Going Electric?

Peter Paul Barbara

On 21st January 2020, Malta Public Transport launched its first fully electric bus as a pilot project in an initiative together with Transport Malta and Slovenia-based bus manufacturer TAM-Europe. This was the first pilot project ever undertaken by Malta Public Transport using a fully electric bus on a number of defined public transport routes.

The VERO 9 model was in service for a trial period to gauge efficiency and adaptability on Malta’s road terrain, which offers a unique environment to run such pilot projects and test in real-world conditions. The pilot project examined the adaptability of similar new technologies in a geographical space and population similar to a mid-sized European city, but diverse as far as geological terrains and climates are concerned, with short and long routes, and short bus-stop-to-bus-stop distances.

Fast forward to April of this year, where MPT unveiled a second project, this time deploying two larger fully electric buses which are currently being operated as part of the scheduled public transport fleet, one in Malta and one in Gozo.

Transport Malta, as evidently shown in the first Malta National Electromobility Action Plan published back in December 2013 by TM, maintains that electromobility should also be implemented and used for public transport, especially given the short distances in Malta and Gozo. In fact, one of the actions indicated in that action plan was precisely a pilot project to test the newly upcoming electric buses on the market, which at that time, one must say, were still very much in development.

Having MPT investing in such technology and contributing towards environmental sustainability is a great feat in itself, especially when considering the high capital costs required, as well as the fact that MPT operates one of the youngest public transport bus fleets in Europe. In fact, the investment to deploy these last two electric buses cost the company around €1 million, which is significant when considering that only two buses have been deployed.

T-21 caught up with Malta Public Transport General Manager Mr Konrad Pulé to discuss the experiences and results achieved so far using fully electric buses on their busy bus route network.

1. What is different between the first pilot project and the second one, launched this April?

The first pilot project was held in 2020 and we used a prototype bus. This means that the manufacturer was testing this model in different countries to experience a wide range of environments. On the other hand, the two buses that were put in service in April this year are a result of extensive manufacturer experience and the involvement of our technical team from our headquarters to design electric buses with specifications that are adequate for Malta.

2. Has the VERO Bus has been returned to TAM or is it still being used as part of the MPT Fleet?

Yes, the pilot project with the TAM prototype electric bus has been concluded. This project was very important for us to learn about the effect of electric buses on operations, drivers, logistics, engineering, and maintenance. This was the first electric bus to be driven on Maltese roads, so we could observe its performance and how this varied under different conditions, such as during traffic, lower and higher speeds, or while travelling along steep hills. We were also able to observe how the electric bus operated under different temperature conditions and how the use of air-conditioning affected battery consumption. Another important observation during the pilot project was how the electric bus performed on routes with frequent stops, given the short distance between bus stops that is very particular to our country.

It also allowed our technical and maintenance teams to gain first-hand experience with daily issues that may occur when operating electric buses. Overall, the pilot project was instrumental in allowing us to gain knowledge and identify local challenges related to electric buses.

3. Is it safe to assume that MPT decided to invest almost €1 million on the second pilot, based on data gathered from the first pilot project?

Our investment in the two new electric buses was a natural next step that is allowing us to gain more first-hand experience. Through this investment we are learning more about electric buses and how to adapt our operation in preparation for the replacement of 120 of our buses in the coming three years through the commitment made in the Recovery and Resilience Fund in collaboration with the Authority for Transport in Malta and other stakeholders.

4. If you can share, what was the experience of the first pilot, in terms of efficiency, battery range and reliability?

The first pilot project was a positive experience because of the learning opportunities it provided. Efficiency, battery range and reliability varied as these depended on a number of factors, and we experienced different results on different routes and under different conditions.

5. What about the user experience, from both passengers and drivers? And what about running/maintenance costs?

Throughout the project, surveys were held both with passengers and with bus drivers in order to receive feedback about their experience. It is important for us to understand user experience and we were happy to note that the feedback was very positive.

With reference to maintenance, this was also positive, although with pilot projects and prototypes, it is understandable that maintenance will not be as routine as it would be with a more advanced model. We expect this to be different with the two new buses that we have put in service, and we are working closely with the technical representatives of the

manufacturer to monitor performance on a daily basis.

6. What is the current user experience as far as the second ebus project is concerned?

During the first month of operation, we carried 22,000 passengers on our two new electric buses. The feedback has once again been positive, both from our bus drivers and from our passengers. In fact, some passengers have also posted positive comments on social media praising their experience on the electric buses.

Our bus drivers are also telling us that they are very satisfied with these electric buses. They mentioned the comfortable driving experience, the available power to go uphill and accelerate safely, and the overall smoother rides given the reduction in noise and vibrations. Bus drivers also had positive reviews on the braking system, especially when going downhill, and the sensors and cameras inside the buses.

7. On which routes was the first pilot project implemented?

The first pilot project was tested on a variety of routes, at first carrying only members of our team to test the routes and then with passengers on board. The aim was to experience as many different conditions as possible, including different road gradients, distances between bus stops, etc.

The three routes where the most testing was carried out were Route 130 between the Valletta Terminal and Valletta Waterfront, Route 58A between Valletta and Birkirkara, and another test route that went from Valletta to the University of Malta and Mater Dei Hospital through the Msida Skatepark.

8. I believe that the two new current electric buses are being used in Gozo and in Malta, one on each island. Are there any differences as far as efficiency and battery range are concerned, provided that the Gozitan topography is hillier?

The Gozo bus is currently being used on the

Victoria-Mġarr Harbour Route. How does it handle the steep hill from Mġarr to Victoria?

Our experience with the electric buses has shown that topography does have an effect on efficiency and battery range, however the difference between the consumption of the bus in Malta and that in Gozo so far is negligible, although it is very early to reach conclusions.

As we continue to gain more experience from these buses operating on different routes, we will be able to make some adaptations in our operation in order to optimise our resources.

9. Are there plans to use the Gozo bus on different routes in Gozo?

The two electric buses are the larger 12 metre type and therefore can only be used on a limited number of routes in Gozo, given that most of our bus fleet in Gozo consists of shorter 9 metre buses to be able to manoeuvre through the winding roads in the villages. Having said that, we are evaluating all options, and we do not exclude future projects for Gozo.

10. What about Malta? So far, I have seen the bus running on different routes. Will you be testing the Malta-based EV bus on most of the Routes or on a specific number of routes?

So far the electric bus has already been operating in the North Harbour routes, in the Southern routes, and in the North. Our aim is to test the bus on as many routes as possible in order to gather important data in preparation for the introduction of the other electric buses to be put in service.

11. What can you say about battery range? I trust this is sensitive technical information, but is charging done at night until fully recharged and then topped up during the day?

It is too early to say, but so far, our experience has been positive and encouraging.

12. What kind of charging infrastructure is currently being used? And where does it take place? I am assuming that DC chargers are being used. Am

I correct?

Typically, for heavy vehicles like buses, the charging infrastructure used is DC ranging between 150-160KW chargers.

13. How long does the bus take to be fully charged?

And at what time intervals is recharging done?

How long does each recharge take?

Since the buses are in operation practically all day, we charge the buses during the night. This requires changes in our logistics and operations, as we normally fuel the buses at night, which takes a much shorter time. Again, it is early to comment on charging times as this will need more time to be analysed.

14. Will you be considering charging the fleet by induction in the future by having charging infrastructure embedded in the road?

We are following international studies on different charging infrastructure and options, but so far, our plans are to use the standard chargers for overnight depot charging, with some options for opportune fast chargers in certain key locations around the route network. This depends on many variables that are being discussed with various stakeholders.

15. Is the current project time bound or will MPT continue to use these two buses alongside the other buses in the fleet?

The investment in the two new electric buses was considerable and we therefore want to maximise their use as much as possible.

16. IS MPT happy with the results? I mean, are the data and current results being achieved encouraging?

So far, yes. The results are positive and encouraging.

17. How important was the input of the Group’s experience in running similar buses in other cities, especially in Spain? How does the Malta experience compare with that of other cities, especially when efficiency is concerned?

Extremely important. We just sent a team of our engineers to Spain to visit some of our operations in Bilbao and Madrid. Although the space available for both these operations is incomparable to that in Malta, our objective was to learn about implementing electric buses on a larger scale, what upgrades are required in our workshop, and to understand more about the planning required to maintain an electric bus fleet.

We already have plans to upgrade our workshop, as we are keen to implement systems that our counterparts are using in order to improve service levels. Our team also had the opportunity to observe a hydrogen bus in operation, and all the planning and changes to infrastructure that this required.

We are also participating in the Ebussed project together with the Ministry for Gozo. This project contributes to the Interreg Europe programme, and it concentrates on the exchange of experience between 6 partner regions, all being at different stages of e-bus operation development. Through this project, we are learning from what other countries are doing when it comes to deployment of electric buses. Our engineers participated in two site visits, in Utrecht, in the Netherlands and in Hamburg, Germany, where we had the opportunity to see the electric bus depots and how the charging infrastructure works.

18. Another service you are operating is the park and ride service in Gozo. Are the results similar or do they differ from one bus to another?

It’s too early to say, and the services being operated in the two projects are completely different. The electric buses being operated on the route network have to cater for various bus stops along the road, for example, while the ones in the park and ride do not, as it is a shuttle service. Having said that, results are positive too.

19. MPT also run other public transport services such as the TOD service using smaller minibuses. Do you intend to try electric buses on this type of service as well?

The most advanced ebuses are the 12 metre buses and some 9/10 metre buses. Minibuses that are low floor are not yet so widely available on the market. However, as the market develops, we will continue to observe trends and funding opportunities for such projects.

20. Considering the massive investment required, will the fleet eventually be changed to an all-electric one or are you considering other sustainable fuels?

As part of a major project in collaboration with government, we plan to replace 120 Euro 5 buses in the coming 3 years as part of the RRF fund programme announced by government. We also expect hydrogen cells to play an important role in sustainable mobility in the future. As I have mentioned, we have recently launched the first hydrogen bus in Madrid, which our colleagues are testing there, and the results so far have been positive. This is something that we are definitely considering for the future even in Malta, but it requires extensive strategic discussions with various stakeholders.