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SUSTAINABLE BUS 2021-04

A few highlights from the newly released Sustainable Bus #3: - VDL Citea Next Gen & Ebusco 3.0: battery-electric buses towards a new era - On the roads of Genoa on the Irizar ie bus - Focus on North America: analysis and forecast for the electric bus market. School buses to be the driver (by Rueben Scriven - Interact Analysis) - Still on North America: interview with Paul Soubry, NFI Group; Dan Raudebauch, CTE; Marc Bedard, Lion Electric - German articulated e-buses take the road: a closer look at the eCitaro G and the Lion’s City 18 E - 6-meter e-buses face to face: Rampini E60 / Karsan Jest Electric / Bluebus. A niche that is set to grow

A few highlights from the newly released Sustainable Bus #3:
- VDL Citea Next Gen & Ebusco 3.0: battery-electric buses towards a new era
- On the roads of Genoa on the Irizar ie bus
- Focus on North America: analysis and forecast for the electric bus market. School buses to be the driver (by Rueben Scriven - Interact Analysis)
- Still on North America: interview with Paul Soubry, NFI Group; Dan Raudebauch, CTE; Marc Bedard, Lion Electric
- German articulated e-buses take the road: a closer look at the eCitaro G and the Lion’s City 18 E
- 6-meter e-buses face to face: Rampini E60 / Karsan Jest Electric / Bluebus. A niche that is set to grow

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Sustainable

US

VADO E TORNO EDIZIONI

www.vadoetorno.com - ISSN 0042

Poste Italiane s.p.a.

Sped. in a. p. - D.L. 353/2003

(conv. in L. 27/02/2004 n° 46)

art. 1, comma 1, LO/MI

AUTOBUS SUPPLEMENT

APRIL 2021

HYPE!

OUTLOOKS

European e-bus

market: there is no

going back

NORTH AMERICA

Energy transition

in public transport.

An analysis

COMPARISONS

Focus on electric

minibuses and

German articulated


Sustainable

BUS

CONTENTS

4

6

SUSTAINABLE-BUS.COM APRIL 2021

POST-IT

15-meter for the Nordics,

now Solaris introduces the BE Class II

TECHNO

Fuel cells in the coach field.

The launch of CoacHyfied project

10

38

8

10

14

SUSTAINABLE BUS TOUR

Two web events with the focus on the

challenges public transport is facing

OUTLOOKS

The pandemic doesn’t stop

the European e-bus market

Zero emission bus market in the US:

analysis and forecast

18

20

21

INTERVIEWS

Paul Soubry, NFI Group CEO.

«An evolution more than a revolution»

Dan Raudebaugh, CTE Executive Director,

towards a paradigm shift

Marc Bédard, CEO of Lion Electric

Electric school buses to be a driver

26

22

26

30

32

34

IN THE SPOTLIGHT

VDL Citea New Gen & Ebusco 3.0

The hype is growing!

Irizar ie bus 10.8-meter

Driving impression & technical specs

COMPARISON #1

German-made bendy e-buses

Long awaited from the market...

MAN Lion’s City 18 E

Series production start is close!

Mercedes eCitaro G

The debut on the road

36

38

COMPARISON #2

6-meter e-buses

A niche that is set to grow...

Bluebus | Karsan | Rampini

Three players on the battleground

32

42

PORTFOLIO

All the electric buses

on the European market

3


POST-IT

IVECO BUS PRESENTED THE E-WAY 9.5-METER

Latest and shortest

POWERED WITH SIEMENS MOTOR AND FORSEE POWER BATTERIES

4

The 9.5-meter is the latest

(but not the last!) add to Iveco

Bus’s electromobility range.

When also the 10.5-meter will be

introduced, the E-Way ‘family’

will be made of four lengths. The

Iveco E-Way 9.5-meter, built by

Heuliez Bus, is characterized by

the compact size: the bus stands

out for the 2.33-meter width,

making it ideal for narrow streets

of historic centres. Then, it is no

surprise that the rst batch of

vehicles has been delivered in

Bologna, Italy, to the municipal

carrier TPER.

The low-oor e-bus offers interior

space with room for 69 passengers,

including 16 seats and

one space for passengers with

reduced mobility, and a manual

platform for easy boarding.

The frame of the electric midibus

from Iveco Bus is made entirely

of stainless steel and houses a

160 kW Siemens motor ‘fed’ with high-energy battery packs coming

from Forsee Power, located on the roof and in the rear, which are

charged overnight at a maximum power of 245 kW. The battery capacity

can reach up to 360 kWh. Also available within the portfolio is

the version for fast charging equipped with LTO batteries still from the

French supplier. Today 30 percent of Heuliez Bus production is made of

zero emission buses, with 113 e-buses delivered in 2020. Rémy Foyer,

Managing Director of Iveco France, said that «in ve year almost all

our production will be zero emissions»

Solaris has launched its first electric intercity bus

in late 2020. The Urbino 15 Low Entry Electric

is based on a platform designed only for electric

technology. It can be deployed both in

Class I and Class II routes.

The vehicle will be tested in regular

operations for the first half of the

2021, but it is already in the producer’s

offer. «We are ready for production

of the new model and its sale at

any time. We are already submitting

the first bids for this model in tenders»,

Solaris pointed out during the

online-held presentation. The vehicle,

the first in Solaris’ history realized

having in mind only the battery-electric drive, can

be equipped with two or three doors. It can fit up

to 65 seats with amenities such as USB chargers,

The Iveco E-Way range is built by

Heuliez Bus. 113 zero emissions units

were delivered in 2020. Rémy Foyer,

Managing Director of Iveco France,

said that «in ve year almost all our

production will be zero emissions».

The 9.5-meter is the last add to the

battery-electric bus range.

CENTRAL DRIVE ON THE INTERCITY

reading lamps or armrests. A max of 105 passengers

can be hosted on board.

The Solaris Urbino 15 Low Entry Electric is

equipped with Solaris High Energy+ batteries,

with a total capacity of 470 kWh. Six battery

packs will find their place on the bus (roof and

rear), that can be equipped also, optionally, with

pantograph system. Charging power will be up to

260 kW with plug-in technology (a novelty made

possible thanks to liquid-cooling technology) and

up to 540 kW with pantograph.

What is also interesting is that the 15-meter e-bus

will host, for the first time, the ZF-made central

electric motor CeTrax, which delivers 300 kW. The

driveline will be moved to the second (middle) axle

of the vehicle. In order to reduce the use of energy

to a minimum, the manufacturer will implement

SiC technology in the bus propulsion area.

Powering

Zero Emission

Buses for Every Route

For over 40 years, Ballard has been the world leader in

providing high performance fuel cells.

Meet your emissions goals without compromising on range,


www.ballard.com


6

TECHNO

COACHYFIED PROJECT LAUNCHED

Towards fuel cell coach pilots

14 COMPANIES TO DEVELOP SIX HYDROGEN COACHES

The EU-backed project CoacHyed

has been launched in March

2021. It is led by service provider

FEV Group and aims to identify

existing challenges and elaborate

suitable solutions by developing

and operating six fuel cell coaches

in public and commercial transport,

both local and long-distance.

A consortium of 14 companies from

the elds of development, technology

and science is part of the

project. The demonstration phase

under real operating conditions of

the buses started at the beginning

of the year and will last up to three

years. The total project duration is

scheduled for ve years.

Among the partners there are Ballard

Power Systems, ElringKlinger,

Otokar, Engie, the Turkish Ford subsidiary

Ford Otomotiv Sanayi A.Ş.

In the course of CoacHyed project,

two types of coaches will be investigated:

OEM-based, newly produced

fuel cell buses, and existing buses that have been converted to fuel cell propulsion.

Thus, the consortium will be able to provide answers for a second

use of technically still sound chassis through retrot (‘second-life use’).

In addition, design options for the use of the tank technology of 350 or 700

bar are being investigated in order to be able to present the scalability of the

performance and range requirement in an economically efcient manner.

The use of ‘green hydrogen’ during the project will also provide valuable

insights regarding logistics for energy suppliers and future operators of the

fuel cell buses.

Battery supplier BMZ Poland has announced the

upcoming introduction of the MAGNUS+. This new

battery model is addressed at the commercial vehicle

sector and has

the goal of eliminating

the compromise

where customers

had to choose between

High Power

or High Energy, as it

has been developed

in order to satisfy

both of those performance

requirements.

BMZ MAGNUS+ is

presented as a scalable solution that can reach

nearly 700 kWh. The producer declares the ability

CoacHyed partners: FEV Europe

GmbH, Ballard Power Systems,

Coventry University, ElringKlinger, I

SEE Electric Busses, Ford Otomotiv

Sanayi A.Ş., Otokar A.Ş., RWTH

Aachen University, Engie, HyPORT,

KIWA Nederland BV, Dobeles Autobus

parks, NPROXX B.V, Trezors.

BATTERIES FOR E-COMMERCIAL VEHICLES

to cover ever up to one million kilometers throughout

the lifetime of the system.

BMZ is also the provider of the Solaris High Energy+

batteries, realized for the Polish bus producer.

According to the specifications released so far,

the MAGNUS+ battery system stands out for being

nearly 20% more compact and 25% lighter

than BMZ current product. At the same time, it

delivers nearly 30% more energy density.

The BMZ Group has manufacturing facilities in

China, Poland, and the US, as well as offices in

Japan, UK and France with 3,000 employees on

more than 200,000 square meters of production

space. A 150-people development team works on

the lithium-ion battery technology from prototype

construction to the planning and implementation

of efficient series production.

The Royal League

Movement by Perfection

in ventilation, control and drive technology

Finally clean and noise-reduced through the city

90 % less noise, 90% efficiency and 0% emissions.

ZAwheel – The gearless electric in wheel hub

motor for buses in cities and airports, municipal

commercial vehicles and underground mining.

The electric motor serving people and the environment. With

the highest drive efficiency of around 90 % from the battery

to the wheel. Outstanding total operating costs, easy to

service and low-maintenance. Installing the ZAwheel in new

or current vehicles enables municipalities and operators to

budget flexibly. automotive@ziehl-abegg.com

Recipient of international environmental and

innovation awards.

The Royal League in ventilation, control and drive technology


SUSTAINABLE BUS TOUR 2021

8

COMMITTED TO

SUSTAINABILITY

THE KICKOFF ON THE 6TH MAY

TIME TO

DISCUSS

Two web events to be organized by

our media with the goal of discussing

sector-related key issues and

outlooks with the participation of

operators, manufacturers, providers

of components and technologies

Sustainable Bus is the only international

media fully focused on

clean buses and sustainability

in the field of public transport.

Founded in 2018 under the domain

www.sustainable-bus.com,

followed in 2020 by the launch

of Sustainable Bus magazine

(you are reading it just now), it

has so far established itself as

an essential tool for professionals

involved in the planning and

implementation of low/zero

emission public transport projects

and operations.

The Sustainable Bus Tour 2021

has been created in the wake of

a huge commitment for the promotion

of sustainability carried

out by Vado e Torno, our publishing

house. It is no coincidence

that Vado e Torno, through the

various magazines published,

has established during the years

some well-known international

awards. From the Sustainable

Bus of the Year, addressed to

the bus field, to the Sustainable

Truck of the Year, up to the Sustainable

Tractor of the Year,

assigned yearly to the most innovative

and game-changing industrial

solutions.

How to manage large eets of

e-buses? How to deal between

the necessity of a sufcient

daily range and the efcient

distribution of the appropriate charging

infrastructures? Slow charging or fast

charging? The transition to zero emission

buses in city public transport must be

based not only on a careful examination

of current needs, but also an informed

view on future scenarios.

The above mentioned topics (and more)

will be addressed on the 6th of May during

the rst event of the Sustainable Bus

Tour 2021 with the participation of public

transport operators Transdev, Keolis and

BVG Berlin.

Concerning the industry players, the webinar

will be featuring the charging infrastructure

provider Hitachi ABB Power

Grids, the telematics company ViriCiti

and the depot management provider PSI

Trascom. The utility provider Enel X

and the bus manufacturer Solaris Bus

& Coach, the market leader 2020 in Europe

in the e-bus eld, will be joining the

panel. Finally, the ice on the cake: UITP

Senior Director Knowledge & Innovation

Umberto Guida will be in charge of the

conclusions of the webinar.

It’ll be the rst event of a brand new initiative

organized by our media with the

goal of discussing sector-related key issues

and outlooks with the participation

of operators, manufacturers, providers

of components and technologies. With a

keen look at today’s projects and the focus

on the challenges the public transport

The electric depot.

Charging and managing large e-bus fl eets

sector is facing.

Partner

Dealing with large e-bus fleets

The title of the rst webinar will be “The

electric depot. Charging and managing

large e-bus eets”.

Why such a topics? The answer is simple:

as the rollout of the rst large-scale battery-electric

bus eets begin in Europe,

the question of how to manage operations

and charging procedures becomes paramount.

To date, indeed, many cities in Europe

have launched small e-bus eets in

order to gain experience with zero emission

bus operations. 2021 and 2022 will

see the uptake of large scale deployment

in many European cities, based on their

Webinar - 6th May 2021 3pm CEST

transition plans.

Just a few examples: Berlin aims to switch

the full bus eet to electricity by 2030, in

Paris the bus eet is set to be converted

to battery-electric and gas-powered drives

by 2025. In the Netherlands, from 2025

on, newly bought buses for public transport

can only be emission-free. Not to for-

«A keen look at today’s

projects. The focus on

the challenges public

transport is facing. The

sector is heading toward

a transition that implicates

a paradigm shift»

Sponsor

Mobility Partners

get, according to the EU’s Clean Vehicles

Directive, a minimum of 22.5% of all new

buses ordered in 2021 across Europe will

have to be zero-emission to comply with

the legislation.

In such a scenario, the issue the sector is

facing is how to manage large e-bus eets

and which charging strategies to adopt in

order to allow efcient operations, ramping

up progressively the e-bus deployment.

The webinar will host a keynote speech

by Rueben Scriven, Senior Analyst at the

consulting rm Interact Analysis, who

will deal with trends an outlook related

to charging strategies in the bus eld. «In

less than a decade, electric buses have

IN OCTOBER,

FUEL CELL IN THE

SPOTLIGHT

‘Hydrogen buses. Their time

is… now?’ is the title of the second

webinar of the Sustainable

Bus Tour, scheduled for October

(the exact date will be released

before the summer).

Today there are around 120 hydrogen

buses operating in Europe,

with plans to reach over

1,200 by 2025. So, which is

the market potential for fuel

cell buses? How to deal with

the infrastructural aspects? Is

this technology going to find its

place in the urban environment

or mostly in intercity routes? A

webinar to discuss state-of-theart

and outlooks concerning

a technology which is gaining

strong interest in the framework

of the European Green Deal (it

is worth mentioning the 9 billion

euros strategy launched by

the German government). Moreover,

fuel cell buses are expected

to disclose new possibilities

for the long distance transport

electrification.

SUSTAINABLE

BUS TOUR

2 21

transitioned from a fringe technology to

widespread adoption – Scriven discloses

the framework of its presentation -. Trials

began in cities such as London in the early

2010’s with one or two buses being deployed.

Now, municipalities are oating

tenders for several hundred electric buses.

However, the market has overcome several

growing pains, many of which relate to

the charging of the buses. We are experiencing

a transition away from opportunity

charging towards depot charging, but is

this sustainable in the long run? This session

examines the growth of the electric

bus market, how charging strategies have

changed over time and where we expect

the market to go in the future».

9


OUTLOOKS

2020. THE E-BUS MARKET GROWS, ALTERNATIVE DRIVES DOMINATE

THERE’S NO GOING BACK

In the year of Covid, the European e-bus market grew

by over 20%. Netherlands still out of reach, Germany

switched gears. Market leaders? Solaris and BYD. For

alternative drives, it was a watershed year

Three countries (Netherlands, Germany

and UK) own more than a

half of the electric bus market in the

Western European region. In seven

countries, electric vehicles account for over

20% of the total number of Class I vehicles

registered, with the Netherlands rmly in the

lead with an 80% share.

A gure that is currently unparalleled in the

rest of Europe, where, however, Germany

seems to have shifted gears with a large 9%

of electric vehicles as against 6% of the previous

year. Norway, Poland, and UK score

impressive gures with e-powered vehicles

taking up 32, 28 and 25 percent of the urban

vehicle market, respectively.

If we look at the whole region in the light of

the data collected and analysed by the consulting

rm Chatrou - CME Solutions, in the

year of Covid the battery-electric bus market

increased by 22% in Western Europe (with

the addition of Poland).

2,062 e-buses (trolleybuses excluded) were

registered between 1 January and 31 December

2020, versus the 1,685 that debuted in

2019 (which, it is worth remembering, was

a truly record year with gures that tripled

ALTERNATIVE DRIVES

ON A RISE

More than half (precisely 53%) of the

city buses registered in 2020 ran on alternative

fuels. In 2019 this was 39.6%.

Focusing on the alternative drive buses

out of the pure battery-electric

boundaries, hybrid buses saw an interesting

increase (2,733 units, +35% as

against 2019). A trend driven by mild

hybrid applications which are gaining

ground in several markets.

CNG buses also registered a growth of

20% compared to 2019 volumes. The

consulting firm points out that «What

is remarkable as well is the growth,

especially of CNG engines, in the Intercity

and even the coach segment.

Of the total of 2,636 CNG buses, 413

were in these segments (majority were

Iveco Crossways)».

as against 2018). 5,087 e-buses have been

delivered since 2012 to date in the region.

What is interesting, nearly 75% of them

have been handed over in 2019 and 2020.

It deserves to be mentioned that if we look at

the wider picture of alternative drive systems

(battery-electric but also CNG, hybrids, and

hydrogen), 53% of the city buses registered

in 2020 fall in this category. This was 39%

in 2019. Which makes 2020 a watershed

year: alternatives to diesel fuel encompass

2,062 e-buses were registered

in 2020 versus

1,685 in 2019 (a record

year with gures that tripled

as against ‘18). 5,087

e-buses have been delivered

since 2012 to date in

the region. Nearly 75% of

them have been handed

over in ‘19 and ‘20.

WHERE ARE WE STANDING?

Class I buses Electric buses Share (%) of e-buses Share

registered in 2020 registered in 2020 on Class I buses 2020 2019

Netherlands 550 445 80.9 66

Luxemburg 75 38 50.7 67

Norway 661 210 31.8 24

Poland 704 196 27.8 5.6

Finland 93 25 26.9 23

UK 1142 288 25.2 6.4

Sweden 963 206 21.4 26

Italy 1027 97 9.4 5.4

Germany 3791 350 9.2 6.3

France 1913 133 7 9.2

Portugal 117 8 6.8

Spain 985 42 4.3 8.5

Belgium 355 12 3.4 8.6

Switzerland 392 7 1.8 1.9

Denmark 63 1 1.6 78

Austria 262 4 1.5 0

Iceland 0 0 0 0

Greece 3 0 0 3.7

Ireland 44 0 0 0

13,140 2,062 15.7 11.7

Elaboration Sustainable Bus based on data from Chatrou - CME Solutions

10

11


OUTLOOKS

A CHINESE-POLISH CHALLENGE IN 2020

THE CHAMPIONS OF E-BUS DELIVERIES 2012 - 2020

Irizar; 25; 1,2% MAN-incl. Urbis; 25; 1,2%

Optare; 31; 1,5%

Others; 79; 3,8%

Alstom - Aptis; 34; 1,6%

Caetano (PT); 43; 2,1%

Mercedes; 98; 4,8%

Markets: Western-Europe and Poland.

Excluding trolley buses.

BYD (CN); 412; 20,0%

BYD (CN)

Solaris

Volvo

BYD - Alexander Dennis

MAN-incl. Urbis; 38; 0,7% Alstom-Aptis; 37; 0,7%

Rampini ; 43; 0,8%

Others; 195; 3,8%

Sileo - Bozankaya; 57; 1,1%

URSUS (PL); 61; 1,2%

Caetano; 68; 1,3%

Optare; 79; 1,6%

Markets: Western-Europe and Poland.

Excluding trolley buses.

BYD (CN); 819; 16,1%

BYD (CN)

VDL Bus & Coach

Ebusco (NL); 109; 5,3%

Iveco - Heuliez; 113; 5,5%

VDL Bus & Coach; 127; 6,2%

Solaris; 406; 19,7%

Yutong

VDL Bus & Coach

Iveco - Heuliez

Ebusco (NL)

Mercedes

Caetano (PT)

Alstom - Aptis

Optare

Irizar

MAN-incl. Urbis

Others

Bluebus (FR); 107; 2,1%

Iveco - Heuliez; 207; 4,1%

Irizar; 214; 4,2%

Ebusco (NL); 244; 4,8%

Mercedes; 246; 4,8%

VDL Bus & Coach; 791; 15,5%

Solaris

BYD - Alexander

Dennis

Volvo

Yutong

Mercedes

Ebusco (NL)

Irizar

Iveco - Heuliez

Bluebus (FR)

Optare

Caetano

Yutong; 324; 6,4%

URSUS (PL)

Yutong; 153; 7,4%

BYD - Alexander Dennis; 190; 9,2%

Volvo; 217; 10,5%

Registrations of electric

city buses in 2020, GVW

> 8 ton. Source: Chatrou -

CME Solutions

Volvo; 397; 7,8%

BYD - Alexander Dennis; 428; 8,4%

Solaris; 732; 14,4%

Sileo - Bozankaya

Rampini

Registrations of electric

city buses in 2012 - 2020,

GVW > 8 ton. Source:

Chatrou - CME Solutions

12

E-BUS REGISTRATIONS ON A MAP

France; 133; 6,5%

Poland; 196; 9,5%

Sweden; 206; 10,0%

Spain; 42; 2,0%

Italy; 97; 4,7%

Belgium; 12; 0,6%

Finland; 25; 1,2%

Luxemburg; 38; 1,8%

Norway; 210; 10,2%

more than a half of the Class I market. A true

revolution.

What’s more, the share of zero emission

buses in the total number of urban vehicles

has settled to steady growth – which was

largely provided for and laid out in the relevant

European measures - reaching 15%

(12% in 2019).

Considering industrial players, BYD and

Solaris are market leaders with a total of

412 and 406 electric buses respectively

(they both have a market share of around

20%).

The Polish brand was rst at the end of Q3

Portugal; 8; 0,4% Switzerland; 7; 0,3%

Markets: Western-Europe and Poland.

Austria; 4; 0,2%

Excluding trolley buses.

Denmark; 1; 0,0%

Netherlands; 445; 21,6%

United Kingdom; 288; 14,0%

Germany; 350; 17,0%

Netherlands

Germany

United Kingdom

Norway

Sweden

Poland

France

2020, but BYD achieved a comeback in Q4

mostly due to the 246 e-buses delivered in

the Netherlands. The last quarter of 2020

was crucial, not only for reasons inherent in

this period of the year (it is customarily the

time when most of the units are delivered)

but also because of the additional strains

imposed by Covid-induced delays. Half

of the units scheduled for delivery in 2020

(1,018 to be precise) reached their destinations

between October and December.

The two market leaders are followed by

Volvo with 217 units (with a substantial effect

of the Gothenburg supply of 145 vehi-

Italy

Spain

Luxemburg

Finland

Belgium

Portugal

Switzerland

Austria

Denmark

Registrations of electric

city buses in 2020, GVW

> 8 ton. Source: Chatrou

- CME Solutions

ALTERNATIVE POWERTRAINS TAKING G THE LION’S SHARE...

8.000

7.000

6.000

5.000

4.000

3.000

2.000

1.000

0

Registrations of electric

city buses in 2020, GVW

> 8 ton. Source: Chatrou -

CME Solutions

2.722

3.340

Total; 5.940

Total; 7.478

Hybrid buses; 2.733

2.199 CNG buses; 2.636

2.030

1.839

2.024

Electric buses; 2.062

1.647

1.467

1.319

1.362

1.429

1.332

Volume of electro buses

1.145

1.685

without trolleybuses!

954

1.030

809

776

693

548

523

376 341

356

640 210

15 15

101

42

2599

4 0 32 Fuel cell; 47

5 3 9 0 1

2012 2013 2014 2015 2016

2017 2018 2019 2020

cles) and Alexander Dennis/BYD with 190

electric buses. BYD, Solaris and Volvo together

cover half of the electric bus market.

Change at the helm

Looking at the whole pie chart of the battery-electric

buses delivered between 2012

and 2020, BYD is now market leader with

Total

Hybrid buses

CNG buses

Electric buses

Fuel cell

More than half (precisely

53%) of the city buses registered

in 2020 ran on alternative

fuels. In 2019 this

was 39.6%. Focusing on the

alternative drive buses out

of the pure battery-electric

boundaries, hybrid buses

saw an interesting increase

(2,733 units, +35% as

against 2019).

STATE OF THE ART OF THE TRANSITION

Luxemburg; 132; 2,6%

Italy; 219; 4,3%

Norway; 383;

Poland; 393; 7,7%

Finland; 120; 2,4%

Spain; 190; 3,7%

Sweden; 441; 8,7%

Switzerland; 21; 0,4% Iceland; 14; 0,3%

Portugal; 42; 0,8%

Austria; 8; 0,2% Markets: Western-Europe and Poland.

Denmark; 82; 1,6%

Excluding trolley buses.

Greece; 1; 0,0%

Belgium; 90; 1,8%

France; 501; 9,8%

a total of 819 electric buses and a market-share

of 16%. VDL is a close follower

with a total of 791 buses (15,5%).

As mentioned above, more than half (precisely

53%) of the city buses registered in

2020 ran on alternative fuels. In 2019 this

was 39.6%. Focusing on the alternative

drive buses out of the pure battery-electric

boundaries, hybrid buses saw an interesting

increase (2,733 units, +35% as against

2019). A trend driven by mild hybrid applications

which are gaining ground in several

markets.

CNG buses also registered a growth of 20%

Netherlands; 1167; 22,9%

United Kingdom; 610; 12,0%

Germany; 673; 13,2%

Netherlands

Germany

United Kingdom

France

Sweden

Poland

Norway

compared to 2019 volumes. The consulting

rm points out that «What is remarkable as

well is the growth, especially of CNG engines,

in the Intercity and even the coach

segment. Of the total of 2,636 CNG buses,

413 were in these segments (majority were

Iveco Crossways)».

Interesting developments also occurred in

the fuel cell bus sector, with 47 deliveries

in 2020, growing from the 32 of 2019. And

this year we expect a signicant ramp up

(although general volumes are still residual),

with JIVE 1 and JIVE 2-related deliveries

to take place by early 2022.

Italy

Spain

Luxemburg

Finland

Belgium

Denmark

Portugal

Switzerland

Iceland

Austria

Greece

Registrations of electric

city buses in 2012 - 2020,

GVW > 8 ton. Source:

Chatrou - CME Solutions

13


OUTLOOKS

Interact Analysis is a

market research rm with

a specic department for

truck, bus and off-highway

electrication. Here on

Sustainable Bus Magazine

we host a contribution

from the research analyst

Rueben Scriven.

on electried powertrains, there is clearly

ground to make up. Away from the school

bus sector, data from the Advanced Technology

Transit Bus Index indicates a clear

direction of travel towards electrication.

It reports that over the last decade, the

rise in Zero Emission Buses (ZEBs – battery

electric and fuel-cell) has increased

across the country, driven by funding

from a range of sources. Between 2013

and 2020, the Federal Transit Administration

distributed over $485 million via the

Low or No-emission Bus Program.

MAJOR TRENDS IN THE US ELECTRIC BUS MARKET

STARTING

FROM SCHOOLS

Yellow school buses will be the driver; much slower

growth in the city bus sector. In December 2020

there were almost 2,800 zero-emission transit buses

on the road or on order

The debate around clean air in our

cities is intensifying. Here at Interact

Analysis we have been following

this conversation closely.

We are observing economies across the

world concentrating their efforts on vehicle

electrication as a way of clearing the

air we breathe. What better place to start

than the electrication of city bus eets?

Getting noisy, polluting internal combustion

engine [ICE] buses off city streets

has become a priority at government and

local level. The trend was kick-started in

China, where, as of January 2020, 99%

of the global stock of electric buses were

in service; we are now seeing a proliferation

elsewhere, with over 2,200 electric

buses in use across Europe, and Transport

for London planning to fully electrify its

bus eet by 2037. Where does the USA

stand in this gradual evolution? In 2020,

the USA registered 1,106 zero emission

buses which is forecast to grow to 12,588

registrations in 2030.

North America is unique in having its

own dedicated eet of yellow buses to

transport the nation’s students to and from

school, and these buses account for the lion’s

share of new bus registrations each

year. In 2020, for example, our research

shows that the USA registered 40,714

school buses, and only 5,402 transit buses.

On average 480,000 yellow buses

carry upwards of 25 million children to

school on a daily basis in the US. With

only 1% of these buses currently running

California paves the way

At state-level, grant programs, such as

California’s Transit and Intercity Rail

Capital Program (TIRCP), have also supported

the adoption of zero-emission buses,

and there has been additional funding

from the 2016 Volkswagen settlement.

The index reported that in December

2020, zero-emission transit buses nationally

numbered almost 2,800 on the road or

on order, an increase of 24% over the last

calendar year. The region with the most

zero-emission buses was the West Coast

(Washington, Oregon, and California).

California, a state where all transit buses

must be zero-emission by 2040 according

to the Innovative Clean Transit (ICT) regulation,

had the highest number of ZEBs,

with over 1,100.

Where yellow school buses are concerned,

it is likely that the current big

manufacturers - Novabus, Thomas Built

and IC Bus – owned by Navistar, will lead

the way. Thomas Built and IC Bus are already

developing electric medium-duty

trucks which share the same chassis as

their school buses, so they have already

effectively offset some of the development

costs for electric school buses, and

are developing economies of scale which

will lower the unit cost of these vehicles.

14

15


OUTLOOKS

Study says that just a

small increase in neparticulate

pollution,

such as that from the

diesel engines of school

buses, would result in

a 15 percent increase

in the death rate due to

COVID-19. Yellow school

buses make around a

billion trips each year.

A 2018 report by the US

PIRG Education Fund

found that converting US

school buses from diesel

to electric would cut

emissions by 5.3 million

tons – the equivalent of

taking about a million

cars off the road.

Both companies can further lower their

costs because of benets that come from

their international corporate owners. In

the case of Navistar-owned IC Bus, it was

recently acquired by VW; and in the case

of Thomas Built, it is owned by Daimler.

Both VW and Daimler have large battery

contracts for their other vehicle segments,

including passenger cars (for example,

VW’s $14bn contract with Northvolt).

The impact of Biden administration

Canada’s Lion Electric is also predicted

to do well, being one of the rst companies

to move into the electric school bus

sector as a whole. Lion Electric holds a

very high share in the overall electric bus

market – in 2019 it stood at 29%. However,

over time it is expected to lose market

share to its larger and better-funded competitors.

Whilst the Biden administration will certainly

benet the US electried commercial

vehicle industry, we feel that it is unlikely

that there will be huge change, as

there is some lack of clarity in policy. For

instance, the new administration recently

stated that it would phase out ICE powered

government vehicles, but it failed to

provide a timeline or strategy to do so.

Furthermore, the new contract handed out

to Oshkosh to replace the government’s

massive postal vehicle eet contains a

E-BUS REGISTRATIONS IN THE US. A FORECAST

Annual Registrations

14000

12000

10000

8000

6000

4000

2000

0

Source: Interact Analysis

commitment to producing only 10% of

vehicles with electried powertrains. The

transition to electric buses isn’t going to

happen overnight either, but there are

green shoots of policy. On 11 th February

2021 the US Department of Transporta-

2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030

tion announced a $180 million package of

funding for public transport companies to

sponsor the purchase or lease of low or

no-emission transit vehicles and facilities.

School buses and electrification

We do expect the school bus market to

see a signicant increase in electrication.

In his election manifesto, Biden

unveiled his Build Back Better plan for

creating a more resilient, sustainable

economy. It proposed making all American-made

buses zero-emission by 2030,

starting with the school bus eet, which

The Build Green Infrastructure

and Jobs Act.

This bill would invest

$500 billion on electrifying

public transit

and green infrastructure

projects over the next 10

years, reducing carbon

emissions by an estimated

21.5 million metric

tons of CO2 annually

would convert within 5 years. From a

TCO perspective, electric school buses

are one of the most uneconomical segments,

which is why our previous forecast

assumption was so pessimistic. But

Biden’s commitment to clean school

buses has given us the condence to

raise our forecast projections. It should

be noted, however, that the main driver

for this sector comes from cleaning the

air which school children breath rather

than sustainability. Research by scientists

at the Harvard T.H. Chan School

of Public Health has shown that just a

small increase in ne-particulate pollution,

such as that from the diesel engines

of school buses, would result in a 15

percent increase in the death rate due to

COVID-19. Yellow school buses make

around a billion trips each year. Switching

over to more environmentally friendly

electric vehicles could drastically reduce

these harmful emissions. A 2018

report by the US PIRG Education Fund

found that converting US school buses

from diesel to electric would cut emissions

by 5.3 million tons – the equiva-

lent of taking about a million cars off the

road.

If there is a lack of clarity over the new

administration’s overall commitment to

vehicle electrication, there is real pressure

from below. In March 2021 four congressional

democrats unveiled the Build

Green Infrastructure and Jobs Act. This

bill would invest $500 billion on electrifying

public transit and green infrastructure

projects over the next 10 years, reducing

carbon emissions by an estimated 21.5

million metric tons of CO2 annually or the

equivalent of taking 4.5 million combustion

engine cars off the road, and creating

up to one million new jobs. Whilst the

bill might stand little chance of making it

through congress according to Bloomberg,

it is likely that the group will succeed

in pushing the Biden Administration to include

some of the measures in the soon-tobe

announced $3 trillion package to boost

the economy, reduce carbon emissions

and narrow economic inequality. Electric

bus manufacturers should be keeping a

close eye on these developments.

Rueben Scriven (Interact Analysis)

16

17


INTERVIEWS

EVOLUTION VS REVOLUTION

NFI group gets ready for an increase in EV bus orders. The approach?

Agnostic: «We are able to produce any kind of vehicle on the same

production line». About the transition to fossil-free drivetrains, «we view

it as an evolution more than a revolution»

Paul Soubry, president

and CEO of

NFI Group: may

you quantify the repercussions

of the Covid crisis

on NFI group sales volumes in

the bus eld (with a focus on

public transport)? Which is the

forecast for this year?

«In 2020, we had a reduction in

revenue of approximately 25%,

with a decrease of about half a

billion US dollars. For 2021, we

(NFI) have given the guidance

that we will recover 250 million

dollars, going back to 2.8 to 2.9

billion US dollars in revenue. We

think the impact of COVID-19

on our business will require us a

couple of years to get back to the

level we were in 2019.

The motorcoach market stopped

immediately in the US, and recorded

an 82.6% decrease in

2020. Public transit slowed down

but it didn’t stop, as public funded

PAUL SOUBRY, PRESIDENT AND CEO NFI

budgets were already allocated».

How the topic of energy transition

has impacted the organization

of your group?

«Our strategy has always been to

be ‘propulsion agnostic’, meaning

that we can evolve and adapt

our bus structures over time,

moving from diesel to hybrids

to natural gas-powered, to trolley-electric

buses and now battery-electric

and fuel cell-electric.

We designed our platforms

and manufacturing facilities to

be able to build any kind of vehicle

on the same production line.

Having said that, we have been

focusing more and more on electrical

skills: last year invested

in and completed over 150,000

hours for internal training. And

we set up our Vehicle Innovation

Center (VIC) in Alabama, US, in

2017 – North America’s rst and

only innovation lab dedicated to

advancing bus and coach technology

and providing critically

needed workforce development,

to teach skills and share knowledge

on electric bus technologies

and infrastructure in the face of

rapidly increasing zero-emission

bus adoption».

In North America the e-bus

market is still nascent. According

to CALSTART there are

around 1,000 e-buses currently

deployed and 1,800 were ordered

in 2020. Which are the

reasons for this and what are,

according to your view, the

main barriers to e-bus adoption

in North America?

«In the US, one of the biggest

challenges is what we call ‘buckets

and colours of money’. If we

are running a transit agency in

Chicago, for example, we can

access 80 percent of our capital

costs from the federal govern-

ment, and 20 percent from the local

government. But 100 percent

of maintenance and fuel costs are

paid locally. And since you need

more money for the electric buses

and more money for the charging

infrastructures, this money

doesn’t move very easily across

budgets and sources.

So, the rst real challenge is to

nd a way of funding that actually

works».

When do you expect a rampup

of electric bus adoption?

«Our view is that the transition

to zero-emission buses is largely

a replacement game. There will

be a replacement of diesel and

CNG buses with electric buses

over time. But we are not going

to witness a boom in terms of orders.

We view it as an evolution

more than a revolution over

the next 15 to 20 years.

The one aspect that

might change this

situation is the new

U.S. administration».

Gas-powered applications

have

gained ground in some

North American regions.

Do you think these drivetrain

to be a long-term solution or a

bridge to full electrication?

«We have built over 14,000 CNG

transit buses since 1994, of which

8,000 are still in service. Whether

CNG goes away completely is

not clear or totally understood

today. In our opinion, there is no

question we will see diesel hybrids

slow down. But let me add

something…».

Please...

«The electric bus is one thing, the

charging infrastructure is another.

And, you then need to consider

the power supply and energy capacity

of the grid. To evolve with

electric bus deployment, we must

make sure we have reliable energy.

Hydrogen fuel cells can act as

range extenders on battery-electric

buses, and as a result we are

seeing more interest paid to fuel

cell-electric technology as a viable

zero-emission option».

Do you already see the coach

eld as a penetration area for

zero emission vehicles? MCI is

working on this subject…

«We started two years ago. We

have them in demo service and

we have orders. The motorcoach

market is not homogeneous in

North America. There are tour

and charter operarors and cityto-city

line operators (like Greyhound),

where there is a real

price pressure. It’s unlikely they

are going to go electric in the

short to medium term, because

they also have the need for distributed

charging infrastructure.

There is also the employee shuttle

market: it’s a perfect market

for electric coaches, but it is one

tenth of the overall market. It is a

niche».

Latest member of NFI Alexander

Dennis Limited is into

a partnership with a Chinese

group as chassis provider for

electric buses. Do you see in the

future possibilities to integrate

your group’s technology with

ADL bodyworks?

«Our strategy together with ADL

is to continue to work with BYD.

By the end of this year we will

also be building BYD chassis in

«12 years ago, we used to hear that light rail would kill the transit

industry. The problem is on capital costs: billions of dollars and ten

year projects. Today it is possible to create a bus rapid transit

line with electric buses, and put 300 vehicles on the road in two

years, and you can have a massive impact on the city».

partnership in our UK facilities.

In North America we are already

using an ADL chassis equipped

with a propulsion package not

provided by BYD. We are working

to integrate our strategy on

batteries, on battery management

systems, and on electric motors

with the ADL chassis».

How do you see the future of

public transport (and long distance

lines) in the post pandemic

situation? Are we to get back

at the previous paradigm or do

you expect long term changes

in customers behaviour and,

consequently, on networks organization?

«We are quite condent we will

have a recovery. Many cities are

having aggressive conversations

on how to reduce congestion and

at the same time reducing emissions.

When I rst started in this

business, 12 years ago, we used

to hear that light rail would kill

the transit bus industry. The problem

is on capital costs: billions of

dollars and ten year projects. Today

it is possible to create a bus

rapid transit line with electric

buses, and put 300 vehicles on

the road in two years, and you

can have a massive impact on the

city».

Last but not least, autonomous

driving. Last year your group

unveiled a driverless bus project...

«We chose to get into this eld

early, teaming with Robotic Research

to learn how radar, sensors

and camera systems and AI

can work with the vehicle. Autonomous

buses make sense in BRT

systems and can enhance safety

in public transit. Also if you think

about a transport operator with

500 buses in a garage, efciency,

cost, and time savings of having

autonomous vehicles parking,

washing, charging and moving

in the depot would also be significant.

There is massive efciency

and safety benets in view. That’s

why we decided to step in early».

18

19


INTERVIEWS

MARC BÉDARD, LION ELECTRIC’S CEO

YELLOW IS THE NEW GREEN

Canadian company Lion Electric has in the electric school bus segment its

core business. «We expect over 100,000 school e-buses to be launched in

the next decade», says Marc Bédard, the company’s CEO. A new facility is

set to allow an increase of production volumes by 20,000 yearly

DAN RAUDEBAUGH, CTE EXECUTIVE DIRECTOR

PLANNING IS KEY

The electric bus market is kicking off, but funding and planning

remain key issues. The biggest challenge? «The overall funding

necessary to support infrastructure expansion». Operating

strategies are called to a real paradigm shift

Dan Raudebaugh,

Executive Director

for the Center

for Transportation

and the Environment (CTE),

may you draw a balance of

the electric bus market 2021 in

North America?

«I believe the transit bus market

is well on its way to being the

rst major vehicle market in the

United States to convert entirely

to zero-emission technologies (I

mean both battery electric and

fuel cell), thanks in large part to

FTA’s transition model. I believe

this model has been immensely

successful, but additional steps

are needed: we must emphasize

and encourage eet transition

planning through continued technical

assistance and funding for

these planning activities».

Which are your expectations

concerning the new Federal

Government commitment to

decarbonization?

«The change in administration,

coupled with the leadership in

both House and Senate, creates

the potential for new federal

funding and programmatic opportunities

for ZE vehicles. It

seems the biggest challenge will

be debates centered on the overall

funding necessary to support

infrastructure expansion».

Electrication is bringing serious

changes in companies’

strategies. I count at least three

electric commercial vehicle

companies in North America

on their way to go public. A

new season has begun in the

transport sector?

«I do think so. Many new players

are jumping into the market.

One risk is that new players may

stretch performance numbers

in marketing materials to gain

competitive advantage and then

deliver vehicles that fail to meet

the lofty expectations these in-

ated numbers create.

Failed deployments

erode public trust

in zero-emission

technologies. We

still have work

to do to gain

public trust in

the technologies

and to ensure that

proper eet planning

is being done. Transitioning

from fossil fuel-based

eets to zero-emission technologies

is a paradigm shift in operations

strategies for eet operators.

Simply providing capital

through grant opportunities for

vehicle acquisition is not enough

to make this shift work».

arc Bédard, CEO

of Lion Electric,

M

which is your production

capacity

today and which capacity are

you targeting?

«Today we have over 300 electric

school buses on the road in

North America which have driven

over 10 million km. In our

current facility located in Saint-

Jérôme, Quebec, we can build

up to 2,500 vehicles per year. We

also plan to open a U.S. facility

in the next two years, and that

will signicantly expand our

production capacity by an additional

20,000 units per year».

Which will be the role of the

energy utilities in the process

of bus (and school bus) electri-

cation?

«Electrication of transportation

offers a huge opportunity

for utilities in terms of demand.

You would have to look back to

the mass adoption of air conditioning

for a similar jump in grid

demand. What is important for

utilities is to promote electrication.

This can be done in a variety

of ways, from favorable rates

and lower/minimal demand

charges, to incentives for vehicle

and charging station purchase».

According to consulting rm

Interact Analysis, «around

27,000 school buses will be

electried in the next 10

years». Do you agree with

such a forecast?

«The numbers need to be updated

in light of the unveiling of the

Clean Buses for Kids Program’s

20% eet replacement goal. Just

by factoring that in, this number

should be near 100,000 electric

buses. However, we feel that it

will be higher».

You recently announced the

construction of a battery

factory in Quebec, with a

«capacity of 5 gigawatt-hours

in

battery storage».

Is Lion

Electric in the

future going

to provide

battery modules

to third

party players?

«The batteries produced

in our plant will be

developed specically to power

vehicles manufactured by Lion.

In the longer term, however,

there is the possibility that Lion

will produce batteries for manufacturers

not in direct competition

with Lion».

20

21


IN THE SPOTLIGHT

VDL AND EBUSCO

LOTS OF

...HYPE!

Focus on the two most eagerly awaited

electric bus launches of the year. Battery

buses are entering a new generation, with

packs below the floor and lowered weight

Right now, they are the two hottest

novelties in view. Attention

has never been lowered on the

Ebusco 3.0 since its launch at

the end of 2019 at Busworld. The promises

are resounding (8 tons of empty

weight? 500 km of range?!?), the operators

can’t wait to see it on the street.

The competitors, too. VDL wanted to

unveil the new urban range at this year’s

Busworld, which was then postponed.

Here too, attention is very high: the Dutch

group, pioneer in the eld of electrication

and still today the most represented

manufacturer in European electric eets

(even if a decidedly subdued 2020 has reduced

the gap from the contenders), has

announced that the new generation Citea

portfolio will be exclusively consisting

of electric buses. The farewell to diesel

in urban public transport is a slogan that

has existed for quite some time. VDL has

decided to fully embrace it.

These are the common features between

Ebusco 3.0 and the Citea New Generation,

in addition to the Dutch nationality

of the two manufacturers: a platform specially

designed for electric drivetrain, and

the positioning of battery packs below the

oor. A European premiere. In the States

it is the option chosen by Proterra (which,

indeed, has developed its buses around

electric traction).

Dutch companies take a step further

The Ebusco 3.0 represents, as the name

implies, the third generation of buses

built by the company, the rst produced

entirely in the Netherlands (in Deurne,

where the plant capacity, according to the

company plans, can reach 700-800 buses

on two shifts). Taking a few steps back

in the (short) history of the company,

the foundation dates back to 2010. The

rst model distributed on the European

market, the 2.1, was built in collaboration

with the Chinese Golden Dragon,

while driveline and batteries came from

Yinlong. The following Ebusco 2.2 (still

on the market) body is no longer made

by Golden Dragon but by the Australian

BCI, with Chinese-made drivetrain.

For the 3.0, Ebusco claims a mileage of

500 km on a single charge thanks, above

all, to a reduction of weight by a third,

compared to the 2.2: the 12-meter is said

to have an empty weight of 8,530 kg.

On the left, a snapshot of

the VDL Citea New Generation.

The launch is expected

in the course of 2021. All the

range will be made of electric

models, on a purposebuilt

platform. Complete

pictures of the bus and technical

specications haven’t

been released so far. On the

right, the Ebusco 3.0. It was

unveiled at Busworld 2019.

Producer claims a mileage

of 500 km on a charge.

22

23


IN THE SPOTLIGHT

A result achieved thanks to the use of

technologies ‘drawn’ on the aviation and

aerospace industry, and a massive use of

ultra-light composite materials. The maximum

battery capacity has not been declared

so far. The driveline will be powered

by the ZF AxTrax electried axle, which

however «we have modied together with

ZF: we have made it wider, in order to allow

the displacement of batteries in the

oor and to make the pavement as low as

possible», said CEO Peter Bijvelds in an

interview with Sustainable Bus.

There is space on board for up to 95 passengers.

Munich operator Stadtwerke

München will be among the rst companies

to put the Ebusco 3.0 on the road.

The bus has been developed exclusively

for plug-in charging and also features a

mirror camera system (by Stoneridge Or-

EBUSCO 3.0

Length mm 12,000

Wheelbase mm 6,750

Front overhang mm 2,650

Rear overhang mm 3,100

Width mm 2,550

Height mm 3,200

GVW kg 8,530

Internal height mm 2,350

Passenger capacity n. 95

Electric motor

ZF AxTrax

Motor type

In-wheel

Peak power kW 2 x 125

Battery formula

LFP

Battery capacity not released

The 12-meter Ebusco 3.0

is said to have an empty

weight of 8,530 kg. A result

achieved thanks to

the use of technologies

‘drawn’ on the aviation

and aerospace industry,

and a massive use of ultra-light

composite materials.

The maximum battery

capacity has not been

declared so far.

laco) in place of rear-view mirrors.

Citea gets to the new generation

Let’s talk about VDL. The new Citea range

promises a 30 percent cut in electricity

consumption, a substantial increase in passenger

capacity (up to 110 on the 12-meter)

and a range of four lengths on the

catalog (from 12 to 18 meters, giving up

the 9.9 and 11.5-meter today available). It

will not be a simple facelift, not at all. The

Dutch manufacturer will be the second

European brand with a historical presence

in the Class I sector to convert the entire

urban range to zero emissions. Before

VDL, only Volvo did it, back in 2013, at

the dawn of Euro VI. Irizar also has an allbattery

urban catalog, but it is the result

of the debut in a previously unexplored

segment and, moreover, with a dedicated

brand (Irizar e-mobility). Ebusco is partly

an exception, but it is a newcomer, landed

on the market with a focus on electric

technology and close links with Chinese

production. In the case of VDL, it is a

completely different story: the decision to

devote the Citea range to battery-electric

technology will lead to a production and

corporate reorganization and the farewell

to diesel models made up till now in the

group’s plants. In addition to a very precise

and immediate choice of eld.

As for the battery, VDL keeps the name

of the supplier under strict condentiality,

but it should be specied that the Asian

giant CATL took care of announcing, in

May 2020, the start of a collaboration

with the Dutch manufacturer, in correspondence

with the VDL announcement

of a new ‘high energy’ battery option,

based on ‘cell-to-pack’ technology: this

approach is characterized by the integration

of cells directly into the battery pack,

without rst being assembled into modules.

The consequences are: less hardware

(the module ‘case’ is no longer needed)

and simplied electrical connections.

According to CATL, the benets can be

quantied in an energy density up to 160

Wh/kg. For comparison, the most performing

modules available on Solaris and

Mercedes electric buses reach today 130

Wh/kg. Another point of interest: CATL

uses the LFP formula, the dominant one

in China, until recently considered marginal

in Europe. Anyhow, it is not yet clear

wether CATL batteries will be standard

VDL speci es that the

Citea new generation

«will feature an innovative

structure of the sides

in composite material,

15 percent lighter than

the one currently used».

Energy savings? In the

order of 30 percent, the

group promises. At least

45 seats are available or

any of the length variants.

CITEA NEW GENERATION

Model

Length mm

LF-122 12,200

LE-122 12,200

LE-135 13,500

LE-149 14,900

LF-181 18,100

or an option on the Citea range. What is

interesting, VDL highlights that «the battery

pack can be lowered out of the oor,

and each battery module can be replaced

separately».

Four leghths from 12m to 18m

Going back to the ‘new generation’ city

bus, VDL specied that «it will feature an

innovative structure of the sides in composite

material, 15 percent lighter than the

one currently used». Energy savings? In

the order of 30 percent, the group guarantees.

As mentioned above, four lengths are

available, with at least 45 passengers

seated on each version and the ability

to accommodate up to 110 people in the

12.2-meter size. The new generation of

the Citea range will no more feature the

Siemens central motor. The powertrain

will also change in favour of in-wheel

motors. Going back to origins, in a way:

the same technology distinguished the

rst Citea exhibited at the UITP summit

in 2013. Occurrences and recurrences of

history that are the premise for a real revolution.

R.S.

24

25


IN THE SPOTLIGHT

IRIZAR IE BUS

GENOA

GOES

GREEN

In the picture,

one of the 14

Irizar ie bus

delivered in

Genoa in late

2020. The 10.8

meters is the

shortest model

in the Irizar

e-mobility range

The Italian ‘electric’ offensive

of the Basque group

starts from Genoa. AMT

vehicles stand out for

their top battery capacity

and quality equipment.

Charging? In the depot!

Irizar e-mobility closed 2020 by delivering 25

electric buses, down from a 2019 marked by a

signicant performance, thanks to 127 registered

e-buses (for a 7.5 percent market share). The

lion’s share, as far as 2020 deliveries are concerned,

was Italy, with a squad of 14 ie buses that landed in

Genoa in the last part of the year. A delivery, the one

that took place in Liguria, which is big news, and not

only because it marks the debut of the Irizar e-mobility

subsidiary in Italy (a market in which electrication

proceeds quite slowly: a hundred electric buses delivered

in 2020). Let’s face it: raise your hand if you

have ever seen a 10.8 meter with 375 kilowatt hours

of batteries on board.

Irizar e-mobility is one of the latest offsprings of the

Irizar group. In recent years it has become the protagonist

of an important investment in Aduna (Basque

Country, not far from the group’s headquarters), where

in 2018 a plant entirely dedicated to the manufacturing

of electric vehicles was inaugurated (not just buses:

it includes also a waste collection truck). A plant

with a maximum capacity of 1,000 vehicles per year.

The Irizar ie bus units in Genoa are the rst standard

size electric buses in the city. They will not remain

the only ones for long: an electric tender for thirty 12

meters has been completed in February (thanks to an

investment of 17.5 million).

The 10.8 meters is the shortest model in the Irizar e-

mobility range, made up of the ie bus (10.8; 12; 15

and 18 meters) and ie tram (12 and 18 meters) families.

Characterizing the Genoa conguration is the

26

27


IN THE SPOTLIGHT

The charging infrastructures

were installed at the

Mangini garage as part of

an important refurbishment

work that transformed it

into the rst Genoa hub

for electric buses (the ten

Rampini E80 delivered

starting from mid-2019 are

also charged there). A second

electric bus hub will

be added within one year.

FOCUS ON THE DRIVETRAIN

Brand

Siemens

Model

1DB2016-OND06

Type

Central / PMI

Output max kW 240

Output cont. kW 206

Torque peak Nm 2,600

Torque cont. Nm 1,145

Speed rpm 3,500

Voltage range V 600 - 700

Weight kg 300

Battery formula

NMC

Battery capacity kWh 375

Battery weight kg 3,150

presence of three doors, all with double doors,

in place of the two standard ones: the

front door with inward rotating mechanism,

the remaining two doors with external expulsion.

The driver’s seat protection system

connected to the Covid emergency is crucial:

an area for which AMT chose, among

the options offered by the Basque manufacturer,

a glass and steel xed separation

that ends - dividing it - in the middle of the

access door. The doors can be controlled separately

by the driver, so to open only the

one that leads - through a narrow access - to

the passenger space corridor.

Twenty seats are available (by Ruspa) in the

interior. Attention to aesthetics stands out,

with the combination of yellow seat and

gray backrest in the front of the passenger

compartment. The total maximum capacity

is 78 passengers, three less with a wheelchair

on board, which enters the bus via a

manual platform located on the central door.

The oor is completely lower, with ‘ascent’

to the three seats in the queue via two steps

of 27 centimeters each.

Battery capacity on top

Cameras for on-board video surveillance

and passenger counters are present. Worthy

of note are the handrails with a wavy geometric

line and the imitation wood oor.

As for the air conditioning and heating system,

Irizar chose exclusively zero emission

systems. The system mounted on the

Genoa’s ie bus vehicles is the Hispacold

(Irizar group, once again) 9EN model with

heat pump, 23 kW of heating power and 21

kW of cooling. 12 and 3.5, respectively, are

the kW available to the driver. The driver’s

seat features an entirely digital panel with

dual indication available to the driver while

driving. On the left the speedometer, on the

right the SOC. By lifting the pedal from the

accelerator, the vehicle slows down and recovers

energy: in that phase, a LED ‘crown’

lights up to the right of the SOC indicator.

The ‘heart’ of the vehicle is on the roof,

where the entire set of battery packs is housed.

The capacity is unconventional: a total

of 375 kWh divided into ve modules, for

a total weight of 3,150 kilos. The vehicle

structure, developed on purpose for the elec-

THE ID CARD

Length/width/height mm 10,850 / 2,550 / 3,2099

Wheelbase mm 6,0000

Overhang front/rear mm 2,805 / 3,4055

Seats / capacity n 20 / 788

Internal length mm 8,3600

Internal width mm 2,4300

Width doors mm 1,100 – 1,200 – 1,1000

Distance corridor - ground mm 3400

Distance entrance - ground mm 320 - 340 - 3400

Width corridor mm 5300

Internal height mm 2,310 – 2,390 – 2,4400

Axles load front/rear kg 7,500 / 12,6000

with fast charging, as that formula guarantees

greater charging power. The motor carries

Siemens’ logo and delivers 240 kW for a

maximum torque of 2,600 Nm. It should be

mentioned that Irizar also has in-house engines,

under the Alconza brand, on its portfolio.

The charging system chosen by AMT

Genova is via plug-in connector, so no

pantograph on the roof. The charging infrastructures

were installed at the Mangini gatric

driveline, is made of stainless steel, with

an aluminum casing. The estimated range is

220 kilometers. The technology for the battery

modules, equipped with a water cooling

system and based on NMC (lithium with

nickel-manganese-cobalt), is made by Jema

(Irizar group): the assembly of the packs takes

place in the same plant in Aduna, in the

Basque Country, where e-buses are made.

LTO batteries are also available for vehicles

rage as part of an important refurbishment

work that transformed it into the rst Genoa

hub for electric buses (the ten Rampini E80

delivered starting from mid-2019 are also

charged there). Within the year, a second

electric hub will be added at the Cornigliano

garage, where the depot will be renewed.

The second batch of Rampini will be allocated

there: another ten vehicles will indeed

land in Genoa by spring.

Irizar’s ‘full charge’ is performed thanks to

nine columns in single and double output

conguration (5 of 2x50 kW and 4 of 1x50

kW) for a total of 14 charging points supplied

by Jema. The e-bus - charging station

system is completely interoperable and suitable

for managing different types of electric

buses using the same standard. Among

the approvals obtained by the ie bus, the

Unece R100 / Rev 2 relating to the safety

of battery packs installed on board and the

Unece R10 / Rev 5 relating to safety against

electromagnetic interference stand out. The

icing on the cake is a small renement: the

external door opening command, which is

operated by touching the Irizar logo on the

front.

28

29


COMPARISONS

The German giants of the

truck&bus and ICE segments

are ready to confront one another

on the much awaited

bendy bus battlegrounds.

The rst eCitaro G hit the road

in late 2020. Serial production

of MAN Lion’s City 18 E is set

to start in mid-2021.

30

FOCUS ON GERMAN-MADE 18M E-BUSES

A BENDY

COUPLE

Time has come for battery-powered articulated buses

made in Germany. First the eCitaro G, to be joined by

the Lion’s City E 18: two bendy buses that promise to

jolt the European markets, starting with their own

ID CARDS

Man Lion’s City 18 E

Mercedes eCitaro G

Length mm 18,100 18,125

Width mm 2,550 2,550

Height mm 3,400 3,400

Overhang front / rear - 5,900 / 5,990

Wheelbase mm - 2,805 / 3,430

Turning circle min mm - 22,928

Tyre size 275/70 R 22.5 275/70 R 22.5

Passenger capacity max n 120 136

Seats n 43 45

Distance from ground mm - 320

Doors width mm - -

Front axle MAN VOS-08-B-01 ZF RL82EC

Central axle MAN HU-1330-B-00 ZF AV 133 (opz: Zf AxTrax)

Rear axle MAN HU-1330-B-00 ZF AxTrax Ave

Motor brand / model Traton ZF AxTrax Ave

Motor type 2 x central motor In-wheel

Output peak kW 2 x 240 2 x 125

Output continuous kW 2 x 160 2 x 60

Torque peak Nm - 2 x 485

Torque continuous Nm - -

Battery brand and model Traton Akasol / Blue Solutions

Battery formula NMC NMC / LMP

Battery capacity max kWh 640 396 / 441

Charging technologies plug-in plug-in / pant

So far marginal players on the

European electric bus market,

the German giants of the

truck&bus and combustion

engine segments are ready to confront

one another on the 12 metre as well as

on the much awaited bendy bus battlegrounds.

A segment, this latter, that until the very

last part of 2020 has felt the weight of the

German brands’ total absence. The one

that’s going to take shape in the months

to come is, thus, an all-German electric

drive showdown. The rst eCitaro G hit

the road at the end of last year, while

serial production of MAN Lion’s City 18

E is set for mid-2021.

It’s what German transport operators

have been eagerly waiting- just think of

the fact that bendy buses accounted for

40% of the class I market in Germany

(obviously, regardless of the type of drive).

Tenders are coming...

The maxi tender contract for 530 vehicles

awarded in August 2020 by Hamburger

Hochbahn to Solaris, MAN and Mercedes

also includes the 18m models. 18-meter

VDL-made e-buses have already been

serving the streets of Osnabrück and Cologne

for long, and second orders have

already been signed, with 30 deliveries

(set to reach 62) scheduled for this year to

the rst city, and over 100 to the second.

At the beginning of 2021, Kiel ordered

31 units from the Dutch manufacturer,

10 of which articulated. Berlin ordered

17 vehicles from Solaris. So, let’s fasten

our seatbelts and set out on a rigorously

soot-free journey (from the tailpipe) to

discover the zero-emission articulated buses

from the product range of Stuttgartand

Munich-based players.

31


COMPARISONS

MAN LION’S CITY 18 E

NO COMPROMISES

mon choice - one, though, already made by

Turkey-based Bozankaya for the Sileo S18.

‘Housemade’ drive train

Going back to batteries, the Munich-based

manufacturer boldly chose to opt for slow

depot charging as a standard. Pantographs

and fast charging did not make it into the

portfolio - that indeed went all-in on maxi

(non-modular) batteries made within the

group’s perimeter (MAN will not rely on

supplies from Northvolt that’s, instead, already

cooperating with the other big company

in the Traton Group: Scania).

However, in a recent interview with Sustainable

Bus, Rudi Kuchta,

head of the business

unit bus in MAN Truck

& Bus, pointed out that

«With an eye to the future,

we look for solutions useful

both for pantograph

charging and for depot

charging. Our perspective

is to have an inverted or

roof-mounted pantograph

as additional option for charging in the depot

but not within the opportunity standard». A

Lion’s City E with a roof-mounted pantograph

is, apparently, no mirage.

About MAN Truck & Bus’s plans for the

future CEO Andreas Tostmann explains that:

«By the end of 2025, 50% of the buses we

sell will be tted with alternative drive systems».

According to the manufacturer, the Lion’s

City E can travel up to a range of 270 km

under favourable conditions.

The issue of range

When weather conditions are not on its

side, 200 km should nevertheless be taken

for granted.

What about energy density?

145 Wh/kg (for

comparison’s sake, the

Akasol pack onboard the

eCitaro settle at 100 Wh/

kg, with the next generation

reaching 132). The

battery modules, a total

of eight, are stacked on

the roof so as to keep the

compartment space unoccupied

by bulky equipment. And the passenger

compartment does indeed look clear

and bright with a well-organized layout and

complemented by a wide rear window.

To make the roof t to bear the weight of

such an amount of kWh, the frame had to

be reinforced with the addition of steel inserts

into the rear pillars and wheel arches.

The bus can accommodate up to 120 passengers.

Production of the e-powered 18 m is scheduled to start in

mid-2021. Highlights: maxi batteries and the (brave) choice

of slow depot charging as a standard. But the panto is not

entirely out of the picture. Passenger capacity is 12

It’s what we had so long been waiting for.

After a whole string of announcements

and preparatory events (rst appearance

at a trade show dates to IAA 2018) MAN

debuted in the electric arena with their rst

deliveries nalized in late 2020. In the meanwhile,

a roadshow hit several large cities in

Europe. The articulated bus will join the 12

m on the production lines of Starachowice,

Poland, by the mid-2021. The rst transport

operators to get a test batch are KVB

Cologne, Germany, and TMB Barcellona

in Spain. The rst six months of this year,

indeed, have been devoted to testing under

regular service conditions.

MAN’s electric bus range stands out for battery

capacity: 480 kWh for the 12 m bus, 640

kWh for the articulated version. The latter is

also characterized by two motorized axles

providing for enhanced power and improved

braking energy recovery. A still fairly uncom-

Rudi Kuchta, head

of MAN business

unit bus, says:

«Our perspective is

to have an inverted

or roof-mounted

pantograph as

additional option

for charging in

the depot but

not within the

opportunity

standard».

32

33


COMPARISONS

MERCEDES ECITARO G

THE ROAD IS MINE

pioneered this technology, also applied to

their “Bluecar” as far back as 2011).

The solid-state premiere

Solid state batteries are cobalt free, and

“have a very high energy density, about

25% higher compared to rst generation

lithium-ion batteries”, says Daimler.

The e-Citaro G tted with solid-state batteries

can store up 441 kWh on its roof.

To persuade their customers into making

such a bold choice, Daimler announced a

10-year (or 280 MWh) battery warranty

offered as a standard coverage.

It must be said, though, that solid-state

technology already debuted

on the 12 m delivered

to Wiesbaden

in mid-February. The

units were recalled by

the manufacturer for

a round of technical

check-ups a few weeks

after commencing service

due to an insulation

fault that could

lead to short circuits. A minor bump in the

road, then.

As said earlier, solid state batteries will be

available as an option. As for the standard

equipment, the eCitaro G is still tted

with NMC batteries by Akasol; however,

onboard the 18 m is the new battery generation

(Akasystem Oem 50 Prc) boasting

33 kWh instead of 24 for each module.

Which can raise capacity up to a total of

396 kWh. For the sake of accuracy, we

report that the manufacturer states next

generation Akasol accumulators will feature

exactly the same size and wiring,

hence they can replace the current ones

when the time comes for mid-life battery

replacement.

It must also be mentioned

that the version

serving the routes of

Zurich as a shuttle bus

is also provided with a

pantograph for 300 kW

fast charging – which

entails that battery capacity

is 243 kWh. An

all-time debut for the

eCitaro.

Two are the options driveline-wise: a

standard version with one electric drive

axle (ZF AxTrax, needless to say) or a

two electric-drive axles model for enhanced

performance.

More power, then, but matched with enhanced

braking energy recovery capacity,

to the full benets of the overall mileage

range, of which MAN, to name but one,

provides a nice example.

The eCitaro G sports a reinforced version of Citaro

NGT’s roof, hosting battery packs instead of gas

tanks. Solid state batteries are (optionally) available,

up to 440 kWh, with a 10-year warranty coverage

The rst units have been deployed

in Zurich and Munich. With a

length of 18.125 metres, the

eCitaro G is based on the same

passenger compartment layout and body

design of the combustion engine Citaro.

The roof is borrowed from the (gas-

fuelled) Citaro G NGT hence is tted

with heavy-duty racks. On the electric

version, battery packs t into the same

spot where compressed gas tanks are kept

on the NGT model. A higher load-bearing

capacity option (8 ton) is available for the

front axle. The bus can accommodate up

to 145 passengers, 10 less than on its diesel-fuelled

counterpart.

Speaking of batteries, as Daimler points

out the eCitaro G is the rst regular bendy

bus that can be equipped with solid state

batteries; a choice found so far only on

the French e-powered Bluebus (Bolloré

Battery packs t

into the same spot

where compressed

gas tanks are kept

on the NGT model.

A higher loadbearing

capacity

option (8 ton) is

available for the

front axle. The bus

can accommodate

up to 145

passengers.

34

35


COMPARISONS

Even if, let’s face it straight away, the

‘batteries weight’ and ‘purchase cost’

chapters today have a proportionately

stronger impact on minibuses than on the

12-meter standard size buses. The market

has not gained any share so far. EMT Madrid

gave an important sign by commissioning

18 Rampini E60.

Also in Spain, an equally strong input

arrived from Barcelona, albeit in a diametrically

opposite direction. After a

tender for six electric minibuses that

had no bidders in 2019, TMB decided to

launch a new tender in mid-2020 by focusing

on Euro VI diesel driveline, giving

the following statement: «This tender

replaces the one launched last year for

electric minibuses, which was deserted

due to lack of offers that met the requirements

of range and performance». Heavy

words, moreover from an operator who

has committed to focus the eet renewal

plan on battery-electric technologies and

gas hybrids and plans to bring 210 electric

and 46 fuel cell buses into service by

2024 (the goal is to reach 2030 with over

half of the eet made up of zero-emission

vehicles). On the other hand, in any case,

there is an industry that is getting prepared:

Rampini has great news in store

for the end of the year, the mini Bluebus

is touring France showing the virtues of

solid-state batteries and Karsan has concretized

some deliveries in Eastern Europe

and beyond.

36

BATTERY-ELECTRIC MINIBUSES

THE 3 ‘E-DWARFS’

Three players for a niche that could become soon very

interesting. In Germany, Spain and France vitality is already

tangible. Rampini has already gained significant orders. But

Bluebus and Karsan have a few strings to their bow

A

historic player, a well-established

society characterized

by cutting-edge batteries and

a newcomer which features

a strong technological partnership with

an exquisitely automotive avor. These

are the proles, respectively, of Rampini,

Bluebus and Karsan, the three main

players on the European zero-emissions

minibus market. Drawing on three quite

different models.

It is a market, that of six-meters e-buses,

which has been on the launching pad for

years but in the end turns out to have never

(really) started the engines. And those

engines, due to Covid (aka social distancing),

could still be sputtering for some

time on the launch pad. In recent times,

however, many things have changed.

That is: technology has made great strides

and mileage capabilities have increased.

THE ID CARDS

Bollorè Bluebus 6m Karsan Jest Electric Rampini E60

Length mm 5,460 5,845 6,110

Width mm 2,190 2,520 2,100

Height mm 2,970 2,800 2,980

Overhang front / rear mm 807 / 931 1,200 / 895 1,190 / 1,220

Wheelbase mm 3,720 3,750 3,700

Distance from ground mm 180 270

Door width mm 1.320 1,200 1,100

Axles load front / rear kg 3,500 / 3,500 - 4,250 / 4,600

Passenger capacity / seats n 22 / 8 25 34 / 10

Empty weigth kg 4.366 5,000 -

GWV kg 6.170 - 8,850

Motor brand / model - BMW eDrive Siemens 1PV5138

Motor type permanent magnets synchronous three-phase asynchronous

Output peak kW 90 134 122

Torque peak kW 260 290 -

Battery brand Blue solutions BMW -

Battery formula LMP Li-ion LFP

Battery capacity kWh 90 / 102 44 / 88 -

Charging technologies plug-in plug-in max 50 kW DC plug-in / pantograph

37


COMPARISONS

BOLLORÈ BLUEBUS 6M

AT THE SOLID-STATE

Solid-state batteries, an in-house product,

are the added value of the little Bluebus. A

ve-meter long shuttle that was recently the

protagonist of a French roadshow

The aesthetics of the little Bollorè

is exactly that of a shuttle.

5.46 meters long, it is the

shortest of the trio. The speci-

city lies in the battery pack. The electric

buses in the Bluebus range (which

is divided into six and twelve meters)

are characterized by the pioneering

use of solid state batteries, made within

the same group by the Blue Solutions

brand, which as well as Bluebus

is a (small) piece of the vast corporate

structure headed by the Bollorè family.

Moreover, Blue Solutions signed a

three-year supply agreement with the

Daimler group. They, as known, have

added solid-state batteries to the options

available for the eCitaro. Solid

state batteries from Blue Solutions are

based on the LMP (Lithium metal pol-

ymer) formula. They do not contain

cobalt or nickel and do not require the

presence of liquid elements (often used

for cooling). The energy density stands

out: the batteries of the small Bluebus,

What is

interesting,

in the French

e-shuttle, is

the use of LMP

technology

for the battery.

A solution

developed by

Blue Solutions,

that belongs to

the same group

as Bluebus.

from the technical data sheet, weigh no

more than 330 kg.

But let’s talk about the mini. The Bluebus

6m has a 1,320mm wide double

entrance door, an element that distinguishes

it from its competitors, both

equipped with a single-leaf door placed

close to the front wheels. When empty,

the vehicle weighs 4,300 kilos. The cabin

can accommodate up to 22 people.

The manual ramp for wheelchairs is not

missing.

The driveline consists of a central electric

motor with permanent magnets

mounted on the front. The motor develops

a maximum power of 90 kW and

a torque of 260 Nm. The batteries can

cram up to 102 kWh. The standard provides

for 90, with a declared range of up

to 180 kilometers.

KARSAN JEST ELECTRIC

LIKE A SPORTS CAR...

The Jest Electric, which has been in production

for nearly two years, features BMW-branded

batteries and motor. The orders have arrived

from Eastern Europe and Portugal

The agreement with BMW is the

main string to the bow of the Turkish

manufacturer’s electric portfolio,

made of the battery-powered

variant of the six and eight-meter urban buses

(Jest and Atak). The rst features batteries

and motor signed by the Munich-based

manufacturer. The Atak ‘borrows’ only the

batteries from the German house, while the

drivetrain needs a more performing model.

Marketed starting from the end of 2018, Jest

Electric has so far won some orders, even

large ones, in Eastern Europe, and not only.

Nine vehicles will circulate in Coimbra, Portugal.

Compared to its two mates in terms of

length, the electric Karsan places itself in

the middle, forty centimeters longer than

the Bollorè Bluebus and 25 shorter than

the Rampini. Passenger capacity is a direct

consequence of this: up to 25 people can get

on the mini against 22 that can be accommodated

by the French and 35 by the mini

Rampini. In short: if it is true that the six-meter

electric size sees three competitors on the

The structure

consists of a

monocoque

treated with

cataphoresis and

has a completely

lowered oor

standing

270mm from the

ground, which is

accessed through

the single

1,200mm door.

eld, it is good to be aware that these models

are quite different.

As mentioned before, the central electric engine

is strictly German. A 135 kW motor capable

of developing 290 Nm. The batteries

are available in two settings: 44 kWh with

a single pack, 88 in the case of double pack

use. The maximum range allowed, according

to Karsan, is 210 km. Charging? Via plug-in

cable. Inside, there is a large space for digital

tools: the driver has a 10.1-inch multimedia

display from which the on-board computer

is accessed. Among the available functions,

the speed and acceleration limiter. The dashboard

is fully digital with touchscreen functionality,

USB ports in the passenger compartment,

wi infrastructure. The external

layout has also been partially renewed, with

elegant LED lines accompanying the lower

prole of the front headlights.

38

39


COMPARISONS

40

RAMPINI E60

I WAS HERE BEFORE

Only electric buses in Rampini catalog. The E60

has been massively upgraded (and now it’s the

turn of the E80). It houses up to 170 kWh batteries

and has won several orders in central Europe

For almost three years so far, all the

energies of Rampini’s bus production

have been focused on electric

vehicles. The production of diesel

buses was discontinued in spring 2018.

The portfolio today consists of the sixmeter

E60 and the eight-meter E80. Big

news is coming: a prototype version of

the 8-meter with hydrogen range extender

will be unveiled soon. The E80 will also be

subject to restyling. And the road is open

to the application of fuel cells even on sixmeter

buses.

Untile some time ago, the six-meter was

built jointly with the Spanish CarBus. A

collaboration born in 2015 and now relegated

to the past. After that, Rampini modied

the vehicle by making changes to the

aesthetics as well as the space modulation

inside the passenger compartment, drasti-

cally changing the driveline and, nally,

increasing the total length by 100 millimeters.

The Rampini E60, today, is 6,110 millimeters

long. The passengers in the back

row benet from it.

The oor of the

Rampini E60 is

entirely lowered,

thus marking,

as in the case

of competitors,

a crucial

difference

compared to

the derivatives

which, on short

sizes, are the

real competitors.

Under the hood there is the Siemens

1PV5138 three-phase asynchronous central

electric engine. The power developed

is 122 kW, with an increase of 22 kW compared

to the previous version. Today, Rampini

mounts the same motor both on the six

as well as on the eight meters, with obvious

repercussions in terms of ‘brilliance’ for

the smallest of the family. Focus on batteries:

the company from Passignano sul

Trasimeno has taken the LFP path, which

until recently could appear as a peculiarity

of the Chinese manufacturers, before becoming

the protagonist of a decisive relaunch

at our latitudes. You can choose between

two battery sizes: 143 kWh at the standard

and 170 kWh maximum. Rampini quanti-

es the range of the vehicle in 175 and 215

kilometers respectively based on E-Sort 1

tests. The maximum capacity is 34 people.

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On the ROAD. Innovative traction motors for electric buses.

A steady and reliable heartbeat in electric buses, commercial vehicles and rolling stock: We have been moving

millions of people and goods around the world for more than 60 years. As an independent manufacturer of

electromechanical drives for rail and road transport vehicles, we know how electric mobility works. Our solutions

implement mobility needs and requests in a sustainable, economic and convenient way.

INNOVATIVE. INDEPENDENT. IMPASSIONED.

BEWIRB DICH

JETZT HIER!

GET IN

TOUCH

www.tsa.at

TSA High Torque Motor


PORTFOLIO

ALL THE ELECTRIC BUS MODELS ON THE EUROPEAN MARKETS.

BATTERY-ELECTRIC / HYBRID / FUEL CELL / IMC TROLLEYBUSES

ADL

Battery type

NMC

Battery capacity max kWh 32

Diesel engine CumminsB4.5

kW 157

Enviro400 (mild hybrid)

Length mm 10,500 / 10,900

Passenger capacity n. 87

Electric motor / output kW ADL/14

Battery type

supercap

Battery capacity max kWh 1

Diesel engine CumminsB6.7

kW 187

Enviro400H (full hybrid)

Length mm 10,500 / 10,900

Passenger capacity n. 87

Electric motor / output kW BAE/195

Battery type

ultracap

Battery capacity max kWh 1

Diesel engine CumminsB4.5

kW 157

ALSTOM

Aptis

Length mm 12,000

Passenger capacity n. 95

Motor / output kW Alstom / 180

Battery type Forsee Power / NMC

Battery capacity max kWh 350

Charging technology plug-in/SRS

BOLLORÉ

Blueblus 12

Length mm 12,000

Passenger capacity n. 109

Motor type / kW Central / 160

Battery type

LMP

Battery capacity max kWh 272

Charging technology plug-in

BOZANKAYA

Sileo S10/S12

Length mm 10,000 / 12,000

Passenger capacity n. 90

Motor / kW ZF AxTrax / 250

Battery type

LFP

Battery capacity max kWh 230

Charging technology plug-in

42

Enviro400HR

(plug-in hybrid)

Length mm 10,500 / 10,900

Passenger capacity n. 87

Electric motor / output kW BAE/195

Blueblus 6

Length mm 5,460

Passenger seats n. 22

Motor type / kW Central / 50-90

Battery type

LMP

Battery capacity max kWh 111

Charging technology plug-in

Sileo S18/S25

Length mm 18,000 / 25,000

Passenger capacity n. 136 / 210

Motor / kW 2 x ZF AxTrax / 500

Battery type

LFP

Battery capacity max kWh 346/452

Charging technology plug-in


PORTFOLIO

BYD

C9 (coach)

ALL THE ELECTRIC BUS MODELS ON THE EUROPEAN MARKETS.

BATTERY-ELECTRIC / HYBRID / FUEL CELL / IMC TROLLEYBUSES

Length mm 12,900

Passenger seats n. -

CAETANOBUS

DIRECTION

Urbino 12 hydrogen

Motor / output kW

Battery type

BYD / 150x2

BYD / LFP

Average range km 90

Charging technology

plug-in

Midibus 8.7

Length mm 8,700

Passenger seats n. 22

Motor / output kW BYD / 90x2

Battery type

BYD / LFP

Battery capacity max kWh -

Charging technology plug-in

BYD ADL

e.City Gold 10/12

Length mm 10,700 / 12,000

Passenger capacity n. 64 / 87

Motor / output kW Siemens / 180

Battery type

NMC / LTO

Battery capacity max kWh 385

Charging technology plug-in/pant.

12-18 eBus

Length mm 12,200 / 18,250

Passenger seats n. -

Motor / output kW BYD / 150x2

Battery type

BYD / LFP

Battery capacity max kWh -

Enviro200EV

Length m 9.6 / 10.2 / 10.9 / 11.6

Passenger capacity n. 80

Motor / output kW BYD / 90x2

Battery type

BYD / LFP

Battery capacity max kWh 330

Charging technology plug-in

H2 City Gold 10/12 (hydrogen)

Length mm 10,700 / 12,000

Passenger capacity n. 64 / 87

Motor / kW Siemens / 180

Battery type

LTO

Fuel cell system

Toyota

Estimate range km 400

DELTABUS

Charging technology

plug-in

Enviro400EV

Length mm 10,900

Passenger capacity n. 85

Motor / output kW BYD / 150x2

Battery type

BYD / LFP

Battery capacity max kWh 392

Charging technology plug-in

Mark E

Length mm 12,290

Passenger capacity n. 87

Motor / kW -

Battery type

LMP

Battery capacity max kWh 200

Estimate range km 300

44


PORTFOLIO

ALL THE ELECTRIC BUS MODELS ON THE EUROPEAN MARKETS.

BATTERY-ELECTRIC / HYBRID / FUEL CELL / IMC TROLLEYBUSES

EBUSCO

GX 137C Elec

Length mm 9,510

Passenger capacity n. 69

Motor / kW BAE Systems / 160

Battery type Forsee Power NMC

Battery capacity max kWh 245

Charging technology plug-in

Ebusco 2.2 - 12m LE/LF

Length mm 12,000

Passenger capacity n. 90

Motor / kW ZF / 250

Battery type

LFP

Battery capacity kWh 363/423/525

Charging technology plug-in/pant.

Ebusco 2.2 - 12,9m LE

Length mm 12,900

Passenger capacity n. 85

Motor / kW ZF / 250

Battery type

LFP

Battery capacity kWh 363/423/525

Charging technology plug-in/pant.

Ebusco 2.2 - 13.5 m LE

Length mm 13,500

Passenger capacity n. 78

Motor / kW ZF / 250

Battery type

LFP

Battery capacity kWh 363/423/525

Charging technology plug-in/pant.

Ebusco 2.2 - 18m LF

Length mm 18,000

Passenger capacity n. 140

Motor / kW ZF / 250

Battery type

LFP

Battery capacity kWh 363/525

Charging technology plug-in/pant.

Ebusco 3.0

Length mm 12,000

Passenger n. 95

Motor / kW Ebusco / 250

Battery type

LFP

Battery capacity max kWh -

Charging technology

HESS

plug-in/pant.

lighTram 19/25 DC

Length mm 18,750 / 24,750

Passenger capacity n. 155 / 224

Motor / kW TSA / -

Battery type -

Battery capacity max kWh 45

Charging technology pantograph

HEULIEZ

GX 137L Elec

Length mm 10,700

Passenger capacity n. 90

Motor / kW BAE Systems / 160

Battery type Forsee Power NMC

Battery capacity max kWh 350

Charging technology plug-in

GX 337 Elec

Length mm 11,860

Passenger capacity n. 100

Motor / kW BAE Systems / 190

Battery Forsee Power LTO / NMC

Battery capacity max kWh 88 / 350

Charging technology plug-in / pant.

GX 437 Elec

Length mm 17,970

Passenger seats n. 17

Motor / kW BAE Systems / 200

Battery Forsee Power LTO/NMC

Battery capacity max kWh 350

Charging technology plug-in / pant.

IVECO BUS

46


PORTFOLIO

ALL THE ELECTRIC BUS MODELS ON THE EUROPEAN MARKETS.

BATTERY-ELECTRIC / HYBRID / FUEL CELL / IMC TROLLEYBUSES

E-WAY Full Electric 9.5

Length mm 9,510

Passenger seats n. 16

Motor / kW BAE Systems /160

Battery type

NMC

Battery capacity max kWh 210

Charging technology plug-in

Battery capacity max kWh -

Charging technology

IMC

Passenger capacity n. 105 / 155

Motor / kW Irizar / 235

Battery type

Lithium-ion

Battery capacity max kWh 525

Charging technology plug-in/pant.

E-WAY Full Electric 12

Length mm 12,060

Passenger seats n. 24/26

Motor type / kW Synchr. / 190

Battery type

LTO/NMC

Battery capacity max kWh 385/88

Charging technology plug-in / pant.

E-WAY Full Electric 18

Length mm 17,970

Passenger seats n. 42

Motor type / kW Synchr. / 190

Battery type

LTO

Battery capacity max kWh 250

Charging technology plug-in / pant.

Urbanway Hybrid 12/18

Length mm 12,000 / 17,910

Passenger seats n. 36/49

Motor / kW BAE / 140 - 200

Battery type

NMC

Battery capacity max kWh 32

Diesel engine Tector 7 235 kW

IRIZAR E-MOBILITY

ie tram 12/18

Length mm 12,165 / 18,730

Passenger capacity n. 99 / 155

Motor / kW Irizar / 190-235

Battery type

Lithium-ion

Battery capacity max kWh 350/525

Charging technology plug-in/pant.

ISUZU

48

Crealis In-Motion-Charging

Length mm 18,559

Passenger seats n. 35

Motor / kW - / 250

Battery type

LMP

ie bus 10,8/12

Length mm 10,850 / 12,160

Passenger capacity n. 76 / 95

Motor / output kW Irizar / 180

Battery type

Lithium-ion

Battery capacity max kWh 350

Charging technology plug-in/pant.

ie bus 15/18

Length mm 14,980 / 18,730

Citivolt 12

Length mm 12,000

Passenger seats n. 90

Motor / kW Siemens / 230

Battery type

Lithium-ion


PORTFOLIO

ALL THE ELECTRIC BUS MODELS ON THE EUROPEAN MARKETS.

BATTERY-ELECTRIC / HYBRID / FUEL CELL / IMC TROLLEYBUSES

PORTFOLIO

ALL THE ELECTRIC BUS MODELS ON THE EUROPEAN MARKETS.

BATTERY-ELECTRIC / HYBRID / FUEL CELL / IMC TROLLEYBUSES

Battery capacity max kWh 351

Charging technology plug-in

KING LONG

Lion’s City E 12/18

Length mm 12,185 / 18,060

Passenger capacity n. 85 / 120

Motor / kW Traton / 270 - 540

Battery capacity max kWh 292 / 292

Charging technology plug-in

*with max battery capacity

Diesel engine type/kW OM 936/300

*available with CNG engine

OTOKAR

Charging technology

RAFAKO

plug-in

KARSAN

Battery type

Lithium-ion

Battery capacity max kWh 480/640

Charging technology plug-in

Pev 10/12

Jest Electric

Length mm 5,845

Passenger capacity n. 25

Motor / kW BMW / 125

Battery type BMW / Lithium-ion

Battery capacity max kWh 88

Charging technology plug-in

Length mm 10,500/11,980

Passenger n. -/-

Motor / kW -/-

Battery type

LFP

Battery capacity max kWh 326/350

Charging technology plug-in

E10/12 Hybrid

Length mm 10,500/12,200

Passenger capacity n. 66/83

Electric motor Green Control System

Lion’s City 12*/18* hybrid

Length mm 12,185/18,060

Passenger capacity n. 101/140

Electric motor / kW MAN/12

Battery type -

Battery capacity max kWh -

Diesel engine/kW MAN D15/243-265

*available with CNG engine

MERCEDES

Citaro Hybrid 12*/18*

Length mm 12,185 / 18,060

Passenger n. 101 / 140

Electric motor type -

Battery type -

Battery capacity max kWh -

e-Commercial Vehicles

INT-39 Energy HV

e-Kent C

Length mm 12,000

Passenger capacity n. 95

Motor / kW ZF AxTrax / 250

Battery type Webasto / NMC

Battery capacity max kWh 280

High cycle life battery system for a wide range

of specialized commercial vehicle applications

E-bus

Length mm 8,400

Passenger capacity n. 65

Motor / kW PM / 140

Battery type

LTO / NMC

Battery capacity max kWh 61 / 144

Charging technology plug-in

Battery type -

Battery capacity max kWh -

Diesel engine/kW Cummins / 290

Atak Electric

MAN

Discover INT-39 Energy

leclanche.com/int-39-energy

Length mm 8,315

Passenger capacity n. 52

Motor / kW TM4 / 230

eCitaro 12/18

Length mm 12,135 / 18,125

• Certified to ECE R-100 rev 2

• IOT enabled to ensure safe remote monitoring for optimum

management of fleets

Battery type

BMW / Lithium-ion

Passenger capacity n. 80* / 136*

Battery capacity max kWh 220

Motor / kW ZF AxTrax / 250

50

Charging technology

plug-in

Battery type

Akasol / NMC

Performance Configuration Certification Reliability Safety Manufacturing


PORTFOLIO

ALL THE ELECTRIC BUS MODELS ON THE EUROPEAN MARKETS.

BATTERY-ELECTRIC / HYBRID / FUEL CELL / IMC TROLLEYBUSES

RAMPINI

Businova Hybrid

Length mm 9,530 / 10,550 / 12,000

Passenger seats n. 60 to 106

SOLARIS

Helping meet clean air and

climate goals with proven

electric vehicle technology

Electric motor / kW TM4 / 250

Diesel engine 80 kW / 3,5l

Battery type

Safra / LFP

Battery capacity kWh 132

E60/E80

SCANIA

Urbino electric 8.9/12

Electric drive solutions

Length mm 6,110 / 7,790

Length mm 8,900 / 12,000

Passenger capacity n. 35/46

Passenger seats max n. 24/38

Motor / kW

Siemens/122

Motor ZF AxTrax-TSA / 250-160

Battery type Rampini / -

Battery capacity max kWh 170/200

Battery type

LTO / NMC

Battery cap. kWh 150 - 203 / 300 - 395

gettozero.com

Charging technology

plug-in

Charging technology

plug-in/pant.

SAFRA

Citywide BEV

Length mm 12,000

Passenger capacity n. 80

Motor / kW PM / 300

Battery type

Lithium ion

Battery capacity max kWh 250

Charging tech. plug-in / pant.

Urbino electric 18/24

Length mm 18,000 / 24,700

Passenger seats max n. 48 / 69

Motor

ZF AxTrax / TSA

Battery type

LTO / NMC

Battery capacity kWh 203/350/553

Charging technology plug-in/pant.

Businova Electric

Length mm 9,530 / 10,550 / 12,000

Passenger capacity n. 60 to 106

Motor / kW TM4 / 250

Battery type

Safra / LFP

Battery capacity max kWh 132

Charging technology 80 to 350 kWh

Businova Fuel Cell

Length mm 10,550 / 12,000

Passenger capacity n. 65 to 96

Motor / kW TM4 / 250

Fuel cell module / kW Symbio / 30

Citywide Hybrid

Length mm 12,005 / 14,900

Passenger seats max n. 37 / 49

Electric motor output kW 150

Diesel eng./hp Scania DC09/280-320

Battery type -

Urbino 12 hydrogen

Length mm 12,000

Passenger seats max n. 37

Motor / kW ZF AxTrax / 250

Fuel cell module

Ballard

Fuel cell module power kW 70

Battery High Power / 30 kWh

Battery

Safra / LFP / 132 kWh

Battery capacity kWh -

Hydrogen capacity kg 5 x 37,5

52


PORTFOLIO

Urbino hybrid 12/18

Length mm 12,000 / 18,000

Seated max n. 37 / 49

Electric motor / kW central/120-200

Diesel engine / hp Cummins / 120

Battery type

Supercap

Battery capacity kWh 0.82

Trollino

Length mm 12,000/18,000/24,000

Passenger seats max n. 39/53/69

Motor / kW TSA-Skoda / 160-250

Battery type

Solaris LTO

Battery capacity kWh 30-90

Charging technologies Pant. / IMC

TEMSA

54

Avenue Electron

ALL THE ELECTRIC BUS MODELS ON THE EUROPEAN MARKETS.

BATTERY-ELECTRIC / HYBRID / FUEL CELL / IMC TROLLEYBUSES

Length mm 12,095

Passenger n. -

Motor / kW TM4 / 250

Battery type

NMC

Battery capacity max kWh 150

Charging technology

MD9 electriCITY

plug-in

Length mm 9,496

Passenger seats n. 26

Motor / kW

Battery type

TM4/250

NMC

Battery capacity max kWh 200

Charging technology

VAN HOOL

A330 Fuel Cell 6W

plug-in

Length mm 11,995

Passenger capacity n. 78

Motor type 1/kW Siemens PEM2016/ 160

Motor type 2/kW Siemens PEM2016/ 210

Fuel cell Ballard FC Velocity HD 85

Battery capacity max kWh 24 / 36

Hydrogen capacity l/kg 1,600/ 38.5

Fuel Cell 8W

Length mm 13,155

Passenger seats n. 41

Motor / kW Siemens PEM2022/210

Fuel cell Ballard FC Velocity HD 85 - 100

Battery capacity max kWh 24 / 36

Hydrogen capacity l/kg 1.600 / 38.5

Exqui.City 18 Fuel Cell

Length mm 18,230

Passenger capacity n. 125

Motor type 1/kW Siemens PEM2016/ 160

Motor type 2/kW Siemens PEM2022/ 210

Fuel cell Ballard FC Velocity HD 100

Battery capacity max kWh 36

Hydrogen capacity l/kg 1,600 / 38.5

A309 diesel-hybrid

Length mm 9,990

Passenger seats n. 21

Electric motor Siemens 1DB2016B06

Battery supplier

Actia

Battery capacity max kWh 24

Diesel engine/kW Cummins ISB 4,5/157

Exqui.City18 diesel-hybrid

Length mm 18,610

Passenger capacity n. 42

Motor type 1/kW Siemens PEM2016/ 160

Motor type 2/kW Siemens PEM2022/ 210

Battery supplier

Actia

Battery capacity max kWh 24 / 36

Diesel eng./kW Cummins ISB 6.7/209

Sustainable

BUS

MARKET

The great leap

forward of the

electric bus market

CHINA & INDIA

The

Chinese way

VADO E TORNO EDIZIONI

www.vadoetorno.com - ISSN 0042

Poste Italiane s.p.a.

Sped. in a. p. - D.L. 353/2003

(conv. in L. 27/02/2004 n° 46)

art. 1, comma 1, LO/MI

AUTOBUS SUPPLEMENT

APRIL 2020


PLAYERS

HEAD TO HEAD



this the beginning

OUTLOOKS

E-bus market

trends according

to BloombergNEF

VADO E TORNO EDIZIONI

www.vadoetorno.com - ISSN 0042

Poste Italiane s.p.a.

Sped. in a. p. - D.L. 353/2003

(conv. in L. 27/02/2004 n° 46)

art. 1, comma 1, LO/MI

AUTOBUS SUPPLEMENT



BATTERY-ELECTRIC

LATIN AMERICA

Megacities bet

on ZE buses. The

Chilean case study

Sustainable

BUS www.sustainable-bus.com

COMPARISONS

Focus on hydrogen

buses. Players,

models, strategies


PORTFOLIO

ALL THE ELECTRIC BUS MODELS ON THE EUROPEAN MARKETS.

BATTERY-ELECTRIC / HYBRID / FUEL CELL / IMC TROLLEYBUSES

Exqui.City24 diesel-hybrid

Length mm 23,820

Passenger capacity n. 61

Electric motor / kW Siemens PEM/ 2x160

Battery supplier

Actia

Battery capacity max kWh 2x24/36

Diesel eng./kW Cummins ISB 6.7/209

VDL

Citea SLFA-180/181/187 Elec.

Length mm 18,000 / 18,150 / 18,750

Passenger capacity n. 130/130/125

Motor/kW Siemens 1DB2022/240

Battery type -

Battery capacity standard kWh 216

Charging technology plug-in/pant.

The electric depot.

Charging and managing large e-bus fl eets

Exqui.City24 CNG-hybrid

Length mm 23,820

Passenger capacity n. 60

Electric motor/kW Siemens PEM/2x160

Citea SLF-120 Electric

Length mm 12,456

Passenger capacity n. 55

Motor/kW Siemens 1DB2016/160

VOLVO

Battery supplier

Actia

Battery type -

Battery capacity max kWh 36

Engine / kW FPT CNG / 221

Battery capacity standard kWh 216

Charging technology plug-in/pant.

Webinar - 6th May 2021 3pm CEST

Exqui.City18 Trolley

Length mm 18,610

Passenger seats n. 41

Motor type/kW 2x Kiepe TSA TMF/160

Battery type

Kiepe

Battery capacity max kWh 2x15

Citea SLE-120/129 Electric

Length mm 12,000 / 12,900

Passenger capacity n. 80 / 75

Motor/kW Siemens 1DB2016/160

Battery type -

Battery capacity standard kWh 216

Charging technology plug-in/pant.

Citea LLE-99/115 Electric

Length mm 9,950 / 11,500

Passenger capacity n. 62 / 65

Motor/kW Siemens 1DB2016/160

Battery type -

Battery capacity standard kWh 216

7900 Electric

Length mm 12,000

Passenger capacity n. 98

Motor / kW Volvo / 200

Battery type

Lithium-ion

Battery capacity kWh 150/200/250

Charging technology plug-in/pant.

SUSTAINABLE

BUS TOUR

2 21

Partner

Pantograph

Kiepe

Charging technology

plug-in/pant.

56

Exqui.City24 Trolley

Length mm 23,820

Passenger seats n. 51

Motor type/kW 2xKiepe TSA TMF/160

Battery type

Kiepe

Battery capacity max kWh 2x20

Pantograph

Kiepe

7900 Electric Articulated

Length mm 18,000/ 18,700

Passenger capacity n. 150

Motor / kW Volvo / 2 x 200

Battery type

Lithium-ion

Battery capacity kWh 250/300

Charging technology plug-in/pant.

Sponsor

Mobility Partners

Sustainable

BUS www.sustainable-bus.com


PORTFOLIO

Territo U

www.otokareurope.com

SUPPLEMENT

7900 Hybrid Articulated

Mobility, smart city

Culture, technology and market of

low and zero emission buses

Established 1991

Length mm 18,000 / 18,700

Passenger capacity n. 100 / 154

Electric motor / kW Volvo / 130

Battery type

Lithium-ion

Battery capacity max kWh 8/9

Editor in chief

Stefano Agnellini

Managing editor

Riccardo Schiavo

Editorial staff

Fabio Butturi, Ornella Cavalli,

Fabrizio Dalle Nogare, Cristina Scuteri,

Alberto Gimmelli

Charging

Oppcharge / CCS

Layout & graphics

Marco Zanusso (manager)

7900 Electric Hybrid

Diesel engine/hp Volvo D5/240

Editorial management

Fabio Zammaretti

Length mm 12,000

Passenger capacity n. 98

Electric motor / kW Volvo / 200

Battery type

Lithium-ion

Battery capacity max kWh 19

Charging technology Oppcharge

Diesel engine/hp Volvo D5/240

7900 Hybrid

Length mm 10,600/12,000

Passenger capacity n. 90

Electric motor / kW Volvo / 110

Battery type

Lithium-ion

Battery capacity max kWh 9

Diesel engine/hp Volvo D5/240

YUTONG

E12

Length mm 12,170

Passenger capacity n. 73

Motor/kW Yutong YTM280-CV9-H/350

Battery supplier

CATL

Battery capacity max kWh 422

Charging technology plug-in

Printing

Industrie Grache RGM srl,

Rozzano (Mi)

Milano City Court Authorization

n. 860 – December 18th 1987 National

Press Register n. 4596 – April 20th 1994

Poste Italiane Inc. – Mail subscription

D.L. 353/2003 (mod. in L. 27/02/2004

46) Art. 1, subsection 1, LO/MI

VADO E TORNO

EDIZIONI

MANAGEMENT

ADMINISTRATION

via Brembo 27 - 20139 Milano.

Tel. 02/55230950

Website

www.sustainable-bus.com

ADVERTISING

Management

via Brembo 27

20139 Milano

tel. 02 55230950

e-mail: pubblicita@vadoetornoedizioni.it

Head of Sales

Luca Brusegani

Sales agents

Roberto Menchinelli (Roma)

Maurizio Candia

Angelo De Luca

Emanuele Tramaglino

Autobus Annual subscription

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Back issues

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Vado e Torno Edizioni srl,

via Brembo 27, 20139 Milano.

e-mail: abbonamenti@vadoetorno.com

E-Mail

info@sustainable-bus.com

Copyright 2020 Vado e Torno Edizioni

New

Territo U, a versatile vehicle

designed for intercity routes and

occasional transport services

Whatever its intended use, the Territo U

is a functional, high-performance solution

over short and medium distances, and will

prove to be a smart investment in a complex

economic environment:

- Excellent capacity to length ratio.

- Hold volume 5.25 m 3 .

While offering your passengers a high level

of comfort.

Yutong ICe12 (coach)

Length mm 12,465

Passenger capacity n. 49/59

Motor/kW Yutong TZ368XSYTB38/350

Battery type

CATL

Battery capacity max kWh 422

Charging technology plug-in

Notice to subscribers

Vado e Torno Edizioni srl, within the framework of its

commitment to transparency and in compliance with the

new European Regulation on the protection of personal

data, known as GDPR 2016/679, in force from 25

May 2018, has updated the policy regarding personal

data processing and has adapted the methods of data

management in accordance with the new requirements.

We invite you to take a look at the new policy, which

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If you no longer wish to be contacted from Vado e

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Copyright 2020 Vado e Torno Edizioni

Available in 2 lengths

12.20 and 13 m

Up to 63

seats

58


www.irizar-emobility.com

#forabetterlife

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