Gdynia Final Use Case Report

Transcription

1 Gdynia Final Use Case Report A.8: Opportunity (re)charging of ebuses connecting Tri-city agglomeration based on trolleybus infrastructure A.9: Replacing of diesel bus lines by extending trolleybus network with trolley-hybrids B.3: Optimised braking energy recovery in trolleybus network Deliverable Authors Status Document s privacy Reviewed by 2.16 Mikolaj Bartlomiejczyk, PKT, Aleksander Jagiello, University of Gdansk, Marcin Wolek, University of Gdansk, Marta Woronowicz, PKT, Olgierd Wyszomirski, University of Gdansk F Public Yannick Bousse, UITP Wolfgang Backhaus, Rupprecht 1

2 SUMMARY SHEET Programme Horizon 2020 Contract N Project Title Acronym Coordinator Web-site Electrification of public transport in cities ELIPTIC Free Hanseatic City Of Bremen Starting date 1 June 2015 Number of months 36 months Deliverable N Deliverable Title Milestones Gdynia Final Use Case Report N/a Version 1.0 Date of issue 15/06/2018 Distribution Dissemination level External Public Abstract A.8: Opportunity (re)charging of ebuses connecting Tri-city agglomeration based on trolleybus infrastructure. Predominant objective of the A.8 use case Deliverable delivered by PKT and UG is to explore the possibilities of further public transport electrification in the cities of Gdynia and Sopot basing on the concept of charging e-vehicles from the existing trolleybus infrastructure (without the necessity of building new wired infrastructure). The e-vehicles analysed are the battery trolley hybrids and e-buses charged in motion from the trolley grid, used in a similar way for creating new off line e- transport lines. What is also being examined are the external e-vehicles charging points options (which in the future could also be used by individual transport users). A.9: Replacing of diesel bus lines by extending trolleybus network with trolley-hybrids Predominant objective of the A.9 use case Deliverable delivered by PKT and UG is to explore the possibilities of further public transport electrification in the cities of Gdynia and Sopot basing on the concept of replacing current diesel bus lines with battery trolley hybrids or e-buses, both charged in motion from a trolleybus infrastructure and going off line to cover former diesel bus routes. B.3: Optimised braking energy recovery in trolleybus network Predominant objective of the B.3 use case Deliverable delivered by PKT and UG is to explore the benefits resulting from the installation of a dual power supply system in two places on the trolleybus network, namely increased braking energy recovery, thus reducing the overall energy consumption, as well as levelling off voltage drops and stabilizing the network. 2

3 Keywords Critical risks A.8: in motion charging of e-vehicles from existing infrastructure, charging points, battery trolley hybrids, e-buses, further electrification of public transport basing on existing infrastructure. A.9: battery trolley hybrids, e-buses, further electrification of public transport basing on existing infrastructure, replacing diesel buses by e- vehicles, in motion charging of e-vehicles from existing infrastructure B.3: dual power supply, increased braking energy recovery, levelling voltage drops, stabilization of the trolleybus network, grid upgrade Political risks of changes on local/regional level, political changes leading to decreased independence of self-governance regarding implementation of electrification strategy. Potential resistance of municipal and private operators currently using diesel buses on selected lines. This report is subject to a disclaimer and copyright. This report has been carried out under a contract awarded by the European Commission, contract number: The content of this publication is the sole responsibility of ELIPTIC. 3

4 Document change log Pillar A Version Date Main area of changes Organnisation Comments /01/2018 Entire document University of Gdansk A /02/2018 Entire document University of Gdansk A /05/2018 Final review Rupprecht A8/A9 Document change log Pillar B Version Date Main area of changes Organnisation Comments /01/2018 First full draft PKT GDYNIA /05/2018 Final review Rupprecht Partner Contribution Pillar A Company Name Description of the partner contribution University of Gdansk Marcin Wołek PKT GDYNIA Marta Woronowicz Compilation of report Partner Contribution Pillar B Company Name Description of the partner contribution PKT GDYNIA Marta Woronowicz Compilation of report 4

5 Table of Contents SUMMARY SHEET... 2 Document change log Pillar A... 4 Document change log Pillar B... 4 Partner Contribution Pillar A... 4 Partner Contribution Pillar B... 4 Table of Figures... 6 List of Tables Executive summary... 8 A.8: Opportunity (re)charging of ebuses connecting Tri-city agglomeration based on trolleybus infrastructure... 8 A.9: Replacing of diesel bus lines by extending trolleybus network with trolley-hybrids... 8 B.3: Optimised braking energy recovery in trolleybus network Introduction Use Case Overview B.3: Optimised braking energy recovery in trolleybus network Methodology A.8: Opportunity (re)charging of ebuses connecting Tri-city agglomeration based on trolleybus infrastructure A.9: Replacing of diesel bus lines by extending trolleybus network with trolley-hybrids B.3: Optimized braking energy recovery in trolleybus network Main evaluation results A.8. Opportunity of (re)charging of ebuses connecting Tri city agglomeration based on trolleybus infrastructure A.9: Replacing of diesel bus lines by extending trolleybus network with trolley-hybrids ) Methodology of measurement ) Results of charging and discharging analysis ) Setting critical parameters for IMC system B.3: Optimized braking energy recovery in trolleybus network ) Analysis of main indicators ) Statistical analysis Follow-up after the Use Case A.8: Opportunity (re)charging of ebuses connecting Tri-city agglomeration based on trolleybus infrastructure A.9 Replacing of diesel bus lines by extending trolleybus network with trolley-hybrids B.3: Optimised braking energy recovery in trolleybus network Conclusions A.8: Opportunity (re)charging of ebuses connecting Tri-city agglomeration based on trolleybus infrastructure A.9: Replacing of diesel bus lines by extending trolleybus network with trolley-hybrids

6 B.3: Optimised braking energy recovery in trolleybus network Bibliography Table of Figures Figure 1: Modal split on the basis of journeys carried out by the inhabitants of Gdynia on the day prior to research in Figure 2: Supply of trolleybus transport in Gdynia and Sopot between 1995 and 2015 [thous. of vehiclekms] Figure 3: Share of trolleybuses in public transport by districts of Gdynia Figure 4: Supply of trolleybus tranport by particular lines in Gdynia in 2015 [in vehicle-kms] Figure 5: Extension of trolleybus line 29 in Gdynia Fikakowo district Figure 6: Spatial layout of trolleybus line 29 in Gdynia [red colour is the extension without catenary] Figure 7: Methodology process for selecting lines for replacing buses with trolleybuses Figure 8: Spatial layout of diesel bus lines selected for MCA in A.9 use case for Gdynia Figure 9: Spatial layout of current bus line 181 between Sopot and Gdynia Figure 10: Energy consumption according to external temperature Figure 11: An exemplary registration of driving on batteries on line Figure 12: A depression of total energy consumption while driving on batteries in dependence of weather conditions (red) and level of power consumption excluding standstill time on loop (green) Figure 13: A depression of power consumption while standstill on the bus station.. 29 Figure 14: Histogram of discharge battery level during low and high temperatures. 30 Figure 15: Solaris Trollino of PKT Gdynia sp. zo.o. during test drive from Gdynia to Sopot, section without catenary in Sopot Figure 16: Solaris Trollino of PKT Gdynia sp. zo.o. during initial phase of test drive from Gdynia to Sopot, section with catenary in Sopot Figure 17: Battery level and speed on the section of Sopot Reja Gdynia Kacze Buki (normal trolleybus) Figure 18: Battery level and speed on the section of Sopot Reja Gdynia Kacze Buki (articulated trolleybus) Figure 19: Battery level and the distance on section Sopot Gdynia Kacze Buki (normal trolleybus) Figure 20: Battery level and the distance on section Sopot Gdynia Kacze Buki (articulated trolleybus) Figure 21: Battery level and speed on the section of Gdynia Kacze Buki - Sopot Reja (normal trolleybus) Figure 22: Battery level and speed on the section of Gdynia Kacze Buki - Sopot Reja (articulated trolleybus)

7 Figure 23: Battery level and the distance on section Gdynia Kacze Buki - Sopot (normal trolleybus) Figure 24: Battery level and the distance on section Gdynia Kacze Buki - Sopot (articulated trolleybus) Figure 25: Dependence between the length of autonomous drive and battery discharging resulting from it Figure 26: Dependence between the degree of battery discharging and the time required for charging batteries from the catenary Figure 27: Dependence between the degree of traction battery recharging and the distance required for battery recharging Figure 28: Minimum catenary coverage for various operational conditions and charging conditions List of Tables Table 1: Trolleybus transport in strategic documents of Gdynia between 1998 and Table 2: Factors taken into account in MCA in A.9 use case for Gdynia Table 3: Values of criteria according to particular diesel bus line pre-selected for replacement Table 4: Independent energy consumption indicators (during independent driving on line 29) Table 5: KPIs Table 6: Energy consumption during test drive in May 2017, section Sopot Reja Gdynia Kacze Buki Table 7: Energy consumption during test drive in May 2017, section Gdynia Kacze Buki - Sopot Reja

8 1. Executive summary A.8: Opportunity (re)charging of ebuses connecting Tri-city agglomeration based on trolleybus infrastructure Predominant objective of the A.8 use case Deliverable delivered by PKT and UG is to explore the possibilities of further public transport electrification in Tricity agglomeration basing on the concept of charging e-vehicles from the existing trolleybus infrastructure (without the necessity of building new costly wired infrastructure, which at the moment oscillates at the cost on EUR per 1 km). The e-vehicles analysed to cover off line courses are the battery trolley hybrids and e-buses charged in motion from the trolley grid, both used in a similar way with the aim of creating new off line electric transport lines. What is also being examined are the external e- vehicles charging points options (which in the future could also be multimodal and used by individual transport users). A.9: Replacing of diesel bus lines by extending trolleybus network with trolley-hybrids Predominant objective of the A.9 use case Deliverable delivered by PKT sp. z o.o. (PKT) and University of Gdansk (UG) is to explore the possibilities of further public transport electrification in Tricity basing on the concept of replacing current diesel bus lines with battery trolley hybrids or e-buses, both charged in motion from a trolleybus infrastructure and going off catenary to cover former diesel bus routes. Number of hybrid-trolleybuses in PKT is increasing steadily since First deliveries included hybrid-trolleys with Ni-Cd battery that enabled to run maximum of 5 km without catenary. But that type of battery was not sufficient for daily, regular service in hilly terrain and in different weather conditions. In the CIVITAS DYN@MO project ( ) new battery sets were tested (Li-Ion), and the test turned into regular operations, bringing the first trolleybus line operating on a ca. 2 km section without catenary (2015). Positive results encouraged ZKM (public transport authority), PKT sp. z o.o. (municipal trolleybus operator) and the City to investigate potential of hybrid trolleybuses thoroughly. B.3: Optimised braking energy recovery in trolleybus network Predominant objective of the B.3 use case Deliverable delivered by PKT and UG is to explore the benefits resulting from the installation of a dual power supply system in two places on the trolleybus network, implemented with the aim of improving the energy efficiency in the trolleybus network. At the moment, dual power supply system is placed in two sections on the network linking 4 pairs of substations: between the two substations in Sopot, and between substations Dworzec and Grabówek. The benefits of installing a dual power supply encompass increased braking energy recovery, and thus the reduction of the overall energy consumption, as well as levelling off voltage drops and stabilizing the network. The system has also got measuring and data registering capability, which is frequently used for the grid operation analysis and management. Installation of dual power supply systems is one of the possible ways to reduce the energy 8

9 consumption in the trolleybus network. Regenerative braking energy is generated by the trolleybuses during the process of braking. In regular operation, some little share of this energy is reused by the same vehicle s auxiliaries and the rest is sent back to the overhead line to power other trolleybuses. The effective distribution of this latter share depends on the traffic conditions (the more vehicles in the vicinity to use the regenerative energy the better) and characteristics of the network (obviously there is more recuperated energy in the area where there is more need for braking, for example in the hilly terrain). However, the remaining energy, i.e. the part that could not be re-used (it has neither been powered the auxiliaries of the vehicle which produced this energy, nor has it been used by other vehicles) is dissipated in the trolleybus braking resistor in the form of heat. Thus, it is irreversibly lost. Dual power supply is one of the means how to optimize braking energy recovery, as it levels off voltage drops on the network and makes the energy flow more stable, and so recovery is enhanced. Not all sections of the trolleybus network are equally predisposed for the dual power supply software installation. The detailed study conducted in Gdynia trolleybus network has shown hereafter where dual power supply is more beneficial to be installed. 9

10 2. Introduction The overall aim of ELIPTIC was to develop new concepts and business cases to optimise existing electric infrastructure and rolling stock use, saving both money and energy. ELIPTIC advocates electrification of the public transport sector and helps to develop political support for the electrification of public transport across Europe. ELIPTIC looks at three thematic pillars: Pillar A: Safe integration of ebuses into existing electric PT infrastructure through (re)charging ebuses en route, upgrading trolleybus networks with battery buses or trolley-hybrids and automatic wiring/de-wiring technology; Pillar B: Upgrading and/or regenerating electric public transport systems (flywheel, reversible substations); Pillar C: Multi-purpose use of electric public transport infrastructure: safe (re)charging of non-public transport vehicles (pedelecs, electric cars/ taxis, utility trucks). With a strong focus on end users, ELIPTIC analysed 20 use cases within the three thematic pillars. The project supported the Europe-wide uptake and exploitation of results by developing strategies and guidelines, decision making support tools (e.g. option generator) and policy recommendations for implementation schemes for upgrading and/or regenerating electric public transport systems. Partners and other cities have benefited from ELIPTIC's stakeholder involvement and user forum approach. ELIPTIC addresses the challenge of transforming the use of conventionally fuelled vehicles in urban areas by focusing on increasing the capacity of electric public transport, reducing the need for individual travel in urban areas and by expanding electric intermodal options (e.g. linking e-cars charging to tram infrastructure) for long-distance commuters. The project strengthens the role of electric public transport, leading to both a significant reduction in fossil fuel consumption and to an improvement in air quality through reduced local emissions. 10

11 3. Use Case Overview There are inhabitants in the city of Gdynia. The length of public roads equals 395,5km, while the length of public transport routes is 244,4 km. Gdynia s public transport strategy follows the Swedish model of public transport market organisation with regulated competition and independent public transport authority ZKM Gdynia. There are two municipal bus operators (PKA and PKM), one municipal trolleybus operator (PKT Gdynia) and five other bus operators, which have ca. 20% share in public transport market. by bicycle; 1.61% to other means of transport; 0.43% on foot (more than 500 m); 10.93% by bus; 21.84% by car as a passenger; 6.04% by trolleybus; 9.38% by car as a driver; 45.50% by urban rail; 4.27% Figure 1: Modal split on the basis of journeys carried out by the inhabitants of Gdynia on the day prior to research in Source: K. Hebel, M. Wolek: The Perception of Modes of Public Transport Compared to the Travel Behaviour of Urban Inhabitants in the Light of Market Research. Scientific Journal of Silesian University of Technology. Series Transport. 2016, 90, ISSN: DOI: /sjsutst Data collected by public transport authority (2015) shows that the majority of journeys, some 45,5%, made by respondents were carried out by car of which they themselves were the drivers. Research conducted by ZKM Gdynia (Gdynia s Public Authority) has showed that the share of households having at least one car increased from 56% in 2004 to 75% in The bus proved to be the mode of public transportation chosen most often (in 1/5 of the cases). The share of trolleybuses amounted to 1/10 of all journeys, and was similar to that of pedestrian journeys. The share of travel by bike amounted to only 1.6% of all journeys, although it is steadily increasing (Figure 1). It should also be pointed out that trolleybus services operate mostly within the city centre on the two main transport corridors of the city. The range of operations is also similarly restricted in the case of the urban rail (its destinations being Gdansk and Wejherowo), whilst the bus network is much more developed. 11

12 Trolleybuses are well embedded in the variety of strategic documents in Gdynia (Tab. 1). They were always seen as an ecological mode of transport, also important by their uniqueness for the city image. Since 2016 (thanks to ELIPTIC project) they are regarded as a potential replacement for particular diesel bus lines. Document Year Status Selected citations Transport Policy of Gdynia City Strategy of Gdynia Development Integrated Plan for Public Transport Development in Gdynia General Spatial Master Plan Plan of Sustainable Public Transport in Gdynia Covenant of Mayors Update of Plan of Sustainable Development of Public Transport for Gdynia and Other Communes City Council Act 2003 City Council Act 2004 City Council Act 2008 City Council Act 2009 internal, elaborated within BUSTRIP project 2011 City Council Act 2016 City Council Act To increase quality of public transport it is planned to: continue the process of upgrading bus and trolleybus rolling stock, also to decrease negative environmental impact. continue upgrading of catenary; provide proper standard for PRM persons. Development of trolleybus transport as environmentally friendly and co-creating unique city image. Development of trolleybus transport as environmentally friendly and co-creating unique city image via extending trolleybus network and building new trolleybus depot. Further upgrading of rolling stock. Introduction of new trolleybus lines into newly developed urban areas. Development of traffic management system for bus and trolleybus priority. Development of trolleybus network. Development of sustainable and integrated urban transport system to create possibilities to travel in safe, friendly and healthy environment. Direction 4: Development of clean and friendly means of transport. Development and execution of actions focused on sustainable energy policy. The change of the role of trolleybus in Gdynia's public transport service would allow for the reconstruction of the bus route system, by limiting the number of direct bus connections. 12

13 Sustainable Urban Mobility Plan 2016 City Council Act Development of competitive public transport. Increase of share of low-emission vehicles. Strategy of Gdynia Development: Gdynia City Council Act Further development of pro-ecological public transport. Table 1: Trolleybus transport in strategic documents of Gdynia between 1998 and 2017 Source: self-study based on documents of Gdynia City Council Supply of trolleybus transport in Gdynia and Sopot is stable within last years (Figure 2). The only trolleybus operator, a municipally owned PKT Gdynia sp. z o.o. steadily develops quality of services focusing on modern rolling stock, increased energy efficiency and promotion of clean public transport. Figure 2: Supply of trolleybus transport in Gdynia and Sopot between 1995 and 2015 [thous. of vehiclekms] Source: self-study based on data of ZKM Gdynia and PKT Gdynia sp. z o.o. 13

14 Figure 3: Share of trolleybuses in public transport by districts of Gdynia Source: Plan of Sustainable Public Transport Development for Gdynia and other Communes for the years , p. 87 Only part of the city is being serviced by trolleybus transport. The whole northern part of Gdynia is not connected to trolleybus services. The trolleybus transport serves main transport corridors, providing high density of services in central districts of city (Figure 3). The most important trolleybus lines are 27, 23, 24 and 26 which in sum covers 55% of trolleybus transport supply in Gdynia. Small share of supply is typical for lines 20 and 29 (Figure 4). 14

15 Figure 4: Supply of trolleybus tranport by particular lines in Gdynia in 2015 [in vehiclekms] Source: self-study based on data of ZKM Gdynia and PKT Gdynia sp. z o.o. B.3: Optimised braking energy recovery in trolleybus network The trolleybus system in Gdynia has measuring and data registering capability, which is frequently used for the grid operation analysis and management. Installation of dual power supply systems is one of the possible ways to ways to reduce the energy consumption in the trolleybus network. Braking energy is generated by the trolleybuses during the process of braking. In regular operation, some little share of this energy is reused by the same vehicle auxiliaries and the rest is sent back to the overhead line to power other trolleybuses. The effective distribution of this latter share depends on the traffic conditions (the more vehicles in the vicinity to use the regenerative energy the better) and characteristics of the network (obviously there is more recuperated energy in the area where there is more need for braking, for example in the hilly terrain). However, the remaining energy, i.e. the part that could not be re-used (it has neither been powered the auxiliaries of the vehicle which produced this energy, nor has it been used by other vehicles) is dissipated in the trolleybus braking resistor in the form of heat. Thus, it is irreversibly lost. Dual power supply is one of the means how to optimize braking energy recovery, as it levels off voltage drops on the network and makes the energy flow more stable. What is more, an upgrade of the existing grid thanks to the installation of a dual power supply was a prerequirement before implementing multimodal charging points for e-cars linked to the trolleybus network, which are being planned in the near future, according to the national electromobility law, which has just recently been passed, obliging cities to procure a certain amount of charging points per citizen. 15

16 4. Methodology A.8: Opportunity (re)charging of ebuses connecting Tri-city agglomeration based on trolleybus infrastructure The use case has been based on the results of the extension of the line 29 to Gdynia district of Fikakowo (Figure 5). Figure 5: Extension of trolleybus line 29 in Gdynia Fikakowo district Picture by Marcin Wolek, December 2016 The line started operation in December An extension of the line 29 is of 5 km length (Figure 6). There was also built a loop in the district of Fikakowo where the trolleybus returns to the city where there was placed a first external charging point for trolley battery hybrids. This is a slow mode of charging from a 3 phase socket. The main task of the extension was to analyse the energy consumption in order to define the most critical technical parameters important in hybrid trolleys operation and necessary for further extensions. The data gathered is extremely valuable for the topography of further extensions plans. Analysis was carried out on the basis of registrations from vehicles of the operator PKT Gdynia, which service the extended route. Solaris Trollino Medcom trolleybuses are equipped with on-board data recorders that allow recording of motion-electric parameters and GPS position. This in turn facilitates the analysis of the autonomous (off line) driving parameters and the course of the charging process. 16

17 Figure 6: Spatial layout of trolleybus line 29 in Gdynia [red colour is the extension without catenary] Source: self-study based on data collected from ZKM Gdynia and Google maps A.9: Replacing of diesel bus lines by extending trolleybus network with trolley-hybrids The main goal of analysis was to set the requirements for charging trolley hybrid trolleybuses from trolleybus catenary allowing for replacing diesel buses with battery trolley hybrids. The analysis was carried out on the basis of registrations from vehicles of the operator PKT Gdynia. There are numerous situations in Gdynia public transport system that battery trolleybuses often function on bus routes, using for charging purposes the overhead contact line which covers the common sections of the routes of both vehicles. Such situation happened on the largest scale from 29th June to the 1st July 2016 when, in connection with the organization of the great event, namely Open'er Music Festival, there was a considerable shortage of vehicles in 17

18 diesel bus transport, and in order to remedy the challenge trolleybuses equipped with highcapacity lithium-ion batteries were servicing some bus routes in Gdynia and Sopot, for example routes S, 159 and 172. Using their auxiliary drive, the vehicles were able to cover long sections of the routes, sometimes as much as 29 km. This allowed for creating a measurement database concerning the operation of battery trolleybuses with considerable use of auxiliary drive and applying this data as guidelines when dimensioning the public transport routes based on the IMC. The registered data from three of the newest trolleybuses type Solaris Trollino 12 MEDCOM, belonging to the stock of PKT Gdynia, have been successfully used for a thorough analysis. The values for the catenary and battery operational modes, as well as the values of energy consumption for traction purposes and the total energy consumption value have been set on the basis of the acquired data. What has also been established was the energy consumption for the catenary supply with fast battery charging switched on. The measurements were collected by GPS logger devices installed in trolleybus vehicles. The research methodology process presents Figure 7. The selection of criteria was conducted by different stakeholders asked by the University of Gdansk. Representatives of academia, operators, public transport authorities and consultancy companies were asked to weight 6 components covering spatial, economic, technical and exploitation issues of operations. Using Multicriteria Analysis, only few bus lines for potential replacement were selected. 18

19 Figure 7: Methodology process for selecting lines for replacing buses with trolleybuses The challenge was to develop set of diversified criteria to include complexity of relations between the city structure and public transportation. Each of the criteria was described by indicator making Multicriteria Analysis more quantitative. Data were collected from PKT sp. z o.o. (the trolleybus operator in Gdynia and in Sopot) and from ZKM Gdynia (public transport operator). Table 2: Factors taken into account in MCA in A.9 use case for Gdynia Criterion Coverage of the bus route with traction network Description length of catenary on given bus route / total length of the route 19

20 Servicing densely settled areas Intensively of exploitation length of the route in dense areas / total length of the route vehicle km s / length of the route Spatial availability of the line number of stops / route length Weekly supply variation supply of the given bus line on Sunday / supply of the given bus line on working days Rolling stock utility stops [hours] / total number of vehicle-hours per vehicle per working day Source: own study based on opinions of stakeholders Set of criteria was used to compare pre-selected diesel bus lines in Gdynia, namely 114, 172, 180 and 181 (Table 3). Table 3: Values of criteria according to particular diesel bus line pre-selected for replacement Criterion Criterion Weight Coverage of the bus route with traction network 0,36 0,39 0,66 0,63 0,20 0,07 0,08 0,13 0,12 Servicing densely settled areas 0,62 0,78 0,70 0,75 0,21 0,13 0,16 0,15 0,16 Intensivity of exploitation 0,51 0,38 0,37 1,00 0,17 0,09 0,07 0,06 0,17 Spatial availability of the line 0,96 0,69 0,68 0,60 0,18 0,17 0,12 0,12 0,11 Weekly supply variation 0,65 0,83 0,13 0,61 0,12 0,08 0,10 0,02 0,07 Rolling stock utility 0,86 1,00 0,91 0,90 0,13 0,11 0,13 0,12 0,11 Sum 0,646 0,651 0,590 0,746 20

21 Figure 8: Spatial layout of diesel bus lines selected for MCA in A.9 use case for Gdynia [green colour existing trolleybus lines, orange colour existing extensions of hybrid trolleybuses without catenary, red colour - preselected bus lines in MCA] 21

22 Figure 9: Spatial layout of current bus line 181 between Sopot and Gdynia Source: own study based on Googlemaps and website of B.3: Optimized braking energy recovery in trolleybus network The main goal of the analysis carried out in this use case was to establish and evaluate effects of the supply system reconfiguration implementation. A part of this task was to upgrade the existing grid so that the electric power management is even more efficient as this is a prerequirement before implementing the charging points planned in Gdynia in the near future. A special software was placed on the grid in some predisposed points connecting two substations with each other, and thus creating the so called bilateral power supply system. The major aim of this new system is to optimize the balance of energy, reduce voltage drops on the trolleybus network as well as energy transmission losses, and enhance braking energy recovery. The system of bilateral supply was finished and completely implemented: Between substations Sopot and Sopot II, implemented in June 2016; Between substations Grabówek and Dworzec, implemented in August Since the installation there has been an ongoing analysis of the system operation. Since the system has also got very advanced registering capabilities energy consumption data has been regularly collected and analysed. Thanks to the installation of the dual power supply in 2 spots of the trolleybus network the overall energy consumption in these places fell from 2 to 5%. SWOT analysis methodology The Strength, Weakness, Opportunity and Threat (SWOT) analysis within eliptic is based on the qualitative data provided by the use-cases with regard to their particular technology concept. The core of the data was obtained via a structured questionnaire and semi-structured interviews. Through the comprehensive questionnaire data regarding the viability of the 22

23 technology in the city/use case specific framework was acquired. The subsequent interviews, as follow-up of the questionnaire, targeted to clarify and validate the answers given so far, to discuss unclear issues and to collect further information. The obtained data was then validated twice: by use case representatives and independently by project internal experts. The SWOT analysis is one of the most frequently used tools for strategic planning. The underlying logic of a SWOT analysis is to group the internal, i.e. strength and weaknesses, and external issues, i.e. opportunities and threats. In doing a SWOT analysis for the innovative technology concepts, which are not in use yet, drivers, barriers and prospects with regard to the new technology concepts to support decision makers (and cities) shall be identified. The SWOT analysis was thereby conducted for each use case in its respective setting, taking into account technological, operational, financial as well as societal and environmental issues (coherently with the KPI evaluation categories of task 3.1 and 3.3). Process evaluation methodology The process evaluation of ELIPTIC assessed project activities in order to identify barriers and drivers during the implementation phase of all use cases. Data was collected through surveys, individual semi-structured interviews (face-to-face and via telephone) as well as pillar-specific focus groups, with use case managers and local evaluation managers. The interviews and focus groups were held at different stages throughout the project; the begging phase of the project, the interim stage and the final stage. The questions were adapted to the particular project phases, and focused on status, impacts, successes and problems in the implementation of use cases. All interviews and focus groups requested critical reflection on project processes as well as recommendations from use case and evaluation managers. Before data analysis, the data was encrypted to protect the informers identities. Using the Qualitative Data Analysis software NVivo, all interviews and focus group notes were thoroughly assessed and coded. Patterns in the data were identified and similar statements were sorted into drivers and barriers within the following categories: Cooperation and Communication; Operation; User Perceptions; Spatial planning; Financial Framework; Political Framework; Regulatory Framework; Environmental Conditions As part of the data analysis, the frequency of occurrence of key themes in the data was counted in order to indicate the relevance of the respective themes. The findings of the process evaluation portray drivers and barriers on a use case cluster level that were agreed upon with the other supporting partners University Gdansk (Cost-benefit analysis) and Siemens (SWOTanalysis): I) In-motion charging (Pillar A / trolley-hybrid cluster), II) opportunity charging (Pillar A cluster), III) Energy storage and optimization of energy use (Pillar B cluster) and IV) Multipurpose use of electric PT infrastructure (Pillar C cluster). The findings will serve as the basis for information and recommendations for other European cities in the implementation of electric public transport measures. 23

24 5. Main evaluation results A.8. Opportunity of (re)charging of ebuses connecting Tri city agglomeration based on trolleybus infrastructure 1. Description of the line 29 Line 29 is an all-week line. The section without the contact system is 3 km long (1.5 km one way), however, due to the limitations resulting from automatic connection to the contact system in battery mode it is close to 5 km). 2. Energy consumption on line 29 Solaris Trollino Medcom trolleybuses are equipped with on-board data recorders that allow for recording of motion-electric parameters and GPS position. The collected records enabled the analysis of energy consumption and battery usage on the extended off wire line. It turned out that the battery is discharged by over 20%. The first registration was made in January 2017 at a low outside temperature and a strong heating work. Such circumstances result in significant power consumption used for heating purposes, which consequence is considerable battery discharge during stopover. Therefore, the energy consumption in each transit on line 29 was analysed depending on the temperature. While at higher temperatures (above 10 degrees) these two values are similar, for lower temperatures the variety is much higher and total energy consumption can be more than double during driving time. This is a very important conclusion. Because of long stopover time at the bus terminal and high heating power depending on weather conditions, the energy used to heat the vehicle in the stationary mode can reach significant values. Strong volatility of energy consumption during independent driving heavily influences battery consumption level changeability. One of the most essential findings is that changeability of the discharge level is better in lower, rather than in higher temperatures. Energy consumption depends on an average discharge level at any stage of the cycle. Therefore, the most important parameter is the average total value. With regards to extreme operational conditions, maximum power consumption determines the tank capacity. It is worth to notice that average values are similar to summer and winter conditions, if there is a difference between minimal and maximal values in electrical energy. The aforementioned difference between minimal and maximal values results from various driving techniques. It suggests intentionality of the so called eco-driving. Average values of total consumption differ according to external conditions. A high value of recovery of the braking energy at the level of 40% is also very important. It means that practically entire braking energy is recovered by contributing to battery charging. 26

25 Figure 10: Energy consumption according to external temperature Source: self-study External temperature <- 10 degrees of Celsius External temperature >15 degrees of Celsius Total Average power Total consumption 1,37 kwh/km 0,76 kwh/km 1,18 kwh/km Electrical energy consumption 0,86 kwh/km 0,64 kwh/km 0,68 kwh/km Maximal electrical energy consumption 2,3 kwh/km 1,17 kwh/km 2,3 kwh/km Minimal electrical energy 0,9 kwh/km consumption 0,6 kwh/km 0,72 kw/km Maximal non-electrical energy consumption 1,21 kwh/km 0,69 kwh/km 1,42 kwh/km Minimal non-electrical energy consumption 0,75 kwh/km 0,52 kwh/km 0,52 kwh/km Recovery efficiency 38% 44% 42% Table 4: Independent energy consumption indicators (during independent driving on line 29) Source: self-study 27

26 Figure 11: An exemplary registration of driving on batteries on line 29 Source: self-study 28

27 Figure 12: A depression of total energy consumption while driving on batteries in dependence of weather conditions (red) and level of power consumption excluding standstill time on loop (green) Source: self-study Figure 13: A depression of power consumption while standstill on the bus station Source: self-study 29

28 Figure 14: Histogram of discharge battery level during low and high temperatures Source: self-study 3. Time of charging The time of charging batteries while network driving is determined by battery discharge level during the individual drive. Because of the constant charging power, relationship between discharging level and charging time is similar to the scale. Distance during which the batteries have been charged increases together with the level of discharging but is characterized by greater dispersion. This results from average speed values changeability during particular drives. 4. Impact of changes in the route of trolleybus line no. 29 on travel behaviour among the inhabitants of Fikakowo residential district Methodology of research conducted in the trolleybuses no. 29 and 710: The study was carried out between the 7th and 8th February 2017 in the form of face-to-face, individual standardized interviews conducted in vehicles. The sample covered 250 passengers travelling by trolleybuses of line no. 29 and 710 between 5:47 to 18:10 hrs, mainly during morning and afternoon peak hours. The survey covered passengers travelling from and to Fikakowo stops, selected by convenience sampling. Among the surveyed 67% were women and 33% were men. Evaluation Category Impact area KPI # KPI Name KPI Definition Unit of measurement No Eliptic Scenario value 30

29 Ost1 Driving staff Staff involved in driving activities man/vehicle 2,25 Staff Ost2 Ost3 Drivers workload Maintenance staff Workload required to drive a vehicle Amount of personnel with maintenance duties divided by the amount of vehicles composing the fleet manmonth/vehicle 2,67 man/vehicle 1,03 Supply Osu2 Service coverage Consistency of the service km/veh 221 Operations Oma1 Vehicles failures Monthly events recorded per vehicle and per travelled km events/traveled km 1E-05 Maintenance Oma9 Oma10 Durability of vehicles Ratio of non working vehicles Lifetime of a vehicle Amount of unproductive vehicles due to technical failures, breakdown, etc. years 0,88 % 15,7% Service Ose10 Charging time Amount of time due to fuel/recharging operations % per vehicle recharging under catenary in case of one trolleybus line out of 12 Evaluation Category Impact area KPI # KPI Name KPI Definition Unit of measurement No Eliptic Scenario value 31

30 Economy Costs Eco1 Eco2 Eco6 Operating cost (general) Investment for the network Vehicle capital costs Monthly expenditure due to staff, energy, maintenance management, to purchase external goods and services, to financial costs, depreciation, and taxes Annual expenditure due to investments in infrastructures, vehicles and other items Capital costs for vehicle owned keuro/vehicle 12,669 keuro/vehicle becouse some investments are focused in 1 or 2 years (including substation construction, rolling stock aqisition) i would suggest to calculate an average amount of investmens per annum (taking into account period i.e ). In other case the result is highly vulnerable to short term investments. keuro/vehicle Eco7 Eco8 Eco18 Eco19 Vehicle capital costs without battery Battery capital cost Residual value of vehicles (10- years) Residual value of vehicles (15- years) Capital costs for vehicle owned without battery Capital cost for vehicle traction battery sale value of the vehicles after 10 years of operational lifetime sale value of the vehicles after 15 years of operational lifetime keuro/vehicle keuro/kwh keuro/vehicle 64 keuro/vehicle 12 32

31 Eco20 Eco22 Eco23 Eco24 Eco25 Eco27 Residual value of battery Recharging infrastructure Electricty costs for vehicles Electricty costs for traction Electricty costs for non traction Fuel costs sale value of the battery at end of life Costs for the use of the recharging infrastructure Total costs for electricity Total costs for electricity due to traction operations Total costs for electricity to operate non traction equipments (auxiliaries, etc). Total costs for fuel purchase keuro/kwh keuro/per charging operation almost 0 in case of Ni- CD as they are very unattractive for further use after 5-7 years of service. almost 0 as recharging is being done from catenary during daily operations. In other case i could calculate all costs related to the infrastructure. keuro/vehicle 889,51 keuro/vehicle 845,04 keuro/vehicle 44,48 keuro/mj 0 Evaluation Category Impact area KPI # KPI Name KPI Definition Unit of measurement No Eliptic Scenario value Ecn 2 Fuel Mix Energy montlhy used per type of fuel, per vehicle type MJ 100% electric energy Energy Consumption Ecn 3 Usage of clean vehicles Level of exploitation of clean fleets per type of fuel (water-diesel emulsion, biodiesel, bioethanol, biogas, CNG, LPG, electricity) % 100% (only trolleybuses) 33

32 Ecn 9 Electricty consumption Total amount of electricty consumed MJ/vehicle 1281 Ecn 10 Electricty from renewable sources consumption Total amount of electricty from renewable sources consumed MJ/vehicle 42% Environment Other KPIs/parameters (selected by the EUCs) Table 5: KPIs Noise Emissions Eno1 Eem1 OLon8 Noise exposure CO2 emissions (saved for A4, C3) Buses in service Amount of population exposed to traffic noise (day/night) Average emissions due to the Eliptic demos, distinguishing per vehicle category Number of hybrid and/or fully electric buses the demonstration installation can meet the charging requirements under their normal duty cycle. % g/vkm no data for the city lack of local emissions # 100% Source: self-study SWOT analysis results Strength Technology concept is ready for full commercial application, all subsystems are available on the market and necessary standards in terms of hardware, software and interfaces are defined Spare capacity in the trolleybus power grid is currently sufficiently available for charging electric battery buses in-motion, both for present and the future considerations PKT is experienced in operating opportunity charging points for electric buses Weakness Charging electric battery buses in-motion from the trolleybus grid causes additional transmission losses Charging electric battery buses in-motion from the trolleybus grid is second priority, what can cause time and location dependent limitations Charging strategy to charge electric battery buses in-motion from the trolleybus grid requires a share of % of the route to be under the catenary 34

33 Opportunity Technology concept offers the possibility to charge en-route independently from the availability of the public distribution grid, however constraints arise from the availability of the trolleybus catenary system Integration of electric bus charging system with the trolleybus power grid offers several synergies (the increased use of braking energy from the trolleybus service, the decrease of electricity prices for the trolleybus grid, driven by a higher purchase volume and the reduction of infrastructure costs, since there is no need to build new HV connection for electric bus charging points (Local) politics & authorities, research & education, and the general public (incl. media and press) are active supporters, having a high influence on the implementation and operation of the technology concept Threat Negative changes in the political situation (e.g. decreasing support for further public transport electrification, decreasing self-governance of PToperator) can negatively influence the environment for the further assimilation of electrification measures like the considered technology concept The technology concept s strengths are clearly its full technological readiness for a commercial application and the ability of Gdynia s trolleybus power supply system to additionally charge electric buses in motion without adverse effects on the existing trolleybus service. However, time and location specific limitations can be imposed to the charging process, since the conventional trolleybus operation has first priority. Further, the applied charging strategy requires electric buses to drive % of their route under the catenary in order to ensure a sufficiently long charging time, which in some cases could represent a weakness, since this precondition can impose additional operational limitations like a partly predetermined track layout. Nonetheless, this approach enables electric buses to charge without time losses in motion and makes the charging process locally independent from the availability of the public distribution grid. More visible opportunities of the concept can be found in potential synergies, for example in lower electricity prices due to higher purchase volumes. Receiving active support from local politics, authorities, research and education as well as the general public, hybrid trolleybuses have a solid basis for a fast technology roll-out in Gdynia. Anyhow, negative changes in the political situation can potentially slow down an assimilation of the technology concept in the future. A.9: Replacing of diesel bus lines by extending trolleybus network with trolley-hybrids Pre-selected bus lines operated with diesel vehicles are presented on the Figure 3. Only line 181 covers area of two cities, Sopot and Gdynia. Other bus lines are internal lines in Gdynia. Line 181 is an all-week line (this bus line works every day, as well as weekends and holidays). The bus route is 13,09 km long (26,18 km in both directions). The section without the catenary is 5,30 km long (from Sopot Reja to Kacze Buki) and 4,86 km long (from Kacze Buki to Sopot Reja, Figure 4). Total coverage of trolleybus catenary for the bus line 181 is ca. 61%. The test drive took place on 22 May 2017 between 9:31 AM and 10:53 AM, during a day with good weather (temperature outside the trolleybus was between +17 o C and 19 o C). Thanks to the conducive circumstances there was no need to run the heat or air-conditioner in the 35

34 vehicle. Figure 15: Solaris Trollino of PKT Gdynia sp. zo.o. during test drive from Gdynia to Sopot, section without catenary in Sopot Picture by Marcin Wolek, May 2017 Figure 16: Solaris Trollino of PKT Gdynia sp. zo.o. during initial phase of test drive from Gdynia to Sopot, section with catenary in Sopot Picture by Marcin Wolek, May 2017 Because PKT Gdynia sp. z o.o. does not operate articulated trolleybuses yet (first delivery of such type of vehicles is expected in October/November 2018), data were calculated based on experience of MPK Lublin (the only Polish trolleybus operator using articulated trolleybuses) Table 4. 36

35 Battery level [%] Speed [km/h] D2.16 Gdynia Final Use Case Report Table 6: Energy consumption during test drive in May 2017, section Sopot Reja Gdynia Kacze Buki Electric energy usage kwh/km vehicle (without charging the battery) Driving under catenary vehicle (with charging the battery) engine energy demand Driving on battery vehicle engine energy demand standard trolleybus [12m] articulated trolleybus [18m] 1,34 2,31 0,91 1,82 1,45 1,68 2,89 1,13 2,27 1, Distance [km] Battery level Speed [km/h] Figure 17: Battery level and speed on the section of Sopot Reja Gdynia Kacze Buki (normal trolleybus)

36 Battery level [%] Speed [km/h] D2.16 Gdynia Final Use Case Report Distance [km] Battery level Speed [km/h] Figure 18: Battery level and speed on the section of Sopot Reja Gdynia Kacze Buki (articulated trolleybus) Figure 19: Battery level and the distance on section Sopot Gdynia Kacze Buki (normal trolleybus) 38

37 Figure 20: Battery level and the distance on section Sopot Gdynia Kacze Buki (articulated trolleybus) Table 7: Energy consumption during test drive in May 2017, section Gdynia Kacze Buki - Sopot Reja Electric energy usage kwh/km vehicle (without charging the battery) Driving under catenary vehicle (with charging the battery) engine energy demand Driving on battery vehicle engine energy demand normal trolleybus articulated trolleybus 0,832 1,000 0,503 0,287 0,025 1,040 1,250 0,628 0,359 0,031 39

38 Battery level [%] Speed [km/h] Battery level [%] Speed [km/h] D2.16 Gdynia Final Use Case Report Distance [km] Battery level Speed [km/h] Figure 21: Battery level and speed on the section of Gdynia Kacze Buki - Sopot Reja (normal trolleybus) Distance [km] Battery level Speed [km/h] Figure 22: Battery level and speed on the section of Gdynia Kacze Buki - Sopot Reja (articulated trolleybus)

39 Figure 23: Battery level and the distance on section Gdynia Kacze Buki - Sopot (normal trolleybus) Figure 24: Battery level and the distance on section Gdynia Kacze Buki - Sopot (articulated trolleybus) 1) Methodology of measurement When servicing bus routes, the trolleybuses covered, on battery supply, the sections whose length varied between 0.5 km and 29 km. Battery charging from the traction network took place during the operation. This allowed for collecting the data which make it possible to establish boundary parameters of both battery and catenary drive for the vehicles charged in the IMC 41

40 system: Recording the drive with traction battery supply allowed for establishing the range of a vehicle autonomous operation; Recording the drive with traction network supply and simultaneous charging of traction batteries allowed for establishing the parameters of the traction battery charging process. Based on the above data, three basic analyses of the obtained data have been performed: 1) The dependence between the length of autonomous drive and the degree of battery discharging resulting from it has been established based on the analysis of the sections covered by the vehicle with battery supply. 2) The dependence between the degree of battery discharging and the required time for charging batteries from the catenary has been established based on the route section covered by the vehicle with catenary supply. 3) Additionally, the dependence between the degree of traction battery recharging and the distance required for battery recharging has been established based on the above data. 2) Results of charging and discharging analysis Analysis 1 makes it possible to establish the battery capacity required for covering a given route section, while analyses 2 and 3 allow for establishing the parameters of the catenary section where battery charging takes place. Figure 25: Dependence between the length of autonomous drive and battery discharging resulting from it 42

41 Figure 26: Dependence between the degree of battery discharging and the time required for charging batteries from the catenary Figure 27: Dependence between the degree of traction battery recharging and the distance required for battery recharging The 3 dependencies presented above are linear in their character. The individual graphs show equations of approximate straight lines. Comparing the presented equations it can be stated that, in order to cover the distance of 1 km without the catenary, it is necessary to charge the batteries for 1 min 45 sec. If the vehicle is moving at a constant average speed and the batteries arch charged in motion, every 1 km of catenary-free distance requires the coverage of a catenary section whose length is 0.48 km. This means that, in the case of routes serviced by vehicles charged in the IMC system, at least 32% of the route length should be equipped with catenary, in order to make battery charging possible. 43

42 3) Setting critical parameters for IMC system Currently trolleybuses are equipped with an on-board charging system supplied from the catenary, with the power of 70 kw, which allows for fast battery charging with the 1 C current. Systems which charge batteries with much higher current, even 5 C, are currently applied more and more often in modern electric buses. Thanks to the linear dependence, the obtained results may be used to estimate the charging times and the minimum relative length of a route under the catenary for other operational conditions. In the case of charging vehicles in the IMC system with the use of trolleybus collectors, current capacity of these collectors constitutes a limitation. As it has been mentioned above, the maximum charging currents in motion and during stopping time are 200 A and 150 A respectively, which corresponds to respective charging power of 120 kw and 90 kw. These values should therefore be regarded as boundary values with regard to the IMC system. In the case of charging with the power of 120 kw, it is sufficient to cover only 22% of the route length with catenary. The above measurements refer to springtime, when energy consumption is 1.3 kwh/km. During the winter season the total energy consumption may increase even to 2.3 kwh, which results in a greater degree of traction battery discharging and longer charging time. In such a case, using a 120 kw charger, it is necessary to cover 33% of a route with catenary, while in the case of currently used charging systems, this value rises to 46%. Figure 28: Minimum catenary coverage for various operational conditions and charging conditions. 44

43 SWOT analysis results Strength Technology concept is ready for full commercial application, key components are market available, however there is a lack of standards for the battery module and battery management system Current driving range in autonomous mode is sufficient for an application in Gdynia, but varies with to seasonal climate conditions Hybrid trolleybuses have a superior environmental performance compared to diesel buses, since they have no local exhaust emissions and lower noise emissions Opportunity A currently high share of diesel buses (64%) in combination with an already existing trolleybus network in Gdynia represents a favorable situation for the substitution of diesel with hybrid trolleybus lines (potentially up to 70%) All main stakeholders whether have a supportive or neutral attitude towards hybrid trolleybuses, whereas their influence on the successful implementation and operation varies Local legal frameworks and regulations in terms of environment and safety are favorable for the implementation and operation of hybrid trolleybuses Gdynia s sustainable urban transport plan defines a desired decrease of cars by 10% in the modal split by 2025, whereby it is assumed that electrified public transport modes like hybrid trolleybuses benefit from this development Weakness Necessary repeated connection and disconnection to overhead wires during operation, requires additional wiring roofs, which cannot be installed everywhere where needed and thus introduces operational limitations Necessary changes in the line schedule are assumed when operating former diesel bus lines with hybrid trolleybuses, since hybrid trolleybuses will drive on one or two main routes, equipped with catenary Investment criteria of PKT are just partly fulfilled, which mainly originates from a better financial competiveness of diesel buses Threat Funding to finance the implementation and operation of hybrid trolleybuses after the termination of the eliptic project is partly available/not fully secure, main funding sources are own funds and EU-funds Market size for hybrid trolleybuses in Poland is small, since there are just two other cities (Lublin, Tichy) operating a trolleybus system as well A clear strength of the technology concept is its readiness for a full commercial application as well as the driving range, which, although varying with the seasonal climate conditions, is sufficient for the currently considered applications in Gdynia. Changes in the line schedule are assumed as a weakness when substituting diesel bus routes with hybrid trolleybuses, since (hybrid) trolleybuses operate on one or two main routes when connected to the catenary. Another weakness of hybrid trolleybuses is the lower financial competiveness, compared to diesel buses. Funding to finance the implementation and operation of hybrid trolleybuses is just party available within PKT and strongly rely on EU-funds, which can constitute a potential barrier for a fast roll-out. A clear opportunity originates from the current set-up of the public transport system of Gdynia, having a currently high share of diesel buses (64%) and an already existing trolleybus system, which offers the potential to operate up to 70% of the current diesel bus lines with hybrid trolleybuses. Additionally, a favorable legal framework in terms of safety and environment in conjunction with a neutral or supportive attitude of all main stakeholders constitute a strong basis for the implementation and operation of hybrid trolleybuses in Gdynia. 45

44 Process evaluation drivers and barriers: Trolleybuses In use cases which focused on the extension of trolleybus networks (Pillar A - Trolleybuses), the most prominent drivers appeared to be strong public and political support for trolley buses. The positive local image of trolleybuses is illustrated by supportive media coverage and a generally high popularity of trolleybuses among local citizens. To many citizens, the trolleys represent reliability, durability and clean technology. In some cases, trolleybuses are considered a city symbol, which marks the cities as pioneers for e-mobility. Thus, the trolleybuses positively affect the image of those cities. Moreover, municipalities and local politicians had set a supportive political framework for the extension of trolley buses, through local low-emission plans, commitments to improve energy efficiency as well as higher investments into trolleybus companies. Several use cases faced operational challenges, particularly with the supply of trolleybus components. Partners experienced long delays through suppliers, or were not able not find sufficiently specialized suppliers at all. This was explained by partners by a general lack of expertise on trolleybuses, due to a strong focus on the diesel bus industry in public transport. As a further complication, battery and charging systems of the newly introduced hybrid trolley buses were sensitive to technical failures and often unreliable in operation. Many other barriers to the seamless implementation of use cases were staff-related. New technology requirements pose the problem of missing staff qualifications for driving, handling and maintenance of electric vehicles. In order to solve this problem, additional staff training measures would be required in the future, and some partners considered outsourcing the maintenance servicing, as well as hiring of new staff. B.3: Optimized braking energy recovery in trolleybus network 1) Analysis of main indicators The following table shows the comparison of main energy parameters before and after bilateral supply system implementation. The factors compared are: Energy loses in the connected sections; Average voltage value in the connected sections; Relative time of voltage value under 550 V; Relative time of voltage value under 500 V. The pair of substations: Grabówek - Dworzec Loses U av <550 V <500 V Before implementation 11,2% 648 V 0,38% 0,93% After implementation 7,1% 660 V 0,09% 0,09% The pair of substations: Sopot - Sopot II Loses U av <550 V <500 V Before implementation 4,6% 683 V 0,23% 0,01% After implementation 3,2% 681 V 0% 0% 46

45 2) Statistical analysis The improvement of the supply system parameters is particularly noticed in case of substations Dworzec - Grabówek. Energy transmission losses are reduced by as much as 36%, the average voltage value increased by 12 V, while the under voltage is reduced by 90%. The improvement of the supply system can be expressed by comparison of the histograms of voltage at the end point of the supply section Mleczarnia (substation Grabówek): Moreover, what has also increased is the value of energy recuperation, a very good news and result, which phenomenon is presented the following bar chart: 47

46 KPI a) Unit of Measurement a) NO ELIPTIC Scenario Value a) ELIPTIC Scenario Value Preliminary value b) Final Value c) ELIPTIC Scenario data collection ending date Comments energy loses % 11,2 7,1 relative time of voltage value under 500 V braking energy recovery % 0,93 0,09 % Key a) As reported in Del. 3.3 b) Preliminary value: if the demonstration activities are still in progress c) Final value: if the demonstration activities are concluded As already mentioned beforehand one of the main evaluation results discovered is the conclusuin that not all sections of Gdynia trolleybus network are equally predisposed for the dual power supply software installation. A detailed study conducted in Gdynia trolleybus network has shown where dual power supply is more beneficial to be installed. In case of Gdynia the places predisposed for its installation constitute ca % of the network. 48