Report Electric Mobility Europe

Trolley Systems 4 Smart Cities Created project report on Monday February 01, 2021
21:40:56

0 Report summary
1 Project Trolley 2.0
1.1 Objective
1.2 Result
1.3 Conclusion
1.4 Recommendation
1.5 Evaluation
1.6 Impact
1.7 Dissemination Activities

2 Progress per Milestone

2.1 Consortium Agreement formally agreed based on DESCA model
2.2 SharePoint up?and?running
2.3 Successful mid-term review accomplished
2.4 Successful final review accomplished
2.5 Charging prototype finished and installation (Arnhem)
2.6 Review of state-of-the-art in trolley grids
2.7 Model and System design for DC trolley grid of Arnhem
2.8 Smart trolley grid developed
2.9 Vehicle in service / start of trials
2.10 New optimized battery pack
2.11 Multi-pupose charger in service
2.12 Toolkit developed
2.13 Completed trials with composite framed midi trolleybus in partner cities
2.14 Status analysis for in-motion charging in Gdynia finished
2.15 System design for SES control functions finalised
2.16 Completed trials in Gdynia
2.17 Extended CBA model published
2.18 Evaluation Framework completed
2.19 Evaluation of impact assessment results finalised
2.20 Extended CBA model validated
2.21 Transferability potential for Trolley 2.0 results validated
2.22 Trolley 2.0 Business Cases validated
2.23 Trolley 2.0 development schemes validated
2.24 Trolley 2.0 Lessons Learnt and Policy Recommendations published
2.25 Trolley 2.0 Communication Plan finalised
2.26 Final Conference
2.27 Trolley 2.0 Twinning replication plans
2.28 Trolley 2.0 User Forum established
2.29 Completed tendering and procurement process
2.30 Successful introduction of regional trolleybus line with in-motion
charging
2.31 Completed trials and demonstrations in Eberswalde

3 Deliverable per Workpackage

3.1 Project Coordination and Management
3.2 Arnhem Use Case
3.3 Szeged Use Case
3.4 Gdynia Use Case
3.5 Eberswalde Use Case
3.6 Impact Assessment
3.7 Business cases, development schemes, guidelines, and policy
recommendations
3.8 Dissemination, take-up and exploitation

4 Issue/Risk
4.1 R1: Management Risk
4.2 R2: Management Risk
4.3 R3: Management Risk
4.4 R4: Use case / Demonstration-specific Risk (Arnhem)
4.5 R5: Use case / Demonstration-specific Risk
4.6 R6: Use Case / Demonstration-specific Risk
4.7 R7: Take-up, Exploitation & Dissemination Risk
4.8 R8: Take-up, Exploitation & Dissemination Risk

^ 0 Report summary

Electric mobility has become an increasingly important topic for public transport in cities. In this
context, trolley bus systems have established themselves as a modern and emission-free alternative
to diesel buses. The infrastructure investments have so far required a corresponding traffic volume
for the environmentally friendly systems to be viable from an economic point of view. In addition to
track guidance on the overhead line, infrastructure elements such as switches and crossings, which
are associated with not inconsiderable cost and maintenance expenditure are necessary. The
trolley:2.0 project therefore investigated battery-electric trolley buses and how they can open up
further advantages through in-motion charging concepts. The potential of this technology includes
efficient and reliable operation, as the proven technology of the trolley bus is combined with modern
energy storage technology. Owing to the onboard energy storage system, branches, crossings or
other sections of track where electrification is costly or undesirable for aesthetic reasons can be
designed without a catenary. Moreover, additional operational freedoms can be used: relocation of
circuits, extension of existing lines and expansion through new lines. The TROLLEY 2.0 project
demonstrated successfully how to reduce cost-intensive infrastructure elements of trolleybus
networks without decreasing reliability and performance. The project partners demonstrated several
technology items which – taken together – could be considered as a future smart trolley network, and
as a backbone for zero-emission mobility systems in urban areas.

^ 1 Project Trolley Systems 4 Smart Cities (Trolley 2.0 )

^ 1.1 Objective

The main objectives of Trolley 2.0 demonstrations in the partner cities Eberswalde (DE), Arnhem
(NL), Gdynia (PL) and Szeged (HU) are

to prove that trolley-battery-hybrid buses are the proper technology for extensions of trolley bus
networks and replacement of Dieselbus lines in remote sections,
to demonstrate that in motion charging is a proper strategy to recharge the batteries of battery
supported electric-/trolley-buses,
to account for the ability of battery supported trolley buses to pass catenary gaps (including
automated wiring of the trolley poles),
to develop catenary sections for both tram and trolley bus,
to develop scalable battery packs for trolley buses and other applications and demonstrate the
use of 2nd-life batteries as stationary energy storage systems,
to investigate insulation aspects of alternative trolleybus frames,
to investigate and demonstrate the potential of trolley grids to become urban DC backbones for
the charging of electric vehicles (e-midi-buses as feeder system, e-cars and e-bikes) as well as
the integration of PVs,
to develop methodologies and models for the evaluation and design of battery supported trolley
buses and
to develop best practice examples, guidelines and policy recommendations how to make trolley
grids “smart”.

In trolley 2.0, the functionality of off-wire operation will be integrated into trolley buses and in motion
charging will be demonstrated with equipped trolley-battery-hybrid-buses in all partner cities. This will
include evaluation of battery performance (based on different scalable battery packs) and different
charging methods, e.g. trolleybus catenary, i.e. charge in motion, tramway catenary at a terminus,
mid-power intermodal charging station at a terminus in absence of infrastructure on the basis of
standard e-car DC charger, leading to optimised ratio between in motion charging and off-wire
operation in different contexts and operational scenarios in partner cities. This will include the ability
to pass catenary gaps and tests for an automated and highly reliable automatic wiring system for the
trolley poles in Eberswalde. Furthermore, shared platforms and catenary sections for trams and
trolley buses provide a smart connection of both systems and will be demonstrated in the partner city
Szeged incl. tests with a new composite frame midi e-bus/trolleybus prototype (which will be tested
also in other partner cities). Finally Trolley 2.0 will develop and demonstrate concepts for the
integration of multipurpose charging stations based on a smart trolley grid in Arnhem. The results of
demonstrations in all partner cities will be compiled to tools and guidelines to support the introduction
of in motion charging systems and smart trolley grid concepts in other cities.
Planned start date 2018-01-01
Actual start date 2018-04-01
Planned end date 2020-12-31
Actual end date 2020-12-31

^ 1.2 Result

In the four project cities Eberswalde (DE), Szeged (HU), Gdynia (PL) and Arnhem (NL), TROLLEY
2.0 partners have collected new findings on the possibilities of battery electric trolley buses and smart
trolley networks.

In Arnhem, the trolleybuses can operate autonomously for at least ten kilometres, thus ensuring local
zero-emission public transport also outside of the city. In the future, it is planned that only battery-
electric trolleybuses will be used throughout Arnhem's city transport system. The sections without
overhead contact line will be battery electric. The TROLLEY 2.0 partner Power Research Electronics
has demonstrated a 350 kw DC charger prototype, which will subsequently be tested integrated into
the trolley networks in Arnhem. This enables hybrid trolleybuses to charge the battery for a few
minutes at terminus stations and ensure safe circulation. The first charger was installed successfully
in 12/20. In addition, project partner TU Delft completed analysis about the potential for the
integration of renewable energy from PV and wind power into trolleybus networks, to create a true
zero-emission public transport system.

Completely local emission-free travel is already possible in the Eberswalde’s city area, after project
partner BBG Eberswalde, has converted its buses with lithium-ion batteries. BBG has converted a
diesel-powered regional bus line into a battery electric trolleybus line. All 12 trolleybuses are now
equipped with batteries for this purpose. Since September 2020, the first battery-powered
trolleybuses are operated on this new IMC line 910.

Just as Arnhem and Eberswalde, the Polish city of Gdynia has worked – i.e. through University of
Gdansk as project partner - on expanding trolleybus lines throughout the metropolitan region. The
studies and analyses focused on the one hand on existing routes on which diesel buses are to be
replaced by trolley and electric buses. And on the other hand, on new trolleybus lines, which are to
run on parts of the route without overhead lines. Based on extended CBA tool analysis routes have
been identified and recommended to the associated partner City of Gdynia. In addition, a study was
conducted on the possibilities of Stationary Energy Storage (SES) systems including the use of 2nd
life batteries.

In Szeged, the economic efficiency of the systems shall be increased by the development and
preparation for the use of new midi trolleybus types (8m) based on batteries. The first midi-battery
trolleybus tested in Szeged and shall eventually operate on the 77A line in Szeged, where it will run
for 30 km with up to 20 km without overhead line. The bus will benefit from a weight reduction of 20
percent owed to the composite frame, which also acts as an insulating material.
^ 1.3 Conclusion

Electric mobility has become an increasingly important topic for public transport in cities. In this
context, trolley bus systems have established themselves as a modern and emission-free alternative
to diesel buses. The infrastructure investments have so far required a corresponding traffic volume
for the environmentally friendly systems to be viable from an economic point of view. In addition to
track guidance on the overhead line, infrastructure elements such as switches and crossings, which
are associated with not inconsiderable cost and maintenance expenditure are necessary. The
trolley:2.0 project therefore investigated battery-electric trolley buses and how they can open up
further advantages through in-motion charging concepts. The potential of this technology includes
efficient and reliable operation, as the proven technology of the trolley bus is combined with modern
energy storage technology. Owing to the onboard energy storage system, branches, crossings or
other sections of track where electrification is costly or undesirable for aesthetic reasons can be
designed without a catenary. Moreover, additional operational freedoms can be used: relocation of
circuits, extension of existing lines and expansion through new lines. The TROLLEY 2.0 project
demonstrated successfully how to reduce cost-intensive infrastructure elements of trolleybus
networks without decreasing reliability and performance. The project partners demonstrated several
technology items which – taken together – could be considered as a future smart trolley network, and
as a backbone for zero-emission mobility systems in urban areas.
^ 1.4 Recommendation

Further research is needed in terms of technical developments regarding the battery capacity and
use, the electronic control of power systems on IMC buses, storage systems and reducing costs.
Furthermore, building new trolley / IMC systems from scratch is still a challenge for which knowledge
about strategies that can be used and would help to make sound decisions on the right electric bus
system are needed. For example, strategies on public participation or on dealing with legal planning
procedures, for which also a Europe-wide harmonisation on regulations should be reached. Also, the
mentioned integration of mobility and energy sector has revealed some legal challenges. These legal
challenges are the key restricting factors for a holistic approach to electromobility with trolleybuses
and to realise busienss cases like the multipurpose use of existing trolleybus infratsructure, e.g for
electric vehicle charging with eneryg from the trolley grid. Therefore, a joint effort in clarifying the legal
barriers for law makers is needed and should be a focus topic. Additionally, interesting is the request
to discuss street design and BRT Design for the future of trollleybus systems as backbone of zero-
emission public transport systems.

^ 1.5 Evaluation

As demonstrated through trolley 2.0 partner cities, the introduction of hybrid trolley buses is best done
in cities which already possess a trolley bus network. Due to large investment costs, caused by
vehicles and infrastructure, funding is needed for these vehicles.

To reduce these costs, the trolley buses in Eberswalde were retrofitted with batteries at a lower cost
than purchasing buses. This strategy was valid, as the buses were not at their end of life and could
not be replaced by new buses. This however came with difficulties and transport operators should be
aware that the retrofitting process may cause different problems on every retrofitted bus. It however
also benefitted the workshop staff, which gained additional competencies throughout the process.

Regarding Economic Performance of hybrid trolley buses, it is best to use them on lines with high
vehicle frequency, passenger numbers and vehicle kilometers per year. This is because the system
benefits to a large degree from the lower energy demand, operational costs and life time than diesel
buses.

In cities with well-developed networks, investment costs for new infrastructure may be reduced
significantly, speeding up the process of hybrid trolley bus adoption. Adjustment of the operation can
help with decreasing operational and energy costs. This can be done by adjusting time tables to
increase the frequency along bus lines, using the buses more on other lines normally served by
diesel buses and using the buses on high intensity lines. Once a network is developed, other buses
may also use the infrastructure and drive on lines without constructing extra infrastructure.

However, currently, the opportunity charging technology has economic advantages, due to low
infrastructure investment costs, but is required to charge during standing times. If standing times are
shortened due to operational circumstances such as high amounts of traffic, the strategy may gain a
disadvantage.

As can be seen, the costs of electric buses are subject to several parameters, therefore, case studies
for transport companies remain important. Due to the high investment costs associated with electric
transport systems and the different operational strategies of electric bus systems, case studies for
individual systems remain important to assess costs and develop strategies for the roll-out of these
systems into a cost and energy efficient network.
^ 1.6 Impact

The trolley:2.0 project has helped to create a better basis for the evaluation of hybrid trolleybuses or
IMC system respectively. In addition, formats like the User Forum Meetings, which took place in
Solingen in November 2018 and in Linz one year later, as well as teh very successful final online
conference have improved the image and acceptance of trolleybuses in Europe, which are intended
to make transport in cities locally emission-free. A total of around 300 participants took part in the two
trolley:2.0 User Fora and the final conference and used the opportunity to exchange views on
trolley:2.0 innovations, on the latest developments in hybrid trolleybuses, and on smart trolley
networks. Numerous feasibility studies for the installation of hybrid trolleybus lines could be prepared
and carried out with the help of the trolley:2.0 final deliverables on use case implementations,
business case developments or lessons learned.
The project showcased a deep integration of both mobility and energy sector offering great
opportunities to increase system stability as well as economic feasibility of trolley/IMC systems. The
insight into technical possibilities as the battery usage, increasing energy efficiency, automatic wiring,
the synergy and compatibility of trolleybuses and electric buses as well as the sharing charging
infrastructure for e-cars are some of the other relevant information the project provided as main
outcomes of trolley:2.0.
To design the trolleygrid of the future, it was essential that trolley 2.0 brought together trolley cities
and partners from academia and research. Trolley2.0 facilitated this network-making and knowledge-
sharing between academic institutions and trolley grid stakeholders, allowing proejct partners to
orchestrate feasible, new directions for trolley grids, e.g. for the integartion of RES into trolley grids.
The trolley 2.0 project has created a platform of collaboration between public transport operators,
cities and scientists, which inspired partners to develop and realise developments towards new IMC
trolleybus deployment concepts in their cities. The trolley 2.0 project participation gave partners
important insights in hybrid trolleybus technology, regarding scaling of the batteries, charging powers
as well as composite bus technology. This will be useful for future extension of the trolleybus network
without infrastructure development using battery trolleybuses.

^ 1.7 Dissemination Activities

Dissemination_website_TROLLEY_2_0.pptx

2 Progress per Milestone

^ 2.1 Consortium Agreement formally agreed based on DESCA model

Planned finish date 2018-01-31

Actual finish date 2018-04-01
Status
The consortium agreement was signed on 01.04.2018 by all contracting parties. The reason for the
three-month delay were the national contracts of the partners and a change of partners in the
Netherlands. Milestone 1 was thus reached with three months delay. For this reason, some of the
deadlines are due three months later.
Deliverables
No. Name Description Planned Actual Status
The trolley:2.0 project
consortium is aware of
the fact that
cooperation projects
with different partners
from different
countries with local
specifics and with a
long duration carry a
considerable degree
of risk. Several factors
such as the
complexity of
the implementation
process of integrated
measures continued
political acceptance,
external dependencies
of demonstrations and
others may put the
Register with identified risks and mitigation plans due to risk whole project or parts
1.1 Trolley 2.0 Risk register managment task. The register will be updated several times 2018-01-31 2018-09-30 of it at risk. In order to
within the internal progress reporting process. be prepared for any
deviations which may
arise during the
lifetime of
the trolley2.0 project,
a trolley2.0 risk
register has been
developed. This tool is
an evolving document
reacting to upcoming
developments and
changes throughout
the project lifetime.
Therefore, all partners
will continuously
update the register.
The latest version will
be made available on
the trolley:2.0
Dropbox (internal
website).

^ 2.2 SharePoint up?and?running

Planned finish date 2018-01-31

Actual finish date 2018-04-30
Status
trolley:motion has introduced an internal quality control mechanism, in which various templates were
created, which are used by the partners for the creation of deliverables. To provide and share
documents, a trolley: 2.0 Dropbox was introduced and used as the Internal Project Management
website. The Dropbox is accessible for all partners since 31.04.2018 and is used as an internal
project management website. The Dropbox serves as an efficient overall administration and reporting
tool in which all partners store, update and supplement documents. Milestone 2 was successfully
achieved.
Deliverables
No. Name Description Planned Actual Status

^ 2.3 Successful mid-term review accomplished

Planned finish date 2019-04-30

Actual finish date 2019-04-30
Status
The project status was presented during the mid-term conference in Warsaw. Mid-term report has
been approved.

Deliverables
No. Name Description Planned Actual Status
Mid-term
report
sent via
1.2 Mid-term report Official EMEurope mid-term report 2019-05-31 2019-04-30 CMT on
30th
April
2019.

^ 2.4 Successful final review accomplished

Planned finish date 2020-06-30

Actual finish date 2021-01-31
Status
The preliminary final project results have been presented on 2020-09-16 at the EMEurope R&I
Project Final (online) Event. Final project results are submitted for review with this final report.

Deliverables
No. Name Description Planned Actual Status
Final report
sent via
CMT on
1.3 Final report Official EMEurope final report 2020-06-30 2021-01-29
31st of
January
2021.

^ 2.5 Charging prototype finished and installation (Arnhem)

Planned finish date 2018-12-31

Actual finish date 2019-04-30
Status
PRE with the support from VenemaTech has realized a prototype DC to DC charger in the city of
Oosterbeek. The first phase was to be able to charge CCS EV's. In the second phase, the ability to
charge CHAdeMO EV's was implemented. Today this charger can charge CCS and CHAdeMO EV's.
The max system power is 60kW, using 15kW DC//DC prototype modules that PRE developed. The
weight of the complete 60kW charger is approx 140 kg. It is located at the top of the mast (see
photo). The kiosk with a simple user interface is located at the ground (user) level. It is used for
charging EV's from Connexxion (test evaluation phase). Lesson learned: Connexxion can only use
this charging infrastructure for its own fleet of vehicles. They are not allowed to sell the energy to 3rd
parties. This is a huge barrier for commercialization of the DC/DC charger and thus a huge barrier to
better utilize the existing trolley infrastructure. The future that PRE power developers and TUD
envision is to make Trolley systems economically more viable by using them as an advanced DC grid
that offers: DC fast charging (= premium charging) in urban areas, without major investments in the
electricity infrastructure (which is much more expensive in urban areas than the charger itself). Also,
these urban DC fast chargers could be deployed in a reasonable amount of time since there are
fewer approvals to be taken care of. Urban dc chargers are needed as key for several kinds of users:
electrical taxi's, parking plaza's / garages that need to be upgraded with chargers, but do not have
the electrical infrastructure to offer charging services, international tourists, business visitors. Since
urban DC charging is a premium service, it could be the most profitable business since 2 things can
be charged: parking place (EUR 8 per hour), energy consumption (EUR 1 per kWh, makes another
10 to 20 EUR per hour @ 10-20kW charging power). Another aspect is the assumption that the trolley
power grid: has sufficient over capacity for such services, can easily be upgraded with a more
powerful substation, can be upgraded using local battery storage, can be used to inject solar storage,
could act as a blueprint for DC smart-grids in urban areas. Ideas for more prototypes during the
project are a 150kW DC fast charger in Arnhem and a 50kW DC fast charger for Eberswalde
Deliverables
No. Name Description Planned Actual Status
This report
summarizes
the use cases
of Arnhem.
The objective
of the use-
case is to
make the
Arnhem
trolleygrid
more
sustainable
through the
use of solar
PV power,
installing
electric vehicle
(EV) charging
stations,
recovering
braking
energy by
using energy
storage and
by using
bidirectional
substations.
This report
This report will include information about the Arnhem use provides a
case background/ set?up covering aspects such as brief
objectives, operational environment, use case operational/ introduction to
Arnhem Use Case– set?up
2.1 work plan, details about the selection and installation of the 2018-12-31 2019-04-29 the state-of-
report
charging infrastructure and tt be charged electrified the-art
vehicles. The report will also specify the planned use case trolleybus
implementation. system in
Arnhem,
context
conditions,
objectives,
risks,
description of
the use cases,
work plan and
expected
results. It also
gives an idea
of the flow of
the tasks to be
done to fulfill
the objective
of increasing
the
sustainability
of the Arnhem
trolleygrid.
Finally, the
timeline of the
project is
presented to
achieve the
objectives and
the expected
outcomes.
^ 2.6 Review of state-of-the-art in trolley grids

Planned finish date 2018-12-31

Actual finish date 2019-04-30
Status
Transportation consists of thirty percent of global energy. Trolleybuses have clinched significant
importance in recent times as an environmentally friendly transport system. Interestingly, the
possibilities of harvesting huge potential of braking energy and its application on trolleybus functions
like syncing vehicle timings, installing storage, bilateral connection between sections, reversible
substations, EV charger connection on DC side of grid etc. are being well explored. Various projects
like Eliptic, ACTUATE, Trolley, Trolley 2.0 etc in past decades paved a solid path towards increasing
awareness and establishment of trolleybus network in urban areas. This article provides a
comprehensive analysis of establishment, installation and working of several trolleybus projects along
with discussion and recommendations to make system further energy efficient by exploiting braking
energy potential.
Deliverables
No. Name Description Planned Actual Status
Transportation
consists of thirty
percent of global
energy.
Trolleybuses have
clinched significant
importance in recent
times as an
environment-friendly
transport system.
Interestingly, the
possibilities of
harvesting huge
potential of braking
energy and its
application on
trolleybus functions
like syncing vehicle
timings, installing
storage, a bilateral
connection between
sections, reversible
substations, EV
charger connection
State-of-the-art technologies and research done in the
on DC side of grid
Report on smart trolleybus domain of DC micro-grids and trolley grids for integration of
2.2 2018-12-31 2019-04-29 etc. are being well
grids distributed solar generation storage and charging of electric
explored. Various
vehicles.
projects like Eliptic,
ACTUATE, Trolley,
Trolley 2.0 etc in
past decades paved
a solid path towards
increasing
awareness and
establishment of
trolleybus network
in urban areas. This
report provides a
comprehensive
analysis of
establishment,
installation and
working of several
trolleybus projects
along with
discussion and
recommendations to
make system further
energy efficient by
exploiting braking
energy potential.

^ 2.7 Model and System design for DC trolley grid of Arnhem

Planned finish date 2019-12-31
Actual finish date 2020-04-23
Status
A generic Trolley grid model split into sections and substations has been developed that can be used
for any trolleygrid. The model has the possibility to simulate multiple busses on the network. The
model gives values of currents, voltages, and power loss in the trolleybus grid. Bus schedules
(weekly and seasonal) can be implemented into the model. The model is now being adapted for the
Arnhem grid based on parameters received from Connexxion and HAN. Further parameters about
the trolley grid in Arnhem will be received in the next months. New information received from Arnhem
has exposed that the grid has a bilateral connection, so that also needs to be taken into account now
and the model needs to be upgraded. Currently, the model is being used for ongoing study for PV
placement and placement of EV charging.
Deliverables
No. Name Description Planned Actual Status
The
deliverable is
finished. It
was
postponed
from
31/12/2019 to
30/6/2020
under the 3+3
months
extension. An
extra 6
Laboratory proof of principle and design report for the power months was
Laboratory proof of principle converter for charging of EV, integration of PV array and asked due to
2.3 2019-12-31 2020-12-03
and design report storage to the trolley DC grid. The control algorithms for the staff change
DC micro-grid will be implemented on these converters. and extra
corona-delays
as traveling
between Delft
and Breda
was not as
possible and
the
collaboration
needed more
time.

^ 2.8 Smart trolley grid developed

Planned finish date 2020-06-30

Actual finish date 2020-10-30
Status
PV and Wind have been explored at multiple locations in the grid (decentralized or centralized) and
with different sizes. Storage was studied in synergy with the PV and Wind scenarios to show how far
the grid can be renewable while not relying on the AC grid for power exchange. A suggestion to
connect the EV charger using a 3 Point Connection rather than a 2 point connection was conducted.
A 25 kW DC/DC fast charger for EV was designed and prototyped.
Deliverables
No. Name Description Planned Actual Status
 Final
deliverable
2.4 is
delivered
on time.
The six
months
delay from
the
original
proposal
deadline
of
30/6/2020
are: the 3
The Final Arnhem Use Case Report will document the months
Final Arnhem Use Case implementation of the use case as well as specify results of covid-19
2.4 2020-06-30 2020-12-31
Report the use case/ data collection and lessons learnt. extension,
and the 3
months
postponed
start date
of the
project.
Under this
new
deadline,
the
deliverable
is then
precisely
delivered
on time on
3/12/2020.
Final
deliverable
2.4 is
delivered
on time.
The six
months
delay from
the
original
proposal
deadline
of
30/6/2020
This report will include information about the Szeged use are: the 3
case background/ set?up covering aspects such as months
Final Arnhem Use Case objectives, operational environment, use case operational/ covid-19
2.4 2020-06-30 2020-12-31
Report work plan, details about the selection and installation of the extension,
charging infrastructure and the electrified vehicle, i.e. the and the 3
midi trolleybus trials. months
postponed
start date
of the
project.
Under this
new
deadline,
the
deliverable
is then
precisely
delivered
on time on
3/12/2020.

^ 2.9 Vehicle in service / start of trials

Planned finish date 2018-12-31

Actual finish date 2020-08-31
Status
The frame of the prototype vehicle was delivered to Szeged with an approx. delay of 4 months as it
was planned initially. The reason for the delay is that SZKT's partner Ikarus Egyedi Kft. bankrupted
then it took a long legal process to take the vehicle to Szeged. After the delivery of prototype to
Szeged, SZKT had to analyze the status and this process took longer than it was planned, as the
vehicle came in a lower state of assembly. SZKT started to dismantle and preparation of the semi-
finished e-bus for its new examination in October 2018. This task supposed to be evopro’s task, but
after the failure of Ikarus-Egyedi, SZKT has taken the lead regarding the installation phase.
Regarding the vehicle’s examination, we have received a positive resolution from the Vehicle
examination authority. The coronavirus outbreak will cause delays, the current end date is end of
Summer 2020 (best estimate).
Deliverables
No. Name Description Planned Actual Status
 In addition to
the 4 months
delay of the
beginning of
the project, the
frame of the
prototype
vehicle was
delivered to
Szeged with an
approx. delay
of 4 months as
it was planned
initially. The
reason for the
delay is that
SZKT's partner
Ikarus Egyedi
Kft. bankrupted
then it took a
long legal
process to take
the vehicle to
Szeged. After
the delivery of
prototype to
Szeged, SZKT
had to analyze
the status and
this process
took longer
than it was
planned, as the
vehicle came in
Compsite framed midi trolleybus with optimized battery a lower state of
mode suitable for in-motion charging, authorized for trials in assembly.
Composite framed midi
3.2 various cities (starting in Szeged). The trolleybus is suited 2018-12-31 SZKT started to
Trolleybus
with an automated wiring system. dismantle and
preparation of
the semi-
finished e-bus
for its new
examination in
October 2018.
This task
supposed to be
evopro’s task,
but after the
failure of
Ikarus-Egyedi,
SZKT has
taken the lead
regarding the
installation
phase.
Regarding the
vehicle’s
examination,
we have
received a
positive
resolution from
the Vehicle
examination
authority. The
coronavirus
outbreak will
cause delays,
the current end
date is the end
of Summer
2020 (best
estimate).

^ 2.10 New optimized battery pack

Planned finish date 2019-12-31

Actual finish date 2020-03-25
Status
M10 (New optimized battery pack) has a modified goal due to the changes by University
Szeged. Instead of designing and assembling the battery packs, the University of Szeged study
explores the market for the availability of the right type and parameter battery with the BMS fitted.
University Szeged has performed tests with the existing battery sets and started analyzing the data
collected by evopro Bus Ltd. on the buses in Budapest to estimate the expected SOC values of the
specified capacity battery pack on the proposed Szeged line.
Deliverables
No. Name Description Planned Actual Status
Optimized battery pack has a modified goal due to the
changes by University Szeged. Instead of designing and
assembling the battery packs, the University of Szeged
study explores the market for the availability of the right
type and parameter battery with the BMS fitted. University
Szeged would perform tests with the existing battery sets
and started analyzing the data collected by evopro Bus
Ltd. on the buses in Budapest to estimate the expected
SOC values of the specified capacity battery pack on the
proposed Szeged line.
The trolleybus battery pack optimization is complete. After
reviewing the available modules and consulting with the
manufacturers, we selected the most suitable module. Due
to the relatively low power consumption of the composite
bus, the determining factor was not the energy storage
capacity but the maximum performance of the battery
pack. Packages of different capacity can be assembled
from the selected module according to the track.
Examining the bus routes in Budapest, we determined the
Optimized battery set with diagnostics tool for the in-motion
nd length of track on which the IMC system should be built in
or opportunity charging, as traction battery and a later 2
3.3 Optimized battery set 2019-12-31 2020-03-25 the case of battery packs of different sizes. Our analyzes
life stationary energy storage battery for 600 V DC
and the battery pack versions with different capacity were
networks.
published in the Toolkit (Toolkit_Trolley 2.0_Szeged,
Chapter 4: Optimized battery set for in motion charging,
Chapter 5: Simulations for existing routes, pp. 46-63).

Tests were performed on a used battery pack. The

package consisted of cells with LiFePO4 technology,
similar to the new modules we chose. Voltage differences
were measurable between cells and some cells were
defective. We performed the charge-discharge tests with
the SZTE battery tester, with which the faulty cells can be
selected from such used packages. I enclose a brief
description of the measurements (DIGATRON charger and
battery tester measurement.pdf)

Cell level measurements were performed during the

charging process. I attached the measurement results
(Charge measurement.pdf)

^ 2.11 Multi-pupose charger in service

Planned finish date 2019-02-28

Actual finish date 2020-10-31
Status
The EV charger could be connected to the trolleygrid ordinarily as a 2-port-converter (2PC)
connected to one section, or as a 3-port-converter (3PC) by connecting it to two sections. The 3-port
converter (3PC) is more efficient than 2-port converter (2PC) for relatively short section lengths. The
efficiency of the 3PC based solution increases relative to 2PC as the substation distance from point
of EV charging increases. An additional advantage is that the loading on the trolley grid conductors is
relatively lower with 3PC based EV integration compared to 2PC based solution for the same
charging power. As a trade-off, the 2PC solution has superior location flexibility, while the 3PC
solution is restricted to end-of-section points. However, at this location, 3PC can concurrently serve
the additional functionality of making bilateral connection between two isolated sections of the grid.

Deliverables
No. Name Description Planned Actual Status
^ 2.12 Toolkit developed

Planned finish date 2020-02-29

Actual finish date 2020-11-30
Status
The toolkit comprises several use cases for IMC take-up in existing trolleybus networks (e.g. Prague,
St. Petersburg) and describes technology aspects for further improving IMC systems like lightweight
chassis costructions, existing tram infratsructure usage for charging or automated wiring technology
for more flexibility.

Deliverables
No. Name Description Planned Actual Status

^ 2.13 Completed trials with composite framed midi trolleybus in partner

cities

Planned finish date 2020-06-30

Actual finish date 2020-12-31
Status
The midi bus trials started in August 2020 in Szeged and due to the corona-pandemic it was not
possible to start the trials also in the partner cities. The bus was tested successfully in Szeged and
testing will be continued beyond runtime of the TROLLEY 2.0 project (e.g. in Budapest).

Deliverables
No. Name Description Planned Actual Status
SZKT
analysed
how the
economic
efficiency of
IMC systems
could be
increased
and
analysed
several best
practices to
Summarizing the experiments and trial operations in a compiel this
Final Szeged Use Case toolkit for third parties to optimize an opportunity/in-motion toolkit, incl.
3.5 2020-06-30 2020-12-31
Report charging infrastructure and vehicle/battery set capabilities lessons
given the existing trolleybus or tram infrastructure. learned with
the
development
and
preparation
for the use of
new midi
trolleybus
types (8m)
based on
batteries
(Szeged use
case).
 SZKT
finalised the
development
of the
composite
framed
midibus with
IMC.
Authorisation
and testing
of the
vehicle could
not be
The Final Szeged Use Case Report will summarise the trials finalised due
Final Szeged Use Case
3.5 in Szeged and the evaluation results based on data 2020-06-30 2020-12-31 to Covid-19
Report
collection as well as lessons learnt. pandemic
situation.
Test were
only realsied
in Szeged.
The testing
of the
automated
(re)wiring
system has
been carried
out
successfully
in Szeged.

^ 2.14 Status analysis for in-motion charging in Gdynia finished

Planned finish date 2018-12-31

Actual finish date 2019-04-17
Status
Milestone 14 “Evaluation of the initial state of trolleybus transport in Gdynia” is connected to
Deliverable “The report identifying Gdynia Use Case”. It was prepared in a broader version, providing
a comparison of trolleybus transport in Gdynia to other trolleybus systems in Poland (Lublin and
Tychy). The report includes economic and technical data. Apart from that, a deep analysis of strategic
documents related to public transport passed by the City Councils was conducted. They were also
helpful for the development of the next reports, i.e. focused on indicators and assumptions to Cost-
Benefit Analysis. Indicator analysis prepared for all three trolleybus systems in Poland has shown that
technological development in batteries is an important factor stimulating the development of the in-
motion charging business model.

To summarise, the quantitative and qualitative analysis confirmed the development of trolleybus
transport in Gdynia (together with Sopot), Lublin, and Tychy. Measures focused on trolleybus
development and are complemented with activities related to the acquisition of battery electric buses
(Gdynia and Lublin), studies on using photovoltaic farms to increase non-emission potential of
trolleybus systems (Gdynia and Tychy) and to maintain and develop CNG buses (Gdynia and Tychy).

Also, a deep analysis of particular trolleybus lines operating IMC vehicles was done. By the end of
2019, there were six trolleybus lines operating partly without catenary in Gdynia and one in Sopot.
Moreover, since 2019 trolleybuses have partly replaced diesel buses on one ‘conventional’ bus line nr
181. On that line, trolleybuses from Gdynia to Sopot partly operate without catenary. The number of
lines on which trolleybuses operate partly without catenary is steadily increasing since 2015. The total
vehicle km without catenary covered by trolleybus transport increased significantly in 2019 and
accounted for 8.17% of the total trolleybus supply in the cities of Sopot and Gdynia. In 2020 another
diesel bus line was replaced by the in-motion charging trolleybuses (6 12-meter vehicles).
Deliverables
No. Name Description Planned Actual Status
Acquisition of new
trolleybusses
(with support of the EU
funding) increases the
number of vehicles with
modern traction
batteries with the range
of operation without
catenary up to 30 kms.
Therefore next stage of
the spatial development
of low-emission
trolleybus transport
could be made in
Gdynia
and neighbouring cities.
Based on previous
experience and
analysis made in
CIVITAS DYN@MO
and ELIPTIC project, a
study of new trolleybus
service in Gdynia and
Sopot will be prepared.
This report will include information about the Gdynia use
The study would
case background/ set?up covering aspects such as
include:
Gdynia Use Case - set-up objectives, operational environment, use case operational/
4.1 2018-12-31 2019-04-17
report work plan, details about the selection of in-motion charging
1. Current status of
trials and functions for the SES control system in Gdynia's
battery and e-charging
trolley network.
infrastructure
development process
(to analyse the future
need for catenary
development).
2. Evaluation of social
support for trolleybus
development process
based on the results of
marketing research
conducted among
Gdynia’s citizens (to
evaluate the perceived
quality and ecological
advantages of electric
transport in Gdynia).
3. Based on the results
of ELIPTIC project, a
CBA of hybrid
trolleybuses compared
to classic trolleybuses
to support decision
making-process in the
city.

^ 2.15 System design for SES control functions finalised

Planned finish date 2019-02-28

Actual finish date 2020-10-31
Status
Utility analysis and rating of energy storage in trolleybus power supply system was prepared by prof.
M. Bart?omiejczyk. Standard traction substation and Storage Energy systems with low power
charging from the AC network were compared. It was found that the use of an SES makes it possible
to reduce the peak power consumption of the substation to the level of maximum load on a one-hour
scale. It could result in a significant reduction in the fee for contracted power, and in the case of
building a new substation, it would reduce the costs of building a power line. The energy storage
should have a capacity between 5 and 15 kWh. Such a level of capacity determines the type of
energy storage as electrochemical batteries. Due to the high peak power consumption and high
frequency of charge and discharge cycles, lithium-titanate (LTO) batteries are the preferred solution.
Besides capacity, the battery needs to provide high peak power of a value 400–800 kW. LTO
batteries can be discharged at 10-15 C, which requires batteries with a capacity of 40-80 kWh.
Moreover, the scheme of the trolleybus supply system with a PV plant was developed in line with the
analysis of strategic documents described in M14. As a supplement, the analysis intitled "OVERVIEW
OF THE CURRENT STATE OF DEVELOPMENT OF TRACTION BATTERIES IN URBAN
TRANSPORT" was prepared (author dr. inz. M. Koniak). It was followed than by the detailed analysis
of LTO batteries being used in e-buses operated by MZA Warsaw sp. z o.o.
Deliverables
No. Name Description Planned Actual Status
The main
reason for
delay in
delivering D4.2
was a delay in
the
employment of
prof. dr hab.
Miko?aj
Bart?omiejczyk
at the
University of
Gdansk within
the Trolley 2.0
project. As
Prof.
Bart?omiejczyk
is employed at
the Technical
University of
Gdansk, PKT
Gdynia sp. z
o.o., the
Report on advanced Report on system design for optimised energy usage in University of
trolleybus supply system with Gdynia's trolleybus network based on SES. Furthermore, Gdansk had to
4.2 2019-06-30 2020-04-24
Stationary Energy Storage the potential for integration of PVs into Gdynia's trolley grid be very strict
(SES) systems will be assessed. with the
volume of
monthly hours
assigned to
prof. Miko?aj
Bart?omiejczyk
within Trolley
2.0. The
employee of
the UG cannot
exceed 278
hours of total
professional
activity per
month.

As only Mr.
Bart?omiejczyk
was approved
he immediately
started to work
on Deliverable
4.2.

^ 2.16 Completed trials in Gdynia

Planned finish date 2020-06-30

Actual finish date 2020-12-31
Status
It was agreed that the midibus could arrive for trials in Gdynia after trials have been completed in
Hungary. Due to the Coronavirus, this Milestone could not be reached, as the testing of teh Evopro
vehcile could not be carried out in Gdynia.
Deliverables
No. Name Description Planned Actual Status
 Deliverable
completed.
It was
finished
with the
delay
(impact of
COVID-19
that slowed
down the
process of
data
The Gdynia Use Case Report will summarise the trials in
collection
Gdynia regarding in-motion charging and SES contol
and made
functions and the evaluation results based on data
cooperation
Final Gdynia Use Case collection as well as lessons learnt. Furthermore,
4.3 2020-06-30 2020-12-22 with the
Report recommendations for spatial and operational modifications
trolleybus
of trolleybus routes based on in-motion charging concepts
operator in
(incl. performance parameters for traction batteries) will be
Gdynia
developed.
more
difficult. For
that
reason a
request for
the project
extension
was
formulated
and
submitted
to NCBiR).

^ 2.17 Extended CBA model published

Planned finish date 2020-06-30

Actual finish date 2020-12-23
Status
In order for the modelling results to be as close to reality as possible, many explanatory variables
were included in the developed economic model. The model makes it possible to determine the
minimum annual bus mileage, at which electromobility solutions will be characterized by a lower
financial net present value of costs compared to conventional buses meeting the Euro VI emission
standard. The model enables modelling and analysis to be carried out for a variety of urban transport
systems from any country. The model has been updated for this analysis to include additional
variants for a public transport line, respectively diesel bus service; ‘classic’ trolleybus service with
network construction costs along an entire route and without batteries; BEVs with mixed and
overnight charging — the most promising BEV solution in most cases as shown by the ELIPTIC
project findings because of the optimal trade-off between battery costs and operational capabilities
resulting from the battery capacity; BEVs charged from overhead trolleybus networks – IMC
trolleybuses or so-called ‘trolleybus without catenary’ – a solution that can be used only in cities with
existing trolleybus infrastructure that run buses along the trolleybus network to connect to stations
with no overhead network. In these cases, although BEVs may be introduced without investment in
infrastructure, vehicle costs increase due to the battery component. As well, overhead network wear
increases slightly, resulting in some additional costs. The model was prepared as easy-to-operate
scheme published on the websiteand is available under the link:
http://trolley.mamutec.pl/en/Home/Index
Deliverables
No. Name Description Planned Actual Status
 Deliverable
completed.
It was
finished
with the
The extended CBA model will describe costs and benefits delay
for conventional trolleybuses and -in comparison - in-motion (impact of
charging concepts providing guidance for planning COVID-19
trolleybus systems or extensions of existing systems based that slowed
CBA model for in-motion
on the results of Trolley 2.0 trials and experiences made in down the
4.4 charging concepts in Polish 2020-06-30 2020-12-23
Polish trolleybus cities. The deliverable will also include process of
trolleybus systems
guidelines how to use the model and recommendations how data
to realise in the future in-motion charging concepts in the collection
involved Polish trolleybus cities. and made
cooperation
with the
trolleybus
operators
more
difficult).

^ 2.18 Evaluation Framework completed

Planned finish date 2018-06-30

Actual finish date 2018-09-30
Status
The evaluation has been completed with three months delay because also the project started three
months later.
Deliverables
No. Name Description Planned Actual Status
This document contains the Impact Evaluation Plan for the project Trolley 2.0 described in
Work Package (WP) 6 as Deliverable 6.1. In the plan, the most important steps for the
evaluation of the project on a quantitative basis are described, as well as the motivation and
background that lead to the development of the steps. The objective of the plan is to develop
a strategy for the project partners to evaluate their individual research in a coordinated
manner. As a result of this, a comprehensive evaluation of the project will be made possible
with the overall goal of delivering data for business case developments involving the
technologies studied as described in WP 7.

Section 2 gives a brief overview of the background and the context of the project, which will
provide insight into the where Trolley 2.0 fits in within other recent EU projects. Section 3
shows the research aims and promised tasks of the project evaluation. This will provide a
more detailed look into WP 6 as well as its role to fulfill the project objectives. Section 4
provides an overview of the different partner cities and the details of their working packages,
showing how measures could impact the current system.

Section 5 then describes the methodology chosen to approach the evaluation of the work
This report describes the methodology to evaluate impacts done in Trolley 2.0. This is done by first summarizing the thematic impact areas that have
Trolley 2.0 impact and
6.1 as well as process-related aspects, including KPI definiiton 2018-06-30 2018-09-30 been selected on the basis of literature. These impact areas will be split into a final list of key
process evaluation plan
and practical guidelines for the data collection process. performance indicators (KPI) and strategic data that needs to be collected in order to inform
or calculate the KPI.

Section 6 will show the methodology of the process evaluation. This section involves the
examination of the different tools necessary to carry out the process evaluation, which can
also be described as research methods. The next step is to categorize the different phases
the project will undergo and how the research methodologies can be used to evaluate these
phases appropriately.

Section 7 will show the standard quality criteria that serve as a guide for good evaluation.
These include for example the guarantee of anonymity for stakeholders and privacy of data
but also the appropriateness of data collection methods.

Section 8 will show the aspired time plan as well as the responsibilities of the individual
stakeholders.

Lastly section 9 will show the aspired results of the project evaluation such as transferability
potential as well as input for WP7.

^ 2.19 Evaluation of impact assessment results finalised

Planned finish date 2020-06-30

Actual finish date 2021-01-27
Status
Several measures introduced by the Trolley 2.0 partners were evaluated for their impact. The impact
was measured through Key Performance indicators, which were drafted in the project evaluation
plan. Due to the delays and hindrances in the project, several work packages were not completed
and could therefore not be evaluated in their entirety, Therefore several of these had to be evaluated
with different indicators. For the use case of Arnhem, it was concluded that the Network could be
powered 100% by local renewable energy sources, however would also require upwards of 1200
MWh of storage. To achieve roughly 80% of direct renewable uptake from local energy sources,
about 100 MWh are required. For the use case in Szeged, the tested automatic wiring system
achieved reliabilities of approximately 77-90% during trials in the depot and on route. This reflects an
improvement over previous trials and a step towards further implementation of this technology. In
Gdynia, calculations were made on the use of stationary energy storage to reduce the peak power
demand from the network. Through the installation of the storage, peak power demand was reduced
by 90% for a substation in Gdynia. In Eberswalde, 12 buses were retrofitted with batteries and are
now operating on the trolley bus routes 861 and 862. This retrofit process enabled a reduction in
overall costs, compared to diesel buses and reduces CO2 emissions from operation by at least 44%
and approximately 90% when only renewable energy sources are used.

Deliverables
No. Name Description Planned Actual Status
The
document
was
This report describes the results from the “before?during” delivered
comparison of the Trolley 2.0 demonstrators both at local in time -
Full impact and process
6.2 and cross?site, including results from the extended CBA 2020-06-30 2020-12-31 calculating
evaluation report
model. the 3+3
months
delay of
the whole
project.

^ 2.20 Extended CBA model validated

Planned finish date 2020-02-29

Actual finish date 2020-12-23
Status
The extended CBA tool was developed and tested for trolleybus systems in the Polish trolleybus
cities Gdynia, Lublin and Tychy.
Deliverables
No. Name Description Planned Actual Status
 Deliverable
completed.
It was
finished
with the
delay
(impact of
COVID-19
that slowed
down the
process of
This extended CBA methodology will include an advanced
data
economic model for comparison of trolley-battery-buses
collection
operated in in-motion charging concepts with other clean
and made
bus types (incl. fully catenary dependant vehicles) and
Extended methodology for cooperation
diesel buses. The methodology/model will be validated by
6.3 CBA of in-motion charging 2020-02-29 2020-09-30 with the
associated partners and Trolley 2.0 user forum members by
concepts trolleybus
discussing criteria and parameters, e.g. cost items,
operator in
operators remuneration into fixed and variable cost
Gdynia
components, external cost factors etc.
more
difficult. For
that
reason a
request for
the project
extension
was
formulated
and
submitted
to NCBiR).

^ 2.21 Transferability potential for Trolley 2.0 results validated

Planned finish date 2020-06-30

Actual finish date 2020-12-23
Status
IThe transferability report was completed for fo some project key aspects / measures, incl. general
data gathering processes, research processes and the introduction of renewable energy sources, and
recommendations for public transport operators and decision makers. Recommendations include the
continued necessity of research projects as a means for data gathering and the building up of a data
basis for transport companies, if this does not exist already. Another key message about the
introduction of renewables was the consideration of stationary storage and the requirements of large
storage sizes that should be considered when more local energy sources are to be introduced. Other
messages included the role of Hybrid-Trolley bus lines and the automatic wiring technology and its
future role in helping to reduce costs in the future for hybrid trolley bus lines.

Deliverables
No. Name Description Planned Actual Status
The
document
has been
delivered in
time -
calculating
This report will synthesize the key findings from all the
Evaluation findings and the 3+3
Trolley 2.0 case studies and provides references for
6.4 transferability potential at 2020-06-30 2020-12-31 months
transferability of the Trolley 2.0 use cases at European
European level delay of the
level.
whole
project due
to project
delay and
the
coronavirus.
^ 2.22 Trolley 2.0 Business Cases validated

Planned finish date 2020-04-30

Actual finish date 2020-11-30
Status
For all TROLEY 2.0 use cases, a bussines case - based on an adopted CANVAS model were
developed (D7.1).

Deliverables
No. Name Description Planned Actual Status
The
Business
Cases
have been
elaborated
during
more
single and
group
sessions
and also
during the
Report on the final business cases developed on basis of
5th
Report on final business the Trolley 2.0 use case demonstrations in each partner
7.1 2020-06-30 2020-08-31 Partner
cases country incl. further take-up/ implementation plans.
Meeting in
May 2020.
Afterwards
the
Business
Cases
have been
finished
and have
been
delivered
in August
2020.

^ 2.23 Trolley 2.0 development schemes validated

Planned finish date 2020-04-30

Actual finish date 2020-12-23
Status
The main project results from TROLLEY 2.0 - plus lessons learned form User Forum cities - have
been compiled to a guide for setting up IMC systems (D.7.2).

Deliverables
No. Name Description Planned Actual Status
 In this report
the reader
will find main
lessons
learnt from
the
TROLLEY
2.0 project
and
knowledge
from the
exchange
with
TROLLEY
Report on finally agreed development schemes for Trolley
Final Trolley 2.0 development 2.0 User
7.2 2.0 use cases towards electric public transport based on in- 2020-06-30
schemes Forum
motion charging concepts and smart trolley grid solutions.
members
which are
outlined in
the following
as elements
of a
development
scheme for
the
deployment
of in-motion
charging
(IMC)
systems.

^ 2.24 Trolley 2.0 Lessons Learnt and Policy Recommendations published

Planned finish date 2020-06-30

Actual finish date 2021-01-29
Status
A final project results' brochure incl. all relevant lessons learned gathered from the project activities
has been created and was published (D7.3).

Deliverables
No. Name Description Planned Actual Status
Main results from
TROLLEY 2.0 use cases'
preparation and
Key deliverable of the Trolley 2.0 project: results on lessons realisation/implementation
learned and policy recommendations in all 4 project as well as from business
Joint Trolley 2.0 lessons
languages plus EN and optional 3 further languages in cases' development and
7.3 learned & policy 2020-06-30 2020-12-23
EMEurpe programme area with high replication potential from User Forum
recommendations
due to exisisting trolleybus networks (Belarus) or several knowledge exchange
implementation plans for trolley networks (e.g. Turkey). have been collected and
a project lessons learned
brochure has been
created.

^ 2.25 Trolley 2.0 Communication Plan finalised

Planned finish date 2018-06-30

Actual finish date 2018-09-30
Status
The corporate identity (logo and claim) was created within May 2018. The trolley: 2.0 project is listed
on the index-tab of the trolley:motion homepage as a microsite. Project-related articles are published
on the trolley:motion homepage and on the trolley: 2.0 News. Furthermore, news regarding the global
development of trolleybus systems as well as project-related news are published in the social media
channels of trolley:motion. In addition, a trolley:city news site will be modernized. The social media
channels include:n
- Facebook: approx. 700 readers, trolley: motion, trolley promoting public transport - from 2013:
approx. 800 readers
- LinkedIn Special Interest groups: Public Transport (about 42,000 readers), Bus Industry (about 8000
readers), Civitas Horizon (about 1900 readers)
- Xing Group: Public Transport: approx. 2000 readers)
- trolley: motion Newsletter, published about 5 times a year: about 3800 readers

In total, three press releases are planned; one at the beginning of the project, one in the middle and
one at the end of the project. The trolley: 2.0 project was thematically included in the press release
for the 6th International e-Bus Conference. An interim report as a press release was published in the
middle of April 2019.

A four-page project flyer was realized in English and provides information about the trolley: 2.0
project in general, the work packages of the use cases of the four cities, the partners, the user forum,
the associated cities as well as contact information and funding information. This was completed in
October 2018.

In addition, a 40-page conference and program brochure was produced for the 6th International e-
Bus Conference in Solingen in November 2018 and printed 250 times. The conference and program
brochure include the opening of the president of trolley: motion, greetings from the mayor of Solingen,
the conference program, information about the venue, a map of the city of Solingen with information
about the venue and a brief overview of the speakers' presentation. The program on November 22,
2018, was organized and designed exclusively by and for trolley: 2.0.nnIn order to ensure the
corporate identity of the project in the external presentation, a uniform template was created, which
was made available to all partners on the Dropbox.

trolley:motion was the organizer of the 6th international eBus conference in November 2018 in
Solingen with about 200 participants from different kind of institutions. Another conference is planned
for 2020.

trolley:motion and the project partners participated in different related events (i.e. Elekbu, European
ZEB Conference, 4th international trolleybus conference in Parma etc.). Further participation in
conferences, workshops, and related events is planned for 2019 and 2020.

Deliverables
No. Name Description Planned Actual Status
This Communication
Plan has been
developed at the
outset of the project
and identifies
opportunities and
actions for each of
Trolley 2.0 partners (led by trolley:motion) will develop a the partners for their
dedicated Communication and Dissemination strategy, own countries as
which will guide the project’s communication activities well as European
Trolley 2.0 Communication
8.1 throughout the project and beyond. The communication and 2018-06-30 2018-09-30 wide dissemination
and Dissemination strategy
dissemination strategy will be updated in month 15 to of the findings and
ensure that project findings are disseminated effectively in recommendations
the last year of the project. from the project.
The plan itself will
remain a ‘live’
document and will
be updated if the
working progress of
the project requires
it.
^ 2.26 Final Conference

Planned finish date 2020-06-30

Actual finish date 2020-11-13
Status
The final project conference took place online on 12 and 13 November 2020. Due to the corona
travel restrictions, it was not possible to organize a conference and on-site visit in Eberswalde.
Participants of the conference learned about the main accomplishments of the project in the
development of smart trolley grids and innovative in-motion charging concepts. This comprised
lessons learned from the trolley 2.0 demonstrations that took place in various European trolleybus
cities as well as new knowledge products. Speakers included representatives of leading trolleybus
operators including SZKT Szeged, PKT Gdynia, BBG Eberswalde as well as leading academic
(University of Gdansk, University Dresden, TU Delft) and industry representatives (evopro, PRE
Power, Kummler+Matter AG, Libroduct). The conference was organized and moderated by the
leading European trolleybus interest group, trolley:motion. we had 260 registered persons and 170
participants per day from all over the world.
Deliverables
No. Name Description Planned Actual Status
The final
At the end of the project, a Trolley 2.0 conference will be
conference
organised to showcase the project’s accomplishments and
was
present the results of the use cases and lessons learned of
8.2 Trolley 2.0 Final Conference 2020-06-30 2020-11-13 planned,
the project. To enhance take-up of the Trolley 2.0 results,
held and
the conference will be linked to trolley:motion's international
organized
trolleybus conference in 2020.
in time.

^ 2.27 Trolley 2.0 Twinning replication plans

Planned finish date 2020-06-30

Actual finish date 2020-12-31
Status
The twinning replication activities refer to the different cities and how far they have come with their
objectives during the project life-time. Unfortunately, due to the coronavirus travel restrictions also the
project has some delays with its original plans.
The city of Solingen wants to test the automatic wiring and de-wiring system from Libroduct.
The city Budapest will definitely test the trolleybus as soon as the authorization has been received.
Berliner Verkehrsbetriebe (BVG) are developing upon the trolley:2.0 project their pilot line, the IMC kit
and toolkit.
The city of Arnhem will use the studies from TU Delft for the opportunity chargers and Pre Power will
build further opportunity chargers.
Deliverables
No. Name Description Planned Actual Status
 The
twinning
activities
have been
organized
and
elaborated
Documentation of the twinning activities with associated during the
partners (site visits/workshops). The report will also conatin whole
a section on a replication plan per twinning partner to project
Report on Trolley 2.0
8.3 document concrete next steps / actions towards the 2020-06-30 2020-12-31 time.
Twinning activities
implementation of Trolley 2.0 solutions, e.g. Some
implementation/investment, tendering and procurement twinning
processes. activities
will also
go on
after the
official
trolley:2.0
project
finish.

^ 2.28 Trolley 2.0 User Forum established

Planned finish date 2018-06-30

Actual finish date 2018-10-31
Status
For milestone 28: Establishing a User Forum, trolley: motion created an open call in September 2018,
to which interested cities and public transport associations could apply. trolley:motion accepted,
selected and evaluated the applications so that a good quality of participants could be guaranteed.
The User Forum consists of Hordaland AG, Bergen (NO), Municipality of Maribor (SLO), Berliner
Verkehrsbetriebe (BVG) (DE), OSY S.A. Athens (GR), Pilsen City Transport Company (CZ), TPER
SpA, Bologna (IT), Public Transport Klagenfurt (AT), Public Transport Zurich (CH), Marburger
Verkehrsgesellschaft (DE). In addition, all associated trolley: 2.0 partners participate in the User
Forum.
The milestone was successfully accomplished within the 31.10.2018.

The User Forum Cities benefit from an exchange of experience on the following trolley: 2.0 topics:

In-motion charging concept for battery-operated trolleybuses

Midi-hybrid trolleybus as a system to extend the existing trolleybus network to remote areas
Testing automated wire-and-wire technologies
Multi-purpose trolleybus networks enabling the charging of other electric vehicles and the
integration of solar energy
Stationary energy storage systems and intelligent energy management of trolleybus networks
(eg optimized use of recuperation energy,
Integration of 2nd-life batteries, bilateral energy supply, etc.

The first User Forum Event took place during the 6th International e-Bus Conference in Solingen in
November 2018. Another event is planned for September 2019 in Arnhem and a third 2020 (time and
place not yet defined).
Deliverables
No. Name Description Planned Actual Status
 The
deliverable
Documentation of three User Forum events with about 20 was finished
participants each. The user forum activities include in time with a
Report on Trolley 2.0 User
8.4 discussion forums, site visits, online pre-surveys and 2020-06-30 2020-12-31 3 months + 3
Forum activities
assessment / validation excercises for Trolley 2.0 project months delay
results. because of
the corona-
virus.

^ 2.29 Completed tendering and procurement process

Planned finish date 2018-12-31

Actual finish date 2019-04-15
Status
This milestone describes the procurement process of different technologies to be tested in the use
case Eberswalde. For the procurement of all planned topics, this deliverable should give an overview
about the actual status of the procurement. The Barnimer Busgesellschaft mbH has three different
types of technologies which it will procure, install and test during the project. The first one is the
installation of traction batteries to the existing trolley busses and the conversion of the diesel bus line
910 to a full trolley bus line. The second topic is the procurement and testing of an automatic wiring
system. The third topic is the procurement of the multipurpose charger from the project partner PRE.
For the batteries, we can deliver a small text about the chosen form of tendering and a report about
the procurement process of the batteries. The procurement process of the wiring system and the
charging system is still open due to different problems of suppliers. A quote for the charging station
from the project partner has been submitted but currently exceeds the funding allocated for this
project. In total, the project goals depend on the work of all suppliers.
Deliverables
No. Name Description Planned Actual Status
 This deliverable
describes the
procurement process of
different technologies to
be tested in the use case
Eberswalde. For the
procurement of all
planned topics, this
deliverable should give
an overview about the
actual status of the
procurement. The
Barnimer
Busgesellschaft mbH
has three different types
of technologies which it
will procure, install and
test during the project.
The first one is the
installation of traction
batteries to the existing
trolley busses and the
conversion of the diesel
bus line 910 to a full
trolley bus line. The
second topic is the
The report will document the process of tendering
procurement and testing
Report on tendering and specification and the actual procurement process. TU
5.1 2018-12-31 2019-04-15 of an automatic wiring
procurement process Dresden will support BBG in specifying the tender
system. The third topic is
documents and conditions.
the procurement of the
multipurpose charger
from the project partner
PRE.

For the batteries, we can

deliver a small text about
the chosen form of
tendering and a report
about the procurement
process of the batteries.
The procurement
process of the wiring
system and the charging
system is still open due
to different problems of
suppliers. A quote for the
charging station from the
project partner has been
submitted but currently
exceeds the funding
allocated for this project.

In total, the project goals

depend on the work of all
suppliers.

^ 2.30 Successful introduction of regional trolleybus line with in-motion

charging

Planned finish date 2019-06-30

Actual finish date 2020-11-30
Status
The use case for Eberswalde (BBG) was succesfully implemented by the smooth introduction and
operation of a new IMC line as well as the generation of operational data which were used to
evaluate this new line concept. For this, batteries replaced the diesel APUs in 12 trolleybuses in
Eberswalde.

Deliverables
No. Name Description Planned Actual Status
 This report describes the set up for the use case
Eberswalde in the project Trolley 2.0.

Objectives in this use case include the smooth introduction

and operation of this new line as well as the generation of
operational data which will help evaluate this concept. For
this, the first batteries have been procured and replaced the
diesel APU in the bus. Other objectives include the
installation of a new multipurpose charger and test its
operation, the testing of an automatic wiring pantograph
system as well as a new type of midi bus.

Potential impacts include the generation of experience for

battery-trolley busses and the provision of information about
the energy storage system. This will require a thorough
analysis on the basis of technological and economic
parameters, but also the public opinion. In addition to this,
the investigation of the multipurpose charger will make it
This report will include information about the introduction possible to gain information about how to make DC
process (including collecting required permissions) of the infrastructure more economically efficient by adding another
regional trolleybus line in Eberswalde as well as use case source of income, while being in line with the German
Eberswalde use case set-up
5.2 background/ set?up covering aspects for the multi-purpose 2019-02-28 2019-04-29 legislature. Other impacts can be expected from the
report
charger demonstration scenarios, such as objectives, automatic wiring system, which would add more flexibility to
operational environment, charging infrastructure location or the battery-trolley bus. Lastly, the midi bus should reveal
the to be charged vehicles. technical aspects related to the insulation of the bus as well
as an understanding of this technology within the German
legislature.

Risks for these endeavors include that the automatic wiring

system cannot be installed since it is still in prototype status
and that the multipurpose charger can only be used
restrictively due to the German legislature.

Expected results include the successful implementation and

safe operation of an In-Motion-Charging bus line and data
generation, analysis and evaluation of the concept in
Eberswalde. Other expected results are the procurement
and operation of a multipurpose charger and an automatic
wiring system for the bus. Lastly, an analysis of the German
legislature for the Midi bus supplied by project partners will
be made to understand whether or not this bus can be
introduced in Germany. Secondly, this bus will be tested in
Eberswalde.

^ 2.31 Completed trials and demonstrations in Eberswalde

Planned finish date 2020-06-30

Actual finish date 2020-12-31
Status
This milestone was impossible to complete as testing vehicle of Evopro was never delivered
to Eberswalde due to the coronavirus situation and other technical delays.
Deliverables
No. Name Description Planned Actual Status
 The
deliverable, as
well as the
whole project
itself, was
delayed
through the
consequences
of the
coronavirus/
COVID-19
pandemic.
With the travel
restrictions
that
determined it
was
impossible for
The Eberswalde Use Case Report will summarise the
our foreign
operation of the newly introduced regional trolleybus as well
Final Eberswalde Use Case project partner
5.3 as the trials regarding multi-purpose charging in 2020-06-30 2020-12-31
Report to travel to
Eberswalde. TU Dresden will support BBG in compiling the
Eberswalde
final use case / evaluation report for Eberswalde.
and complete
their parts of
the project in
time. The final
project
aspects were
also finished
just in time.
After the last
test in the last
weeks of
December
2020 we were
finally able to
complete the
deliverable.

3 Deliverable per Workpackage

^ 3.1 Project Coordination and Management

No. Name File Dissemination level Explanation Impact
Constant awareness of
changes and constraints to
internal tool to which partners
lower the risk that project
should openly contribute to in
1.1 Trolley 2.0 Risk register Trolley_2.0_risk_register_final.pdf Confidential activities cannot be
order to mitigate risks and
implemented and mitigation
successfully run the project
of risks so that necessary
actions can be taken
1.2 Mid-term report D1.2 Mid-term report.docx Public n.a.
1.3 Final report D1.3 FInal report .docx Public n.a.

^ 3.2 Arnhem Use Case

No. Name File Dissemination level Explanation Impact
Recommendations about
extent of usage of PV,
Arnhem Use Case– set?up
2.1 Use case set up report template_updated1.pdf Public storage, their location,
report
quantifying the reduction in
emissions
Confidential because we are
writing a paper which is Knowledge of the state-of-
Report on smart trolleybus almost similar to this the-art of trolleygrids and
2.2 Deliverable report template_Arnhem_updated1.pdf Confidential
grids deliverable and would like to hence, defining the tasks for
request to make it public after the project.
we have published the paper
 The deliverable shows, with a
prototype, the feasibility of
charging an EV vehicle
directly from the trolleygrid.
Laboratory proof of principle D2.3 Laboratory proof of principle and design The trolleygrid has then an
2.3 Public
and design report report.docx extra functionality, allowing it,
as the project envisions, to
become an active grid and a
flexible backbone to the main
grid.
The deliverable shows the
potential of the integration of
renewable energy sources,
Final Arnhem Use Case
2.4 D2.4 Final Arnhem Use Case report.docx Public storage, and EV charging in
Report
the grid. The trolleygrid has
the potential to be a
sustainable, active grid.
The deliverable shows the
potential of the integration of
renewable energy sources,
Final Arnhem Use Case
2.4 EME-Trolley2.0_D.3.1_Szeged_Set-up_report.docx Public storage, and EV charging in
Report
the grid. The trolleygrid has
the potential to be a
sustainable, active grid.

^ 3.3 Szeged Use Case

No. Name File Dissemination level Explanation Impact

 Evopro Bus Ltd. has vast
experience with composite
frame buses, as the
developer of the Modulo e-
bus series. Composite frame
buses are a novelty in the
industry and can bring
advantages from the
conventional steel buses in
terms of durability. It has a
more rigid frame than steel
vehicles, without any long-
term corrosion problems. It is
especially useful for electric
buses, as an insulating body
means fewer insulation
problems for the high voltage
equipment, as well as the
lighter body structure, which
means considerably less
energy consumption (around
30 % less), consequently a
higher range of autonomous
operation. Modulo vehicles
are comprised of modules
that can modify the size of
the vehicle, thus gives a
variable range of vehicles for
different customers. The
vehicles fulfill all required
European standards, and
their low-floor arrangement is
also suitable for disabled
persons.

Composite framed midi Deliverable report The Trolley 2.0 project took
3.2 Public
Trolleybus Szeged_D3.2.docx an aim to modify an existing
overnight charging e-bus
construction to an
« in motion » charging
vehicle from trolleybus
catenary. The resulting
« trolleybus » is smaller than
the usual vehicle sizes, but
promise larger autonomous
distances, thus it is an ideal
vehicle for a supporter route
role on an existing trolleybus
backbone network or
charging corridors. The
routes with a smaller vehicle
can branch off from the
mainline after short
recharging, the smaller size
and smaller empty weight of
the vehicle mean flexible
usage in terms of the existing
trolleybus catenary
infrastructure as well as the
route.

This report details this

modification project‘s
elements from the customer’s
(Szeged Transport Company)
requirements, the European
and Hungarian legal
requirements, as well as the
modified electric components
(current collector, DC-
link/battery charger, traction
batteries).
 We made recommendations
for the Budapest routes:
different battery pack
versions and corresponding
IMC sections. Considering
the advantages and
disadvantages of the different
versions (fewer batteries,
installation costs of the IMC
system), energy efficiency
can be increased on these
routes.

We compared the results of

D3.3 Optimized Battery our analyzes with the
3.3 Optimized battery set Public
Set.docx characteristics of the planned
track in Szeged. Accordingly,
we proposed the battery pack
of the Szeged hybrid bus,
with which the SOC
calculated for the entire daily
distance is in the appropriate
range.

Accordingly, we proposed the

battery pack of the Szeged
hybrid bus, according to the
desired performance and the
calculated SOC value for the
whole day.
 The report highlights the
advantages of in-motion-
charging:

- no need for construction of

complicated catenary
complexes: the vehicle can
simply pull down the current
collector at large junctions;
- no need for standing (dead
time waiting) while charging:
in case of delays (e.g. due to
traffic jams, accidents) the
vehicle can immediately
return to service in contrast of
the opportunity charging
method;
- existing, reliable technology;
- upscaling for heavy duty
operation is easier. There are
barely articulated 18 m
overnight charging e-buses
on the market, on the other
hand in the heavy-duty bus
routes the feasibility of a
partial overhead catenary is
significant. There are
examples of bus rapid transit
(BRT) systems, where
D3.4 Toolkit_Trolley significant part is electrified
Final Szeged Use Case
3.5 2.0_Szeged - Public (Rimini, Baoding, Jinan,
Report
2020.11.30.docx Shanghai, Beijing, Mexico
City, Marrakesh);
- the used traction battery
sets can have a second life
as a stationary energy
storage, which used batteries
can be still capable. In
stationary storages for IMC
charging there is no need for
high fluctuance of the SOC of
the batteries – only max. 1-2
% fluctuation is reasonable –,
instead high-power
absorption and reemission is
required. Thus, a used
battery, that lost 20 % of its
initial energy storage
capacity, can still be well
used in a buffer station.
Further research is required
in this field;
- using battery
trolleybuses/IMC e-buses can
limit the power surges at
existing power substations –
at peak demand “smart
charging” trolleybuses can
reduce the battery recharging
or use the traction batteries
for acceleration.
 Legal barriers regarding the
authorisation for the midi-
trolleybus led to dealys and
SZKT recommends the
follwoing:

With regard to regaultion

UNECE 100 5.3.:

Shoudl be modified:

- an exception should be
possible from banning the
movement during charging
for IMC e-buses/trolleybuses.
UNECE 100 should also
clarify the electric insulation
safety requirements. Today it
writes (5.1.2.3):

„In the case of motor vehicles

which are intended to be
connected to the grounded
external electric power supply
through the conductive
connection, a device to
Final Szeged Use Case D3.5 trolley 2.0 final use case enable the galvanical
3.5 Public
Report report Szeged.docx connection of the electrical
chassis to the earth ground
shall be provided.(…)”

This text shows, that galvanic

chargers are either grounded
or ground independent. In
both cases single insulation
is enough (with or without
grounding).

Trolleybus catenaries are

neither grounded, nor ground
independent. This is why
double insulation is required.
Proposed regulation:

- IMC e-buses/trolleybuses
must have double insulation,
but this should be also
achievable through galvanic
separation device in the high
voltage bus (i.e. usage of
DC-DC link, which provides
one insulation level all the on
board high voltage electric
circuit on its output side).

^ 3.4 Gdynia Use Case

No. Name File Dissemination level Explanation Impact
Use Case report set the
background for planned
activities within WP4. It
evaluated the starting point
with attention to strategic
documents being passed
from Gdynia City Council as
well as Lublin and Tychy.

It was confirmed that

trolleybus transport holds a
strong market position and its
Gdynia Use Case - set-up
4.1 Use_Case_Setup_Rep_GDYNIA_17_04_2019.docx Public qualitative and quantitative
report
development is continued.
Among the most important
trends identified are
increased number and role of
hybrid trolleybuses,
increased out-of-catenary
operations and willingness to
steadily replace diesel buses
with trolleybuses under
certain conditions.
 The article discusses two
energy storage applications
in power supply system of
public electrified transport.
The first application aims at
reducing the peak power of
the traction substation. The
Report on advanced second application increases
trolleybus supply system with effectiveness of using solar
4.2 Deliverable report 4.2. SES.docx Public
Stationary Energy Storage power plant to cover partial
(SES) systems power demand of traction
supply system. These two
applications were discussed
and analyzed based on
trolleybus supply system in
Gdynia, where most
measurements were
recorded.
The evaluation of results
based on real-life operations
Final Gdynia Use Case D4.3 trolley 2.0 final use case report was conducted. It supported
4.3 Public
Report Gdynia_22_12_2020.docx several decisions on the
trolleybus network
development.
It provides a cost and
benefits analysis for
conventional trolleybuses and
-in comparison - in-motion
CBA model for in-motion
D4.4 CBA model for IMC concepts in Polish charging concepts as well as
4.4 charging concepts in Polish Public
trolleybus systems.docx for the diesel and electric
trolleybus systems
buses. It could be used as a
supportive tool for planning,
developing, or extending
trolleybus systems.

^ 3.5 Eberswalde Use Case

No. Name File Dissemination level Explanation Impact

This deliverable describes
the process of tendering and
therefore shows the
challenges connected to the
battery tendering process.
Through this deliverable, we
now have a better overview
of the battery procurement
and installation of batteries
when retro-fitting and can use
this as a basis for the
Report on tendering and D5.1 Report on tendering and
5.1 Public acquirement of the remaining
procurement process procurement process.pdf
batteries.
The workup of the tendering
and procurement processes
shows some delays for the
battery ordering process and
some delays for the
procurement of the loading
station fed from the catenary.
Other impacts for the whole
project could not be detected.
 The use-case set up report
from Eberswalde describes
and defines what has been
done in the last year. It
serves as a key to reflection
for the completed tasks and
those that are still open. It will
help setting impulses for the
remaining tasks and give a
general overview of the
status of the project.The
workup of the set up report
shows the risk of having
some troubles with the
supplier of the wiring system
and the charging station. It
becomes clear that there is
no possibility to buy a wiring
system because of the status
Eberswalde use case set-up D5.2 Eberswalde Use case
5.2 Public of each supplier. In that case,
report set-up report.pdf
the money for the project
funding could be changed to
some important changes in
the infrastructure for loading
the In-Motion-Charging-Bus.

The impact for the charging

station is much higher than
for the wiring system
because of the price in total
for such a system offered
from the company Venema. It
is in total about 50% more
expensive than calculated for
the project funding. This
could lead to a cancellation of
the procurement process for
the charging station.

The impact of the deliverable

was as the project itself very
important for us. In terms of
general understanding of our
trolleybus fleet we were able
to gain a lot of knowledge
Final Eberswalde Use Case 5.3 Eberswalde Final use
5.3 Public then even expected. For all
Report case report.docx
employees involved into the
project it is safe to say that
the information and
knowledge gain will be very
valuable and useful in the
future.

^ 3.6 Impact Assessment

No. Name File Dissemination level Explanation Impact

This report describes the
data collection process
required for the impact and
process evaluation of Trolley
2.0. This report will aid in
structuring the overall
evaluation process of the
Trolley2_Impact and Process
Trolley 2.0 impact and project by connecting
6.1 Evaluation Public
process evaluation plan common work packages
Plan_Final_formatted.docx
amongst partners, deliver an
evaluation by combining the
work done by all partners and
as well as explanations of the
context of each use case and
an evaluation of the process
of the project.
The document outlines the
evaluation works during the
project. The main impacts in
the process evaluation
D6_2_Full Project Evaluation outline the importance of
Full impact and process
6.2 Trolley Public good cooperation between
evaluation report
2_V02_Formatted.docx stakeholders, as many
project activities were
delayed as a result of
different problems relating to
this category.
 Extended methodology for
CBA of IMC concepts
enabled the development of
Extended methodology for D6.3 Extended methodology
the CBA model that was used
6.3 CBA of in-motion charging for CBA of IMC Public
for the analysis of Polish
concepts Concepts.docx
trolleybus operators in
Gdynia-Sopot, Lublin, and
Tychy.
The document outlines the
transferable results from the
Evaluation findings and
D6_4_Transferibility Report process evaluation, impact
6.4 transferability potential at Public
Trolley 2_V02.docx evaluation and the cost
European level
benefit analysis (Deliverable
6.3)

^ 3.7 Business cases, development schemes, guidelines, and policy

recommendations

No. Name File Dissemination level Explanation Impact

 The trolley:2.0 partners
aimed to prove that battery-
supported trolleybuses are a
way forward towards electric
public transport systems in
European cities by
demonstrating the new
charging concept in-motion
charging (IMC), that allows
for the partial off-wire
operation of hybrid-
trolleybuses in remote
sections of the networks. The
trolley:2.0 use cases aimed
to demonstrate efficient
public transport, flexible
operation and simplified
extension of trolleybus
networks as well as the
combined use of the existing
trolley grid infrastructure for
further electrification of
mobility in cities. The
development of trolley:2.0
business cases ensure the
long-term sustainability of
the achieved project
results. For each use case,
the local stakeholders
compiled a list of measures
necessary for permanent
implementation. Price
indications were collected
and corresponding
investment options were
evaluated. The durations of
the different steps of
implementation were
Report on final business D7.1 Trolley 2.0 business assessed (time planning).
7.1 Public
cases cases.pptx Different funding options
were evaluated. The
assessment of the relevant
data and cost information
needed for the planning of
the realisation of a use case
were supported on the one
hand by the industry partners
(trolley:motion members) who
reviewed use cases in terms
of technology feasibility /
validation of use cases and
reviewed the business cases
bringing in their experience,
e.g. in market development,
prices etc. and on the other
hand through exchange with
associated partners and user
forum members.
trolley:motion supported the
local use case teams (public
transport operator, public
transport authority, local
research and industry
partner) to develop concrete
business cases for the further
take-up of the use case
(based on local and overall
evaluation / impact
assessment activities).
Furthermore, development
schemes were derived from
cross-use case analysis to
exploit synergies and to
exchange results and
experiences (e.g. possible
solutions to certain technical
challenges that two or more
sites have in common).
 An entire community of
practice has formed around
trolleybus systems with the
TROLLEY 2.0 partners and
User Forum members in
cooperation with UITP’s
Trolleybus Committee. Over
the last 3 years a wealth of
good practices around the
deployment of IMC systems
has been shared within this
community; numerous
presentations, and know-how
are available on both the
TROLLEY 2.0 project and
trolley:motion’s website
(www.trolleymotion.eu); with
the TROLLEY 2.0 User
Forum a platform of major
stakeholders and projects
has been set-up (incl. the
Clean Bus Europe support
project APOLLO); and highly
successful TROLLEY 2.0
events have been have been
held in Solingen, DE (2018),
Linz, AT (2019) and the final
online conference (2020).
Finally, IMC based trolleybus
Final Trolley 2.0 development D7.2 Trolley 2.0 development
7.2 Public systems are increasingly
schemes scheme.pdf
seen as a real option for
forward-looking cities to
realise zero-emission public
transport systems, and thus,
batter-trolleybuses are
considered as zero-emission
vehicles in EU’s Clean
Vehicle Directive. The IMC
concept is clearly a
success story, but still many
political decision makers are
not aware of this solution,
even though more and more
cities are considering IMC-
based trolleybus systems as
a real option on their path
towards carbon neutrality in
2050 (Green Deal Missions’
goal). The following
development scheme is a
compilation of best practices
and gathered knowledge -
based on consultation with
practitioners, and an active
TROLLEY 2.0 community of
practice - to support cities
with the planning and
deployment of IMC systems
in the future.
 Partner quotes: lessons
learnt through the trolley:2.0
projectArnhem:

“To design the trolleygrid of

the future, it was essential to
meet and work with many
partner cities, allowing us to
understand the status-quo of
trolley grids across countries,
and their practical strengths
and challenges. Trolley2.0
facilitated this network-
making and knowledge-
sharing between academic
institutions and trolley grid
stakeholders, allowing us to
orchestrate feasible, new
directions from the current
trolley grids. The steps that
we are suggesting are
futuristic and beneficial, but
also concrete and realistic
thanks to this international
feedback pool. The
connections we have made
are solid and still active now,
even beyond the final project
conference.”

Eberswalde:

“The Trolley 2.0 project has

shown us that the trolleybus
can very well be a future-
oriented solution for public
transport.”

Gdynia:
Joint Trolley 2.0 lessons
trolley2.0 deliverable “TROLLEY 2.0 has created a
7.3 learned & policy Public
7.3.docx platform of collaboration
recommendations
between public transport
operators, cities and
scientists. Such an
environment, full of ideas and
practical developments
inspired us toward new IMC
trolleybus deployment
concepts.”

Szeged:

“The trolley 2.0 project

participation gave us
important insights in hybrid
trolleybus technology,
regarding scaling of the
batteries, charging powers as
well as composite bus
technology. This will be
useful for future extension of
the trolleybus network without
infrastructure development
using battery trolleybuses.”

“Through the cooperation,

we were able to get involved
in a new form of trolleybus
transport. We have been able
to build valuable industrial
relationships in the fields of
bus manufacturing,
transportation and battery
manufacturing. In addition to
the experience of analyzing
the data collected in traffic,
the experience gained during
our measurements on battery
modules and cells should be
highlighted.” (University of
Szeged)

^ 3.8 Dissemination, take-up and exploitation

No. Name File Dissemination level Explanation Impact
Good outreach of project
Trolley 2.0 Communication D8.1 Communication and results and a high level of
8.1 Public
and Dissemination strategy Dissemination Plan final.pdf visibility and reaching the
target groups.
Initially, the Final Conference
was planned to take place in
Eberswalde, Germany
together with the 7th
international eBus
conference. Travel
restrictions due to the corona
pandemic made it impossible
to organize a conference on
site. Therefore, an online
conference was organized on
12 and 13 November 2020
by trolley:motion and
Rupprecht Consult.
The interest of the e-bus and
trolleybus community was
very high, and the conference
registered 260 persons and
170 participants per day from
all over the world. The corona
pandemic has also its
positive aspects for that kind
of event. People who would
have needed a lot of time and
money to travel and come
personally to the conference
were now able to participate
in the event. Therefore, we
D8.2 Final Conference
8.2 Trolley 2.0 Final Conference Public had registrations also from
Report.docx
persons from Africa, America,
Russia, Brazile. We are
amazed by the fact that so
many people participated in
the event and showed a
tremendous interest in
learning about the current
developments around
trolleybuses and smart trolley
grids.

We greatly appreciate that so

many shared opinions and
actively contributed to the
conference, even though,
due to the current pandemic,
we could not meet in person.
We take great interest in this
conference as a sign that the
international trolleybus
community is indeed a very
vital one and hope to
continue the discussions,
thus contributing our best to
the current trolleybus
renaissance we are
witnessing!

The twinning activities are

very important to spread the
information of the benefits of
a trolleybus system and give
the needed support to the
cities who are interested
in an IMC system. Setting up
a network and discussions
with other trolley cities and
public transport companies is
a must for cities that want to
Report on Trolley 2.0 D8.3 Report on Twinning implement an IMC system
8.3 Public
Twinning activities Activities.docx from scratch. Other cities
instead are interested in the
innovations from this sector
and want to be the first to be
part of it.
Thanks to the twinning
activities the cities are able to
exchange, get the newest
information, year-long know-
how and the needed support
to plan and implement IMC
systems.
 The participants of the User
Forum generally appreciated
getting in contact with trolley
bus experts from all over
Europe. Furthermore, the
participants highly
appreciated the share of up-
to-date information about
technical and project-related
developments and the
exchange of knowledge,
experiences, and technical
solutions in other cities.

The trolley:2.0 User Forum

led to multiple lessons learnt
for its participants. Mainly
participants noticed that the
development of the battery-
trolleybus context goes into a
similar direction in Europe,
however in detail, the
Report on Trolley 2.0 User D8.4 Report on trolley2.0
8.4 Public projects differ in their
Forum activities User Forum.docx
complexity and solutions. The
main lessons learnt could be
retrieved from the exchange
of knowledge and
experiences concerning
energy efficiency, automatic
wiring, synergies,
compatibilities and many
more aspects. Participants
agree, that IMC-trolleybus
systems are reliable and
efficient.

Finally, the participants

agreed, that the topics of this
User Forum were well
chosen and besides the
offered topics, they want to
keep on discussing the topics
from this User Forum.

4 Issue/Risk

^ 4.1 R1: Management Risk

Milestone
Successful mid-term review accomplished

Description
Partners submit reports, data etc. after agreed deadline and with low quality.

Issue type
Communications

Status
Non applicable

Solution
Good internal communication structures, regular telephone conferences, bilateral communication,
meetings.

^ 4.2 R2: Management Risk

Milestone
Successful mid-term review accomplished

Description
Managerial changes, thus core project team members might leave the cosnortium, which would delay
project implementation due to knowledge gaps and needed familiarisation with project contents by
successors.

Issue type
People

Status
Solved

Solution
President changed within trolley:motion group. Daniel Steiner was replaced by Mr. Wolfgang
Backhaus.

^ 4.3 R3: Management Risk

Milestone
Charging prototype finished and installation (Arnhem)

Description
Partners have conflicts due to unclear decision-making processes or incompatible commercial
interests with regard to the development of Trolley 2.0 solutions.

Issue type
Communications

Status
Workaround

Solution
Trying to approach associated partner city Arnhem to get infrastructure data for smart grids research
and to deploy multi-purpose charger. Conflicts of interest between the City of Arnhem and grid-
operator Connexxion need to be solved. In case of not being able to solve the conflicts of interest
smart grid research and multi-purpose charger will be done or demonstrated respectively in another
partner city.

^ 4.4 R4: Use case / Demonstration-specific Risk (Arnhem)

Milestone
Charging prototype finished and installation (Arnhem)

Description
Development of a converter prototype that meets the standards and is ready for use outside a
laboratory might go beyond the capability of TU Delft. However, TU Delft has large experience in
making innovative proof of concept that works on a laboratory scale.

Issue type
Company structure & Operations
Status
Workaround

Solution

1. Re-design of the transformer - reduce primary to secondary capacitance

2. Optimize gate drive circuit - optimize and reduce the trace distances, between the driver circuits
and the switching elements

^ 4.5 R5: Use case / Demonstration-specific Risk

Milestone
Consortium Agreement formally agreed based on DESCA model

Description
Authorization processes - as a pre-condition to realise demonstrations - will necessarily lead to third
parties involvement which can overrule technical solutions. E.g. Evopro / Ikarus plan to authorize its
new midi-trolleybus not only in Hungary, but also for testing in partner countries/cities. Since there is
no common European basis for trolleybus regulations and authorisation. There is a risk of non-
implementation of tests with the vehicle at envisaged TRL 7, thus with passengers in operational
environment, in partner cities.

Issue type
Policy

Status
Workaround

Solution
SZKT has got a positive resolution regarding the vehicle's authorisation from the National (Hungarian)
institution for road safety.

Yet the concrete authorisation paperwork is still to be achieved by SZKT.

^ 4.6 R6: Use Case / Demonstration-specific Risk

Milestone
Consortium Agreement formally agreed based on DESCA model

Description
The envisaged planned current collector solution for automated wiring is still in prototype stage (TRL
6) and partners cannot anticipate every possible reaction in tests under TRL 7 in operational
environment demonstrations.

Issue type
Products & Markets
Status
Workaround

Solution
Automatic de-and rewiring system was tested successfully by SZKT and company Libroduct in 2019.
However, the technology still revealed minor weaknesses during tests in the operational environment
(TRL7). The analysis helps LibroDuct to adapt the prototype and to develop it further in a marketable
way.

^ 4.7 R7: Take-up, Exploitation & Dissemination Risk

Milestone
Multi-pupose charger in service

Description
In case of use case implementations in the use case areas 2) multi-purpose charging infrastructure
and 3) integration of REs into the trolley grid, Public Transport operators enter territory under energy
law and use case implementation under TRLs 7-9 might not be realised, as the legal
situation/regulation is still unclear, e.g. providing/selling energy from a trolley grid to third parties or
the integration of REs into the trolley grid.

Issue type
Policy

Status
Workaround

Solution
In the case of unsolved legal barriers to offering multi-purpose charger services to private e-car
users, the charger will only be demonstrated with municipal fleet vehicles.

^ 4.8 R8: Take-up, Exploitation & Dissemination Risk

Milestone
Trolley 2.0 User Forum established

Description
Trolley 2.0 solutions and dissemination and exploitation measures are not suited to associated
partners and other potential end users.

Issue type
Communications

Status
Non applicable

Solution
n.a.