SUSTAINABLE BUS 2021-04

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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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 n°
46) Art. 1, subsection 1, LO/MI
VADO E TORNO
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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
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Available in 2 lengths
12.20 and 13 m
Up to 63
seats
58

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