric mobility in

with an emphasis on the potential to improve public transport

of this report describes the results of the practical tests that were carried out of electric buses.

Country

CZ

CZ

Action Status

Analysis of possibilities WP 5 / B5.02 Draft

Update and extension by chapter on "Testing of e-minibuses"

Draft

(expert), Heich Consult GmbH

External review Final

, Patrick Final Version Final

and Submitted.

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

7 March 2016

2 / 48


concentrated on the preparation of a concept for the support . To implement this, a feasibility

mobility and the possibilities to improve sustainability in the town has been

electro-mobility through centre. The measure

Brno Public Transport Company (DPMB) is in . This measure will be

constructed the first private

main results of the electric mobility in private and

improve public transport and

that were carried out

Country Abbreviation

SMB

DPMB

Status Diss. Level

Draft SC, TC

Draft SC, TC, PC

Final PC

Final EC

dinator, EM=Evaluation Manager.


Table of Contents

1 INTRODUCTION ................................

2 THE STUDY – SOME BASIC FIGURES

2.1 OBJECTIVE AND PROCESS

2.2 LEGISLATIVE FRAME AND

2.3 BASIC SOCIO-DEMOGRAPHIC CHARACTE

2.4 FLEET COMPOSITION AND

3 ELECTRO-MOBILITY IN PUBLIC T

3.1 SPECIFIC SOLUTIONS FROM

3.1.1 Portugal – electric minibuses

3.1.2 Turin (Italy) ................................

3.1.3 Landskrona – Sweden, Eberswalde

3.1.4 Geneva – Switzerland ................................

3.1.5 Vienna – Austria ................................

3.2 OPPORTUNITIES FOR THE

3.2.1 Regular lines in the city centre

3.2.2 Tangential lines ................................

3.2.3 Tourist lines ................................

3.2.4 Extension of trolley bus lines

3.2.5 Bus Rapid Transit (BRT)

3.3 POSITIONING OF PUBLIC

3.3.1 Charging infrastructure

3.3.2 Standardised system of charging connectors

4 ANALYSIS OF POTENTIA L ELECTRIC BUS ROUTE

4.1 ROUTE B1 ................................

ROUTE B2 ................................

4.2 ROUTE B3 ................................

4.3 ROUTE B4 ................................

4.4 ROUTE T1 ................................

4.5 ROUTE T2 ................................

5 ANALYSIS OF THE SO CIAL AND ENVIRONMENT

5.1 SOCIAL EFFECTS ................................


................................................................................................

SOME BASIC FIGURES ................................................................

BJECTIVE AND PROCESS OF THE STUDY ................................................................

EGISLATIVE FRAME AND STRATEGIC DOCUMENTS ................................................................

DEMOGRAPHIC CHARACTERISTICS OF BRNO ................................

LEET COMPOSITION AND MODAL SPLIT ................................................................

MOBILITY IN PUBLIC T RANSPORT ................................................................

OM EUROPEAN CITIES ................................................................

electric minibuses ................................................................................................

................................................................................................................................

Sweden, Eberswalde – Germany ................................................................

................................................................................................

................................................................................................

PPORTUNITIES FOR THE INTRODUCTION OF ELECTRIC BUSES IN PUBLIC TRANSPORT

Regular lines in the city centre ................................................................................................

................................................................................................

................................................................................................................................

Extension of trolley bus lines ................................................................................................

Bus Rapid Transit (BRT) ................................................................................................

RECHARGING STATIONS FOR PRIVATE USE ................................

Charging infrastructure ................................................................................................

Standardised system of charging connectors ................................................................

L ELECTRIC BUS ROUTE S ................................

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CIAL AND ENVIRONMENT AL EFFECT OF ELECTRO

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TRANSPORT .................. 19

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AL EFFECT OF ELECTRO -MOBILITY .... 28

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5.2 ENVIRONMENTAL EFFECTS

5.2.1 Energy consumption ................................

5.2.2 Emissions ................................

6 PROPOSAL OF BA SIC PARAMETERS FOR T

BRNO ................................................................

7 PROPOSAL OF MEASURES

8 CONCLUSION................................

8.1 OPPORTUNITIES FOR ELE

9 TESTING OF ELECTRIC BUSES IN BRNO

9.1 HISTORY OF ELECTRO-MOBILITY IN

9.2 ALTERNATIVE FUELS IN B

10 TESTING METHODS AND

10.1 DEVELOPMENT OF ELECTR

10.2 ELECTRIC BUSES IN BRNO

10.3 TESTING METHODS AND A

11 TESTED ELECTRIC BUSE

11.1 SOR EBN 10.5 ................................

11.2 AMZ CITYSMILE 10E ................................

11.3 IVECO SKD STRATOS LE

11.4 SIEMENS RAMPINI ALÉ EL

11.5 ŠKODA PERUN ................................

12 RESULTS ................................

List of Figures

Figure 1: Distribution of population in urban areas according to age (Source: Census 2011)

Figure 2: Modal split and time distribution, City of Brno (Source: CDV, 2013)

Figure 3: Electric minibus on the route in the city centre

Figure 4: Electric bus in the process of recharging at the stop

Figure 5: Siemens Rampini electric minibus during recharging using tram pantograph

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

Figure 7: Line B1 – No. 80 (blue) and Line No. 68 (red)

Figure 8: Line B2 (No. 65) ................................

Figure 9: Line B3 – No. 46 (red) and No. 66 (blue)

Figure 10: Model Line B4 ................................

Figure 11: Actual route of Line A


TAL EFFECTS ................................................................................................

................................................................................................

................................................................................................................................

SIC PARAMETERS FOR THE CALL FOR ELECTRIC

................................................................................................

PROPOSAL OF MEASURES TO SUPPORT ELECTRO-MOBILITY IN BRNO

...............................................................................................................................

PPORTUNITIES FOR ELECTRO-MOBILITY IN THE CITY OF BRNO ................................

BUSES IN BRNO ................................................................

MOBILITY IN BRNO ................................................................

BRNO ................................................................................................

TESTING METHODS AND INTRODUCTION ................................................................

EVELOPMENT OF ELECTRO-MOBILITY IN THE CZECH REPUBLIC ................................

RNO ................................................................................................

ESTING METHODS AND ASSESSED ASPECTS ................................................................

TESTED ELECTRIC BUSES ................................................................................................

................................................................................................

................................................................................................

LE 30 E ...............................................................................................

EL ................................................................................................

................................................................................................

................................................................................................................................

Figure 1: Distribution of population in urban areas according to age (Source: Census 2011)

Modal split and time distribution, City of Brno (Source: CDV, 2013) ................................

Figure 3: Electric minibus on the route in the city centre ................................................................

Figure 4: Electric bus in the process of recharging at the stop ................................

Figure 5: Siemens Rampini electric minibus during recharging using tram pantograph

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

No. 80 (blue) and Line No. 68 (red) ................................................................

................................................................................................

No. 46 (red) and No. 66 (blue) ................................................................

................................................................................................

................................................................................................

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....................................... 28

........................................................ 28

......................................... 30

HE CALL FOR ELECTRIC MINIBUSES FOR

.................................................... 34

MOBILITY IN BRNO ......................... 35

............................... 36

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................................... 37

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.................................... 42

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......................................................... 46

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Figure 1: Distribution of population in urban areas according to age (Source: Census 2011) ............... 9

..................................... 11

...................................... 13

............................................................. 17

Figure 5: Siemens Rampini electric minibus during recharging using tram pantograph ....................... 18

Figure 6: Possible tangential connection shown by black arrows on the plan of public transport in Brno............................... 20

....................................... 22

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

Figure 13: New tourist line ................................

Figure 14: An example of public electro

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

Figure 16: Emission calculation, blue: diesel, red: CNG, green: ebuses and diesel ................................

Figure 17: Example of altitude profile analysis

Figure 18: SOR EBN 10.5 in service on the Line 37 in Brno

Figure 19: Electric bus AMZ during test drive

Figure 20: Electric minibus SKD ................................

Figure 21 Siemens Rampini during recharging using tram pantograph

Figure 22: Škoda Perun ................................

List of Tables

Table 1: Cars - according to the number of households. City of Brno (Source: CDV, 2013)

Table 2: Use of different transport modes in terms of the number of trtime. City of Brno (Source: CDV, 2013)

Table 3: SWOT, Portugal - electric minibuses, implementation

Table 4: SWOT, Portugal - electric minibuses, technical solutions

Table 5: SWOT, Italy - minibuses with inductive charging, implementation

Table 6: SWOT, Italy - minibuses with inductive charging, technical solutions

Table 7: SWOT, Sweden - trolley bus with

Table 8: SWOT, Sweden - trolley bus with auxiliary battery

Table 9: SWOT, Switzerland implementation ................................

Table 10: SWOT, Switzerland maintenance solutions ................................

Table 11: SWOT Vienna infrastructure, technical solutions

Table 12: Annual energy consumption in the different scenarios

Table 13: Direct pollutant emissions

Table 14: Comparison of direct emissions of pollutants by the type of fuel

Table 15: Summary of average operating costs of vehicles powered by diesel in DPMB

Table 16: Comparison of the operating costs

Table 17 Basic parameters ................................


Figure 12: The sightseeing minibus in the city centre of Brno ..............................................................

................................................................................................

electro-mobility promotion. ................................................................

Figure 15: MJ per year shown on model lines. Blue: diesel buses, red: CNG buses, green: ebuses and diesel buses ................................................................

Figure 16: Emission calculation, blue: diesel, red: CNG, green: e-buses or combination o................................................................................................................................

Figure 17: Example of altitude profile analysis - line 80 (B1). ...............................................................

Figure 18: SOR EBN 10.5 in service on the Line 37 in Brno - Kohoutovice ................................

Figure 19: Electric bus AMZ during test drive ................................................................

................................................................................................

Figure 21 Siemens Rampini during recharging using tram pantograph ................................

................................................................................................

the number of households. City of Brno (Source: CDV, 2013)

Table 2: Use of different transport modes in terms of the number of trips, mileage and travel time. City of Brno (Source: CDV, 2013) ................................................................

electric minibuses, implementation ................................

electric minibuses, technical solutions ................................

minibuses with inductive charging, implementation ..........................

minibuses with inductive charging, technical solutions

trolley bus with auxiliary battery operation, implementation

trolley bus with auxiliary battery-driven technical solution

Table 9: SWOT, Switzerland - high-capacity vehicles with continuous recharging, ................................................................................................

: SWOT, Switzerland - high-capacity vehicles with continuous charging and ................................................................................................

Table 11: SWOT Vienna – electric bus continuously recharged from the existing infrastructure, technical solutions ................................................................

Table 12: Annual energy consumption in the different scenarios ................................

Table 13: Direct pollutant emissions ................................................................

Table 14: Comparison of direct emissions of pollutants by the type of fuel ..........................

Table 15: Summary of average operating costs of vehicles powered by diesel in DPMB

Table 16: Comparison of the operating costs ................................................................

................................................................................................

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.............................. 26

..................................................... 27

................................ 28

Figure 15: MJ per year shown on model lines. Blue: diesel buses, red: CNG buses, green: e-buses or .......................................................... 30

buses or combination of electric .................................... 32

............................... 34

......................................... 42

....................................................... 43

............................................ 44

................................................ 45

......................................................... 46

the number of households. City of Brno (Source: CDV, 2013) 10

ips, mileage and travel ............................................... 10

........................................... 12

...................................... 13

.......................... 14

minibuses with inductive charging, technical solutions ..................... 14

auxiliary battery operation, implementation ....... 15

driven technical solution .......... 16

capacity vehicles with continuous recharging, .................................................... 16

capacity vehicles with continuous charging and ......................................... 17

electric bus continuously recharged from the existing ........................................................ 19

......................................... 30

.................................................... 31

.......................... 32

Table 15: Summary of average operating costs of vehicles powered by diesel in DPMB ..... 33

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1 IntroductionThe City of Brno is a member ofthe 2MOVE2 project in the City of Brno areTransport Company (DPMB) the City of Brno.

Measure B5.02 is one of the measures that City of Brno and DPMB. It deals withintroduction of electric minibusof Brno Public Transport Company is to purchase and operate three electric the lines in the city centre.

To fulfil task B5.02.01 as part of the Brno organised a call for experts mobility in the City of Brno. The winner (Centrum dopravního výzkumu

The aim of the measure is to introduce and promote electric technologies for private and public transport to substitute conventional cars and buses powered by diesel. The first part of the measure is focused on alternative drives (electric car, electric bus) andstations in carparks-parking objects.sustainability in the town was 2014.

The second part of the measure is focused on the development of introduction of electric minibuses in the historical centre. The measure leader is SMB, DPMB is responsible for all the constructed the first private charging station in the Czech Republic

Certain parts of the city centreinaccessible to public transport due to specifications. Further benefits couldattraction of tourists.

As part of this measure, it was planned to the route near the city centre. The parameters. The route is expected to be(Unesco heritage).

This report contains two partsfeasibility study and its results with regards to introducing electrpublic transport in Brno with an emphasis on the potential to improve public transpsustainability in the city. The secondof the practical tests that were carried out in Brno with different types of electric buses.


Introduction member of the CIVITAS Plus II project 2MOVE2. The main partners in

2MOVE2 project in the City of Brno are the City Municipality (SMB) Transport Company (DPMB) which is a major operator of trams, buses and trolley

easure B5.02 is one of the measures that are undertaken in close cooperation between the . It deals with the “Development of electro

minibuses on the route within the Brno city centre”. The main objective ublic Transport Company is to purchase and operate three electric

as part of the research and technical development phase a call for experts to prepare a feasibility study on the introduction of

he City of Brno. The winner of the call was the Transport Research Centre (Centrum dopravního výzkumu – CDV).

The aim of the measure is to introduce and promote electric technologies for private and conventional cars and buses powered by diesel. The first part of the preparation of the concept for the suppor

alternative drives (electric car, electric bus) and the possibilities for the building of charging parking objects. A study on e-mobility and the possibilities to improve

was also commissioned. This study was completed

measure is focused on the development of electrointroduction of electric minibuses in the historical centre. The measure leader is SMB,

the technical work within this measure. The energy company that first private charging station in the Czech Republic has also

ertain parts of the city centre will be affected in the main which hapublic transport due to a lack of vehicles of suitable size and technical

benefits could be the improvement in the flow of

it was planned to purchase three electric minibuses route near the city centre. The study will indicate the exact route and operation

is expected to be: Špilberk (castle) – Česká (centre)

ns two parts. The first part (Sections 2 – 8) outlines the main results of the feasibility study and its results with regards to introducing electro-mobility in private and public transport in Brno with an emphasis on the potential to improve public transp

The second part (Sections 9 – 12) of this report describes the results of the practical tests that were carried out in Brno with different types of electric buses.

7 March 2016

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2MOVE2. The main partners in (SMB) and Brno Public

major operator of trams, buses and trolley buses in

cooperation between the Development of electro-mobility and the

Brno city centre”. The main objective ublic Transport Company is to purchase and operate three electric minibuses on

esearch and technical development phase the City of on the introduction of electro-

he Transport Research Centre

The aim of the measure is to introduce and promote electric technologies for private and conventional cars and buses powered by diesel. The first part of

support and use of building of charging

mobility and the possibilities to improve completed in the spring of

electro-mobility and the introduction of electric minibuses in the historical centre. The measure leader is SMB, and

energy company that also been consulted.

which have so far been lack of vehicles of suitable size and technical

the flow of traffic and the

three electric minibuses to be used for exact route and operation

eská (centre) – Vila Tugendhat

outlines the main results of the mobility in private and

public transport in Brno with an emphasis on the potential to improve public transport and of this report describes the results

of the practical tests that were carried out in Brno with different types of electric buses.


2 The study – The main results of the study, especially those results and possibilities of e-minibus operation and test of esections 2 – 7.

2.1 Objective and p rocess of the

The overall objective of the study was to development of electro-mobilitysupport the development of electro

The study analysed the requiBrno, investigated the opportunities assessed the environmental and social

Transport Research Centre (CDV) the period from summer 2013 from the City of Brno (SMB), Public Transport Company Research Centre) took place and the interim and final results with the necessary materials and data (e.g. information on bus routesfor diesel, CNG and electric buses etc.)January 2104 DPMB and SMB scrutinized and commented recalculations and textual changes

2.2 Legislative frame and strategic documents

The study presents the background of several EU and national initiatives, policies and strategic documents that set the scene for the development of The main items are as follows

Smart Cities and Communities reducing CO

On 3rd March 2010 the European Commission published a Communication on "Europe 2020 A strategy for smart, sustainable and inclusive growth" (hereinafter the Communication). This Communication is the starting point for determining the to 2020. One of the basic strategic objectives of this gas emissions by 20% compared to 1990 levels.

In this context, the European Commission launcheCommunities – in June 2011 to accelerate the introduction of technologies that reduce COEurope. The European Commission combines this initiative. http://ec.europa.eu/eip/smartcities/

ELENA

European assistance for local energy solutions (European Local Energy Assistance ELENA) is a tool for providing financial and technical assistance for regional and local government to fund projects on the theme of sustainable energy policy. ELENA was launched by the European Commission and the European Investment Bank (EIB) in December 2009. http://www.eib.org/products/advising/elena/index.htm?lang=en


some basic figures The main results of the study, especially those results of relevance to this report on “Analysis

minibus operation and test of e-buses in Brno”,

rocess of the study

e of the study was to analyse the possibilities and opportunities for the mobility in the City of Brno, and to propose a set of

electro-mobility in the City of Brno.

requirements for the construction of charging stations in the opportunities to introduce electric minibus traffic in the city centr

environmental and social impact of electric buses.

Transport Research Centre (CDV) was commissioned with the study which was prepared in from summer 2013 to early spring 2014. Regular meetings with

, Public Transport Company (DPMB) and from CDV (Transpo during this time. The progress of the work was followed

the interim and final results discussed intensively in these meetings. with the necessary materials and data (e.g. information on bus routes, emission standards

buses etc.) to do its work. Towards the end of the process in January 2104 DPMB and SMB scrutinized and commented on the studyrecalculations and textual changes by CVD. The study was finalised in March 2014

Legislative frame and strategic documents

the background of several EU and national initiatives, policies and strategic documents that set the scene for the development of sustainable

as follows:

Smart Cities and Communities reducing CO 2

2010 the European Commission published a Communication on "Europe 2020 trategy for smart, sustainable and inclusive growth" (hereinafter the Communication). This

arting point for determining the EU’s economic strategy with a view to 2020. One of the basic strategic objectives of this Communication is to reduce greenhouse gas emissions by 20% compared to 1990 levels.

In this context, the European Commission launched a new initiative - which focuses on the common problems of cities and on ways

to accelerate the introduction of technologies that reduce CO2 emissions in urban areas of he European Commission combines the concept of 'smart cities' energy policy

http://ec.europa.eu/eip/smartcities/

European assistance for local energy solutions (European Local Energy Assistance tool for providing financial and technical assistance for regional and local

government to fund projects on the theme of sustainable energy policy. ELENA was launched by the European Commission and the European Investment Bank (EIB) in

http://www.eib.org/products/advising/elena/index.htm?lang=en

7 March 2016

7 / 48

this report on “Analysis

, are presented in

the possibilities and opportunities for the a set of measures to

the construction of charging stations in the City of minibus traffic in the city centre and

was commissioned with the study which was prepared in egular meetings with representatives

from CDV (Transport was followed closely . CDV was provided

, emission standards . Towards the end of the process in

the study, leading to in March 2014.

the background of several EU and national initiatives, policies and ustainable urban transport.

2010 the European Commission published a Communication on "Europe 2020 trategy for smart, sustainable and inclusive growth" (hereinafter the Communication). This

economic strategy with a view ommunication is to reduce greenhouse

- Smart Cities and which focuses on the common problems of cities and on ways

emissions in urban areas of the concept of 'smart cities' energy policy with

European assistance for local energy solutions (European Local Energy Assistance - tool for providing financial and technical assistance for regional and local

government to fund projects on the theme of sustainable energy policy. ELENA was launched by the European Commission and the European Investment Bank (EIB) in

http://www.eib.org/products/advising/elena/index.htm?lang=en


Strategic Planning Document

The National Energy Policy of 2004 (SEK) defines 3 priorities maximum safety and maximum environmental friendlinessis the fact that the oil supply in the Czech Republic is almost one hundred percent dependent on imports (domestic mining is around 3% of annual consumption), the comes from the Russian Federation. More than half (58%) of Republic is used by public transportmore or less self-sufficient commitments to reduce greenhouse gas emissions, increasnetworks, and optimise backup energy sources.

Transport White Paper

In March 2011, the European Commission adopted a comprehensive strategy for a competitive transport system that will increase mobility, remove major barriers in key areas and fuel growth and employment. At the same time, the proposals will dramatically redEurope's dependence on imported oil and cut carbon emissions in transport by 60% by 2050. Hence the White Paper’s subtitle: “towards a competitive and resource efficient transport system.”

Czech Transport Policy 2014

One of the priorities of Czech specific objective of “sustainably obtaining enermost important issues are as follows

• Support the building of new public recharging systems cities

• Support the increase in • Cut the use of fossil fuels in transport and support alternative fuels• Continue the process of emission restrictions (EURO limits)• Increase the share of energy efficient public transport

level. Apply the principle of “• Give advantages to vehicles with lower

charges for the use of the transport emissions zone in the city centre or free parking for legislative and organisational system to support the building of new stations to charge or refuel vehicles using

• Decrease the NOx, VOC and PM2the Czech Republic (using more alternative fuels)

• Continue the process of electriamout of fossil fuels used in freight transport.

The priority of “Decreasing environmental impact and public health” dependence on fossil fuels in transport.


Strategic Planning Document

The National Energy Policy of 2004 (SEK) defines 3 priorities - maximum independence, fety and maximum environmental friendliness of the energy system

in the Czech Republic is almost one hundred percent dependent on imports (domestic mining is around 3% of annual consumption), the

from the Russian Federation. More than half (58%) of the oil imported to the Czech Republic is used by public transport. By contrast, power generation in the Czech Republic

sufficient with a good distribution grid. Priorities of the SEK commitments to reduce greenhouse gas emissions, increase the efficiency of distribution

backup energy sources.

In March 2011, the European Commission adopted a comprehensive strategy for a competitive transport system that will increase mobility, remove major barriers in key areas and fuel growth and employment. At the same time, the proposals will dramatically redEurope's dependence on imported oil and cut carbon emissions in transport by 60% by 2050.

s subtitle: “towards a competitive and resource efficient transport

Czech Transport Policy 2014 – 2020

Czech transport policy, “Reducing energy for transportustainably obtaining energy for transport”. To fulfil this objective, the

as follows:

upport the building of new public recharging systems for public transport

in the share of renewable energy sources up to 10% il fuels in transport and support alternative fuels

ontinue the process of emission restrictions (EURO limits) ncrease the share of energy efficient public transport at a national, regional

Apply the principle of “co-modality” in freight transport. vehicles with lower emission levels and energy consumption

charges for the use of the transport infrastructure. Considering measures such as low emissions zone in the city centre or free parking for electric vehicleslegislative and organisational system to support the building of new stations to charge

using alternative fuels ecrease the NOx, VOC and PM2.5 emissions by the renewing the vehicle fleet in

epublic (using more alternative fuels) ontinue the process of electrification of public city transport and railways.

sil fuels used in freight transport.

“Decreasing environmental impact and public health” also addressefuels in transport.

7 March 2016

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maximum independence, of the energy system. Noteworthy

in the Czech Republic is almost one hundred percent dependent on imports (domestic mining is around 3% of annual consumption), the main source of oil

imported to the Czech By contrast, power generation in the Czech Republic is

of the SEK include the efficiency of distribution

In March 2011, the European Commission adopted a comprehensive strategy for a competitive transport system that will increase mobility, remove major barriers in key areas and fuel growth and employment. At the same time, the proposals will dramatically reduce Europe's dependence on imported oil and cut carbon emissions in transport by 60% by 2050.

s subtitle: “towards a competitive and resource efficient transport

energy for transport” defines the gy for transport”. To fulfil this objective, the

for public transport in larger

the share of renewable energy sources up to 10% by 2020

national, regional and local

and energy consumption in Considering measures such as low

electric vehiclesCreate an optimal legislative and organisational system to support the building of new stations to charge

5 emissions by the renewing the vehicle fleet in

of public city transport and railways. Cut the

also addresses reducing


Sustainable Urban Mobility Plans

A Sustainable Urban Mobility Plan contributes to reaching the European climate and energy targets set by EU leaders. It has beeexample, via the Action Plan on Urban Mobility (2009) and the Transport White Paper (2011), as a new planning concept able to address transportproblems of urban areas in a more sustainable and integrative way. It isSustainable Urban Mobility Plans Commission and the Member States

The concept of electro-mobility is not actually mentioned in the and implementation of sustainabof the curriculum to create a ensuring better air quality, reducing tools to achieve the objectives set Plan.

2.3 Basic socio- demographic characteristics of

The City of Brno is the capital city ofsecond largest city in the Czech Republic afterinhabitants. The distribution of inhabitants in

Age and economic activity

The overall demographic distribution of Brno17.3% of people older than 65, averages for Brno as a whole, which naturally differ

Figure 1: Distribution of population in

The most economically active people live in the parts of Brno developments, large blocks of flats the boroughs of Vinohrady, Líše


Sustainable Urban Mobility Plans (SUMP)

A Sustainable Urban Mobility Plan contributes to reaching the European climate and energy targets set by EU leaders. It has been widely promoted by the Europeanexample, via the Action Plan on Urban Mobility (2009) and the Transport White Paper

as a new planning concept able to address transport-related challenges and problems of urban areas in a more sustainable and integrative way. It isSustainable Urban Mobility Plans will remain on the policy agenda of the European Commission and the Member States

mobility is not actually mentioned in the "Instructions for preparation and implementation of sustainable urban mobility plans". Although electro

create a SUMP, it may be one of the measures to achieve progress in reducing noise reduction etc. Electro-mobility

tools to achieve the objectives set out in SUMP in the form of the measures in the Action

demographic characteristics of Brno

is the capital city of the Moravian and South Moravian Czech Republic after the capital of Prague. It has about 386

of inhabitants in the area of the city is not uniform.

he overall demographic distribution of Brno shows 12.7% of children under 17.3% of people older than 65, with the remaining 70% in the 15-64 bracket

, which naturally differ depending on individual borough.

of population in urban areas according to age ( Source:

The most economically active people live in the parts of Brno with many of flats and prefabricated homes. This is the case

Vinohrady, Líšeň, Bystrc, Nový Lískovec, Bohunice and Medlánky.

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A Sustainable Urban Mobility Plan contributes to reaching the European climate and energy widely promoted by the European Commission, for

example, via the Action Plan on Urban Mobility (2009) and the Transport White Paper related challenges and

problems of urban areas in a more sustainable and integrative way. It is expected that remain on the policy agenda of the European

"Instructions for preparation electro-mobility is not part

, it may be one of the measures to achieve progress in may be one of the

SUMP in the form of the measures in the Action

South Moravian Region. It is the Prague. It has about 386,000

area of the city is not uniform.

.7% of children under the age of 14, 64 bracket. These are

individual borough.

Source: Census 2011)

with many housing . This is the case for example in

, Bystrc, Nový Lískovec, Bohunice and Medlánky. Less


economically active inhabitants live in Žabovwhere there are mostly family houses or small block of flats.

2.4 Fleet composition

According to the central vehicle cars per 1000 inhabitants. A study cars per household.

Table 1: Cars - according to the number of households.

Number of cars

0

1

2

3 and more

Total

Data on the use of individual traffic behaviour conducted by questionnaire survey and respondents were asked about theirtransport mode. Table 2 shows the main results per transport mod

Table 2: Use of different transport modes in terms of the number of trips, mileage and travel

time. City of Brno (Source: CDV, 2013)

Transport mode Number of

Car 29.8

Public transport 42.8

Walking 25.0

Bike 1.9

Other 0.6

Total 100 %

Nearly a third of respondents (29.8%) public transport; a quarter of them predominant in the share of (28.8%) corresponds approximately to its representation in the number of trips. transport is attributed the highest travel time waiting times.

Figure 2 shows the distribution of travel times up to 10 minutes, 37% of trips last between 11 and 20 minutes, 22% of trips have a duration


economically active inhabitants live in Žabovřesky, which is situated in the old part of Brnothere are mostly family houses or small block of flats.

composition and modal split

ehicle register, 151,285 cars are registered in Brnocars per 1000 inhabitants. A study conducted by CDV in 2013 investigated the number of

according to the number of households. City of Brno (Source: CDV, 2013)

Ratio of households as % (n = 354)

36

51

12

1

100 %

Data on the use of individual means of transport have been evaluated based on a study of conducted by CDV in mid-2013. The survey was conducted through a

questionnaire survey and respondents were asked about their travel behaviourtransport mode. Table 2 shows the main results per transport mode.

: Use of different transport modes in terms of the number of trips, mileage and travel

Brno (Source: CDV, 2013)

umber of trips as % Ratio of kilometres

travelled as % (n =

15805 km),

Time ratio

h)

55.6 28

38.8 50

4.0 18

1.2 1.7

0.5 0.7

% 100 % 100

Nearly a third of respondents (29.8%) used cars for their trips, less than half (42.8%) went a quarter of them preferred walking (25%). The car, however,

in the share of kilometres travelled (55.6%). The share of travel time by car corresponds approximately to its representation in the number of trips.

the highest travel time (50.3%) - these paths include

the distribution of travel times per transport mode. For carsup to 10 minutes, 37% of trips last between 11 and 20 minutes, 22% of trips have a duration

7 March 2016

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is situated in the old part of Brno

are registered in Brno, with about 400 by CDV in 2013 investigated the number of


% (n = 354)

based on a study of 2013. The survey was conducted through a

behaviour and use of

: Use of different transport modes in terms of the number of trips, mileage and travel

ime ratio as % (n = 907

28.8

50.3

18.5

7

7

100 %

, less than half (42.8%) went by The car, however, is

. The share of travel time by car corresponds approximately to its representation in the number of trips. Public

include connections and

For cars, 19% of trips take up to 10 minutes, 37% of trips last between 11 and 20 minutes, 22% of trips have a duration


between 21-30 minutes, 9% range between 31 and 40 minutes and 14 % of trips 40 minutes. The average travel time for cars is 26

Figure 2 : Modal split and time distribution

Increase in the number of private

The study provides a few recommendationspersonal electric car. The target group of potential users should be people every day or need it for their job. These people should or derive special benefit from using

Examples recommended by transport or taxis, special parking an electric plug to recharge the car, maintenance, support of e-car sharing and other.

Increase in the number of electric bicycles

There is also the possibility to increasesome statistics and one example from Germany, but there is no specific recommendation for Brno.


30 minutes, 9% range between 31 and 40 minutes and 14 % of trips 40 minutes. The average travel time for cars is 26 minutes.

: Modal split and time distribution , City of Brno (Source: CDV, 2013)

number of private electric cars

few recommendations on how to support people to buy and use personal electric car. The target group of potential users should be people every day or need it for their job. These people should have above-average creditworthiness

special benefit from using electric cars.

the study: traffic lanes for electric cars shared with public transport or taxis, special parking spaces in the centre or the city or near shop entrances with

electric plug to recharge the car, a permit to drive an electric car to places only for citycar sharing and other.

number of electric bicycles

to increase the number of electric bikes. The study deals with one example from Germany, but there is no specific recommendation for

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30 minutes, 9% range between 31 and 40 minutes and 14 % of trips take over


how to support people to buy and use a personal electric car. The target group of potential users should be people who use a car

average creditworthiness

shared with public in the centre or the city or near shop entrances with

places only for city

number of electric bikes. The study deals with one example from Germany, but there is no specific recommendation for


3 Electro- mobility3.1 Specific solutions from European cities

This chapter deals with specific solutions from other European cities. For each exampleSWOT analysis is conducted and organisational and technical aspects

3.1.1 Portugal – electric minibuses

The pilot project was designed by the and supported by government institutions DGTT (DirectorateThe project was implementedproducers) were tested at several places and under different conditions. In the second phase two vehicles from a single manufacturer successively over a period of

Many cities adopted the so-French city of Bordeaux. The route is defined by the blue line drawn onPassengers can disembark or embark driver. The time interval between vehicles is approximately 10 minutes.

Table 3: SWOT, Portugal - electric minibuses, imp

Strength

� Vehicle can be stopped anywhere on the line

� Easy recognition of the bus line

Opportunities

� Access to the historic parts of the city for citizens with limited mobility

� Service is available in the city centre outside the range of normal lines

� Possibility to introduce circle lines in the historic centres.

Technical solution

The project deployed the Gulliver vehicle with a length of 5.30 m and a width of 2.07 m, with a capacity of 14 passengers standing and 8 passengers sitting. It reaches a maximum speed of 33 km/hequipped with a replaceable set of batteries. Indicated time to replace the battery packs is approximately 4 minutes. The vehiclereplaced is 4-6 hours.


mobility in public transportSpecific solutions from European cities

chapter deals with specific solutions from other European cities. For each exampleand organisational and technical aspects described.

electric minibuses

The pilot project was designed by the associations (Portuguese Electric Vehicle Association) and supported by government institutions DGTT (Directorate-General for Inland Transport).

implemented in two phases. In the first phase two minibuses (from two at several places and under different conditions. In the second phase

two vehicles from a single manufacturer were purchased. These buses over a period of 4-6 weeks in 25 Portuguese cities.

-called principle of blue lines as invented and applied in the Bordeaux. The route is defined by the blue line drawn on

Passengers can disembark or embark at any point on the route by simply giving a sign between vehicles is approximately 10 minutes.

electric minibuses, imp lementation

Weaknesses

ehicle can be stopped anywhere on

asy recognition of the bus line

� Potentially haphazard passenger canidentify the route or the destination of the line in the usual manner

Threats

the historic parts of the city for citizens with limited mobility

ervice is available in the city centre outside the range of normal lines

circle lines in the

� Inadequate capacity during tourist season

The project deployed the Gulliver model from the Italian manufacture Tecnobus. It is a 30 m and a width of 2.07 m, with a capacity of 14 passengers

standing and 8 passengers sitting. It reaches a maximum speed of 33 km/hequipped with a replaceable set of batteries. Indicated time to replace the battery packs is approximately 4 minutes. The vehicle’s operation time before the battery pack has to be

7 March 2016

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in public transport

chapter deals with specific solutions from other European cities. For each example, a described.

ssociations (Portuguese Electric Vehicle Association) General for Inland Transport).

in two phases. In the first phase two minibuses (from two at several places and under different conditions. In the second phase

urchased. These buses were run

lines as invented and applied in the Bordeaux. The route is defined by the blue line drawn on the road surface.

by simply giving a sign to the

haphazard passenger cannot identify the route or the destination of the

in the usual manner

during tourist

from the Italian manufacture Tecnobus. It is a 30 m and a width of 2.07 m, with a capacity of 14 passengers

standing and 8 passengers sitting. It reaches a maximum speed of 33 km/h. The vehicle is equipped with a replaceable set of batteries. Indicated time to replace the battery packs is

s operation time before the battery pack has to be


Table 4: SWOT, Portugal - electric minibuses, technical solutions

Strength

� Small size convenient for the city centres

� Quiet and zero-emission transport service

� Battery changing system charging system

� Does not require building of stations

Opportunities

� Batteries can be charged optimum charging method

� Recharging can be done convenient time

� Easy to change route if necessary

Figure 3: Electric minibus on the route in the city centre

3.1.2 Turin (Italy)

The local transport company GTT centre of the city. Both lines start at the Portacars and run through the city centthe waterfront and is maintained in each direction along a different route. Line 1 runs from the train station (western part) northeast towards Gradenigo hospital.


electric minibuses, technical solutions

Weaknesses

mall size convenient for the city

emission transport

attery changing system is faster than

oes not require building of recharging

� Low capacity for big cities

� Requires more battery sets

� Maintenance drives due to changes

� Not convenient for lines outside the city centre due to low speed

Threats

atteries can be charged using method

echarging can be done at the most

change route if necessary

� Due to the small size of the bus there is limited change of replacing the vehicle in case of the technical fault

minibus on the route in the city centre

ocal transport company GTT operates a fleet of 23 electric minibusesBoth lines start at the Porta Susa train station near the parking areas for

cars and run through the city centre. Line 2 connects the train station (eastern part) east of the waterfront and is maintained in each direction along a different route. Line 1 runs from

stern part) northeast towards Gradenigo hospital.

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ow capacity for big cities

equires more battery sets

due to battery

ot convenient for lines outside the city due to low speed

small size of the bus there is limited change of replacing the vehicle in case of the technical fault

minibuses on two lines in the Susa train station near the parking areas for

. Line 2 connects the train station (eastern part) east of the waterfront and is maintained in each direction along a different route. Line 1 runs from


Table 5: SWOT, Italy - minibuses with inductive charging,

Strength

� Quiet and zero-emission service of side streets in the city centre

� Vehicles make no noise in need to be quiet (hospitals)

� Normal lines in the city centres

Opportunities

� Accessibility of side streets in the centres

� Possibility to introduce circle lines in the city centres

� Service in the entertainment areas of city centres

Technical solution

The Elfo model from the Italian bus manufacturer Cacciamaliwide, with a capacity of 22 seated and 15 standing passengers. It reaches a maximum speed of over 70 km/h. The vehicle is charged are charged by 10-15% over an approximate period of 7 minutescapacity. They are fully charged at the end of the day

Table 6: SWOT, Italy - minibuses with inductive charging, technical soluti ons

Strength

� Small size convenient for narrow streets

� Quiet and zero-emissions

� No need for large batteries due to recharging

� Low weight

� Possibility to use the vehicle on standard lines due to higher speeds

� Fully automatic recharging process

Opportunities

� Flexible route, the only fixed parameter being the terminal stations


minibuses with inductive charging, implementation

Weaknesses

emission service of side streets in the city centre

noise in areas which (hospitals)

ormal lines in the city centres

� Low passenger capacity

Threats

ccessibility of side streets in the

circle lines in the

entertainment areas of

� Risk of inadequate capacity season

from the Italian bus manufacturer Cacciamali is 7.48 m long and 2.26 m wide, with a capacity of 22 seated and 15 standing passengers. It reaches a maximum speed of over 70 km/h. The vehicle is charged at the final stops using rapid induction.

over an approximate period of 7 minutes, which is charged at the end of the day at the depot in the pits.

minibuses with inductive charging, technical soluti ons

Weaknesses

mall size convenient for narrow streets

emissions

No need for large batteries due to fast

the vehicle on higher speeds

ully automatic recharging process

� Smaller capacity

� Necessity to build the recharging stations at the terminal stations

� Low-scale savings due to

� Low headroom (secondary induction loop)

Threats

the only fixed parameter stations

� The vehicle cannot be used if there is a technical fault with the recharging station

� There is no experience in different climatic areas

� Low market range

7 March 2016

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ow passenger capacity

Risk of inadequate capacity in the tourist

is 7.48 m long and 2.26 m wide, with a capacity of 22 seated and 15 standing passengers. It reaches a maximum speed

the final stops using rapid induction. The batteries which is about 80% of

in the pits.

minibuses with inductive charging, technical soluti ons

the recharging stations stations

due to small spread

(secondary

The vehicle cannot be used if there is a the recharging station

no experience of real operation in different climatic areas


3.1.3 Landskrona – Sweden, Eberswalde

Both cities operate trolley buses with additional batteries. connected on the trolley lines.

After the construction of the new railway station in 2003trolley bus route linking the new railway station in the city centre. Tline is approximately 3 km. The connection of the final distance to thethe auxiliary batteries.

Two trolley bus lines are operatedand northern part of the town Line 862 leads from the western part of the city to the east least 2.9 km travelled using battery power.

Table 7: SWOT, Sweden - trolley

Strength

� Quiet and zero-emission service in the city centres and immediate vicinity


� Common lines in the main streets of large cities

Opportunities

� Extension of trolley bus lines without building new infrastructure

Technical solution

Two-axle low-floor trolley buses2.55 m are operated on the line in the town of Landskronabattery pack, permitting a range of approximately 4 km without passengers at akm/h. Hybrid vehicles made by equipment from Ganz (Hungary). delivered in 2013.

Articulated trolley buses from Solaris/Cegelec withcapacitors are operated in the town of Eberswaldedesigned to permit 5 km of travel approximately 20 minutes. Recharging after Short distances can be overcome with the use of super


Sweden, Eberswalde – Germany

uses with additional batteries. The batteries are charged wconnected on the trolley lines.

After the construction of the new railway station in 2003, the town of Landskrona built a trolley bus route linking the new railway station in the city centre. Track length of the trolley line is approximately 3 km. The connection of the final distance to the last stop

bus lines are operated in the town of Eberswalde. Line 861 connects the western art of the town over a distance of 18.8 km. Battery power is used

Line 862 leads from the western part of the city to the east over a distance battery power.

trolley bus with auxiliary battery operation, i mplementation

Weaknesses

emission service in the immediate vicinity


ommon lines in the main streets of

� Necessity to build a network of overhead lines

Threats

bus lines without building new infrastructure

� Technical faults in the

es with 70 seats (29 seats), a length of 12.15 m and a width of are operated on the line in the town of Landskrona. The vehicles are equipped with a

range of approximately 4 km without passengers at aybrid vehicles made by the Polish bus manufacturer Solaris are in use

Ganz (Hungary). A new Solaris bus with Škoda electric equipment was

buses from Solaris/Cegelec with auxiliary diesel generatorin the town of Eberswalde. The auxiliary electrical system is

to permit 5 km of travel in daily operation. Charging with this distance takes Recharging after covering this distance takes about 20 minutes.

Short distances can be overcome with the use of super-capacitors.

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The batteries are charged when

the town of Landskrona built a rack length of the trolley

last stop is operated by

. Line 861 connects the western attery power is used for 3.1 km.

over a distance of 18.1 km, with at

mplementation

network of overhead

in the overhead lines

15 m and a width of . The vehicles are equipped with a

range of approximately 4 km without passengers at a speed of 30 are in use with electric

new Solaris bus with Škoda electric equipment was

auxiliary diesel generators and super-. The auxiliary electrical system is

this distance takes covering this distance takes about 20 minutes.


Table 8: SWOT, Sweden - trolley

Strength

� Standard size and standard capacity vehicle

� Quiet and zero emissions

� No need to build recharging stations

� Vehicles can be operated on main streets due to their speed

� Possibility to recharge during

� Vehicle can continue journey even if there is a fault in the overhead lines

Opportunities

� Increase in speed and range per charge during travel using the energy from batteries would allow the public transport network to be enlarged without building new infrastructure

� Supercapacitors technology development

3.1.4 Geneva – Switzerland

A special project entitled TOSAoperation in Geneva. The aim is to maximiminimising the size of batteries in order to offer the maximum passenger capacityare driven on a line crossing the city from the northwest to the southeast, connecting the airport, the Palexpo, city centelevation of 80 m. The route has 20 to 21 stops (depending on the direction of travel).

Table 9: SWOT, Switzerland

implementation

Strength



� Convenient for main transport lines

� Large passenger capacity

Opportunities

� BRT (Bus Rapid Transit)

� Can be adapted as old tram or trolleybus network replacement


trolley bus with auxiliary battery- driven technical solution

Weaknesses

size and standard capacity

uiet and zero emissions

recharging stations

ehicles can be operated on main due to their speed

during travel

Vehicle can continue journey even if overhead lines

� Low range per charge travel

� Low speed for battery

� Higher price of the vehicles due to the batteries

Threats

speed and range per charge the energy from

batteries would allow the public to be enlarged

without building new infrastructure

s technology

� Decrease in the technical development of trolley buses due to lack of the part of transport operators and abandoning trolley bus systems.

Switzerland

TOSA (Trolleybus Optimisation System Alimentation) The aim is to maximise the carrying capacity of vehicles while

of batteries in order to offer the maximum passenger capacityare driven on a line crossing the city from the northwest to the southeast, connecting the airport, the Palexpo, city centre and hospital. The line is 8.8 km long with a melevation of 80 m. The route has 20 to 21 stops (depending on the direction of travel).

: SWOT, Switzerland - high- capacity vehicles with continuous recharging

Weaknesses

emissions


onvenient for main transport lines

passenger capacity

� Necessity to build recharging portals

� Investment costs

� Every bus must stay at station for at least 5 can be caused when the bus is delayed

Threats

ransit)

an be adapted as old tram or trolleybus network replacement

� Route fixed to line; problems in the case of road repairs etc.

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driven technical solution

ow range per charge for battery-driven

for battery-driven travel

Higher price of the vehicles due to the

the technical development of due to lack of interest on

port operators and bus systems.

(Trolleybus Optimisation System Alimentation) is in pilot e the carrying capacity of vehicles while

of batteries in order to offer the maximum passenger capacity. Vehicles are driven on a line crossing the city from the northwest to the southeast, connecting the

and hospital. The line is 8.8 km long with a maximum elevation of 80 m. The route has 20 to 21 stops (depending on the direction of travel).

capacity vehicles with continuous recharging ,

recharging portals

very bus must stay at the terminal minutes; problems

can be caused when the bus is delayed

problems in the case


Technical solution

The line is serviced with 11 articulated buses Hess / ABB with a length of 18.74 m and width of 2.55 m. The total capacity of the vehicle is 134 passengers, including 88 seated and 46 standing. The batteries are charged a fully automated, retractable charging system mounted on the roof. The principle of continuous charging permits battery capacity

Figure 4: Electric bus in the process of recharg

Table 10: SWOT, Switzerland

maintenance solutions

Strength

� Standard size vehicle

� Large passenger capacity


� Vehicles can be operated on mainstreets due to speed

� Can be charged during

� Low battery weight

� Fully automatic recharging

� No special requirements for stopping at stops

Opportunities

� Optimisation of battery capacity according to the customer needs

� Higher density of line network higher operability of vehicles


The line is serviced with 11 articulated buses Hess / ABB with a length of 18.74 m and width of 2.55 m. The total capacity of the vehicle is 134 passengers, including 88 seated and 46 standing. The batteries are charged on route at selected stops. The buses are equipped with a fully automated, retractable charging system mounted on the roof. The principle of

battery capacity to be optimised.

Electric bus in the process of recharg ing at the stop

: SWOT, Switzerland - high- capacity vehicles with continuous charging and

Weaknesses

passenger capacity

emissions

ehicles can be operated on main

an be charged during travel

ully automatic recharging

o special requirements for stopping at

� Sophisticated infrastructure must be built

� Low range per charge outside the infrastructure

Threats

ation of battery capacity according to the customer needs

igher density of line network permits higher operability of vehicles

� Vehicle type tied to technology

� Technical fault in recharging points

7 March 2016

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The line is serviced with 11 articulated buses Hess / ABB with a length of 18.74 m and width of 2.55 m. The total capacity of the vehicle is 134 passengers, including 88 seated and 46

s are equipped with a fully automated, retractable charging system mounted on the roof. The principle of

capacity vehicles with continuous charging and

ophisticated infrastructure must be built

ow range per charge outside the

to technology

recharging points


3.1.5 Vienna – Austria

A continuously recharged electric bus was tested for several months in regular service in the heart of Vienna. After the positive experience it was decided to purchase 12 buses operating over the time on several lines in the historic city centtransport services within the resort bus has become part of the environmental concept for large social events.

Figure 5: Siemens Rampini electr

Technical solution

The 12 fully electric buses (including heating, ventilation and air conditioning) are low floor Rampini / Siemens minibuses speed of the vehicles is 62 km/h. They vehicles are equipped with a system of continuous recharging via retractable pantographs. Charging takes place in the final stops of the tram lines. For this purpose, short sections similar to regular trolley bus lines have been builtapproximately 10-15 minutes per hour of operation. The declared range per charge is about 150 kilometres.


electric bus was tested for several months in regular service in the heart of Vienna. After the positive experience it was decided to purchase 12 buses operating over the time on several lines in the historic city centre. One bus was used

ort services within the resort during the Skiing World Cup in Schladming. The electric bus has become part of the environmental concept for large social events.

Siemens Rampini electr ic minibus during recharging using tram pantograph

The 12 fully electric buses (including heating, ventilation and air conditioning) are low floor minibuses with a length of 7.7 m and a width of 2.2 m. The maximum

vehicles is 62 km/h. They can carry 40 passengers, including 13 seated. The vehicles are equipped with a system of continuous recharging via retractable pantographs. Charging takes place in the final stops of the tram lines. For this purpose, short sections

bus lines have been built at the end stations. The recharge time is 15 minutes per hour of operation. The declared range per charge is about

7 March 2016

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electric bus was tested for several months in regular service in the heart of Vienna. After the positive experience it was decided to purchase 12 buses operating

ne bus was used to provide World Cup in Schladming. The electric

bus has become part of the environmental concept for large social events.

tram pantograph

The 12 fully electric buses (including heating, ventilation and air conditioning) are low floor with a length of 7.7 m and a width of 2.2 m. The maximum

can carry 40 passengers, including 13 seated. The vehicles are equipped with a system of continuous recharging via retractable pantographs. Charging takes place in the final stops of the tram lines. For this purpose, short sections

. The recharge time is 15 minutes per hour of operation. The declared range per charge is about


Table 11: SWOT Vienna – electr

technical solutions

Strength

� Small size of the vehicles

� Quiet and zero-emission operation

� Continuous recharging allows ussmaller batteries

� Low weight of the vehicle

� Vehicles can be operated on main streets due to speed

� Fully automatic recharging

� Use of existing overhead lines infrastructure

Opportunities

� Recharging point can be connected to tram or trolley bus infrastructure

� No need to build new infrastructure when using the trolley bus overhead lines for recharging

� Use of the energy producedtrolley buses when braking

3.2 Opportunities fortransport

The study has investigated a variety of potential solutions for the public transport in Brno. The following categories of rout

a) Regular routes in the centre of the city

b) Tangential connection of parts of the city

c) Tourist routes

d) Extension of trolleybus routes

e) Bus rapid transit (BRT) on radial routes

3.2.1 Regular lines in the city centre

There are two basic possibilities of route planning centre:

- A circular line around or in the historic city centre- A tangential line connecting

The use of electric minibuses the large number of tram connections and


electr ic bus continuously rec harged from the existing infrastructure,

Weaknesses

mall size of the vehicles

emission operation � Low passenger capacity

� Necessity to build short overhead lines for recharging at termin

recharging allows use of

ow weight of the vehicle

ehicles can be operated on main

ully automatic recharging

existing overhead lines

� Necessity to recharge for every terminal station

Threats

echarging point can be connected to bus infrastructure

o need to build new infrastructure bus overhead

produced by trams or braking

� Limited range per charge while longfailure of electric energy supply

Opportunities for the introduction of electric buses in public

study has investigated a variety of potential solutions for the development of e. The following categories of routes have been identified:

a) Regular routes in the centre of the city

b) Tangential connection of parts of the city

d) Extension of trolleybus routes

Bus rapid transit (BRT) on radial routes

Regular lines in the city centre

here are two basic possibilities of route planning depending on the situation in the city

circular line around or in the historic city centre tangential line connecting tram lines

minibuses is basically possible but seems to be less effective because of tram connections and a very small city centre.

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harged from the existing infrastructure,

ow passenger capacity

short overhead lines terminal stops

to recharge for 15 minutes at station

imited range per charge while long-term failure of electric energy supply system

buses in public

development of e-mobility in s have been identified:

the situation in the city

seems to be less effective because of


3.2.2 Tangential lines

Most of the public transport lines are radial. Transport between sBrno is possible only through the Kraví Hora locality (where there isDecember 2013 a new line important connection is still missingdevelopment of e-mobility. Electric minibuses with a battery or continuously charged battery are suitable here. Continuous chargoverhead lines and the related lower demands on the battery capacity.

Figure 6: Possible tangential connection shown by black arrow s on the plan of public transport

in Brno

3.2.3 Tourist lines

Three special tourist minibus sightseeing lines lines start at “Malinovského Square” in the centre and go through selected parts and sights of the city. A multilingual guide is also

These lines may also be suitable for electric minibus useduring the breaks in the centreelectro-mobility in public transport and minibuses with a battery or continuously charged battery are necessary for this applicationThe disadvantage is a seasonal operation and low traffic volume.

Plans for a tourist line from Špilberk castle to Villa Tugendhat will be described in further chapters.


Most of the public transport lines are radial. Transport between some neighbouring parts of only through the transfer points in the city centre. A typical example is

there is a beautiful park with a planetarium and water park). In new line was established in one direction from Kraví Hora but one

missing, which would seem to be a good opportunity forElectric minibuses with a battery or continuously charged battery

. Continuous charging is preferred in Brno in view of the dense network of overhead lines and the related lower demands on the battery capacity.

Possible tangential connection shown by black arrow s on the plan of public transport

hree special tourist minibus sightseeing lines are in operation in Brno quare” in the centre and go through selected parts and sights of

is also on board.

suitable for electric minibus use. They can be easily rechargedduring the breaks in the centre. Tourist lines are a good opportunity for the development of

in public transport and to promote Brno as a "clean city". with a battery or continuously charged battery are necessary for this application

The disadvantage is a seasonal operation and low traffic volume.

tourist line from Špilberk castle to Villa Tugendhat are under consideration will be described in further chapters.

7 March 2016

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ome neighbouring parts of typical example is the

planetarium and water park). In one direction from Kraví Hora but one

good opportunity for the Electric minibuses with a battery or continuously charged battery

the dense network of

Possible tangential connection shown by black arrow s on the plan of public transport

every summer. All quare” in the centre and go through selected parts and sights of

hey can be easily recharged for the development of

promote Brno as a "clean city". Suitable electric with a battery or continuously charged battery are necessary for this application.

under consideration and


3.2.4 Extension of trolley

DPMB has the longest trolleyabout 108 km subdivided into a multitude of routesthe trolley bus lines in thoseNovolíšeňská – Jírova, Osová application are trolley buses with additional batteries. to be feasible because DPMB would have to buy equipment to cover a trolley bus line

3.2.5 Bus Rapid Transit (BRT)

An interesting and a fast meanused in Geneve – ultrafast flash recharging on bus stops. Brno are already served by tram lines and trolley busestransport provides for further development. From this perspective, tram and bus rapid transport would be duplicated, which is not desirable.

3.3 Positioning of public recharging stations for private use

This chapter deals with the issue ofin public places. One focal interest of most car manufacturers is the production of electric cars.

The chapter also outlines several business modelselectro-mobility to private use.

3.3.1 Charg ing infrastructure

The acceptability of electric vehicles depends onneeds. Electric vehicles currently quality charging infrastructure is still on the agen

The main types of charging are: by cable, by pantograph from overhead lines, by electric induction or by battery.

Charging infrastructure can be: private, semi

3.3.2 Standardised system of charging connectors

The basic precondition for theestablish a standard for the institution is the International Electrotechnical standardised connector type suggested by2009.

The connectors according to standard IEC 61851 must be the same for all electric currents and should meet a large number


Extension of trolley bus lines

DPMB has the longest trolley bus network in the Czech Republic. The network comprises subdivided into a multitude of routes. There are some possibi

ose areas where there are no overhead lines (for example Jírova, Osová – Nádraží Bohunice). The most suitable

buses with additional batteries. However, this solution to be feasible because DPMB would have to buy a large number of trolley

bus line in a solution of this kind.

Bus Rapid Transit (BRT)

fast means of transport, especially when looking at the ultrafast flash recharging on bus stops. The backbone routes in the

already served by tram lines and trolley buses, and the master plan for public further development. From this perspective, tram and bus rapid

, which is not desirable.

of public recharging stations for private use

the issue of private electric cars and the possibilities One focal interest of most car manufacturers is the production of electric

several business models on the implementation mobility to private use.

ing infrastructure

cceptability of electric vehicles depends on the ability to satisfycurrently still have a limited range per charge. The i

quality charging infrastructure is still on the agenda.

The main types of charging are: by cable, by pantograph from overhead lines, by electric

Charging infrastructure can be: private, semi-private (for specific group of users) or public

system of charging connectors

the successful implementation of e-mobility in private use is to type of charging connector. The international

International Electrotechnical Commission (IEC). It authoriconnector type suggested by the German company Mennekes

The connectors according to standard IEC 61851 must be the same for all electric currents a large number of safety criteria.

7 March 2016

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The network comprises . There are some possibilities to extend

are no overhead lines (for example suitable vehicles for this

s solution would not seem of trolley buses with this

of transport, especially when looking at the “TOSA” system backbone routes in the City of

and the master plan for public further development. From this perspective, tram and bus rapid

of public recharging stations for private use

possibilities to charge them One focal interest of most car manufacturers is the production of electric

the implementation and extension of

satisfy everyday mobility The issue of a high

The main types of charging are: by cable, by pantograph from overhead lines, by electric

private (for specific group of users) or public.

mobility in private use is to nternational standardisation

(IEC). It authorised the German company Mennekes in the year

The connectors according to standard IEC 61851 must be the same for all electric currents


4 Analysis of potential electric bus routesThe total length of overhead lines in Brno is 415 km: 172 km tram overhead lines and 243 km trolley bus overhead lines. This kind of infrastructure is recharging 1 by tram or trolleyOctober 2013 with a positive result.

The following analysis of lines for trams and trolley buses is appropriate for DPMB becausrecharging point in the depot and the electricity for transport vehicles is cheaper common electric energy.

4.1 Route B1

Route B1 is a model line that is exactly the same as line 80 in real operation. terminal station on “Náměstí Míru” and hasoperated by minibuses. Minibuses from line 80 also provide

The point for the continuous recharging will be situated on “Námevery 30 minutes with a break longer than 15 minutes.

Figure 7: Line B1 – No . 80 (blue) and

1 The electric vehicle can be recharged several times during the breaks on terminus stations


Analysis of potential electric bus routesotal length of overhead lines in Brno is 415 km: 172 km tram overhead lines and 243 km

bus overhead lines. This kind of infrastructure is most suitable forby tram or trolley bus pantograph. This kind of electric bus was tested in Brno in

positive result.

ollowing analysis of lines is based on the position of recharging points. Using electricity buses is appropriate for DPMB because it does not

depot and the electricity for transport vehicles is cheaper

model line that is exactly the same as line 80 in real operation. ěstí Míru” and has a semi-circular tangential route. The line is

operated by minibuses. Minibuses from line 80 also provide the service on line 68.

recharging will be situated on “Náměstí Míru”. The mibreak longer than 15 minutes.

. 80 (blue) and Line No. 68 (red)

The electric vehicle can be recharged several times during the breaks on terminus stations

7 March 2016

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Analysis of potential electric bus routes otal length of overhead lines in Brno is 415 km: 172 km tram overhead lines and 243 km

most suitable for continuous bus was tested in Brno in

recharging points. Using electricity not need to build a

depot and the electricity for transport vehicles is cheaper than for

model line that is exactly the same as line 80 in real operation. Line 80 has a tangential route. The line is service on line 68.

stí Míru”. The minibus goes

The electric vehicle can be recharged several times during the breaks on terminus stations


Route B2

Model route B2 is the current line 65 (“nádraží”). It is a regular service“Řečkovice, nádraží” and “Nadač

In order to use continuous rechargingbe recharged in the tram depot Medlánkyevery 2 hours. On the way service could be provided

In addition, the line is situated in the suburbs and does

Figure 8: Line B2 (No. 65)


Model route B2 is the current line 65 (“Řečkovice, nádraží” – “Medlánky” service provided primarily by minibuses. The termin

kovice, nádraží” and “Nadační”.

recharging, the study suggests a route change. Minibuses could tram depot Medlánky. Minibuses could run from Nadač

service could be provided on Hudcova street.

the line is situated in the suburbs and does not run in the city centre.

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“Medlánky” – “Královo Pole, provided primarily by minibuses. The terminal stations are

route change. Minibuses could . Minibuses could run from Nadační to Medlánky

run in the city centre.


4.2 Route B3

Route B3 is included in the study only as a model example oflength electric buses can be operatedcurrent number of the line is 46,

Line 46 runs 12 m long standard buses. It goes from “Lesná, Haškova” to “Lesnická” or “Zemědělská”.

The line timetable was changed to Electric buses would be maintained inrecharged in the Husovice depot

Figure 9: Line B3 – No . 46 (red) and N


oute B3 is included in the study only as a model example of a route on which can be operated. The line is situated in the Brno-

urrent number of the line is 46, while its buses also provide service on line 66.

ine 46 runs 12 m long standard buses. It goes from “Lesná, Haškova” to “Lesnická” or

The line timetable was changed to permit the operation of standard battery electrd be maintained in the Komín depot, and during the breaks would be

depot.

. 46 (red) and N o. 66 (blue)

7 March 2016

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on which standard--sever district. The

its buses also provide service on line 66.

ine 46 runs 12 m long standard buses. It goes from “Lesná, Haškova” to “Lesnická” or

of standard battery electric buses. during the breaks would be


4.3 Route B4

Route B4 is a model line in the historic city centre that does not exproposed line for minibus operation. It is a circle in the city centre with“Komenského náměstí” where minibusesall three tram branches in the city centre.

The electric minibus would run every 10 minutes in late in the evening. If it had athe city centre is quite small and

This line is less feasible due to restrictions.

Figure 10: Model Line B4


model line in the historic city centre that does not exist proposed line for minibus operation. It is a circle in the city centre with the

stí” where minibuses can be recharged. The route tangentially connects all three tram branches in the city centre.

minibus would run every 10 minutes in the early morning and d a longer interval, it would not be used by passengers, because

city centre is quite small and the walking distances are not long.

ue to the narrow streets, pedestrian zones and some traffic

7 March 2016

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ist at present. It is a the terminal station at

recharged. The route tangentially connects

early morning and every 15 minutes be used by passengers, because

narrow streets, pedestrian zones and some traffic


4.4 Route T1 Tourist lines are provided only Information Centre (TIC) on Fridays, Saturdays and Sundays. per week in 2013.

Model route T1 is a copy of theconnects important landmarks in the wide

Continuous recharging can be realised during brstation.

Figure 11: Actual route of L ine A

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


Tourist lines are provided only during the summer season. They are provided byInformation Centre (TIC) on Fridays, Saturdays and Sundays. There were 12 transport links

the actual route of tourist line A. The line is about 12 km long and connects important landmarks in the wide centre. The line is conceived as

recharging can be realised during breaks at the “Mahenovo divadlo”

ine A

sightseeing minibus in the city centre of Brno

7 March 2016

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. They are provided by the Tourist here were 12 transport links

is about 12 km long and centre. The line is conceived as a sightseeing tour.

at the “Mahenovo divadlo” terminal


4.5 Route T2

To satisfy the demand for the introduction of transport service in the location ofHeritage site Villa Tugendhat,Villa Tugendhat through the city centre to the Špilberk castle on the hill reach for elderly or disabled people. The timetable would be adapted to the tour starts in Villa Tugendhat.

Continuous recharging would be realised

Figure 13: New tourist line


the demand for the introduction of transport service in the location of, the study suggested a new model tourist line T2. It

Tugendhat through the city centre to the Špilberk castle on the hill or disabled people. The timetable would be adapted to the tour starts in Villa

recharging would be realised at “Komenského náměstí” terminal station

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the demand for the introduction of transport service in the location of the UNESCO new model tourist line T2. It runs from

Tugendhat through the city centre to the Špilberk castle on the hill which is difficult to or disabled people. The timetable would be adapted to the tour starts in Villa

terminal station.


5 Analysis of effect of electro

5.1 Social effects

Support of electro-mobility is not justaspects that have a big impact on

Electro-mobility is one of the future possibilities proper concept and technology it can way, the development of e-mobility to the reduction in greenhouse gaseseconomies by using the services of local energy suppliers.

The study defines some instrumentsalso provides some examples of electro

Figure 14: An example of public

5.2 Environmental effects

This chapter presents the results of emissions of electric minibuses on the proposed routes.data to CDV on the consumption of vehicles, route parameters calculations.

5.2.1 Energy consumption

The first calculation concerned the annual parameters were used to estimate the annual energy consumption of electric minibuses:

• Average fuel consumption of minibuses• Average fuel consumption of buses• Difference in consumption between st


the social and environmental effect of electro -mobility

mobility is not just an issue of costs and revenues. There are big impact on the perception of e-mobility.

mobility is one of the future possibilities to replace fossil fuels. Applied well with the proper concept and technology it can make a contribution to the EU’s climate goals.

mobility can help to stabilise world energy securitygreenhouse gases. Electro-mobility also indirectly

services of local energy suppliers.

defines some instruments to promote e-mobility for public and for private use. It also provides some examples of electro-mobility advertising campaigns.

example of public electro-mobility promotion.

effects

the results of energy consumption calculations emissions of electric minibuses on the proposed routes. DPMB provided a wealth of

consumption of vehicles, route parameters etc. to f

Energy consumption

concerned the annual energy consumption. The following input o estimate the annual energy consumption of electric minibuses:

verage fuel consumption of minibuses in Brno verage fuel consumption of buses 12 metres in length in Brno ifference in consumption between standard and CNG vehicles in Brno conditions

7 March 2016

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social and environmental

issue of costs and revenues. There are many other

Applied well with the limate goals. In this

ecurity and contribute supports domestic

mobility for public and for private use. It

calculations and the pollutant a wealth of specific

etc. to facilitate the

he following input o estimate the annual energy consumption of electric minibuses:

and CNG vehicles in Brno conditions


• Energy consumption of electric minibus in Brno conditions• Battery power consumption of the electric bus 10.5

conditions • Timetables • Modified proposed routes• Physical and chemical properties of fuels

Most of the data was provided by DPMB

The following line- and bus-related

• Line B1, 1 operated vehicle• 1 diesel-powered bus• 1 bus powered by compressed natural gas• 1 electric bus

• Line B2, served by 3 vehicles

• 3 diesel-powered buses• 3 CNG-powered buses• 2 electric buses, 1 diesel

• Line B3, served by

• 7 diesel-powered bus• 7 CNG- powered buses • 3 electric buses, 4 diesel

• • Line B4, served by 3 vehicles

• 3 diesel-powered buses• 3 CNG- powered buses• 3 electric buses

• • T1 Line, operated by one vehicle

• 1 diesel-powered bus• 1 CNG- powered bus• 1 electric bus

• Line T2, 1 operated vehicle

• 1 diesel-powered bus• 1 CNG- powered bus• 1 electric bus

The annual energy consumption 26 and in Figure 15. The results show that the lowest scenarios with buses with electric drive. Conversely, the highest energy consumption is calculated for vehicles powered by natural gas.

2 Line 7 is included in the study as a model with the application of the standard bus length . An extension of the

tram line in Lesná has long been prepared, including new concepts relating to bus lines.


nergy consumption of electric minibus in Brno conditions attery power consumption of the electric bus 10.5 metres in length

routes chemical properties of fuels

provided by DPMB

related scenarios have been considered:

Line B1, 1 operated vehicle powered bus

1 bus powered by compressed natural gas

Line B2, served by 3 vehicles 2 powered buses

powered buses 2 electric buses, 1 diesel-powered buses

Line B3, served by 7 vehicles powered bus powered buses

3 electric buses, 4 diesel-powered buses

• Line B4, served by 3 vehicles powered buses powered buses

3 electric buses

• T1 Line, operated by one vehicle powered bus powered bus

Line T2, 1 operated vehicle powered bus powered bus

The annual energy consumption calculated for the individual scenarios is provided 26 and in Figure 15. The results show that the lowest power consumption is achieved in scenarios with buses with electric drive. Conversely, the highest energy consumption is calculated for vehicles powered by natural gas.

Line 7 is included in the study as a model with the application of the standard bus length . An extension of the

has long been prepared, including new concepts relating to bus lines.

7 March 2016

29 / 48

metres in length in Brno

is provided in Table power consumption is achieved in

scenarios with buses with electric drive. Conversely, the highest energy consumption is

Line 7 is included in the study as a model with the application of the standard bus length . An extension of the


Table 12: Annual energy consumption in the different

Line Annual energy consumption

Buses powered by diesel

Line B1 490 650.1

Line B2 461 630.3

Line B3 4 814 692.2

Line B4 592 462.6

Line T1 48 545.5

Figure 15: MJ per year shown on model lines. Blue: diesel buse s, red: CNG buses, green: e

buses or a combination of e- buses and diesel buses

5.2.2 Emissions

The key pollutant emissions of carbon monoxide (CO), particulate matter (PM) and nitrogen oxides (NOx) have been assessedthese regulated substances, the emission of the greenhouse gas carbon dioxide (CObeen included in the calculations. The comparison was carried out both from the perspective of direct exhaust emissions and from the perspective of life cycle emissions of the relevant energy source

3 of the electric consumption increased by 15%


: Annual energy consumption in the different scenarios

Annual energy consumption [MJ/year]

Buses powered by diesel Buses powered by natural

gas

Electric buses

battery and diesel

buses

655 112.3 356 912.9

616 365.3 356 588.8

6 540 341.4 3 069 514

791 051.6 430 974.2

64 817.6 35 313.4

MJ per year shown on model lines. Blue: diesel buse s, red: CNG buses, green: e

buses and diesel buses

he key pollutant emissions of carbon monoxide (CO), particulate matter (PM) and nitrogen oxides (NOx) have been assessed to determine the impact on the environment

the emission of the greenhouse gas carbon dioxide (CObeen included in the calculations. The comparison was carried out both from the perspective of direct exhaust emissions and from the perspective of life cycle emissions of the relevant

of the electric consumption increased by 15%

7 March 2016

30 / 48

buses/ combination of

battery and diesel-powered

9

8

3 069 514.1 / 3 138 512.2 3

2

MJ per year shown on model lines. Blue: diesel buse s, red: CNG buses, green: e -

he key pollutant emissions of carbon monoxide (CO), particulate matter (PM) and nitrogen o determine the impact on the environment. In addition to

the emission of the greenhouse gas carbon dioxide (CO2) has been included in the calculations. The comparison was carried out both from the perspective of direct exhaust emissions and from the perspective of life cycle emissions of the relevant


The following input parameters have been used t

• Traffic volume on individual lines of public transport• Annual fuel and energy • Emission factors of vehicles • Emissions life cycle processes

(GEMIS)

A certain restriction is the fact that emission factors of CNGdetail as is the case of dieselinventory guidebook breaks down vehicles as a function of speed.

CO, PM and NOx were calculated using traffic performance and the corresponding velocitydependent emission factors. Average speeds were calculated from the daily performances and travel time bus routes. CO2 emissions were determined from annual fuel consumption and emission factor for that fuel.

The results show that the most polluting fuel is diesel folfuel is electricity. But if the electric energy is not made from renewable resources, the pollution is merely shifted to the in Tables 27 & 28 and in Figure 16 be

Table 13: Direct pollutant emissions

Line CO2 [kg/year]

Diesel CNG

Line B1 36 508.6 37

Line B2 34 349.3 34

Line B3 358 255.1 370

Line B4 44 084.4 44

Line T1 3 612.2 3 676

Line T2 13 154.2 13

PM [g/year]

Diesel CNG

Line B1 2 960.2 289

Line B2 2 911.2 273

Line B3 15 616.2 1 453

Line B4 6 671.3 350

Line T1 546.6 28

Line T2 1 224.1 104

* a combination of battery and diesel


The following input parameters have been used to estimate pollutant emissions:

raffic volume on individual lines of public transport and energy consumption

vehicles - EMEP/EEA air pollutant emission inventory guidmissions life cycle processes - Global Emission Model for Integrated Systems

A certain restriction is the fact that emission factors of CNG-buses are not available the case of diesel-powered buses. The EMEP/EEA air pollutant emission

breaks down emissions for diesel-powered buses by the size of the vehicles as a function of speed.

x were calculated using traffic performance and the corresponding velocityssion factors. Average speeds were calculated from the daily performances

and travel time bus routes. CO2 emissions were determined from annual fuel consumption and emission factor for that fuel.

ost polluting fuel is diesel followed by CNG. The lefuel is electricity. But if the electric energy is not made from renewable resources, the

to the location of the energy producer. The main results are shown in Tables 27 & 28 and in Figure 16 below.

: Direct pollutant emissions

CO [g/year]

CNG Electric Diesel CNG

37 159.5 0 13 914.7 56 836.64

34 961.7 5674.3 1)

13 684.1 53 759.8

370 983.5 194 171.5 1)

74 628.9 290 602

44 870.31 0 30 387.3 68 996.1

3 676.6 0 2 489.9 5 623.5

13 388.7 0 5 750.4 20 669.3

NOx [g/year]

CNG Electric Diesel CNG

289.9 0 209 654.7 147 010

273.3 480.9 *) 204 385.9 138 137

1 453.0 8 300.4 *) 1 083 715.5 726 507

350.7 0 432 458.6 177 288

28.7 0 35 435.0 14 545.4

104.8 0 84 542.8 52 695.7

* a combination of battery and diesel-powered buses

7 March 2016

31 / 48

o estimate pollutant emissions:

EMEP/EEA air pollutant emission inventory guidebook Global Emission Model for Integrated Systems

buses are not available in such he EMEP/EEA air pollutant emission

powered buses by the size of the

x were calculated using traffic performance and the corresponding velocity-ssion factors. Average speeds were calculated from the daily performances

and travel time bus routes. CO2 emissions were determined from annual fuel consumption

CNG. The least polluting fuel is electricity. But if the electric energy is not made from renewable resources, the

The main results are shown

Electric

64 0

8 2 260.5 1)

602.8 39 690.6 1)

1 0

0

3 0

Electric

010.9 0

137.8 33 763.1 *)

507.0 577 516.0 *)

288 0

4 0

7 0


Table 14: Comparison of direct emissions of pollutants by t he type of fuel

Line B1

CO2 CO PM

Diesel 98.2% 24.5% 100

CNG 100.0% 100.0% 9.8%

Electric/

combination of

electric and

diesel

0% 0% 0%

Line B1

CO2 CO PM

Diesel 98.2% 44.0% 100

CNG 100.0% 100.0% 5.3%

Electric/

combination of

electric and

diesel

0% 0% 0%

Figure 16 : Emission calculation, blue: diesel, red: CNG, gre en: e

electric buses and diesel

Operating costs

The study also provides a rather input data for the operating costs of each type of bus, timetables and others.input parameters were used to estimate the operating costs:

• Traffic volume on individual lines of public transport


: Comparison of direct emissions of pollutants by t he type of fuel

Line B2 Line B3

PM NOx CO2 CO PM NOx CO2

100.0% 100.0% 98.2% 25.5% 100.0% 100.0% 96.6%

8% 70.1% 100.0% 100.0% 9.4% 67.6% 100.0%

0% 0% 16.2% 4.2% 16.5% 16.5% 52.3%

Line B2 Line B3

PM NOx CO2 CO PM NOx CO2

100.0% 100.0% 98.2% 44.3% 100.0% 100.0% 98.2%

3% 41.0% 100.0% 100.0% 5.2% 41.0% 100.0%

0% 0% 0% 0% 0% 0% 0%

: Emission calculation, blue: diesel, red: CNG, gre en: e-buses or combination

rather simple calculation of operating costs. CDV costs of each type of bus, timetables and others.o estimate the operating costs:

raffic volume on individual lines of public transport

7 March 2016

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B3

CO PM NOx

25.7% 100.0% 100.0%

100.0% 9.3% 67.0%

13.7% 53.2% 53.3%

B3

CO PM NOx

27.8% 100.0% 100.0%

100.0% 8.6% 62.3%

0% 0% 0%

buses or combination of

costs. CDV received some costs of each type of bus, timetables and others. The following


• Annual fuel and energy • Average operating costs of standard 12m buses • Average operating costs • The expected fuel cost of CNG vehicles• The current cost of traction energy

Overview of the operating costs of vehicles powered by diesel in the Company is listed in the following t

Table 15: Summary of average operating costs of vehicles powe red b

Minibus

Bus standard length 12 m

The comparison of the operati

Table 16: Comparison of the operating costs

Line B1

Fuel

cost

Diesel

100.0%

CNG

55.6%

Electric/combination of

electric and diesel 53.4%

Line B3

Fuel

cost

Diesel 100.0%

CNG 62.9%


electric and diesel 62.0%

1)/

63.2% 1, 2)

Line T1

Fuel

cost

Diesel 100.0%

CNG 55.6%


electric and diesel

53.4%


and energy consumption verage operating costs of standard 12m buses verage operating costs of minibuses he expected fuel cost of CNG vehicles

current cost of traction energy

Overview of the operating costs of vehicles powered by diesel in the City of Brnofollowing table

Summary of average operating costs of vehicles powe red b y diesel in DPMB

Fuel costs

[Kč/km]

Other operating

cost [Kč/km]

Total operating

cost

5.40 32.37 37

12.40 33.99 46

The comparison of the operating cost per fuel type and line is shown in Table

Comparison of the operating costs

Line B2

Other

operati

ng cost

Total

operatin

g cost

Fuel

cost

Other

operati

g cost

73.5%

80.5%

100.0%

76.8%

76.3%

78.0%

55.6%

79.8%

100.0%

100.0%

61.1% 1)

100.0%

Line B4

Other

operati

ng cost

Total

operatin

g cost

Fuel

cost

Other

operati

g cost

93.2% 100.0% 100.0% 73.5%

94.7% 91.3% 55.6% 76.3%

1000% 1)

95.4% 1)

/

95.7% 1, 2)

53.4%

100.0%

Line T2

Other

operatin

g cost

Total

operatin

g cost

Fuel

cost

Other

operati

g cost

73.5% 80.5% 100.0% 73.5%

76.3% 78.0% 55.6% 76.3%

100.0%

100.0%

53.4%

100.0%

7 March 2016

33 / 48

City of Brno Transport

y diesel in DPMB

Total operating

cost [Kč/km]

37.77

46.39

able 16 below.

ther

operatin

cost

Total

operatin

g cost

8%

83.1%

8%

80.6%

0% 1)

100.0% 1)

ther

operatin

cost

Total

operatin

g cost

5% 80.5%

3% 78.0%

0%

100.0%

ther

operatin

cost

Total

operatin

g cost

5% 80.5%

3% 78.0%

0%

100.0%


6 Proposal of basic parameters for the call for electric minibuses for Brno

According to the proposed model minibuses are the overall size,

Size of the electric bus

All model routes are being serviced bylength of the bus should be 12 m. All roads on regular lines are wide enough for standard buses. There are some narrow roads onthere should also be enough space for

Recommended parameters: length max 10.0 m, width max 2.5 m.

Range per charge

The best possibility for Brno isUsing the data and results fromper charge must be 37 km. It is necessary to recharge tIt is generally better to have less battery capacity on the bus and because batteries are very heavy

Gradeability

Model routes had to be analysed tthat the maximum gradient is 7.73° (around 18%). That means thatbe able to travel up a hill with a gradient of stop and start again.

Figure 17: Example of altitude profile analysis


Proposal of basic parameters for the call minibuses for Brno

proposed model bus lines, the most important parameters for new size, the range per charge and the bus gradeability.

All model routes are being serviced by a minibus or by a standard length bus. length of the bus should be 12 m. All roads on regular lines are wide enough for standard

. There are some narrow roads on the proposed tourist lines, but the study claims that be enough space for a bus even under consideration of parked cars

Recommended parameters: length max 10.0 m, width max 2.5 m.

The best possibility for Brno is continuous recharging in combination with anUsing the data and results from the model routes, the study claims that the

It is necessary to recharge the electric minibusenerally better to have less battery capacity on the bus and to charge

eavy and large battery packs reduce the capacity

Model routes had to be analysed to determine the required gradeability. The studmaximum gradient is 7.73° (around 18%). That means that an electric vehicle has to

with a gradient of 18% when fully loaded. It also has to be able to

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

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Proposal of basic parameters for the call

lines, the most important parameters for new gradeability.

standard length bus. The maximum length of the bus should be 12 m. All roads on regular lines are wide enough for standard

lines, but the study claims that even under consideration of parked cars.

an electric minibus. the minimum range

electric minibus after this distance. charge it more often

capacity.

required gradeability. The study claims electric vehicle has to

fully loaded. It also has to be able to


Recharging of minibuses

The system of recharging should be very simple. frequented places. The driver should not tamper with the pantograph

7 Proposal of measures mobility in Brno

The study divides these measures in

(1) Financial measures (2) Non-financial measures (3) Strategic measures

1. Financial measures• Reduction in taxes and • Financial support for the• Financial support of developing e

2. Non-financial measures• Low-emission zones were part of

cancelled. • Special parking spaces• Access to places where normal cars cannot go. This measure is not supported by

city council. • Support of the charging infrastructure is already being established.• Legislation, regulation

3. Strategic measures• Strategic and action plans• Study on demand, target groups, financial sensitivity, p

stations. The study recommends mentioned.

• Marketing measures, advertising of dissemination and other informational channels.


ystem of recharging should be very simple. Continuous recharging will be placed driver should not tamper with the pantograph.

Proposal of measures to support electromobility in Brno

The study divides these measures into three categories:

Financial measures taxes and charges on operating vehicles by the city council

the purchase of an electric car must be backed up by Financial support of developing e-mobility

financial measures emission zones were part of the Civitas 2MOVE2 project, but the measure was

spaces for electric cars are already being establishedAccess to places where normal cars cannot go. This measure is not supported by

charging infrastructure is already being established.

Strategic measures Strategic and action plans Study on demand, target groups, financial sensitivity, positioningstations. The study recommends that another study be conducted on

Marketing measures, advertising of electro-mobility will be assumed dissemination and other informational channels.

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recharging will be placed at

support electro -

y council must be backed up by legislation.

Civitas 2MOVE2 project, but the measure was

cars are already being established Access to places where normal cars cannot go. This measure is not supported by the

charging infrastructure is already being established.

ositioning of recharging be conducted on the aspects

assumed by Civitas


8 Conclusion Results of the study show that e-mobility as a tool to help fulfil longsustainable energy economy. The issue of e

According to the transport policy for the period 2014 to 2020, adevelopment of electro-mobilityalternative energy sources and drive

Electro-mobility is still currently importance for the future.

8.1 Opportunities for Under consideration of the sociotransport behaviour, it can be recommended in the Sustainable Urban Mobility Pl

• Development of electric vehicles in individual automosupport for parking in central city areas

• Development of cycling, edistance travel

• Development of urban logistics, esupply center.

• Development of public transport, etrolley bus services or regular routes in the city centroutes.


that the European Union followed by the Czech Republic support

help fulfil long-term strategic goals related to energy saving and a sustainable energy economy. The issue of e-mobility is becoming increasingly

According to the transport policy for the period 2014 to 2020, another catalyst for the lity will be legislative and organisational measures to promote

alternative energy sources and drives.

currently more expensive than other fuels but it is

Opportunities for electro- mobility in the City of Brnothe socio-demographic characteristics of the population and their

it can be recommended that the issue of electro-mobilityin the Sustainable Urban Mobility Plan (SUMP) primarily in the following areas:

Development of electric vehicles in individual automotive transport, esupport for parking in central city areas Development of cycling, e.g. in the form of support for electric bikes

evelopment of urban logistics, e.g. in the form of support for electro

evelopment of public transport, e.g. in the form of support for traditional tram and bus services or of support for the development of batteries

regular routes in the city centre, tangential linking of urban areas and / or hiking

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Czech Republic support related to energy saving and a

increasingly important.

nother catalyst for the ational measures to promote

is assuming greater

mobility in the City of Brno demographic characteristics of the population and their

mobility is incorporated an (SUMP) primarily in the following areas:

e transport, e.g. in the form of

n the form of support for electric bikes for shorter

electro-mobility at the

n the form of support for traditional tram and ies and their use on

urban areas and / or hiking


9 Testing of electric buses in Brno9.1 History of electro -

The history of electric public city transport electric motor and overhead lines were introduced into operation. In that year, electric trams completely replaced the horse1869.

The network of electric trams was quickly developing and in 1949 trolleybuses with electric overhead lines) were introduced into operation on its first line. The biggest development of electric transport in Brno was during the Iran oil crisis inhas the second largest tram network in the Czech Republiclargest trolley bus network with

As a supplement to the electric public city transportthe early 1930s.

After the end of the communisto adopt technological innovation from The first ecological programappeared in the 1990s. As one of the most Moravian region DPMB started to implement these social and environmental DPMB also wanted to test alternative fuels for buses freasons.

One special feature of electrooperated on the reservoir dam on Public Transport Company also operates these boatsboats were built by DPMB workers using for example). The third generation of electric boats2010 – 2012) using batteries to store the electric energy for powering the electric engine. They are recharged during the night. The boats are also equipped operation when the batteries are

9.2 Alternative fuels in Brno

The first attempt to implement alternative fuel in Brno was in 1996. Two Karosa buses were rebuilt for compressed natural gas (CNG) power. The that CNG is somewhat more ecological and the operation a little cheaper than standard diesel-powered buses. Unfortunatelybecause the CNG station next to the bus depot was closed and other CNG station in Brno.

DPMB started tests on bio diesel in older busesthe government support provided in the form of lower taxes on use in some cases up to this very daythe year 2010. This test was motivated mostly emulsion diesel (emulsion with about 90 % of diesel and about 10 % of water) and was supported by the government. It was


Testing of electric buses in Brno-mobility in Brno

The history of electric public city transport dates back to 1899, when the first trams withelectric motor and overhead lines were introduced into operation. In that year, electric trams

horse-powered trams and steam trams that were operated

ctric trams was quickly developing and in 1949 trolleybuses with electric overhead lines) were introduced into operation on its first line. The biggest development of electric transport in Brno was during the Iran oil crisis in thehas the second largest tram network in the Czech Republic, which is 70.

bus network with a length of about 54 km.

As a supplement to the electric public city transport, buses have also been

After the end of the communist era in 1989, Brno Public Transport Company (DPMB) started technological innovation from western Europe in every corporate

he first ecological programmes and initiatives to reduce pollution and protect nature s one of the most important companies and employer in the

started to implement these social and environmental DPMB also wanted to test alternative fuels for buses for ecological and environmental

electro-mobility in Brno refers to tourist electric boats that are reservoir dam on the Svratka River in the north-western

also operates these boats. Operations started in 1946 and the boats were built by DPMB workers using many parts from 2-axle trams (

third generation of electric boats is now in operation (year of manufacture 2) using batteries to store the electric energy for powering the electric engine.

during the night. The boats are also equipped with diesel aggregateoperation when the batteries are flat.

Alternative fuels in Brno

to implement alternative fuel in Brno was in 1996. Two Karosa buses were rebuilt for compressed natural gas (CNG) power. The pilot operation of CNG buses showed

more ecological and the operation a little cheaper than standard owered buses. Unfortunately, these buses were discontinued and sold

because the CNG station next to the bus depot was closed and at that time there was no

bio diesel in older buses around the year 2000. The main reason was provided in the form of lower taxes on bio diesel.

use in some cases up to this very day. The next experiment with standard fuel was around the year 2010. This test was motivated mostly by economic reasons – the tested fuel was emulsion diesel (emulsion with about 90 % of diesel and about 10 % of water) and was supported by the government. It was used only during the summer season (to prevent

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Testing of electric buses in Brno

1899, when the first trams with an electric motor and overhead lines were introduced into operation. In that year, electric trams

powered trams and steam trams that were operated as from

ctric trams was quickly developing and in 1949 trolley buses (electric buses with electric overhead lines) were introduced into operation on its first line. The biggest

the 1970s. Brno now .2 km long, and the

been in operation since

era in 1989, Brno Public Transport Company (DPMB) started rporate/economic sector.

ution and protect nature companies and employer in the

started to implement these social and environmental initiatives. ical and environmental

tourist electric boats that are ern part of Brno. Brno

started in 1946 and the axle trams (the electric engine

(year of manufacture 2) using batteries to store the electric energy for powering the electric engine.

diesel aggregates for

to implement alternative fuel in Brno was in 1996. Two Karosa buses were operation of CNG buses showed

more ecological and the operation a little cheaper than standard were discontinued and sold in 2001

that time there was no

. The main reason was bio diesel. Bio diesel is still in

. The next experiment with standard fuel was around the tested fuel was

emulsion diesel (emulsion with about 90 % of diesel and about 10 % of water) and was only during the summer season (to prevent


freezing) and only in older buses. year once the tax relief had stopped and standard diesel was less expensive.

The first large project to introduce alternative fuel Company was in 2006. The purpose was to chantwo bus depots. The first step was the (Ekobus City Plus – SOR, Tedom 123G, Solaris Urbino 15 III. CNG, MercedesCNG and Iveco Citelis 12M CNG). Duwas installed in the Medlánky depot. According to the interesting data collected during the pilot operation, DPMB decided to start a CNG project by purchasing new buses and stationing them at one bus decommenced after the decision, but representatives due a lack of investment

The large CNG project was revived decided to commence a tender Slatina bus depot for the pilot operation. After one for 88 CNG buses was Union (Operation Programme Environment). The main condition old buses with emission standard EURO 0

In the summer of 2012 DPMB borrowed one 12 m bus diesel) from Volvo, the bus manufacturerdemonstrated to be problematical in in

In addition to the CNG projectelectric bus in Brno was in test operation in 2011. clean mobility provided by electric busesbuses are very expensive comparethe standard line all day (approxtechnical limitations.

In 2012 DPMB took the opportunity to join the CIVITAS 2MOVE2 Project and introduce measure with the objective to buy 3 electric minibuses.tested 3 different types of electric minibuses in 2013 and one standard 12 m long electric bus in 2014. These electric buses also combined – during the night and during the break


older buses. The use of emulsion diesel was discontinued after one stopped and standard diesel was less expensive.

project to introduce alternative fuel in the buses of Brno Public Transport Company was in 2006. The purpose was to change the fuel from diesel to CNG two bus depots. The first step was the pilot operation of 5 different buses powered by CNG

SOR, Tedom 123G, Solaris Urbino 15 III. CNG, MercedesCNG and Iveco Citelis 12M CNG). During the pilot operation the small CNG mobile station

Medlánky depot. According to the interesting data collected during the operation, DPMB decided to start a CNG project by purchasing new buses and

one bus depot. The tender procedure for buses and theafter the decision, but a short time afterwards it was stopped by city

lack of investment funding.

CNG project was revived in the year 2013 and Brno Public Transport Company tender procedure for 12 CNG 12 m buses and the CNG station in

Slatina bus depot for the pilot operation. After completion of the first tenderfor 88 CNG buses was started. The new 88 buses are co-financed by the European

Union (Operation Programme Environment). The main condition for the project was that 88 old buses with emission standard EURO 0 – EURO 3 had to be withdrawn.

2012 DPMB borrowed one 12 m bus with hybrid power (part electric, part us manufacturer. The bus had many faults and hybrid power

demonstrated to be problematical in in the hilly terrain of Brno.

the CNG project, DPMB is also focused on electro-mobilielectric bus in Brno was in test operation in 2011. DPMB management was interested inclean mobility provided by electric buses. However, the actual market situation is that electric buses are very expensive compared to standard diesel buses and they are not able to run on

approx. 4 – 23 hours, over 300 km every day) because of

In 2012 DPMB took the opportunity to join the CIVITAS 2MOVE2 Project and introduce bjective to buy 3 electric minibuses. As part of the Civitas project

tested 3 different types of electric minibuses in 2013 and one standard 12 m long electric bus buses also had different charging systems – during the night and

during the night and during the break at a terminal.

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discontinued after one stopped and standard diesel was less expensive.

buses of Brno Public Transport from diesel to CNG in one of the

operation of 5 different buses powered by CNG SOR, Tedom 123G, Solaris Urbino 15 III. CNG, Mercedes-Benz Citaro

operation the small CNG mobile station Medlánky depot. According to the interesting data collected during the

operation, DPMB decided to start a CNG project by purchasing new buses and the filling station was

it was stopped by city

and Brno Public Transport Company for 12 CNG 12 m buses and the CNG station in

of the first tender procedure, a new financed by the European

the project was that 88 be withdrawn.

brid power (part electric, part and hybrid power was

mobility. The first fully management was interested in the

the actual market situation is that electric sel buses and they are not able to run on

23 hours, over 300 km every day) because of the

In 2012 DPMB took the opportunity to join the CIVITAS 2MOVE2 Project and introduce a the Civitas project, DPMB

tested 3 different types of electric minibuses in 2013 and one standard 12 m long electric bus during the night and


10 Testing methods and introductionBrno Public Transport Companyfuels. Electro-mobility is a new discipline century. DPMB technical experts attend many conferences and workshops innovations in public transport. If there issolution in public transport, DPMB is experience as possible.

10.1 Development of electro

The development of electric cars and electric buses is very fast size and extending capacity. Ooperated with overhead lines isnecessary (range per charge) and stations for private electric cars the city area.

The situation with electric buses is quite similar. length electric buses that are with standard diesel buses (usually any other organisational measures. of the electric buses that are available on the market fulfil all these requirements. They are smaller (electric minibuses and midibuses), have150 km), need special technical equipment (recharging points on their routes) extremely heavy because of large batteries to achieve

The first Czech manufacturer became interested in 21st century and started to develop its own electric buses. by the bus manufacturer SOR was presentedmanufacturers started to introduce their own product

10.2 Electric buses in Brno

The first electric bus in Brno wasLibchavy. In early 2011 DPMB received an offer manufacturer SOR. DPMB accepted the offer because it had buses before. The electric bus

After the tests and internal evaluation of the first electric busopportunities in order to implement measures connected a view to buying or renting new electric

DPMB participated in the CIVITAS ELAN projectend of the project in 2012 DPMB accepted CIVITAS project with the acronym 2MOVE2 in cooperation with(MMB). The measure (B5.02)


Testing methods and introductionBrno Public Transport Company has always been interested in alternative and ecologic

new discipline that came into focus at the beginning ofechnical experts attend many conferences and workshops

innovations in public transport. If there is a possibility to try or test a solution in public transport, DPMB is usually interested in gaining as much

electro -mobility in the Czech Republic

The development of electric cars and electric buses is very fast in terms of reducing battery and extending capacity. One of the main problems of electric vehicles

overhead lines is the small maximum distance possible before recharging is (range per charge) and the lack of infrastructure. Currently,

lectric cars are lacking and the use of electric cars is usually limited to

electric buses is quite similar. Public transport operators are able to operate the same line for the whole day as

(usually approximately 5 – 23 hours and around any other organisational measures. This type of bus is still to be developed, however

electric buses that are available on the market fulfil all these requirements. They are and midibuses), have a lower range per charge (usually about

150 km), need special technical equipment (recharging points on their routes) extremely heavy because of large batteries to achieve a longer range per charge.

he first Czech manufacturer became interested in electro-mobility in the first decade of the and started to develop its own electric buses. The first Czech electric bus made

bus manufacturer SOR was presented in 2010. In the following years other manufacturers started to introduce their own products on the electro-mobility

Electric buses in Brno

The first electric bus in Brno was the SOR EBN 10.5 type from the Czech manufacturer SOR Libchavy. In early 2011 DPMB received an offer to test a new electric bus from manufacturer SOR. DPMB accepted the offer because it had had no experience with electric buses before. The electric bus was operated in Brno in June 2011.

After the tests and internal evaluation of the first electric bus, DPMB started to monitor the opportunities in order to implement measures connected with electro-mobility

new electric buses.

DPMB participated in the CIVITAS ELAN project in the years from 2008 end of the project in 2012 DPMB accepted an offer to continue its involvement CIVITAS project with the acronym 2MOVE2 in cooperation with the Municipality(MMB). The measure (B5.02) was proposed with the main objective

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Testing methods and introduction interested in alternative and ecological

focus at the beginning of the 21st echnical experts attend many conferences and workshops on the

a new technology or as much information and

in the Czech Republic

in terms of reducing battery ne of the main problems of electric vehicles that can be

possible before recharging is Currently, public charging

of electric cars is usually limited to

ublic transport operators call for standard e whole day as is the case

around 300 km) without is still to be developed, however. None

electric buses that are available on the market fulfil all these requirements. They are lower range per charge (usually about

150 km), need special technical equipment (recharging points on their routes) or are longer range per charge.

n the first decade of the h electric bus made

. In the following years other mobility market.

Czech manufacturer SOR electric bus from the

experience with electric

DPMB started to monitor the mobility particularly with

2008 to 2012. After the its involvement in the

Municipality of Brno with the main objective to introduce three


electric minibuses into operation in the city centre of Brno. As the first step4 different types of electric buses

10.3 Testing methods and assessed aspects

All tested electric buses were borrowed from their manufacturers max. weeks). Electric buses weredepot. Only the Komín depot has the availability and capacity to charge the electric busesusing a 3x 400 V electric plug. The second reason is that trolleylicensed to drive group D standard buses) are more used to electric buses generally handle in a similar manner to

The following aspects of electr

Driveability and driver comfort

Because of the short periods drivers were selected to drivemanagers, technicians or people involved in decisiondriver’s licence.

On the first day, the bus manufacturer a test drive was completed. Duon standard lines or on special lines according todescribe their subjective evaluation of the bus in the testing diary. The main topics ofdriver’s evaluation were: manenergy back to the traction battery, mechanic brakes), the seat, heating, air-condition

Electric energy consumption

One of the most important factors ofenergy consumption was measured status) displayed in the vehicle and bythe bus during recharging.

At the beginning of testing, consumption of the bus from the actually measured data. The real consumption of electric energy in Brno was usually a little higher than the official manufacturer’s Brno.

Battery capacity and range per charge

Battery capacity and the range per charge are probably the most important factorcharge is also very closely linked with

The battery capacity is measured in kilowattthe bus will usually be able to electric bus has, the more space


electric minibuses into operation in the city centre of Brno. As the first stepdifferent types of electric buses within the CIVITAS measure in 2013 and 2014.

Testing methods and assessed aspects

All tested electric buses were borrowed from their manufacturers for only max. weeks). Electric buses were stationed at the Komín depot - a fully electrdepot. Only the Komín depot has the availability and capacity to charge the electric buses

V electric plug. The second reason is that trolley bus drivers (who must standard buses) are more used to driving electric vehicles

handle in a similar manner to trolley buses.

ollowing aspects of electric buses were assessed.

Driveability and driver comfort

Because of the short periods of electric bus operation by DPMB, only drivers were selected to drive the tested electric buses. These drivers weremanagers, technicians or people involved in decision-making in DPMB

the bus manufacturer conducted the driver training after the bus delivery and . During the following days, the electric bus was put into operation

on standard lines or on special lines according to the testing schedule. Drivers were asked to ive evaluation of the bus in the testing diary. The main topics of

manoeuvrability, acceleration, braking (electric with recuperation of traction battery, mechanic brakes), the comfort of theconditioning, positioning of controls etc.)

Electric energy consumption

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

DPMB always received information on the expected energy tion of the bus from the vehicle manufacturer which was then

measured data. The real consumption of electric energy in Brno was usually a little higher than the official manufacturer’s figures which was probably due to

Battery capacity and range per charge

Battery capacity and the range per charge are interconnected in electric busesprobably the most important factors to be assessed by transport operator

inked with the energy consumption of the bus.

The battery capacity is measured in kilowatt-hour (kWh). If the battery hasable to travel more kilometres, but the more battery capacity the

space it will take up at the expense of passenger capacity.

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electric minibuses into operation in the city centre of Brno. As the first step, DPMB tested within the CIVITAS measure in 2013 and 2014.

only a short time (days, fully electric trolley bus

depot. Only the Komín depot has the availability and capacity to charge the electric buses bus drivers (who must be

electric vehicles and

a few experienced hese drivers were mostly

making in DPMB and with a bus

driver training after the bus delivery and electric bus was put into operation

testing schedule. Drivers were asked to ive evaluation of the bus in the testing diary. The main topics of the

euvrability, acceleration, braking (electric with recuperation of the driver’s cabin and

electric bus is electric energy consumption. Electric observation of data (battery

amount of energy that was put into

the expected energy which was then compared with the

measured data. The real consumption of electric energy in Brno was usually a little due to the hilly terrain in

connected in electric buses and are transport operators. Range per

the battery has a large capacity, more kilometres, but the more battery capacity the

at the expense of passenger capacity.


Batteries are also very heavy andvehicle.

The objective of the transport operator is to have only during the night and can 300-400 km). This objective cannot currently be satisfied due to technical considerations and the necessity to find a balance between and price. Contemporary electric buses arecharged during the noon break or to be dependent on recharging technology on route or the terminal station.

The length of the bus and passenger capacit

The main consideration of a proportionate to passenger capacity. issue because traction batteries are very large and heavy and must the vehicle. Some passenger capacity may have to be sacrificed for

Recharging methods

The standard recharging system electric plug. Recharging stations are usuabuses into operation, the operator electric energy supply (if it has provided by the 3x 400 V plug is usually more expensive than standard 600 V or 750 V traction energy charged from overhead lines.

Several other ways of recharging electric buses special technical equipment to be installed

• Induction recharging stations

• Supercapacitor on a special portal that is connected to the electric bus and quickly recharges the battery

• Pantograph (from overhead lines

The most convenient way of recharging for operators recharging from the tram or trolleywas also tested in Brno and proved

The speed of recharging is also taken into account. Usually the speed of rechargingdepend on the type of battery and its chemical and electrical characteristics. In order to keep the battery in operation for as long as possibleduring the night and quickly during the day (on route or during the break between peak hours).

Comparison with trolley

The City of Brno has the largest trolleyhave very similar driveability as trolleyon the trolley bus lines for the were selected in the main to driveexperience in driving electric vehicles and


Batteries are also very heavy and exercise a large influence on the total weight of the

The objective of the transport operator is to have an electric bus that needs to can operate all the day on a standard line (approx.

cannot currently be satisfied due to technical considerations and the necessity to find a balance between passenger capacity, bus weight, and price. Contemporary electric buses are designed to be operated in peak hours and charged during the noon break or to be dependent on recharging technology on route or

ength of the bus and passenger capacit y

main consideration of a transport operator when buying a new vehicle is passenger capacity. When purchasing an electric bus, the battery is also an

because traction batteries are very large and heavy and must usuallySome passenger capacity may have to be sacrificed for large battery capacity.

Recharging methods

tandard recharging system for electric buses is the 3 x 400 V European standard electric plug. Recharging stations are usually installed in depots. On introducing electric buses into operation, the operator will usually have to negotiate the rates for

has not been used before). The traction energy from batteries 400 V plug is usually more expensive than standard 600 V or 750 V

traction energy charged from overhead lines.

ways of recharging electric buses are available on the marketto be installed on the electric bus route:

nduction recharging stations at the stops

special portal that is connected to the electric bus and quickly recharges the battery

Pantograph (from overhead lines at the terminal stations)

The most convenient way of recharging for operators of tram or trolleyrecharging from the tram or trolley bus overhead lines using the pantograph. This system

proved to be very useful.

also taken into account. Usually the speed of rechargingthe type of battery and its chemical and electrical characteristics. In order to keep

as long as possible, most types of batteries are charged slowly the night and quickly during the day (on route or during the break between peak

Comparison with trolley buses

has the largest trolley bus network in the Czech Republic. Ehave very similar driveability as trolley buses, so DPMB mostly put the tested electric buses

for the most meaningful comparison. In addition,to drive the tested electric buses because they have good

c vehicles and are in a position to evaluate the bus subjectively

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influence on the total weight of the

needs to be charged approx. 18 hours/day,

cannot currently be satisfied due to technical considerations and weight, battery capacity

to be operated in peak hours and charged during the noon break or to be dependent on recharging technology on route or at

new vehicle is its length When purchasing an electric bus, the battery is also an

usually be placed inside large battery capacity.

400 V European standard introducing electric

rates for the new type of used before). The traction energy from batteries

400 V plug is usually more expensive than standard 600 V or 750 V

are available on the market, which use

special portal that is connected to the electric bus at the stop

tram or trolley bus systems is bus overhead lines using the pantograph. This system

also taken into account. Usually the speed of recharging will the type of battery and its chemical and electrical characteristics. In order to keep

most types of batteries are charged slowly the night and quickly during the day (on route or during the break between peak

bus network in the Czech Republic. Electric buses tested electric buses

In addition, trolley bus drivers tested electric buses because they have good

are in a position to evaluate the bus subjectively.


11 Tested electric busesThe first electric bus (SOR EBN 10.5) was tested in Brno in June 2011 (CIVITAS project). As part of the CIVITAS 2MOVE2 measure B 5.02borrowed for testing in 2013 and 2014.

11.1 SOR EBN 10.5

SOR Libchavy spol. s.r.o. is atransformation of a state-owned company that was producing mostly agricultural equipment. The production of buses was one of the two largest bus manufacturers in the Czech Republic (with IVECO BUS

The SOR EBN 10.5 electric bus was tested in Brno from 20 June 2011 the first day DPMB organisedthe next 4 days the electric bus was put on standard trolleytangential trolley bus route), 32 (short flat route) and 37 (Kohoutovice housing development on the high hill) and tangential bus line 67.

The evaluation was very positive following the was very similar to standard trolley

The average electric energy consumption in Brno was about 0.9 kWh per km. Total battery capacity is 172 kWh, so the range per charge in Brno is about 152.3 used in standard mode max to

The length of the bus is 10.5 m and the bus can carry

Figure 18: SOR EBN 10.5 in service on the Line 37 in Brno


Tested electric buses The first electric bus (SOR EBN 10.5) was tested in Brno in June 2011 (

he CIVITAS 2MOVE2 measure B 5.02, four electriborrowed for testing in 2013 and 2014.

a Czech manufacturer founded in the early owned company that was producing mostly agricultural equipment.

initiated a few years after foundation and SOR Libchavy is bus manufacturers in the Czech Republic (with IVECO BUS

electric bus was tested in Brno from 20 June 2011 to ed a press conference and selected drivers were trained.

ext 4 days the electric bus was put on standard trolley bus lines 25 (the lonbus route), 32 (short flat route) and 37 (a route from the centre to the

Kohoutovice housing development on the high hill) and tangential bus line 67.

The evaluation was very positive following the first experience with the electricwas very similar to standard trolley buses and the passenger capacity was acceptable.

The average electric energy consumption in Brno was about 0.9 kWh per km. Total battery range per charge in Brno is about 152.3 km (

used in standard mode max to 80% of its capacity).

The length of the bus is 10.5 m and the bus can carry a maximum of some

SOR EBN 10.5 in service on the Line 37 in Brno - Kohoutovice

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The first electric bus (SOR EBN 10.5) was tested in Brno in June 2011 (not as part of the four electric buses were

early 1990s through the owned company that was producing mostly agricultural equipment.

a few years after foundation and SOR Libchavy is now bus manufacturers in the Czech Republic (with IVECO BUS – Karosa).

to 25 June 2011. On press conference and selected drivers were trained. During

bus lines 25 (the longest route from the centre to the

Kohoutovice housing development on the high hill) and tangential bus line 67.

electric bus. Driving buses and the passenger capacity was acceptable.

The average electric energy consumption in Brno was about 0.9 kWh per km. Total battery km (the battery can be

some 85 passengers.


11.2 AMZ CitySmile 10E

AMZ Kutno Sp. z.o.o. is a manufacturer founded in 1999. Its primary production range is military vehicles.

AMZ CitySmile 10E is a new 10 m long electric bus with a capacity of 85 passengers. The AMZ electric bus was in Brno from 12 July July 2013. Its test operation was quite specific because it had Polish registration and according to Czech

law a bus without Czech registration cannot carry passengers on standard public transport lines in the Czech Republic. This situation operated without passengers.

Test drivers drove the bus around almost on trolley bus lines. They stopppassengers.

The bus was shown to have good drivability and excellent electric brakacceleration when going uphill

The total battery capacity is 230 kWh. The average consumption in Brno was about 1.1 kWh per km, so the bus could run(usable battery capacity is about 80%).

11.3 IVECO SKD Stratos LE 30 E

SKD TRADE, a.s. is the company that was founded after the fall of the company world’s largest manufacturer of trams. The new company tookand a few years ago launched a new range

The electric minibus Stratos was in Brno between 1 August 2013 and 19 August 2013. After the press show it was put on standard trolleyof the minibus is 30 people (6also on a special tourist minibus sightseeing line.

The consumption of electric energy is very favourable about 0.5 kWh per km - and the maximal range per charge is about 150 km.

Drivers were generally satisfied withacceleration is very good and also praised the electric recuperation brake. The disadvantage was that the electric brake was controlled by the pedal was only for the mechanic brake). They also wrote thatlogical layout of controls, but there is not enough space forleg room. Some of the passenger


AMZ CitySmile 10E

Polish manufacturer founded in 1999. Its

is military

10E is a new 10 m capacity of

85 passengers. The AMZ electric bus was in Brno from 12 July to 22 July 2013. Its test operation was quite specific because it had Polish registration and according to Czech

bus without Czech gistration cannot carry

passengers on standard public transport lines in the Czech Republic. This situation meant that the electric bus

without passengers.

the bus around almost the entire public transport networkbus lines. They stopped at the stops to simulate real operation, but did not take

to have good drivability and excellent electric brakuphill.

battery capacity is 230 kWh. The average consumption in Brno was about 1.1 kWh per km, so the bus could run a maximum of about 170 km per charge without passengers (usable battery capacity is about 80%).

IVECO SKD Stratos LE 30 E

mpany that was founded after the fall of the company manufacturer of trams. The new company took over part of

launched a new range of minibuses and electric minibuses.

tos was in Brno between 1 August 2013 and 19 August 2013. After the press show it was put on standard trolley bus and minibus lines. The maximum capacity of the minibus is 30 people (6.9 m long bus) so it was tested mostly on minibus routes and

pecial tourist minibus sightseeing line.

The consumption of electric energy is very favourable – on account of theand the maximal range per charge is about 150 km.

satisfied with the tested minibus. They claimed that acceleration is very good and also praised the electric recuperation brake. The disadvantage was that the electric brake was controlled by a lever on the steering wheel (not

mechanic brake). They also wrote that the driver’s cabin haslayout of controls, but there is not enough space for the driver’s bag and

of the passenger seats were also inconveniently placed.

Figure 19: Electric bus AMZ during test drive

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the electric bus could only be

public transport network in Brno, mostly the stops to simulate real operation, but did not take on

to have good drivability and excellent electric braking, but poorer

battery capacity is 230 kWh. The average consumption in Brno was about 1.1 kWh about 170 km per charge without passengers

mpany that was founded after the fall of the company ČKD - the part of ČKD’s portfolio

of minibuses and electric minibuses.

tos was in Brno between 1 August 2013 and 19 August 2013. After bus and minibus lines. The maximum capacity so it was tested mostly on minibus routes and

on account of the light weight only and the maximal range per charge is about 150 km.

minibus. They claimed that the vehicle’s acceleration is very good and also praised the electric recuperation brake. The disadvantage

the steering wheel (not by a pedal – driver’s cabin has a

driver’s bag and insufficient

Electric bus AMZ during test drive


The SKD Stratos electric bus was is the passenger capacity of only 30 passengersBrno.

Figure 20: Electric minibus SKD

11.4 Siemens Rampini Alé EL

The Siemens Rampini Alé EL manufacturer Rampini and Siemens who made the electric partRampini electric bus has a pantograph located on the busbus is able to run a maximumeasily charged from the tram or trolleybus overhead lines (600 terminal stations. The bus can

The first Siemens Rampini bus was lent to Brno in September 2013 for if the electric bus is able to travel The first bus had no pantograph and was lent directly by the Rampini manufacturer. The bus came to Brno for real operationCompany that operates 12 registration, but DPMB quickly registered the ecould be operated on standard lines with passengers

The Siemens Rampini electric bus International Engineering Fair onelectro-mobility in Brno. Passengers could reservoir and change to an electric boat for a short cruise and then go back toelectric bus.


electric bus was given quite a positive evaluation. Its biggest disadvantage only 30 passengers which is insufficient even for minibus lines in

Electric minibus SKD

Rampini Alé EL

The Siemens Rampini Alé EL electric bus is the product of two companies: Italian bus manufacturer Rampini and Siemens who made the electric parts of the bus. The Siemens

special recharging method – it can be chargebus roof. The capacity of the battery is quite low and the electric

maximum of 60 km per one charge. However, the bus is deeasily charged from the tram or trolleybus overhead lines (600 – 750 V)

. The bus can also be charged using a standard 3x 400 V plug.

The first Siemens Rampini bus was lent to Brno in September 2013 for just travel up the hill to Špilberk castle and to test other parameters.

pantograph and was lent directly by the Rampini manufacturer. The bus for real operation on 2 October and was lent by Vienna Public Transport

Siemens Rampini electric minibuses. The bus had Austrian registration, but DPMB quickly registered the electric bus in the Czech Republic so

on standard lines with passengers too.

The Siemens Rampini electric bus was operated in Brno for one week during the International Engineering Fair on a special “E” line that was established to demonstrate

assengers could travel from the centre (Mendlovo námelectric boat for a short cruise and then go back to

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. Its biggest disadvantage even for minibus lines in

is the product of two companies: Italian bus of the bus. The Siemens

it can be charged via a tram roof. The capacity of the battery is quite low and the electric

, the bus is designed to be 750 V) during breaks at

standard 3x 400 V plug.

just one day to check up the hill to Špilberk castle and to test other parameters.

pantograph and was lent directly by the Rampini manufacturer. The bus nt by Vienna Public Transport

electric minibuses. The bus had Austrian bus in the Czech Republic so that it

operated in Brno for one week during the that was established to demonstrate

from the centre (Mendlovo náměstí) to Brno electric boat for a short cruise and then go back to the centre by


The “E” line ran once an hour. recharged from the trolley bus overhead lines on Mendbattery capacity of the Siemens Rampini bus is 96 kWh and the average consumption in Brno was 1.31 kWh per km so the bus can run about 60 km per charge. The big advantage is that it can be easily charged Siemens Rampini bus is able to operate all day without the limit of range per charge.

Figure 21 Siemens Rampini during recharging using tram pantog raph

The capacity of the fully air-conditioned eDrivers were very satisfied with had good dynamics while accelerating was very efficient too.


hour. The electric bus operated for 45 minutes and bus overhead lines on Mendlovo náměstí for 15 minutes. The

Siemens Rampini bus is 96 kWh and the average consumption in Brno was 1.31 kWh per km so the bus can run about 60 km per charge. The big advantage is

can be easily charged at terminal stations using the existing infrastructure so the Siemens Rampini bus is able to operate all day without the limit of range per charge.

Siemens Rampini during recharging using tram pantog raph

conditioned electric bus is 46 passengers and Drivers were very satisfied with the driving properties of the “Rampini” electric bus. The bus had good dynamics while accelerating at lower speeds. The electric brake with recuperation

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lectric bus operated for 45 minutes and was then ěstí for 15 minutes. The

Siemens Rampini bus is 96 kWh and the average consumption in Brno was 1.31 kWh per km so the bus can run about 60 km per charge. The big advantage is

the existing infrastructure so the Siemens Rampini bus is able to operate all day without the limit of range per charge.

bus is 46 passengers and it is 7.7 m long. the “Rampini” electric bus. The bus

lower speeds. The electric brake with recuperation


11.5 Škoda Perun

The Škoda 26 BB HE PERUN is company Škoda Electric. The manufacturer of the mechanical part (body) ismanufacturer SOLARIS.

Škoda Perun was operated intechnical fair Ampér. For the first 4 days it was operated as in the exhibition grounds area.

The tested electric bus was charged Driving the Perun electric bus was very similar towere mostly satisfied with theabout the dashboard whichconvenient). The recuperation while braking was was recorded during the descent from Kohoutovice hill on line 37

Figure 22: Škoda Perun

The electric bus had very favourable consumption the battery is 222.2 kWh; the bus in Brno would be able to The bus can carry a maximum


Škoda 26 BB HE PERUN is a standard 12 m long electric bus made bycompany Škoda Electric. The manufacturer of the mechanical part (body) is

Škoda Perun was operated in Brno from 17 March 2014 to 27 March 2014 during the electrohe first 4 days it was operated as a shuttle bus for visitors

in the exhibition grounds area. After this it was operated on trolley bus lines 32 and 37.

ested electric bus was charged using a 3x 400 V plug in the Komínelectric bus was very similar to a standard 12 m long trolley

the acceleration and brakes of the vehicle, but thewhich was controlled only by touch screen (not intuitive and

he recuperation while braking was also not very efficient (no battery recharging descent from Kohoutovice hill on line 37 – 184 m of height).

The electric bus had very favourable consumption – 1.26 kWh per km. The total capacity of the bus in Brno would be able to travel about 140 km per charge.

maximum of 82 passengers.

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standard 12 m long electric bus made by the Czech company Škoda Electric. The manufacturer of the mechanical part (body) is the Polish bus

Brno from 17 March 2014 to 27 March 2014 during the electro-shuttle bus for visitors to Ampér

bus lines 32 and 37.

the Komín trolley bus depot. standard 12 m long trolley bus. Drivers

acceleration and brakes of the vehicle, but they complained was controlled only by touch screen (not intuitive and

no battery recharging 184 m of height).

1.26 kWh per km. The total capacity of about 140 km per charge.


12 Results The basic parameters of the tested electric buses are

Table 17 Basic parameters

Type of electric

bus

Length

SOR EBN 10.5 10.5 m

AMZ CitySmile 10E 10 m

SKD Stratos LE 30 E 6.9 m

Siemens Rampini 7.7 m

Škoda Perun 12 m

The test operation of 5 electric buses knowledge in the field of electrSiemens Rampini because ofimplemented anywhere with trolleytrolley bus overhead lines, takes off the pantograph and cminutes through the quick recharging systemelectric bus can be operated all day on the line and the depot during the day. Brno Public Transport Company hasnetwork so there would be widespread

Other electric buses also received a very positive asthat electric buses have similar driveability to trolleytested electric bus with standard bus length withwas that the batteries in the intelectric buses had similar parameters and manoeuvrability and convenience for narrow streets, but its passenger capacity is too low.

According to the results of thetender (March 2015) for 3 electric minibuses with the support of the CIVITAS 2MOVE2 project. The main technical conditions werebus pantograph from trolley bus overhead lines or adapted tram overhead lines. The request


tested electric buses are shown in the following table.

Passenger

capacity

Range

per

charge

Average

consumption

Remarks

85 152 km 0.9 kWh/km Energy of the battery

for traction

heating

85 170 km 1.1 kWh/km Operated without

passengers

30 150 km 0.5 kWh/km Energy of the

for traction

heating

46 60 km 1.3 kWh/km continuous

(pantograph),

sometimes used

heating

82 140 km 1.3 kWh/km

The test operation of 5 electric buses provided a great deal of new knowledge in the field of electro-mobility. The most convenient electric bus for Brno isSiemens Rampini because of the recharging system via the tram pantograph

with trolley bus overhead lines. The bus simply stops under the bus overhead lines, takes off the pantograph and can be fully recharged in 15

through the quick recharging system. Using the continuous recharging systemelectric bus can be operated all day on the line and there is no need to recharge the bus in the depot during the day. Brno Public Transport Company has a large tram and trolley

re would be widespread use of an electric bus of this type.

also received a very positive assessment. The test operation showed that electric buses have similar driveability to trolley buses. The Škoda Perun was the first tested electric bus with standard bus length with a large battery capacity. The disadvantage

batteries in the interior took the space of at least 5 passengers. SOR and AMZhad similar parameters and the SKD minibus showed very good

and convenience for narrow streets, but its passenger capacity is too low.

the test operation, Brno Public Transport Companytender (March 2015) for 3 electric minibuses with the support of the CIVITAS 2MOVE2 project. The main technical conditions were continuous recharging realised by tram or trolley

bus overhead lines or adapted tram overhead lines. The request

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in the following table.

Remarks

Energy of the battery

for traction only, diesel

heating

Operated without

passengers

Energy of the battery

for traction only, diesel

heating

continuous recharging

(pantograph),

sometimes used

heating

of new experience and mobility. The most convenient electric bus for Brno is the

tram pantograph which can be simply stops under the

be fully recharged in 15 – 20 recharging system, the

there is no need to recharge the bus in large tram and trolley bus

. The test operation showed Škoda Perun was the first

large battery capacity. The disadvantage 5 passengers. SOR and AMZ

showed very good and convenience for narrow streets, but its passenger capacity is too low.

Brno Public Transport Company opened the tender (March 2015) for 3 electric minibuses with the support of the CIVITAS 2MOVE2

ed by tram or trolley bus overhead lines or adapted tram overhead lines. The request


in the tender was 45 minutes of operation, 15 minutes of quick recharging, long recharging during the night, a length of 8.5

The tender came to an end on 15 June. No bid was submitted so DPMB had to cancel the tender.


in the tender was 45 minutes of operation, 15 minutes of quick recharging, long recharging 8.5 – 10.5 metres, and a capacity of at least 30 passengers.

on 15 June. No bid was submitted so DPMB had to cancel the

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in the tender was 45 minutes of operation, 15 minutes of quick recharging, long recharging at least 30 passengers.

on 15 June. No bid was submitted so DPMB had to cancel the

analysis and possibilities of e-minibus operation and test

Documents