Demonstration City


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Update November 2021

  • Solution with a modular design offering charging power of 90kW, 180kW, 270kW and 360kW

  • Charging overnight with a low-cost and low-weight interface on the roof of the bus, increasing performance of operations, efficiency and safety of the charging process

  • Reducing the human-interfaced charging tasks, thus make it possilbe to significantly increase  the share of e-buses to be charged in one depot

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Cutting-edge technology for smart charging

Given that by the end of 2020, Madrid will have 93 e-buses running in the city, measures to provide adequate and efficient charging will be needed. Five inductive charging points have already been implemented in the city and the buses to be purchased during 2019 will have the capability of off-board opportunity charging. Thus, the pilot will focus on the following measures: 
1) Development of software to monitor and control the power network for charging stations and e-buses, maximizing bus availability and operational efficiency.
2) Purchase and installation of 2 (two) inverted pantographs for opportunity charging with a modular design offering charging power of 150kW, 300kW, 450kW and 600kW, enabling charging times of 3-6 minutes using a low-cost and low-weight interface on the roof of the bus.
These will be the first inverted pantographs installed in the city. Besides increasing the power and thus the speed of each charge, the smart and wireless characteristics of this equipment, will increase the efficiency and safety of the charging process. 

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Planned actions

  • Installation of 2 (two) inverted pantographs 

  • Development of a software to monitor and control the power network for charging, maximizing bus availability and operational efficiency​


  • Installation of multi-standard DC fast-charging points



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Factsheet Madrid

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Presentation Madrid

User Needs Assessment

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Trends and Drivers

According to the Mobility Survey conducted in 2014, 13 million trips are carried out in 14.3 million stages every day in the Community of Madrid. From the latter, 73% were done in motorised vehicles and 27% by non-motorised modes. It is worth noting that between 2004 and 2014 the share of NMT increased 2.5% (GFK, 2014). Despite the fact that the number of bike users have increased significantly in Madrid, reaching an estimate of 60,000 - 80,000 trips per day, in the overall figures it’s use is still negligible with 0.7% - 0.9% of the total trips (gea21, 2016).
When it comes to motorised transport, the public/private distribution, expressed in stages, reverses the trend of the last survey, with a decrease in the participation of public transport, with a weight of 46.2% in 2014 compared to 53.2% in 2004. However, this varies depending on the area being considered. Figure 1 shows the trips conducted within and between the different areas (city (turquoise) – metropolitan area (yellow) – community (pink) – beyond), divided by public (red) and private (blue) transport. It can be observed that the lion share of trips corresponds to the ones occurring within the city (3.8 million). Despite the fact that between 2004 and 2014 the participation of public transport decreased from 62% to 60%, it is the only area where public transport dominates (GFK, 2014).  

Moreover, in 10 years the motorisation rate in the Community of Madrid went from 0.97 to 1.41, i.e., an increase of 45%. The rate in the city centre, which is the lowest, went from 0.72 to 1.15 cars per household (GFK, 2014). 

In terms of public transport, as it can be observed in Figure 2 the Metro is the public transport with the highest share of all public modes of transport, with 40.5%, followed by EMT buses with 29.3%. In comparison to 2004, the participation of these modes (Metro and EMT) has hardly changed. On the other hand, there has been a slight increase in the participation of the Renfe suburban train (12.6% in 2004 and 14.1% in 2014) and a reduction in the participation of the intercity bus, from 17.3% in 2004 to 15.3% in the ESM14 (GFK, 2014).