: “An electric bus in a fifteen-year cycle is cheaper than a trolleybus by almost 10% due to the fact that the price of a trolleybus correctly includes the cost of the car, and the service, and the costs that we spend, and the maintenance of the contact network, which some of our critics simply do not consider, removing from the account." Is it really? Let's try to figure it out.

To begin with, it is worth understanding what figures for electric buses generally exist in the public domain and how Liksutov can operate with them. First of all, these are data on the purchase of electric buses and charging stations. For example, let's take the purchase of KamAZ trucks for 6.3 billion rubles. According to it, one electric bus costs about 33 million rubles. In the same purchase, the cost of maintenance per kilometer for 2018 is calculated - 22.22 rubles.

The cost of purchasing an electric bus and charging. Source: public procurement website

What about trolleybuses? For example, autonomous trolleybuses are successfully operating in St. Petersburg, and this is exactly the public transport that Moscow needs, and not electric buses. In terms of purchases, the cost of such a trolleybus is about 20 million rubles. Already there is a difference of 13 million. The cost of service per kilometer for a trolley bus as a whole, not only for St. Petersburg, cannot cost more than 20 rubles (according to a source from Mosgortrans), there are simply no life cycle contracts for a higher price, and on average it is about 18 rubles per kilometer. Even if we take a bus example, which according to statistics is clearly more expensive than a trolleybus, the life cycle cost of LiAZ in bus depot 17 is 14 rubles per kilometer, even taking into account the inclusion of major repairs in the cost, it cannot exceed 17 rubles. And even if we take the maximum allowable 20 rubles per kilometer, it still comes out cheaper than an electric bus.

Electric bus maintenance cost. Source: public procurement website

Now about the contact network, which “critics are discounting”, its antonym in our case will be charging stations for electric buses, which cost almost 13 million to purchase. To find out the cost of the contact network, let's take a recent tender for its reconstruction in Polyanka under the My Street program. The cost of almost complete reconstruction amounted to 8 million rubles per kilometer.

The cost of rebuilding the contact network in Polyanka. Source: public procurement website

These are new wires, spare parts, fittings. Let's try to use these figures to calculate how much the trolleybus infrastructure on the current route 73 will cost. Now there are four charging stations installed on it, but only two of them are working, and the other two are not even connected. When the time comes for electric buses to charge, queues form near the charging stations, meaning that the current number of charging stations is not enough. For the stable operation of the route, 60 electric buses are needed, with planned use, these are 15-20 charging stations, but with current breakdowns and problems, 34 charging stations are needed to have a reserve. The length of route 73 (according to the register) is 24.7 km, 195.4 million rubles will be needed for the overhaul of the trolleybus infrastructure. And it will be a fully and stably functioning route. For electric buses, as we calculated, 34 charging stations are needed, that is, almost 441 million rubles. At the same time, the service life of the contact network is 15-20 years, but in fact it can serve up to 30 years if you change small parts that cost a penny on a general scale. Therefore, this is a long-term and effective investment, and even a network built from scratch costs much less, requires virtually no maintenance and lasts much longer, unlike electric bus charging stations.

In addition, today's self-driving trolleybuses, like those from St. Petersburg, do not need wires throughout the entire route, even a little less than half is enough, that is, this is even less money. And given the constant breakdowns of charging stations due to imperfect technology, backup and emergency stations are needed.

The cost of a St. Petersburg trolleybus with autonomous running. Source: public procurement website

According to our sources from Mosgortrans, 5,000 rubles a month is spent on maintaining a kilometer of a contact network - mainly replacing small parts that deteriorate due to the climate, and maintaining a charging station costs 44,600 rubles per kilometer per month. Again, for the stable operation of route 73, 1.44 million rubles a year must be spent on servicing the contact network, and 18.2 million rubles a year on servicing charging stations. Of course, the trolleybus infrastructure is much cheaper, and we do not take into account the cost of installing charging stations, since these data simply do not exist. You can object, because you need to calculate the cost of the substation, which should feed the wires. But the fact is that the substations feed not only the contact network of trolleybuses, but also the charging stations of electric buses, so its cost does not matter for comparison. The argument about the high cost of the network disappears.

Charging maintenance cost. Source: public procurement website

As you know, the electric bus runs not only on electricity. Inside there is a diesel stove for heating. Its approximate fuel consumption is 3.5-4 liters per hour, that is, in 15-16 hours of operation, the electric bus turns into the equivalent of a small car and almost half of the bus. These are additional expenses for refueling and for the fuel itself. And let's not even mention the promised "green mode of transport."

The main part of the expenses in any enterprise is staff salaries. According to the response of Mosgortrans at public hearings, it is planned to produce 34 electric buses instead of 22 trolleybuses on route 73 in order to reduce the waiting interval between them - electric buses need time to recharge. This is not only a big expense due to the use of more cars, but also a much higher cost for the wages of drivers. Even if we really assume that the electric bus is 10% cheaper, all these calculations crumble only from an increase in the number of cars by 12 units and a larger payroll. Drivers are certainly fine, in fact, they are paid for idle time while waiting for charging, but is this an efficient use of funds?

All these are numbers, let's move on to practice. And it shows that such a non-working technology in the future may require even more money for repairs and improvements. Not a single GOST for charging stations exists, it is not clear how they will be coordinated. Mosgortrans refers to the fact that this is a new technology and there are no requirements for it, but this is not so. There are GOSTs for electrical installations, so the situation is such that the installed stations are essentially illegal. And since there is no certification information on them, it is impossible to find out how much energy they consume. But, judging by how they heat up and break down, unable to withstand the voltage, they consume more than they can. They were installed as strangely as possible - practically on the roadway, if snow falls and a snowplow drives, it will either demolish the station or fill it with snow, which will make it difficult to charge the electric bus, or simply damage it. In addition, according to information from cable laying specialists, the charging stations in Bibirevo are now powered by trolleybus wires, since the cable was not laid there, and at VDNKh everything was flooded with water during cable laying, several cars were pumping water, but could not pump out all water. In fact, the cable is partially in the water. At any time, this can lead to an accident and the next expense for repairs.

Chinese batteries on the roofs of electric buses overheat, so the top of the bus is simply removed. Whether this can lead to an emergency if it rains or snows is not entirely clear, but a breakdown or even an explosion of the battery from overheating is a very likely tragedy. The electric buses do not have wiring harnesses, so only two of them have air conditioning. This, again, is additional spending on refinement and repair due to a fictitious non-working technology. I remember the story when Liksutov was going to fire people for non-working air conditioners (according to our information, no one has been fired yet). Where are the layoffs for a completely non-working electric bus?

In the same way, money that was spent on the reconstruction of the contact network is buried in the sand, and later it was decided to launch an electric bus on these routes. For example, as on the 76th trolleybus route. In 2016, poles and wires were replaced there, but now it is planned to launch an electric bus there. Under the program for the reconstruction of outbound highways, the trolleybus infrastructure of the Shchelkovo highway was reconstructed, but route 83 is also going to be changed to an electric bus. Money wasted. And there are a lot of such sites, what kind of savings is there?

In fact, we have untested, raw and inefficient electric bus technology, the calculations for which were carried out in an incomprehensible way. Where do 10% of cheapness come from compared to a trolleybus - it's hard to say, everything is broken down by the figures of Mosgortrans itself. Moreover, the current trolleybus can be made even cheaper and not lose efficiency. For example, if you take inexpensive supports for a contact network, do not use expensive ribbed insulators, when wood has been effectively used all over the world for a long time and there is no need for expensive insulators. Small parts are replaced very often with us, due to the fact that Mosgortrans already buys the cheapest parts, while in Europe more expensive parts are used that do not require constant repairs, but everything comes out much more expensive for us. And all this leads to the fact that the authorities continue to destroy the trolleybus, and do not hesitate to adjust all the figures to their goals, doing everything so that the trolleybus becomes ineffective in the eyes of the public.

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It's no secret that Moscow is removing trolleybuses from the city today. This is a premature and expensive decision for the environment and transport, but this is how decisions are made in our city - if the boss wants, then the metro will close.

But there is one problem - replacing electric vehicles with gasoline in the 21st century is bad for the reputation, everyone understands this. It would be possible to replace all trolleybus lines with a tram, but this is from the category of fantasy. Therefore, a compromise was found - electric buses. Now just many cities are experimenting with it, so Moscow also decided to join this club. In addition, the name "electric bus" gives innovation and futurism.

In 3 years, Moscow will refuse buses running on motor fuel: we will only buy electric buses. The ecology of the city will benefit greatly

— Sergei Sobyanin (@MosSobyanin) July 21, 2017

The city intends to stop buying gasoline buses from 2020. Therefore, now everyone is trying to decide on the future type of electric bus - for this they are regularly brought for testing various models, and by the end of this year, a technical building for bulk purchases will be drawn up. The first full-time electric buses will have to leave the lines with passengers in August 2018.

Recharging on the go

The first type of electric buses are autonomous trolleybuses. Yes, the line between transport is gradually blurring. Therefore, it can be called both an electric bus with battery recharging from a contact network, and an autonomous trolleybus.

There are routes with such electric buses in Tula, Novosibirsk, Beijing and other cities. A good solution for cities where infrastructure with a contact network already exists. It removes the issues of creating substations and wires in new areas, but leads to a rise in the cost of rolling stock.

In Moscow, there are also such models - new trolleybuses with autonomous running.

Night charging

These are heavy electric buses that charge for several hours (about 5-6 hours), and then go along the route all day. It will not work to make transport around the clock with such machines (hello Bukashka). Large capacities are needed to simultaneously charge the entire fleet of electric buses in one night, but this makes it possible not to create intermediate stations at stops and end stations. This type of electric bus is predominant in China.

There are now two such electric buses in Moscow: from LiAZ and Yutong from Zhengzhou.

LiAZ has been running the M2 route since February this year. The power reserve according to the passport is 200 km. For comparison, the average route in Moscow is about 300 km. Accommodates 90 passengers. They say there were problems in the cold.

The maximum speed is 80 km/h.

Charging in Filevsky Park:

Yutong has just arrived in the city, but he will travel with bags - there is no certification for working with passengers. But in China it works regularly on the line. Power reserve - 200 km. Seats for 73 passengers.

The maximum speed is 69 km/h.

Night charging station:

Intermediate charge

The batteries are charged by the electric bus in short sessions at stops and end stations. You need fast charging, but the weight of the batteries is less. There is a problem of supplying power to stops, but in Moscow, as I understand it, this can be solved by using trolleybus substations. Just recently. Such electric buses are being actively tested in Europe.

In Moscow, KAMAZ of the first and second generations, the Finnish Linkker 13 and the Belarusian BKM were tested.

KAMAZ of the first generation went on the M2 route last year for two months and received a bunch of comments. Power reserve - 100 km with a maximum speed of 65 km / h.

Removable batteries

There is another tricky type of electric bus with replaceable batteries. At the end stations or in the park, the staff makes a pit ston, exchanging dead batteries for charged ones. A minimum of time and hemorrhoids, but so far this is done in China only on high-floor machines. That is, by.

If the government does not change, now the terms of reference for a full-time Moscow electric bus have been sent to experts and manufacturers for evaluation and adjustments. Public discussions are promised in the autumn, after which the mass purchase of equipment will begin. So far, little is known, such as localization of production, service life cycle, USB charging, and so on.

It is not clear what the price of equipment will be, but we can definitely say that it will be expensive. Both purchase and content. At his lecture, the director of Mosgortrans at the end of May said that electric buses are 30% more expensive to maintain than buses.

The Chinese, for example, have not yet named the price of their electric buses. On the one hand, this business is subsidized by the state, so they currently have the largest fleet of electric buses in the world, on the other hand, they need a large order to localize production, that is, the unit price will not work now.

“Rain... Fog over the Neva. The lions wet their manes." And in the midst of this landscape... A bus? No, a trolleybus that can move without wires! He visited St. Petersburg, and I took part in his tests.

D hold on tight,” the driver advises, “now I’ll show you the dynamics of acceleration!” It is at the level of a passenger car - although we are talking about a trolleybus that was moving with the bars lowered!

Let's start with a quote from the reference book "Urban Transport and Traffic Management", published back in 1960. “Trolleybuses (a combination of a trolleybus with a diesel-electric bus) and trolleyaccubuses (where a battery is installed) can be used in the central regions of large cities where the suspension of a contact network is undesirable ... Working on the line mainly as a trolleybus, certain sections of the car will be able to pass with attracted pantograph rods, without requiring a contact wire. The disadvantages of this transport are as follows: the complexity of the power equipment and the high cost.

Since then, more than half a century has passed, and here it is, a trolleyaccubus, or rather, an autonomous trolleybus. Its name is Trolza-5265.02 Megapolis, and the car was brought to St. Petersburg on the eve of the World Cup: it is assumed that these will deliver passengers to the new stadium on Krestovsky Island. The trolleybus line has not been laid there, and it is not environmentally friendly to transport fans by buses, albeit modern ones: “zero exhaust” is in fashion.

But if the electric buses are just being tested, Trolza's "trolleyaccubuses" are already being produced. These were delivered to Tula (16 cars), Nalchik (10 copies) and even Argentina, for the cities of Cordoba and Rosario (7 and 12 pieces, respectively). And in total, by the end of 2017, 101 copies should be produced.

By the way, cars for Rosario were shipped quite recently, in January, and their price is known: about 350 thousand dollars, or more than 20 million rubles. The copy shown in St. Petersburg is somewhat cheaper - about 17 million rubles, which is comparable to the price of a LiAZ gas bus.

The interior resembles low-floor LiAZ buses. It even has room for a guide dog!

And, honestly, if such cars start to walk around St. Petersburg, I will gladly use them! The trolleybus is completely low-floor, and even with the “squatting” (kneeling) system. Wide doors with an active edge (these will not pinch your arms and legs) lead to a spacious and bright salon with an anti-slip floor. It contains diffused diode lighting, which turns on automatically, from the sensor. Double glazing, multi-zone climate control...

Near the wheelchair space there is not only a touch button with backlight and Braille, but also an intercom. There is even room for a guide dog!

The trolleybus is low-floor, but the rear entrance is intricate

And it's warm in the cabin. In a bus, every extra stove is a load on the generator, engine, and cooling system. A trolleybus is a different matter, there is nothing in it, only a 550/28 V converter. And since there is more than enough energy in the network, you can literally put a stove under every seat (and in theory, place sockets for charging mobile phones with tablets).

The driver's cabin resembles a pilot's cabin - or the cabin of a ship. The entire space of the front panel is strewn with buttons, the cabin is hung with gadgets, but the most impressive is the instrument panel. Since the machine is equipped with a CAN bus, information from an endless menu is displayed on the display - from the washer level in the tank to the instruction manual with all the electrical circuits.

Of course, there are video cameras and a GLONASS terminal, which is also not easy. Through satellite, the system sees the trolleybus on the route and automatically announces the stops!

It also connects the trolleybus with the fleet and makes it possible not only to remotely monitor the car's systems, but also display messages for the driver - for example, that one of the turn signals is not working.

Management is elementary: I pressed the move selection button (forward or backward), pressed the right pedal (not gas, but the chassis) and drove off. Look through the heated windshield, check the situation on the huge mirrors (also heated and electrically adjustable) - and the steering wheels from stop to stop! Acceleration is limited by the "brains": the thrust of the electric motor is huge. The maximum speed is also limited to 60 km / h, and an electric retarder helps to slow down - an electrodynamic braking system. Moreover, energy recovery during braking is implemented here: about 20% of the energy spent is returned to the contact network.

Another advantage for the driver is the automatic lifting and lowering of the booms. In the right place, you can, by pressing a button, fold the “horns” - and the trolleybus will turn into an electric bus.

What we, in fact, did for photography near the Rostral columns of Vasilyevsky Island. It’s a pity, with the installation of current collectors on the wires, everything is not so simple: the “horns” can be automatically raised only where there are guides on the contact network. I saw them only in the trolleybus depot. So after our photographing, the driver acted in the old fashioned way: bypassed the trolleybus and “fastened the rigging” with ropes.

But autonomous running is really cool. The car is equipped with two Toshiba lithium-titanate battery packs and it is promised that the trolleybus can travel on them - without a contact network, at full load - 15 kilometers. Can you imagine how convenient it is to go around traffic jams and congestion? Yes, and network breaks are not terrible: all trolleybuses are standing, and this one is going to the delight of passengers!

By the way, Russian batteries from Rosnano-Liotech were installed on earlier copies, but now the property of the Novosibirsk Liotech plant is put up for sale ...

As for other technical features, both bridges are branded ZF. And suspension elements, tires and brake pads are unified with LiAZ buses - which is very convenient for parks where both electric and diesel vehicles operate.

It is also unusual that the electric motor, its control device, converter, compressor are of domestic production. The compressor, by the way, is screw - silent and vibration-free.

The main place in the rear compartment is occupied by the compressor (it is installed on the right)

In general, the trolleybus is very quiet, it's a pity, the power steering is buzzing. According to St. Petersburg experts, it would be more logical to install an electric amplifier: it is simpler, quieter and not afraid of frost.

They also noted other shortcomings. First, batteries weighing almost 700 kg, located on the roof, are not very good: they greatly increase the center of gravity and affect stability. Maybe it's worth sacrificing low-floor and installing batteries under the floor at the back, as is already done in Europe?

Traction batteries are located on the roof under the casing with the inscription "do not step"

Secondly, the rear corners of the body with built-in lighting are strangely made: they are plastic and glued to the base. What will it be like to fix them even after a small accident?

It is not clear why the vents are glued into the double-glazed windows: leaving the line with a non-working air conditioner is prohibited! Finally, there are no mentioned charging sockets in the cabin, which passengers would only be happy about.

Be that as it may, during the tests, Megapolis successfully covered eight kilometers “on batteries” along the route intended to deliver spectators to the stadium. And there is every chance that the fans will go to Krestovsky Island in just such cars - not cheap, but fast, quiet, environmentally friendly and even capable of moving without wires.

Passport data
Model	Trolza-5265.02 Megapolis
Number of places
general	100
for sitting	35-37
Overall dimensions, mm
length	12335
width	2550
height	3470
Curb weight, kg	10580
Gross weight, kg	17380
electric motor	DTA-1U1 AC
Max. power, kWt	up to 180
Battery type	lithium titanate
Capacity, Ah	80
Max. speed, km/h	60

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Autonomous trolleybus

S. I. PARFENOV, General Director of OAO Sibeltransservice

In Novosibirsk, on the route "Airport Tolmachevo" - the metro station "Zaeltsovskaya", has been operating for more than a year new trolleybus ST6217M. The length of the route in single-track terms is 45.56 km, of which 17 km the trolleybus moves without a contact network, feeding the engine from a lithium-ion battery (LIA).

The vehicle, which can be considered unique in terms of a number of basic characteristics, was created by several enterprises - the Liotech LLC plant, Sibeltransservice OJSC, Siberian Trolleybus LLC, NPF Irbis LLC, NPF Ars-Term LLC ”, Research Institute of Chemistry solid body Siberian Branch of the Russian Academy of Sciences, Novosibirsk State technical university, with the participation of transport enterprises of the Novosibirsk City Hall and its leaders.

Principle of operation and technical characteristics

The mileage of the prototype in the electric bus mode was 60 km with the full mass of the trolleybus. This indicator in practice will be significantly higher, since the actual occupancy during operation on the line is much less than the maximum.

A large autonomous run of the trolleybus is ensured by installing a LIB battery under the floor, consisting of 144 batteries. Battery capacity - 240 Ah. The weight of the battery is 1060 kg, which is just over 5% of the total weight of the trolleybus.

The batteries are recharged when the trolleybus, after running in the electric bus mode, moves under the contact network, as well as when braking in both modes: kinetic energy turns into electricity and goes to recharge. Separation from the contact network and installation of current collectors are carried out by pressing a button from the driver's cab.

Battery life is determined by operating conditions - in particular, the number of cycles, which, in turn, depends on the degree of discharge during the cycles. If the conditions are such that the battery discharge reaches 50-60%, i.e., there is a deviation from the contact network by 30-40 km, then the service life will be 8-10 thousand cycles.

fishing, or 9-10 years. The shorter the autonomous range, the longer the battery life. The trolleybus manufacturer, after familiarizing himself with the route and operating conditions, gives recommendations for operation.

Route No. 401 has been operating for more than a year, and no changes in the technical characteristics of the batteries have yet been detected.

There are no analogues of this model. Currently, factories produce trolleybuses with an autonomous course of up to 500 m, which are capable of bypassing obstacles at low speed, such as an accident site. JSC "Trans-Alfa" previously produced a trolleybus on supercapacitors, the autonomous course of which was up to 5 km, but it required a large number of charging stations, and the project was not widely used.

Key Benefits

Possessing such properties as autonomous running and increased maneuverability, electric rolling stock

can pass through special parts of the contact network (arrows, intersections) at high speed with lowered pantographs - which, in turn, allows you to remove the contact network and its special parts from individual streets and squares.

Thanks to the introduction of the novelty, trolleybus routes can be extended by 30-40 km, and the trolleybus route network can be expanded due to the possibility of moving from one trolleybus line to another.

Buses, the route of which partially coincides with the trolleybus route, it would be advisable to replace them with trolleybuses. The cost of a bus for energy per 1 km of run is 2.5-3 times higher than that of a trolleybus on LIB, which spends 1.8 kWh per 1 km of run, taking into account losses in the lines, or 1.2 kWh according to the meter installed on the trolleybus. Thus, the replacement will:

Save on the cost of the energy component of the cost of passenger transportation;

Increase the density of the rolling stock at the feeder and save electricity by increasing the consumption of recuperated electricity during braking;

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Improve the energy efficiency of existing energy systems in general;

Reduce operating costs due to greater reliability and durability of the trolleybus.

In addition, a trolleybus with LIB makes it possible to additionally save up to 20% of traction electricity. Such a trolleybus, moving under the contact network, provides a permanent consumer in the form of charging LIBs, which constantly consume energy recuperated during braking by both the trolleybus itself and other trolleybuses. The total savings in traction electricity, taking into account the savings in the elimination of ballast start-brake resistance, according to the most conservative estimates, will be about 50%.

The development of the route network of an environmentally friendly mode of transport will not require any additional financial costs - for example, the expansion of contact-cable lines and traction substations. At the same time, the energy and economic efficiency of using the existing infrastructure of urban electric transport will increase, which will significantly improve the economy of this industry and, as a result, restrain the growth of transportation tariffs.

The energy costs of the ST6217M trolleybus for a one-day run of 200 km are about 600 rubles, the costs of an ordinary trolleybus are 1000 rubles, and the costs of a bus are 2000 rubles. Thus, a trolleybus running a LIB only due to low energy costs saves about 0.5 million rubles. in year. I believe that this is a serious argument for carriers in favor of changing the bus to a trolleybus.

Next steps

Trial operation of the ST6217M trolleybus makes it possible to predict the onset of a period of rapid development of electric transport - electric buses and electric vehicles.

Since in Russia and a number of countries near and far abroad, there is a widely developed trolleybus traffic with all the necessary infrastructure (in our country, 88 cities have trolleybus networks), it is advisable to start the mass operation of electric vehicles with such transitional models as trolleybuses with a large autonomous run on LIA. It is the existing material and technical base of urban electric transport, its infrastructure that will make it possible to start mass operation of electric transport without preparation, develop it and improve it.

The introduction of trolleybuses with LIB and energy-saving electronic drives is important step in system development public transport, the energy system of our country and its economy as a whole.

The project has a multi-purpose value, and the goals are divided into national and local values. The public ones include:

Preparation of various power systems for the mass operation of electric transport;

Development of an efficient, economical, reliable, competitive vehicle in the world markets;

Restraining the growth of the cost of transporting passengers on urban routes, the growth of tariffs for transport services and, accordingly, social tension in the country.

The goals of local importance are:

Development of the urban electric transport network;

Increasing the share of environmentally friendly, cost-effective large-capacity transport;

Improving the energy efficiency of existing energy supply systems and fixed assets of urban electric transport;

Development on the basis of existing energy systems of a network of charging stations for future electric buses and electric vehicles.

Given the scale and degree of novelty of the project, the originality of the created vehicle and the practical difficulty of replacing the existing fleet of trolleybuses and buses with trolleybuses with a large autonomous course and electric buses, it should be recognized that further advancement of the project requires fundamental decisions at the first stage. In particular, it is necessary to move towards the creation of private trolleybus routes or routes with mixed ownership, and we can take part in this process.

The increase in electric vehicles through the use of trolleybuses with a large autonomous course is impossible without a programmatic approach, which should include:

Calculation of the capacity of existing contact-cable lines, determination of technical measures that increase their capacity;

Creation of complex route schemes in major cities and their agglomerations;

Creation of municipal, private and mixed ownership routes using trolleybuses with a large autonomous course;

Experimental operation of trolleybuses with a large autonomous course and the creation on its basis of a more advanced electric vehicle.

To achieve practical results in the implementation of the project, a federal program is needed to develop electric transport as the main mode of transport, the initiator of which would be to see the Ministry of Transport of the Russian Federation.

Every tenth trolleybus in St. Petersburg will receive autonomous running from Liotech

24.07.17 09:10 Liotech-Innovations LLC will supply 66 car kits of lithium-ion batteries (LIAB) for the Russian trolleybus manufacturer Trolza.

The project is being implemented under a contract between Trolza and the Transport Committee of St. Petersburg for the supply of trolleybuses with increased autonomous running in order to upgrade the city's electric transport.

Now there are 46 trolleybus routes in the city, and a fleet of more than 600 trolleybuses. Thus, 10% of the city's trolleybus fleet will be equipped with lithium-ion batteries manufactured by Liotech-Innovations LLC. All machines to be delivered under the contract have a stock autonomous running for 7.5 km.

“The increase in the number of trolleybuses with an extended autonomous run on Russian roads is an important stage in the development of electric transport, allowing Russia to create competencies in the development and production of drives with an energy intensity of up to 100 kWh, and subsequently move on to the production of more powerful and energy-intensive (200–400 kW* h) drives for use in electric buses and other powerful machines. It is also convenient for urban operating companies - they get the opportunity to test vehicles on an autonomous electric run now and use this experience in the future when introducing electric buses,” said Vladimir Kozlov, Managing Director for Investment Activities of RUSNANO Management Company.

According to forecasts, by 2025 the total capacity of energy storage devices used for urban transport will be more than 10 GWh. Under the contract, Liotech-Innovations manufactures and supplies not only lithium-ion batteries, but also a top-level technical solution: a battery that includes a specially designed housing, a control and temperature control system. At the moment, Liotech is the center of Russian competence in the mass production of lithium-ion cells and batteries based on them.

“For us, the development of cooperation with Trolza is a recognition of the quality and effectiveness of our products. In addition to 66 sets for Trolza trolleybuses for St. Petersburg, a large batch of trolleybuses with an autonomous range for operation in the Southern Federal District will be delivered in the near future. We are not going to rest on our laurels and are actively presenting the products of Liotech-Innovations LLC at leading international technology exhibitions. So, according to the results of work for the year, the number of electric vehicles with increased autonomous running, equipped with LIAB produced by Liotech-Innovations, will be about 150 units,” said Valery Yarmoshchuk, General Director of Liotech-Innovations LLC.

Liotech delivers to the energy market. At the beginning of 2017, another RUSNANO portfolio company launched a hybrid power plant (HPP) in the village of Menza in the Trans-Baikal Territory. ASPU consists of solar modules with a total capacity of 120 kW, two diesel generators of 200 kW each. As part of the installation, battery cells for an energy storage device with a capacity of 300 kWh manufactured by Liotech were used. It is planned that in 2017 Hevel will build two more hybrid power plants in Transbaikalia, which can also use Liotech energy storage devices as a fully completed product in a container design, including all electronics and a control system (the choice of supplier will be determined after the end of the competition). The Liotech drive will use new developments of the plant with a full guarantee of quality.

Also, Russian manufacturers of commercial vehicles receive requests for the supply of LIAB kits for both electric vehicles, electric buses and special equipment. Currently being worked on turnkey solutions and for other special equipment, in particular, for the mining industry.