European Battery, Hybrid and Fuel Cell Electric Vehicle Congress

Brussels, Belgium, 2nd - 4th December 2015

Analysis of the Impact of the Use of the Collective Electric

Transport in the Electrical Distribution System
Luciano Bonato Baldissera1, Karin Feistel2, Alzenira da Rosa Abaide3
UFSM - Universidade Federal de Santa Maria, CEESP, Santa Maria – RS - Brazil
1
lucianobonato@bol.com.br, 2karin.feistel@gmail.com, 3alzenira@ufsm.br

Abstract
In Brazil a large portion of the energy consumed across the country is destined for the transportation sector,
given that this has a very large territory and an energy matrix based in road transport. Whereas the majority
of the vehicles used in this segment are powered by fossil fuels, it becomes responsible for much of pollutant
emissions the atmosphere, second only in relation to the industrial sector. Thus, the need for insertion of a
more efficient and cleaner technology becomes necessary, for example, replacing fossil fuels such as diesel
oil for alternatives like electricity. Currently it has popularized the idea of car replacement petrol or ethanol
for automobiles and hybrid electric, but if we make an analysis of the Brazilian transportation sector is noticed
that most of the displacement of people is done by public transport. One example was the 2013, where 29%
of the displacements were made through collective means of transport and only 27% of the total had been
made with vehicles, wherein the total displacement of 20% corresponding to trips made by urban buses.
These urban buses use almost in its entirety diesel oil as fuel, thus replacing these models powered by
electricity would be a viable alternative from an environmental and energy perspective, it would raise the
sector efficiency. The problem in using this technology is the supply of energy demand, because replacing
an entire fleet would cause a considerable impact on the electrical system. Having this in mind, this paper
presents a brief study of the impact caused by the electrical system replacement of an urban bus fleet in a
public transport company situated in a city in southern of Brazil.
Keywords: Bus, Electricity, Infrastructure, Public Transport

1 Introduction same year. This percentage is due to the use of

highly polluting fuels in vehicles, which mostly are
The global need to reduce dependence on fossil based on oil products burning. In figure 1 shows the
fuels and reducing emissions of carbon dioxide distribution of consumption in the Brazilian
from the transport sector makes. It makes it appear transportation sector by type of fuel, according to
more and more newer technologies or even new the latest energy balance published by the Brazilian
mobility solutions in urban centers. In Brazil in company of Energy Research [7].
2014, for example, the transport sector accounted
for 45.7% of total issue carbon dioxide equivalent,
corresponding to 221.9 million tons of CO2,
higher than to sectors such as industry, which
accounted for only 18.5% of total emissions in the

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Figure1: Energy consumption in the transport sector in
Brazil in 2014 by source type [7].
It is noticed that in 2014 the diesel oil was
responsible for providing 45.2% of the total
energy used in this sector, in front of fuels such as
gasoline and ethanol. This great deal of use of
diesel is due to matrix of Brazilian transport,
which is based on road transport, in which
vehicles are mostly powered by diesel oil.
Moreover, if this sector is separated according to
its method of use, it is noticed that the passenger
is responsible for much of this fuel consumption
[7].
Still considering passenger transport, if analyzed
the forms of movement of people in all of Brazil in
2013, for example, according to the latest survey
of the Association National Public Transport,
presented in Figure 2, it appears that most travel is
done the public transport sector. In the case of
Brazil this type of transport consists in largely by
city buses, which are almost entirely diesel oil [1].
Figure 1: Modal split of trips made by people in Brazil
in 2013 [1].
This way the need for the use of new alternative in
the Brazilian public transport sector becomes clear,
because the emission levels of pollutants in this
sector are extremely worrying. Another feature to
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consider is that the Brazilian energy matrix is made up
mostly by renewable energy. In 2014, for example, the
generation of electric energy in Brazil was composed
by 74.6% renewable energy, is due to abundant water
resources. In that same year, the total generated
electricity, 65.2% is hydroelectric generation, and the
remaining correspond to wind farms, biomass and
other renewable sources [7], according to data
presented in Figure 3.
Figure3: Electric power generation in Brazil by source
type in 2014 [7]
So, the possible alternatives for reduction of
pollutant emissions in Brazil. So, the alternatives
for reduction of pollutant emissions in Brazil, one
of which can be considered the most promising is
the use of electric energy in the transportation
sector, replacing the internal combustion engines of
current vehicles with electric or hybrid engines,
reducing significantly polluting emissions and
increasing energy efficiency of sector. This kind of
alternative can be applied both in individual
transport, which is basically composed of cars and
motorcycles powered by ethanol or gasoline, as the
collective means of transport, the which have a wide
range of alternatives, and many driven by
electricity. In this range of alternatives can be cited
as an example the buses connected to an overhead
power line, called "Trolleybuses”, an old
technology but still in operation in Brazil, or even
trains suspended by magnetic levitation, which
reach extremely high speeds and are driven only by
electricity. In addition, also in the case of Brazil, is
considered the data presented, it is clear that buses
powered with diesel engines account for a large
share of greenhouse gas emissions, and have instead
their drive for powered electric motors by batteries,
but their use is not widespread locally and globally.
The only problem with this technology is that
replacing an entire fleet of diesel-powered buses for
electricity powered ones would cause a
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considerable increase in demand for electricity,
causing a considerable impact on the generation
of electrical system, transmission and distribution.
By having this in view, a study of the effects
caused by this substitution becomes necessary, so
to verify the technical and financial viability of
this modification. This work makes a brief
analysis of replacing a diesel bus fleet by electric
models in a small business Brazilian public
transport, making an approximate survey of the
impact on local electrical system by this
substitution.
2 Electric Buses in Brazil
The use of electricity in the Brazilian public
transport sector began in the city of Rio de Janeiro
with the use of electric trams, and the first electric
tram used in Brazil and throughout South America
was the “Cia. Ferro Carril” the Botanical Garden
on 8 October 1892. In 1910 began to be used
three-phase alternating current locomotives and
after in 1922, started the electrification of the
Railroads of “Companhia Paulista”. Already in
Rio de Janeiro in 1928 began operating the electric
bus service at avenue Rio Branco. The electric
buses worked only in the section where there were
no trams. Newspapers of the time pointed that
"comfortable bus electric drive, battery-powered,
with solid rubber wheels, no noise, no vibration,
smoke and disadvantages of gasoline" were
circulating around town. By no longer run on rails,
electric bus, or trolley, they had more autonomy
than the trams [9].
Urban changes in the city and continued the tram
lines were affected by the constant reformulation
of the traces of the tracks. In the hands of city hall,
the tram system survived for 19 years and, in
recent years, the trams on many lines, daily waged
a battle against the large number of cars and buses,
reaching extreme of, in some cases, the trams went
against the flow of traffic on major roads. The
maintenance of vehicles, many with imported
parts, and networks, demanding more resources,
which meant that the second half of 1960, many
cities deactivated or significantly reduce their
networks.
In São Paulo, in 1968, the trams were retired. The
tram of Santa Teresa in Rio de Janeiro was the
only urban line in the country that has never
stopped circulating. As for the electric buses
represented modernity, and, being considered
more comfortable and still had in his favor that we
do not pollute and being less noisy.
But after spending a few years as major
investments in trolleybus systems were in the
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public sector, the situation became a little more
delicate and volatile. The constant falls levers and
subsequent stops of means of transport were
becoming famous. Currently, the trolleybus persist
in some parts of Brazil, such as the city of São
Paulo, which currently has 192 trolleybuses and an
insert forecast its fleet of 60 new vehicles, most of
them with technology that ensures 7km without air
route network, eliminating the occurrences of
problems in traffic [8]. However, the lack of
investment, the constant stops by power failure due
to network failure and limiting the paths, which is
linked to sites with overhead networks, makes them
less attractive in the face of other electric
transportation options.
One way to overcome these problems associated
with trolleybus and enable the collective electric
transport is the use of electric buses powered
exclusively by battery. This type of technology has
been tested and used in some Brazilian cities as an
alternative to the use of trolley buses and other
forms of electric transportation. [6] Brazilian and
foreign manufacturers provide for transport
companies their electric models for testing as a way
to promote the use of this technology. Cities like
Curitiba and São Paulo already used in some lines
electric models, but the number of vehicles is less
significant compared to the total of existing buses in
the country due to its high acquisition cost.
However, with the technological evolution that has
occurred in the batteries and drive systems of these
vehicles their use has become increasingly viable.
More effective charging systems and batteries
having an energy density increasing electric buses
make them an alternative with great potential in the
replacement of diesel vehicles. Mainly in small
cities to demand OF passengers on certain lines is
variable and changes that have occurred, whether
economic or social, creates the need for
rehabilitation of routes, which in the case of systems
the rails or overhead lines is not viable.
Thus, the use of electric buses battery has
advantages related to flexibility on the routes and
the possibility to use the same road structures of
current bus, not being necessary adjustments in
investments in structures for running, unlike other
options. Along with this, there is the fact that in
Brazil there is a large supply of considered energy
sources clean, since its energy matrix is based on
renewable energy [7], which enables even more the
use of this technology when considering the
environmental aspects. This technology is not only
more widespread in the country due to the high cost
of the vehicles and the demand increment caused
electricity, factors that still make it impossible to
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replace the fleets in private companies, however,
with the reduction in prices and increased capacity
of storage systems this is an alternative with great
potential.
3 Analysed scene
Considering the electric buses as a technology
likely to be used in the replacement of public
transport diesel, the analysis of the impact energy
caused by such replacement is extremely
important. Based on this, this paper proposed an
approximate analysis of the increase of electricity
consumption, increasing demand and reducing air
emissions from replacing a fleet of buses by diesel
electric models the battery in a small transport
company.
The scenario used for impact analysis was based
on data relating to a company of the city of Ijuí,
located in southern Brazil, in the State of Rio
Grande do Sul. The company only uses vehicles
run on diesel Mercedes Benz brand in its fleet, and
is responsible for passenger transport in the urban
area of the city. Initially were related data
concerning the company and the city, resulting in
the number of passengers transported daily
number of vehicles, concession area, routes,
vehicles existing models, etc. From this, a survey
of the options available for the electrification of
the fleet was prepared, considering the inherent
characteristics of the region. It was found that the
best electric transportation option available in the
market for the replacement of the fleet was the use
of electric buses battery, because the infrastructure
of the site and the number of passengers per route.
After this, a survey was done about the electric bus
manufacturers and bus model that was closer to
the local reality was chosen. After, it was checked
with the company the recharge options available
for these vehicles, concluding that among the
options, which was presented more viable
technically and economically was concentrated
refill option in the company's parking lot,
considering that It is the one with the lowest cost
and less complexity. In the analysis was
considered a replacement of 100% of the
company's fleet, remaining the same routes and
currently existing operating hours.
3.1 Transport Company Analysed
The company used for the analysis was
“Medianeira Transportes Urbanos”, company
responsible for the displacement of the population
of the city of Ijuí, which has about 82,833
inhabitants. The existing fleet in the company has
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an average age of five years and consists of 25
vehicles operating model Marcopolo Torino, which
uses the chassis Mercedes Benz-1721, having a
capacity for 38 seated passengers, and 42 standing
passengers, serving a population of 78,215
inhabitants [12]. In addition, the company has a few
more reserve vehicles, which are available in case
of failure or atypical situations where passenger
demand is increased, as in the case of events at
certain times in the city.
Figure 4: Company fleet “Medianeira Transportes
Urbanos” [12]
In total are transported daily 10,000 passengers on
480 daily trips, divided into 13 routes distributed in
the urban area. The average per journey is 25 stops
loading and unloading, and the average speed of the
journeys is 18 km / h and average consumption per
liter of diesel is 2.94 km / l [12].
3.2 Eletric Bus Analysed
Worldwide there are electric bus manufacturers
spread in countries like Brazil, USA, Italy, Japan,
China and several others, which have models with
technologies already considered mature. Thus, we
analyzed the purely existing electric buses options
in the market and among these, because of the
proximity, two models produced in Brazil were
analyzed. The E-BUS of Electra Industrial Ltda, bus
Brazilian manufacturer located in São Bernardo do
field - São Paulo [6], and BYD-EBusK9,
manufactured by Chinese company BYD [2], which
has an electric bus factory in Brazil, in the city of
Campinas, also in Sao Paulo.
The Chinese model, which is shown in Figure 5
because it was what most resembled the Mercedes
Benz models used by the company Medianeira
Transportes. This vehicle has characteristics such as
passenger capacity and its very similar dimensions
to the diesel models, as well as having relative ease
of obtaining your specifications.
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 The comparison between acquisition costs was not
done because it was not possible to obtain the
purchase values of the bus models from BYD,
thereby making it impossible to compare the cost-
benefit and return on time investment. Another cost
was not compared regarding the necessary
infrastructure for recharging these vehicles, which
requires adjustments to the electrical system and the
development of demand agreements between the
company and the local power company.
Also, because it is an exclusively urban area and the
Figure 5: Electric bus model employed in the city used in the analysis is quite small, most routes
simulation. established by the transport company have no more
The BYD eBus-K9, has two engines of 75 kW than 20km per journey. This manner, according to
each, having a maximum speed of 70km / h and a the range per charge submitted by the manufacturer
range of 250km with a full recharge. Its charging of EBusK9 (which is about 250km) was considered
system has a power voltage of 3~380V - 60 Hz, that the analyzed routes would be met satisfactorily,
requiring a power of 60kW with a maximum with the recharge period initially established only
electrical current of 126A [2]. Table 1 shows the the night.
characteristics of the model. However, following the analysis of the energy
consumed by the company in each path, it was
Table1: Features of the Electric Bus K9 [2] found that in some places the batteries of vehicles
should be charged more than once a day, for the City
Performance Campus analyzed is very inclined in certain spots, a
Top Speed 70 km/h factor that generates a much larger energy
Max Gradeability 15 % consumption.
Range >=250 km
Motor 3.3 Recharging Systems
Type AC Synchronous Motor
There are various energy storage alternatives to the
Max. Power 180 Kw electrical bus, and likewise, the methods for these
Rated Power 150 (75x2) Kw power supply systems are also many. Recharge
Max. Torque 700 Nm systems range from the use of super-capacitors, the
Battery overhead lines installed on passages where buses
Battery Capacity 324 Kw/h are moving while carrying your batteries using the
Type FE Battery energy in the passages where these networks are not
Charging available. These two technologies present most
Power 60 Kw common: slow recharging systems, concentrated in
Charging Time 5 h the parking lots of businesses and the quick
recharging systems, which are installed on the
Chart 2 shows a comparison of the main features charts of embarkation and disembarkation of
of the model diesel used by the transport passengers [11].
undertaking to the electric model manufactured by The slow recharge systems are composed for
BYD. chargers installed in parking areas, which are
generally powered by a three-phase low-voltage
Table 2: Comparison EBusK9[2]xM.Benz 1721[10] network. These systems are connected to the vehicle
Model BYD Marcopolo chargers for hours until a complete recharge your
EBusK9 M. Benz 1721 batteries. Figure 6 shows a slow recharge system
manufactured by BYD, which has a maximum
Length 12000mm 12605mm
output of 80kW, being powered by a 380V three
Width 2550mm 2500mm
phase network - 60Hz [2]. This charging system is
Height 3360mm 3235mm
used for recharging the batteries BYD's bus-
Capacity 22+58 pass. 38+42 pass. EBusK9, which was used in the simulation.
Rated Power 150kW 153kW
Max. Torque 700Nm 780Nm
Gross Weight 19000kg 17000kg

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Figure 6: Slow Charging System BYD [2].
On the slow recharging systems the power
systems planning becomes easier as the entire
energy consumption of the electrical grid is
concentrated at one point and has predefined use
of time, thereby making it possible recharging of
vehicle batteries at times off-peak, which in the
case of Brazil, the rate is lower.
However, the fast recharge systems are installed
on the Boarding, disembarking places of the bus
stations, so that during passenger entry and exit is
entered in the vehicle a sufficient amount of
energy to the shift to the next charging station.
Usually connected cars to recharge system is
made by contacts installed on the roof of the
vehicle, and during recharging of the electric
system is drained a lot of energy. In figure 7
presents a rapid recharge system installed in São
Paulo, manufactured by Electra Bus Ltda [6].
. ROUTE
Figure 7: Fast Recharging System Eletra [8].
In this case, the charging is done at night in the
company parking lot for a slow recharging system.
At day time, the recharge is done in fast charge
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systems whenever traversed certain path, keeping
the vehicle in operation throughout the day without
the need to return to the car company to recharge.
The drawback of this system is that during the
necessary quick recharge the electrical demand is
distributed at various points installed in the
electrical distribution network, and has power
demand peaks which hinder the planning of
electrical systems, as are situations of high energy
consumption in a short period of time, generating
peaks in the demand curve of the electrical system,
a feature which is not desired.
Into the simulation due to the fact that the
manufacturer used buses provide on your site only
slow recharging system, this was considered the use
of the bus, returning to the company car for
recharging whenever their autonomy is exhausted,
having in order that the company has reserve
vehicles at its facilities, in this way enabling
alternate use of electric vehicles on the routes..
3.4 Analysed Routes
The information related to the routes of the bus lines
used by the company were obtained through the use
of an equipment GPS GPSmap 60CS model of
Garmin®, and collected data as total distance of the
route, altitude, latitude and longitude of boarding
and disembarking stations and excerpt. Altogether,
there are thirteen paths made by the company
through 25 bus to the total, which are presented in
Table 3.
Table 3: Routes “Medianeira Transporte”
N° N° OF
ROUTE NAME
VEHICLES
1 Alvorada/Modelo 4
2 Boa Vista/Cotrijuí 2
3 Centro/Campus 2
4 Jardim/Herval 2
5 Glória/Cotrijuí 2
6 Herval 2
7 Independência 1
8 Jardim/Modelo/Campus 2
9 Lambari/Cotrijuí 2
10 Independência/Alvorada 1
11 Sacolão 1
12 S.Geraldo/Progresso 2
13 Modelo/Cotrijuí 2
On each route, after collecting data, vectors were
created in Matlab software for the distances and
altitudes, which were used to determine the total
energy consumed. Também maps were drawn up
routes, as the example of the route “Modelo/
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Alvorada”, shown in figure 8.
Figure 8: Route map “Alvorada/Modelo”.
Therefore, for each route a vector was made, being
also determined the number of cars in operation in
each path, the path timings and the number of
repetitions of the daily routes carried by each
vehicle. Figure 9 shows the graphs for speed
variation and altitude obtained with the GPS
equipment on the route "Modelo/ Alvorada".
Figure 9: Speed, Elevation and Distance route
“Alvorada/Modelo”.
So for each route vectors are designed for distance
information, altitude, speed, etc. in order to obtain
a set of information on software for the application
of established methodology.
4 Methodology
The methodology used was based on a
combination of data provided by the company,
data collected in the bus traffic sites and data
provided by the manufacturer of electric buses. It
was built the necessary modeling for the vehicle
and entered data on routes, energy consumed was
calculated in each section, from its inception to its
completion through a model built in Matlab®
software. Initially, it started with the idea that
before beginning their routes buses are in garages
where they were loaded completely during the
night, time at which the buses do not circulate.
Following were executed software routines for
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each bus and stretch, and added the energy
consumed on each route in order to obtain the total
daily and monthly consumption for the company.
The structure and the data collected for the use of
elaborate model are shown in Figure 10. The
equations and the template used were based on work
done by [5] and are discussed in the following.
Figure 10: Methodology and data analyzed.
To determine the energy consumed was used a
dynamic model, taking into account the data
provided through the routes, except the number of
passengers transported in each route, which was
determined based in data provided through the
company. This dynamic model took into account
four main forces that focus on the vehicle: the
movement friction, aerodynamic drag, tilt angle and
inertia [5]. For friction calculation of the motion
equation used was:
𝐹1 = 𝑓. 𝑚. 𝑔 (1)
Where m is the total mass of the vehicle, g is the
gravitational force f is the friction coefficient and is
determined by:
𝑓 = (0,0041 + 0,000041. 𝑣. 2,24). 𝐶𝑛 (2)
Since Cn is the road friction coefficient defined by
1.2 v is the vehicle speed in meters per second. The
aerodynamic drag force is caused due to friction
with the air vehicle during its movement and is
affected by various characteristics of the same
structure such as size, shape, fittings, mirrors, air
tickets, etc. This force has its largest share related to
frontal area of the vehicle, therefore, their
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determination can be simplified considering only
this factor, being determined by:
𝐹2 = 0,5. 𝜉. 𝐶𝑎. 𝐴. 𝑣² (3)
ξ it is the density of air, Ca aerodynamic drag
coefficient set to 1.17, the frontal area of the
vehicle and v a vehicle speed in meters per second.
Since the slope of strength is the force added or
removed vehicle's motion caused by the slope
where the shift occurs, and zero on flat surfaces,
positive uphill and negative downhill. This force
is determined by the following equation:
𝐹3 = 𝑚. 𝑔. 𝑠𝑒𝑛𝜽 (4)
Where m is the total mass of the vehicle, g
gravitational force and the inclination angle θ of
the sliding surface in degrees. Since the inertial
force, which is the force required for the change
of speed is determined by the equation:
𝐹4 = 𝑚. 𝑎 (5)
The total force required for the vehicle
displacement is determined by the sum of the four
forces presented, and:
𝐹𝑡 = 𝐹1 + 𝐹2 + 𝐹3 + 𝐹4 (6)
Found total force required to move the vehicle is
calculated the torque required by the engine,
which depends on the diameter of the tires and the
transmission ratio, which is obtained by the
equation:
(𝐹.𝑟)
𝜏= (7)
𝐺
Where F is the total force, reo tire radius and G is
the gear ratio. Having obtained the value of the
required torque it is possible to obtain the power
required by the vehicle. This power is determined
by the equation:
𝑇.𝑣𝑚.2.𝜋
𝑃 = 60000.𝑛𝑚.𝑛𝑐 (8)
Where T is the torque in N.m, nc is the efficiency
of controller, vm is the engine speed in rpm, and
nm is the engine efficiency. vm can be calculated
using the linear velocity of the vehicle by
equation:
𝑣.60.𝐺
𝑉𝑚 = (9)
2.𝜋.𝑟
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As the study is in its early stages, approaches have
been used values, given that the final methodology
still follows in development. For the simulation was
considered a yield of 92% engine controller, the
nominal capacity of passengers in the vehicle
corresponding to a gross weight 19000 kg, a speed
of 18km / h on the value of the current average
vehicle speed informed by Transportation
Company. The energy consumed was calculated in
sections ranging from 100m to 1000m, based on the
characteristics of the route. The acceleration has
been simplified and is considered null for the route
of the bus, and the stop sections where there
resumed speed was considered an acceleration fixed
amount of 0,83m / s², however, it should be noted
that it was not taken into account energy obtained
by braking by regeneration.
To determine the slope of each section was used the
equation 10, where *** is the tilt angle of the
stretch, DH is the difference between the altitude
between the start and end point, and D1-2 is the
distance in meters excerpt.
∆ℎ
𝜃 = 𝑡𝑎𝑛−1 𝑑1−2
(10)
These inclinations were determined by data on
distances and altitudes obtained by GPS equipment,
which was used to survey the routes and stop
stations. With the inclusion of all data and the
program created Shooting, were linked to
consumption related, and thus was obtained a total
monthly consumption in kW / h of the company.
5 Results
After the data collected, entered and simulated in
the model developed by Matlab software was
obtained a monthly consumption of electricity
284,953MW/h. Considering an average tariff of
R$ 0.38 the kW/h, the monthly cost for the company
with electricity with the replacement of vehicles
would be R$ 108,282.14. For vehicles run on diesel,
considering the average consumption provided by
the company 2,94km/l and an average cost of
R$ 2.82 per liter, the total fuel cost would be
R$ 151,934.69. Thereby reducing costs in the
company was R$ 43,652.55 per month, excluding
the electric buses used feature regenerative braking
and lower maintenance costs.
Another factor considered was the value of the
reduced electricity tariff, which can be negotiated
with the company, because in Brazil there are power
contracts, which have a lower rate off-peak hours,
and that, depending on the level of contracted
tension with the power utility, this value can be
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further reduced. Amounts related to acquisition
costs of electric vehicles and chargers were not
able to be analyzed because the values of
information were not available, thereby being
impossible a comparison between the cost benefit
of these technologies.
Regarding the reduction of CO2 emissions
obtained with the substitution of vehicles,
considering diesel oil with a density of 0.85 kg / l
and an emission factor of 3.2 kg / l of fuel, to have
a total monthly issuance 172.408,16kg CO2 [4].
Considering that, the Brazilian energy matrix is
mostly coming from clean, renewable sources,
and considering that the energy used by electric
buses issued no pollutants into the atmosphere,
which does not correspond to reality but was used
for comparison purposes, reduction in emission
levels in the urban area of the county analyzed was
considered significant.
The demand increase in the electrical system of
the concessionaire was calculated considering
most refills in the evening, with a time of full
charge at a bus five hours [2]. Thus, the maximum
demand prompted the local electrical system was
1.5 MVA for a full replacement of the fleet,
considering all vehicles connected to chargers and
their fully discharged batteries.
6 Conclusions
Among the various alternatives for the
replacement of public transport means, the electric
buses are presented as the most promising
alternative technically, they can easily replace
traditional vehicles without major infrastructure
projects. The electric buses are easy to drive, both
in urban areas, as on highways and have good
acceleration and power. Locally, produce no
emissions or loud noises in their engines as well
do not produce greenhouse gases. Also, in the case
of Brazil, as the energy matrix is mainly composed
of water, a substitution of fossil fuels for
electricity would cause a considerable reduction in
polluting emissions and a reduction in total
expenditure on fuel. However, buses available on
the market have limited autonomy and need for
specific facilities in the garages of the fleet or the
loading terminals for supply of electricity, a fact
that entails in higher acquisition costs.
Whereas the submitted study is still in its early
stages, the data cannot be considered relevant to
an analysis of a study of system implementation,
but give us a rough idea of the energy cost savings
and demand increases in system electric.
Furthermore, in the case of expansion route or
even in some current routes, need for fast charging
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stations is needed because the battery capacity of
the analyzed vehicles was not enough for the daily
operation with only a slow recharge due to the path
of the routes has many inclines, a feature that
significantly increases power consumption.
Finally, it is concluded that the bus replacing diesel
by electric has several advantages, ranging from
environmental, technical and economic aspects,
however its cost benefit must be thoroughly
examined when considering financial aspects.
Investment in charging infrastructure, high cost of
batteries and low acquisition cost of diesel models
reduces the interest of transport operators in cleaner
and more efficient options. In addition, the
advantages of using electrical models can not be
considered uniform in all regions, as local
characteristics such as cost of diesel, of the land
routes, availability of electricity, as well as several
other factors significantly influence the relationship
cost-effective migration from one technology to
another.
References
[1] ANTP, Relatório 2013 – Sistema de
Informações da Mobilidade Urbana da ANTP, São Paulo,
2015.
[2] BYD-2015, http://www.byd.com
[3] C40/ISSRC, Low carbon technologies can
transform Latin America’s bus fleets. Lessons from the
C40 – CCI Hybrid & Eletrical Bus Test Program, 2013.
[4] C. H. R. De. Carvalho, Emissões Relativas de
Poluentes do Transporte Motorizado de Passageiros nos
Grandes Centros Urbanos Brasileiros, Texto Para
Discussão IPEA, ISSN 1415-4765, (2011), 1-38.
[5] D. Perrotta, A. Teixeira, H. Silva, B. Ribeiro
and J. Afonso, Electrical Bus Performance Modeling for
Urban Environments, 2012.
[6] Eletra-2015, www.eletrabus.com.
[7] EPE, Balanço Energético Nacional 2015, Rio
de Janeiro, 2015.
[8] Governo do Estado de São Paulo – 2015,
http://www.saopaulo.sp.gov.br.
[9] J. Martins, Eletricidade Sobre Rodas, O Setor
Elétrico, vol. 1, no. 76, p. 158, São Paulo, 2012.
[10] Mercedez-Benz-2015, http://www.mercedes-
benz.com.br/onibus
[11] M. T. Sebastiani, Um Modelo de Simulação
para Otimização da Alocação de Estações de Recarga
para Ônibus Elétricos no Transporte Público de Curitiba
Curitiba, 2014.
[12] MTU-2015, Medianeira Transporte,
http://www.medianeiratransporte.com.br.
9
Authors
Luciano Bonato Baldissera is a
professor at Escola Técnica Estadual 25
de Julho master's degree student at
Universidade Federal de Santa Maria.
Graduated in Electrical Engineering at
Universidade Regional do Noroeste do
Estado do Rio Grande do Sul and title
of Technician in Electrotechnical on
Escola Técnica Estadual 25 de Julho..

Karin R. Feistel graduated in Electrical

Engineering at UFSM, Brazil, 2013.
She is currently pursuing her Master’s
Degree. In 2012, she joined CEESP,
where is currently involved in
researching about Electrical Vehicles.
She is currently an Electronic Engineer
and 2nd Lieutenant on the Brazilian Air
Force and IEEE Student Member since
2015.

Alzenira da Rosa Abaide since 1989 is

a teacher at the Universidade Federal de
Santa Maria, being linked to the
Postgraduated Program in Electrical
Engineering at Centro de Estudos em
Energia e Sistemas de Potência
(CEESP-UFSM). It has undergraduate,
master's and doctorate in electrical
engineering from the Universidade
Federal de Santa Maria.

EEVC - European Electric Vehicle Congress 10