## 3 Use Case Demonstration Overview  
Numerous demonstration runs were conducted in the cities of Barcelona and Osnabruck using 12 m and 18 m e-buses, and in the city of Gothenburg using 12 m e-bus. For the 12 m bus, the demonstrations took place at two different months of the year to account for variation in weather. Table 2 provides the details for all the demonstrations considered for simulation and analysis. The simulations were run for approximately the same duration as their standard driving cycle counterparts in [5]; thus, some of the scenarios described in Table 2 were repeated until the desired timeframe was achieved. The complete specifications of the scenarios of the three routes, the 12 m and 18 m bus, as well as the climate \begin{table}
\begin{tabular}{c l c} \hline \hline
**City and Bus Type** & **Measured Parameter (Unit)** & **Logging Frequency** \\ \hline \multirow{3}{*}{BCN, 12 m *} & Speed profile (km/h) & \\  & Measured energy (kWh) & \\  & State of charge (\%) & 0.5 Hz \\  & GPS coordinates (\({}^{\circ}\)) & \\ \hline \multirow{3}{*}{BCN, 18 m *} & Speed profile (km/h) & \\  & State of charge (\%) & 20 Hz \\ \hline \multirow{3}{*}{OSN, 12 m *} & Speed profile (km/h) & \\  & Measured energy (kWh) & \\  & State of charge (\%) & \\  & GPS coordinates (\({}^{\circ}\)) & \\ \hline \multirow{3}{*}{OSN, 18 m *} & Speed profile (km/h) & \\  & Mileage (km) & 20 Hz \\ \cline{1-1}  & State of charge (\%) & \\ \cline{1-1}  & Charging state (-) & \\ \hline \multirow{3}{*}{GOT, 12 m *} & Speed profile (km/h) & \\  & State of charge (\%) & \\ \cline{1-1}  & Mileage (km) & \\ \cline{1-1}  & Charging time (s) & 10 Hz \\ \cline{1-1}  & Road inclination (\({}^{\circ}\)) & \\ \cline{1-1}  & Ambient temperature (\({}^{\circ}\)C) & \\ \hline \hline \end{tabular}
\end{table} 
Table 1: Overview of the measured data collected. profile for each city, used as inputs for the simulations are presented in [5], while the exact maps of the demonstration routes are shown in the Appendix A. The measurement data gathered from the demonstrations were used to improve the UCs that were simulated using the standard driving cycles. Comparing the kinematic characteristics between the actual and standard driving cycles, very striking differences can be seen in their respective profiles. All measurements from the demonstrations exhibited accelerations whose ranges were higher than what was assumed when simulating the UCs using the standard driving cycle. Similarly, the maximum measured velocity from the demonstrations were higher than the maximum velocities assumed in the standard driving cycle, except in the case of the Osnabruck 12 m bus. Finally, in Barcelona, the average velocity measured during the demonstrations were higher than what was assumed in the standard driving cycle, while those of Osnabruck and Gothenburg were lower. From these facts, it can be assumed that the energy requirements for the buses subject to the measured driving cycles will be higher. Table 3 details the characteristics of the measured driving cycle from the demonstrations as well as the standard driving cycle, while Figure 2 illustrates this difference visually. As can be seen from the figure, the standard driving cycle is composed of clean and repeating patterns, while the actual measurements look random and somewhat noisy.