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Els problemes de contaminació i canvi climàtic estan impulsant un impacte sense precedents en el medi ambient. No obstant això, també està produint un augment de les solucions tecnològiques disruptives. Quant al transport públic, les tendències es dirigeixen a la necessitat de limitar les externalitats negatives generades pel servei. En conseqüència, la introducció d'autobusos elèctrics i d'hidrogen dins de les flotes regulars de les agències de transport ha tingut un impacte rellevant. No obstant això, aquest tipus de vehicles té altres impactes rellevants a tenir en compte, i per a determinar adequadament l'impacte es requereix una perspectiva a llarg termini (no sols la perspectiva de la fase d'ús) i no sols es considera la perspectiva econòmica. Per això, en el present estudi es procedeix a l'avaluació del cicle de vida de dos models d'autobús, un elèctric i un altre d'hidrogen. Els models són el Volvo Sèrie 7900, per a l'opció elèctrica, i el CaetanoBus H2 City Gold, per a l'autobús d'hidrogen. Per tant, es busca una perspectiva holística de tots els impactes ambientals potencials relacionats amb la fabricació, la fase d'ús (que inclou el cicle del combustible i el cicle del vehicle) i les fases de fi de vida. La metodologia ReCiPe 2008 s'utilitza per a classificar i mesurar els possibles impactes ambientals. A més, també es realitza una anàlisi de la competència per a determinar els aspectes rellevants que han de canviar-se per a millorar l'opció del model d'autobús més desfavorable., Los problemas de contaminación y cambio climático están impulsando un impacto sin precedentes en el medio ambiente. Sin embargo, también está produciendo un aumento de las soluciones tecnológicas disruptivas. En cuanto al transporte público, las tendencias se dirigen a la necesidad de limitar las externalidades negativas generadas por el servicio. En consecuencia, la introducción de autobuses eléctricos y de hidrógeno dentro de las flotas regulares de las agencias de transporte ha tenido un impacto relevante. Sin embargo, este tipo de vehículos tiene otros impactos relevantes a tener en cuenta, y para determinar adecuadamente el impacto se requiere una perspectiva a largo plazo (no sólo la perspectiva de la fase de uso) y no sólo se considera la perspectiva económica. Por ello, en el presente estudio se procede a la evaluación del ciclo de vida de dos modelos de autobús, uno eléctrico y otro de hidrógeno. Los modelos son el Volvo Serie 7900, para la opción eléctrica, y el CaetanoBus H2 City Gold, para el autobús de hidrógeno. Por lo tanto, se busca una perspectiva holística de todos los impactos ambientales potenciales relacionados con la fabricación, la fase de uso (que incluye el ciclo del combustible y el ciclo del vehículo) y las fases de fin de vida. La metodología ReCiPe 2008 se utiliza para clasificar y medir los posibles impactos ambientales. Además, también se realiza un análisis de la competencia para determinar los aspectos relevantes que deben cambiarse para mejorar la opción del modelo de autobús más desfavorable., Pollution and climate change issues are boosting unprecedented impacts on the environment. However, it is also producing an increase of disruptive technological solutions. Regarding public transportation, the trends are heading to the need to limit the negative externalities generated by the service. Consequently, the introduction of electric and hydrogen buses within the regular fleets of transit agencies has had a relevant impact. However, this type of vehicles has other relevant impact to take into account, and to determine properly the impact a long-term perspective is required (not only the use-phase perspective) and the economical perspective is not only considered. For that reason, the present study proceeds a Life Cycle Assessment of two bus models, an electrical and hydrogen buses. The models are the Volvo 7900 Series, for the electrical option, and the CaetanoBus H2 City Gold, for the hydrogen bus. Therefore, it is seeking a holistically perspective of all the potential environmental impacts related to the manufacture, use-phase (which includes the fuel cycle and the vehicle cycle) and the end-of-life phases. The ReCiPe 2008 methodology is used to categorise and measures the potential environmental impacts. Furthermore, a competitive analysis is also conducted in order to determine the relevant aspects to be changed to enhance the most unfavourable bus model option.

This paper analyzes the new operations induced by the energy range limitation in battery electric bus (BEB) systems to ensure the service provision along the whole day. An operating model has been developed to estimate the number of resources to be deployed (extra vehicles and charging facilities) for two charging schemes: charging at bus garage facility and opportunity charging at on-street chargers. Firstly, the model calculates the entrance and exit time of buses in service assuming an unlimited battery capacity, caused by demand and headway variations in different time periods along day. Then, based on the previous results, the model estimates the moment when vehicles will run out of energy and proposes a charging schedule as well as new vehicle movements between chargers, bus garage and routes to maintain the targeted headway. Consequently, the model is able to calculate the number of resources needed and the total cost for a given route and battery size, allowing cost and performance comparison to diesel and hybrid powertrains. The estimated results in two bus routes in Barcelona indicate that the purchasing cost of BEB vehicles (670,000 euros/veh for articulated, 500,000Euros/veh for standard vehicles, both depreciated over a lifetime of 15 years), battery packs (231 Euro/kWh purchased, depreciated over a lifetime of 10 years), as well as the investment in chargers, are still high to clearly justify their cost-competitiveness against diesel or hybrid counterparts. Nevertheless, if the acquisition cost of both vehicles and battery pack are only reduced by 9%, the BEB technology may present cost savings for transit agencies. It only happens if the fleet size is as large as the corresponding to diesel and hybrid technologies. Opportunity charging is resulted to be more cost- efficient than charging at bus garage for small battery packs, routes with acceptable time headway adherence and, specially, when fast chargers are located very close to terminal stops. Neve, This research was partly developed within the ZeEUS project framework. ZeEUS was co-funded by the European Commission under the 7th Research and Technological Development Framework Programme (FP7), Directorate-General for Mobility and Transport under grant agreement n°605485., Peer Reviewed, Objectius de Desenvolupament Sostenible::13 - Acció per al Clima, Objectius de Desenvolupament Sostenible::11 - Ciutats i Comunitats Sostenibles, Objectius de Desenvolupament Sostenible::7 - Energia Assequible i No Contaminant, Postprint (author's final draft)

This paper evaluates the impact of vehicle automation and electrification on the applicability of fixed routes and door-to-door services to supply a feeder transit solution in suburban areas. These technologies will modify the current cost structure of the bus system depending on how mature they are, reducing operating costs and increasing capital costs. By means of a continuum approximation model, we evaluate the performance for users and agency of the two feeder strategies in different scenarios of technological development. The results show that automation has the main impact on the applicability between the two feeder alternatives while the effects of electrification are considerably smaller. The future applicability of door-to-door trips reaches wider ranges, although this change is especially significant under some circumstances of technology, service area and users. The expansion of this range is relevant in case the automated bus is mature enough (high reduction of operating cost and low vehicle acquisition price), the areas are small, the trips are short and the value of time is high. However, the results reveal that fixed routes will remain a competitive feeder solution in a wide range of scenarios. We identify that the demand density threshold grows sharply in front of any reduction of agency costs once its value is around 200–300 pax/km2-h. Therefore, flexible services will gain applicability especially in environments that allow reaching this threshold., The research was funded by Stockholm County Council (grant no. 20170901), KTH Integrated Research Lab (ITRL) and TRENoP Strategic Research Area., Peer Reviewed, Postprint (published version)

This paper analyzes the effect of the limited range of battery electric bus on the operation of the bus services charged at the bus garage. A model has been built to calculate the performance of the routes according to the type of charging scheme. It evaluates the total cost of the bus service, considering the necessary resources due to range limitations and electric constraints. Based on the analysis of the real data of a bus line in the city of Barcelona, diesel or hybrid vehicles are still found to be more competitive than electric vehicles because of the acquisition costs of electrical technology. The study shows that the charging operation at the bus garage, without being the most profitable option a priori, is adequate when the design and operation parameters of the bus route fall below certain values., Postprint (published version)

This paper analyzes the effect of the limited range of battery electric bus on the operation of the bus services charged at the bus garage. A model has been built to calculate the performance of the routes according to the type of charging scheme. It evaluates the total cost of the bus service, considering the necessaiy resources due to range limitations and electric constraints. Based on the analysis of the real data of a bus line in the city of Barcelona, diesel or hybrid vehicles are still found to be more competitive than electric vehicles because of the acquisition costs of electrical technology. The study shows that the charging operation at the bus garage, without being the most profitable option a priori, is adequate when the design and operation parameters of the bus route fall below certain values., Postprint (published version)

The aim of this project is to supply electric opportunity-charging stations in V15 Barcelona bus line, which takes the route from Tibidabo to Port, so that buses can charge their batteries on both end of the line in a brief time. Therefore, there is the need to implement a bus charging system which allows not only to ensure the operability of the bus line during the whole day but also not to cause undue delay which may prejudice the bus line frequency. The object of this document is the definition of the structural project for the installation and integration of an opportunity-charging station for buses at the following locations: •Passeig de Joan Borbó, 101, at the current V15 terminal in front of Hotel Vela building. •Carrer Josep Garí, between Carrer de Comte de Sert and Av. Tibidabo. Consequently, the implementation of two charging spots in V15 Port station and an auxiliary charging spot in V15 Tibidabo line will be constructed to fulfill the requirements, Objectius de Desenvolupament Sostenible::11 - Ciutats i Comunitats Sostenibles::11.2 - Per a 2030, proporcionar accés a sistemes de transport segurs, assequibles, accessi­bles i sostenibles per a totes les persones, i millorar la seguretat viària, en particular mitjan­çant l’ampliació del transport públic, amb especial atenció a les necessitats de les persones en situació vulnerable, dones, nenes, nens, persones amb discapacitat i persones grans

Accés restringit a part del contingut per motius de confidencialitat., El presente trabajo consiste en la gestión del proyecto de la electrificación de la línea de bus H10 de Barcelona. El proyecto presenta la sustitución de la actual flota de autobuses de combustión que circulan por la línea por una flota de autobuses eléctricos. Se incluye también la gestión de todos los trabajos implicados como las instalaciones necesarias para su correcto funcionamiento. El proyecto está desarrollado por la empresa Transports Metropolitans de Barcelona (TMB), que es la empresa propietaria de las líneas de metro y de las principales líneas de Bus de Barcelona. El presente trabajo consiste en la electrificación de la línea de bus H10 de Barcelona. El proyecto presenta el cambio de los vehículos de combustión e híbridos que se utilizan actualmente a vehículos 100% eléctricos. TMB desea posicionarse como empresa de transportes innovadora y ambientalmente sostenible, buscando la eficiencia energética, la menor emisión de gases contaminantes y ofrecer un servicio de calidad y puntero en tecnología. Se ha seleccionado la línea H10 por la gran longitud de la línea, que opera desde el Estadio Camp Nou cruzando toda Barcelona centro hasta llegar a Badalona, lo que ofrece visibilidad de los buses. Además, tanto el inicio como el final de la línea se encuentran en localizaciones accesibles para la instalación de todos los elementos necesarios para poder realizar la carga de los buses.

Treball desenvolupat en el marc del programa "European Project Semester"., Urbinn has been created to facilitate the mobility in the center of the towns in the Netherlands. As known, the Netherlands is famous for its multiple canals and bridges. That urbanistic plan makes the urban mobility of neither buses nor trains almost impossible in those areas. Because of that, The Hague University of Applied Science and the company Accenda started this project. Urbinn will become a new alternative for public transportation. Advanced technology is being implemented to make Urbinn an electrical autonomous vehicle that will drive around the towns and will pick up and drop off people in different places. It could also be used to deliver packages. To be able to develop Urbinn a lot of research is needed. Every ten weeks, a new group of students from The Hague University pick up the project and work for it about 40hours per week. It’s a multidisciplinary team that includes mechanical, electrical and Industrial design engineers. That gives you the opportunity to learn and understand how to work and organize a team, to share your results and listen to the others so your work can converge into a global result. On a technical aspect, I worked mostly on the design process of the exterior. We worked on the fenders, the lights, the windows, trying to give Urbinn a more realistic appearance., Urbinn ha estat creat per a facilitar el transport al centre de les ciutats dels Països Baixos. Com es conegut, els països Baixos són característics per tenir una arquitectura urbanística repleta de canals i ponts; això dificulta la circulació del transport públic pel centre d’aquestes ciutats. Per tal de donar una solució a aquesta problemàtica, The Hague University of Applied Science i l’empresa Accenda han impulsat aquest projecte. Urbinn vol ser una alternativa al transport públic que coneixem, per això, s’estan implementant les noves tecnologies per a que sigui un vehicle elèctric y autònom capacitat per a transportar passatgers, persones amb mobilitat reduïda i fins i tot repartir paquets. Per desenvolupar aquest projecte es necessita un gran treball de recerca, per aquest motiu, cada deu setmanes un nou grup d’estudiants l’agafa; analitza i aprèn el que ja està fet i decideix com seguir desenvolupant-lo. El projecte consisteix en treballar 40 hores a la setmana amb un equip multidisciplinari que engloba enginyers elèctrics, mecànics i de disseny. Aquest projecte et dona l’oportunitat d’aprendre i entendre com organitzar-se i treballar en equip compartint els resultats i escoltant la resta de propostes per tal d’unir el treball en un resultat conjunt. En l’àmbit tècnic del projecte, he treballat majoritàriament en el procés de disseny de l’exterior del vehicle. Hem treballat amb els parafangs, les llums, les finestres, entre altres per intentar donar-li a Urbinn una aparença més realista., Outgoing

El objetivo del trabajo es determinar los efectos que genera la electrificación de los servicios de autobús en los costes de infrastructura y de operación de un operador de transporte, en los usuarios y en la sociedad. Por medio de metodologías de análisis coste-beneficio en la vida útil de los recursos utilizados se comparará la eficiencia de los autobuses eléctricos en relación a autobuses diésel. Asimismo, mediante un análisis de operaciones se determinará cómo afecta la electrificación a las prestaciones de la línea de autobús y a la gestión de las cocheras.