SUSTAINABLE BUS 2-2023

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
FEBRUARY 2023
NEXT GENERATION
AHEAD
OUTLOOKS
Funding streams
for ZE buses in
UK, explained
HYDROGEN
Market evolution,
forecasts, safety
in depots
IN THE SPOTLIGHT
The first 8-meter
fuel cell bus
launched in Europe

Sustainable
BUS
CONTENTS
SUSTAINABLE-BUS.COM FEBRUARY 2023
4
6
POST-IT
Sustainable Bus Tour 2023,
agenda, topics, goals
The handover of SBY 2023.
Karsan, Iveco Bus, Irizar
Comprehensive electromobility solutions
for the mobility of the future.
10
20
8
9
TECHNO
Cummins, gas-powered applications
on the journey to Net Zero
On residual value of e-buses and
2nd life of batteries. A commentary
10
INFRASTRUCTURE
Flash charging applications
gain share in London and Geneva
12
OUTLOOKS
Financing streams for ZE buses in UK.
Fundings and projects, well explained
16
The largest e-bus fleet in Middle East.
Inside Mowasalat’s depots, Qatar
20
European fuel cell bus market:
state of the art and trends
24
How to deal with hydrogen
in the safest possible way
32
28
IN THE SPOTLIGHT
VDL Citea new generation,
in the name of innovation
Making Europe greener
Pioneering in autonomous driving
New air conditioning system based on CO2: more efficient
at low temperatures and more sustainable (GWP 11)
32
36
Iveco Crossway LE Hybrid.
Mild hybrids meet Class II operations
Rampini Sixtron, Eltron and Hydron,
the shortest H2 bus in Europe
#foraBetterLife
www irizar-emobility com
16
52
PORTFOLIO
All the electric buses
on the European market
3

POST-IT
THE AGENDA OF THE SUSTAINABLE BUS TOUR 2023
Focus on challenges and innovations
THREE WEB EVENTS IN APRIL, MAY, NOVEMBER
Charging
forward
We make power
last longer.
Regulations on zero emission buses,
transition of public transport in North
and South America, technological
advancements of mobility such as on-demand
transportation, driverless technologies,
MaaS. The Sustainable Bus Tour
2023 will consists of three web events
scheduled for April, May and November,
with the goal of discussing key issues
and outlooks with the participation of
operators, manufacturers, organizations,
institutions, providers of components
and technologies.
Last year the number of e-buses registered
in Europe has passed the 10,000
mark. The zero emission bus market can
only grow, with a +28% achieved in Europe
in the first half of 2022 compared
to the same period of 2021.
Energy transition is still driving the political
agenda, although energy crisis,
rising inflation and shocks at supply
level are challenging both OEMs’ plans
and operators’ strategies. New topics
deserve growing attention. Flexibility is
to become one of the values public transport is pursuing: on-demand
transportation is in the running to achieve a growing share in the public
transport market. MaaS has finally become a key topic. Driverless technologies
are attracting increasing investments and their future role within
public transport systems must be subject of discussion. The Sustainable
Bus Tour has been so far featuring Transdev and Keolis as Mobility
Partners, and enjoyed the contributions of UITP within the Clean Bus
Europe Platform project. Looking forward to have you on board the
Sustainable Bus Tour 2023!
The Sustainable Bus Tour initiative
counts on a subscribers-base of 4.2K
professionals. A total of six webinars
have been run so far in a dedicated
TV studio, with panelists connected
in remote and live broadcasting (and
replays available on Youtube).
to accelerate the world’s
transition to eMobility.
Our battery technology
makes cleaner power
safe and scalable.
A 2022 full of trade exhibitions, mainly focusing
on national markets, has given way to a 2023
that has a more limited number of bus and public
transport exhibitions in store. But among
those few are the two most important events
for the sector. In June, the UITP Global Public
SEE YOU AROUND!
Transport Summit 2023 will take place in Barcelona.
On 7-12 October it’ll be time for Busworld
Europe in Brussels, which this year will host the
Zero Emission Bus Conference under its umbrella
(with Sustainable Bus involved in the Advisory
Board). The two events will see our media in
the front row. At the UITP Summit and Busworld
we will be present as exhibitors (feel invited to
catch up at our stand!).
But our editorial staff will also be visiting
Busworld North America, a first edition scheduled
for 4-6 February in Detroit, and the German
ElekBu trade event, organised by VDV and
scheduled to take place in Berlin at the end of
March. The magazine, which will be published in
three issues (February - May - September) will be
distributed at all these events. And other novelties
are to be announced...
4

POST-IT
THE AWARDING OF SUSTAINABLE BUS AWARDS 2023
Sustainable buses awarded
KARSAN, IVECO BUS AND IRIZAR CROWNED
K-CHARGER
6
Winners have been announced
last October for the Sustainable Bus
Awards 2023. The international jury
composed of European trade magazines
has elected Karsan e-ATA 12,
Iveco Bus Crossway LE Hybrid
CNG and Irizar i6S Efficient.
The trophies were received by
Okan Baş, Karsan’s CEO; Domenico
Nucera, President Bus
Business Unit at Iveco Group;
Imanol Rego, CEO Irizar Group.
The winner in the ‘Urban’ category
is the main outcome of Karsan’s
efforts in switching all investments
on zero emission buses: the
e-ATA bus range has been built
from scratch in order to provide
a real native-electric solution. The
CNG-powered and mild hybrid
version of the leading European
Class II bus, the Iveco Crossway,
has already been offered in tenders
and will be available on the market
from this year. It merges two trends
that are today affecting the intercity bus segment: the rise of gas-powered
vehicles and the growing interest for mild hybrid applications. Finally,
the Irizar i6S represents a project focused on efficiency: improvements in
fuel consumption and aerodynamic coefficient allow touristic operators to
achieve a lower TCO.
The Sustainable Bus Awards 2023 were handovered during a live ceremony
at Milan’s Next Mobility Exhibition. Held from 12 to 14 October
2022 and organized by Fiera Milano, it was the first edition of a biennial
international event dedicated to the collective mobility community.
READY FOR THE ‘NEXT STOP’?
Since the launch in 2018, Sustainable Bus has been
putting lots of focus and efforts in telling about evolution
and innovation
in the alternative
drive bus
segment (nomen
omen). Putting a
spotlight on this
segment means
giving the deserved
attention
to an industrial
landscape that
is changing fast.
And, in the same
time, offering a
tool that may help professionals from public transport
operators, OEMs, suppliers, consultings, utilities,
The jury of the Sustainable Bus Award
represents seven European countries:
Mobilités Magazine (France), Omnibus.news
(Germany), Autobus (Italy),
Infotrucker (Romania), Revija Tranzit
(Slovenia), Carril Bus (Spain), Bus and
Coach (UK).
institutions, keep the pace with the evolution of the
sector. But it would be short-sighted to concentrate
on one piece without looking at the whole. And indeed,
our scope can’t be limited to buses. Digitalization,
MaaS, on-demand transportation, just to name some,
are further huge trends that are going to have a huge
impact on the ‘shape’ of public transport offer and
mobility behaviors. It is indeed the whole world of mobility
that is changing. And that is why we feel the need
to complement the Sustainable Bus media with a new
proposal that aims to look beyond the borders of the
segment. This is the raison d’être of Next
Stop, a new weekly newsletter, out every Friday,
which as of today constitutes a further
SIGN UP TO
piece of our editorial production. In Next
Stop we’ll be mixing things we wrote, valuable
things we read, contents that we feel
willing to share. Wishing you may enjoy it!
NEXT STOP
C
M
Y
CM
MY
CY
CMY
K
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TECHNO
TECHNO
CUMMINS-POWERED CNG BUS FLEETS GROWING
Stepping on gas
THE GROUP INVESTS $1 BILLION ANNUALLY ON R&D
A COMMENTARY ON E-BUS RESIDUAL VALUE
Ready for 2nd life?
€500M OF BUS BATTERIES IN EU, LACK OF QUANTITATIVE INFORMATION
Cummins-powered CNG buses
are being delivered in Tallinn,
Estonia and Baku, Azerbaijan.
In line with its net zero initiative,
Destination Zero, the Columbus-based
group spends an
estimated $1 billion annually on
research and development. The
company is aiming to reduce
emissions from internal combustion
engines at the same time as
investing in new, zero-emissions
products. The above-mentioned
Destination Zero strategy aims
to drive towards net zero emissions
by the year 2050.
Tallinn, Estonia, has taken a
big step forward in sustainability
with a new fleet of Solaris
Urbino CNG buses powered by
Cummins L9N engines. The buses
run on renewable biomethane
gas from newly established biogas
plants which produce near
zero-carbon fuel from biowaste,
Cummins says.
By the end of 2022, the new buses accomplished a 70 percent renewal
of the bus fleet. In Baku, Azerbaijan, a fleet of 700 BMC
Procity and Neocity buses are equipped with the same Cummins
natural gas L9N engines. Natural gas is a cost-effective alternative
power solution in Baku, due to local supply availability, sourced
from the Caspian Sea. The new vehicles are also part of a wider
program that aims to encourage bus use, reducing the number of
vehicles on the city’s roads.
Cummins spends an estimated $1
billion annually on research and
development. Its ‘Destination Zero’
strategy aims to drive towards net
zero emissions by the year 2050.
The company is aiming to reduce
emissions from ICEs at the same time
as investing in ZE products.
2022 has seen the first major used
e-bus transactions on European soil.
The transaction of a fleet of more than
250 electric buses, some of them in
operation for more than two years
already, to a new operator was successfully
brokered in the Netherlands
in December. The total transaction
value will have easily reached up to
100 million - and 40% of that was
the batteries.
This transaction was crucially tied to
battery performance. We were asked
to contribute an independent analysis
together with TÜV NORD. Manufacturers
warrant a certain quality over
a period or mileage. The progression
of the period is easy to track, but
when will the battery cross the 2nd
warranty dimension, the performance
threshold? How valuable is the warranty
still, and will a replacement be
readily available?
We have never found any owner or
operator that had battery quality information
readily available. The battery seems to be the most neglected and, at the
same time, most expensive industrial asset of the age. We estimate that about
€500 million of bus batteries are driving on European roads, and hardly anyone
has any quantitative performance information or projection, beyond an ‘it’s
still working’. The example in the Netherlands has shown was seems obvious:
Battery quality information, and independent verification of it, determines asset
value, and thus only make the 2nd use market. Every used battery must compete
against new ones, and there is just no such competition without measurable,
quantifiable performance indicators. Claudius Jehle, CEO volytica diagnostics
«We have never found any owner
or operator that had battery quality
information readily available. The
battery seems to be the most neglected
and most expensive asset of the age.
Battery quality information determines
asset value, and thus only make the
2nd use market»
LIGHTS ON BUS BELLOWS
PEI Mobility is launching a brand new range of innovative,
high-performance joints for articulated buses.
Thanks to cutting-edge materials, such as the introduction
of short carbon fibre with the SMC (Sheet
Molding Compound) technique, and its compatibility
with all types of chassis, the new PEI Mobility joints
“now offer unique solutions on the market in terms of
lightness and flexibility”, the supplier highlights.
PEI Mobility is a Business Unit of PEI Srl and is specialised
in supplying bellows, articulations and gangway
systems. PEI is an Italy-based leading company
in the field of dynamic protections for machine tools
and counts today 8,000 bellows in Europe and around
the world. Two foreign production plants, one in Serbia
and the other in Brazil, report to the headquarters
in Bologna. Back to the new range of joints, the
hydraulic damping system was designed and tested
using simulations originated from the construction of
numerical models, based on the equation of motion
of real buses.
The software performing these simulations reproduces
every part of the bus chassis to be tested: from
the axle, to the carriages up to even the passengers
themselves. It provides the required dynamics and
responses about vehicle instability in case of dangerous
situations. This involves a real test area set up by
technicians and engineers at the plant located in Zola
Predosa (Bologna, Italy).
come visit
our
stands!
8
Stay tuned on sustainable-bus.com for detailed information
about the positions of our booths

INFRASTRUCTURE
GO-AHEAD WITH IRIZAR E-MOBILITY
Flash charging in London
20 E-BUSES ORDERED FOR THE FIRST FAST-CHARGED ROUTE
ZERO COMPROMISE.
MOVE. TOGETHER.
Irizar e-mobility and Go
Ahead London have signed a
contract to supply 20 buses and
related charging infrastructure to
electrify route 358 in south London,
the first ultra-fast opportunity
charging route in the capital.
Chargers are to be provided by
Jema Energy (Irizar Group).
The deal was landed in October
2022, bus deliveries have began
early this year. Currently, Transport
for London fleet has around
9,300 vehicles with a fully ZE
fleet target date of 2034. Since
2021, all new buses entering
TfL’s fleet have been ZE.
Two 450kW ultra-fast chargers
for the route terminals and
100kW depot chargers capable
of charging two buses simultaneously
at 50kW for the bus
garage will be supplied. The buses
will be powered by batteries
manufactured by the Irizar Group
and will be charged between trips using two fast charging inverted
pantograph systems to be installed at Crystal Palace and Orpington
Bus Stations, allowing the buses to be charged in less than five minutes
and enabling them to perform the required service effortlessly.
After finishing the route, the buses will receive a short top up using
the depot based chargers.
The Irizar ie tram’s front end design meets Transport for London’s 2024
Bus Safety Standards in terms of front end pedestrian protection, the
manufacturer highlights.
Deliveries have began in early
2023. The Currently, Transport for
London fleet has around 9,300
vehicles with a fully ZE fleet target
date of 2034. Since 2021, all new
buses entering TfL’s fleet have
been ZE.
10
Geneva’s public transport system has chosen its
future e-buses on the way to a full electric bus
fleet by 2030. As many as 119 zero emission buses
will be provided by Swiss Hess, with Hitachi
Energy in charge of infrastructure.
The same partners have already been active in Geneva
with the TOSA project, and now have been
awarded the open international call for tenders
launched on 24 March 2022, as public transport
company TPG announces.
New e-buses are scheduled to debut in the first
half of 2025. However, the operator underlines
that “the complete electrification of the TPG fleet
will only represent an increase of 0.9% in the
electricity consumption of the canton of Geneva“.
After launching the TOSA pilot project with several
Geneva partners in 2013, the TPG has been commercially
operating a fleet of 12 electric buses on
PLANS FOR THE FUTURE
line 23 since 2018. To date, they have travelled
2.8 million kilometres on this route. The new deal
landed by TPG with Hess will include 65 articulated
electric buses and 54 double-articulated electric
buses. The infrastructure required to operate
this fleet on six lines of the TPG network and at
the depots will be produced by Hitachi Energy at
its Geneva site. Various options will allow for additional
orders to be placed, TPG adds.
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OUTLOOKS
TAKING STOCK OF UK FUNDING FOR ZERO EMISSION BUSES
WAY TO ZERO EMISSIONS
A combination of government funds
with investment from local authorities
and operators is the UK’s approach to
the zero emissions transition. However,
ensuring patronage is the key to long
term viability
In the UK, consultation on the end date
on the sale of new, non-zero emission
buses, currently proposed between 2025
and 2032, is ongoing. To incentivise
the transition, so far, the UK’s Department
for Transport (DfT) has invested £320m
(€362m) towards the goal of funding 4,000
zero emission (ZE) buses in service by 2025.
Investment to support the ZE transition
Making a business case
For some regions, particularly those with
rural routes and lower passenger volume,
local stakeholders cannot at present afford
to begin the transition, either because local
authorities aren’t allocating funds, or
operator investment is undesirable for less
profitable routes. Higher bus patronage is
therefore a crucial requirement to encourage
ZE investment.
“We’ve had decades of declining bus patronage
and we still haven’t seen a return to
pre-Covid passenger numbers,” says Daniel
Hayes, programme manager at Zemo Partis
also required from regional transport
authorities and operators, where the UK
model largely consists of private operators,
dominated by five primary companies
(Arriva, FirstGroup, Go-Ahead, National
Express, Stagecoach), running services
on behalf of local government authorities.
However, a trend of declining revenue
from lower passenger numbers across
most regions is a challenge.
With 1,724 ZE buses in operation in the
UK by October last year amongst a total
fleet of 37,800, and approximately half of
the UK’s current ZE buses operating in
London alone, over 95% of the UK’s vehicles
are still to transition.
Grants and incentives
In England, excluding London, the DfT
has awarded competition-based grants to
local authorities, most recently comprising
the Zero Emission Bus Regional Areas
(ZEBRA) scheme. This has distributed
£270m (€305.4m) in 2021/22 to 17 local
authorities, with a further £205m (€232m)
to be issued this year. ZEBRA application
is competition based, so providing they are
successful, local authorities can use the
With 1,724 ZE buses in operation
in the UK by October
last year amongst a total
fleet of 37,800, and approximately
half of the UK’s
current ZE buses operating
in London alone, over 95%
of the UK’s vehicles are still
to transition. In England, excluding
London, the DfT has
awarded competition-based
grants to local authorities,
most recently comprising the
Zero Emission Bus Regional
Areas (ZEBRA) scheme.
This has distributed £270m
(€305.4m) in 2021/22 to 17 local
authorities, with a further
£205m (€232m) to be issued
this year.
grant to procure new vehicles and infrastructure
or distribute the funds to operators
for ZE procurement.
The ZEBRA grant covers up to 75% of the
cost increase from a diesel to a ZE vehicle
and infrastructure. While ZEBRA funding
is essentially free, local authorities must
also allocate funds, and operators have to
plan investment from their profit & loss
accounts. For example, Leicester City
Council, with a total fleet of 414 vehicles,
has been awarded nearly £19m (€21.5m),
with operators FirstBus and Arriva contributing
£25.8m (€29.2m), and the city
council providing £2.2m (€2.5m). This
£47m (€53.1m) plan aims to provide 96
new electric buses by 2024.
“The operator or local authority still has
to find 25% incremental cost on buses and
infrastructure, and beyond this, additional
changes such as remodelling the depot and
transitioning maintenance resources are
not fundable through ZEBRA, meaning
for us a further £8m (€9m) still to fund,”
says James Carney, finance & commercial
director, Blackpool Transport Services,
which has received £19.6m (€22.2m) in
ZEBRA funding to procure 115 electric
buses and infrastructure.
“Nevertheless, the ZEBRA grant is the
opportunity to invest money that wouldn’t
otherwise be there. The cost of running electric
buses medium term is lower than diesel,
so despite the initial investment, it can make
financial sense long term”.
nership, an independent organisation working
closely with government and the UK
industry to accelerate transport to ZE. “Diminishing
operator profitability is making
the transition more challenging, so we’re
still seeing sales of Euro VI vehicles.”
Measures to improve occupancy have also
been a condition of operator investment.
“In Oxford, our ZEBRA participation was
subject to introducing bus priority schemes
to increase bus speed by 10%, where decreasing
journey time by 1% typically gives
an equal increase in passengers,” says Louis
Rambaud, group strategy & transformation
director, Go-Ahead Group. “These kinds of
partnerships allow our business case; it’s limited
investment for local authorities and it
benefits all stakeholders”.
As ZEBRA has comprised rounds of application
and competition for funding at
intervals, this has also created uncertainty
and a stop-start procurement approach. Tim
Griffen, project officer at Zemo Partnership,
says: “Operators and local authorities work
hard to compete for a share of government
funding announced at intervals, then there’s
a delay before the money is actually received,
then there’s a rush to the manufacturer.
And, if the application is unsuccessful, they
may not receive any funding. This makes it
difficult to plan, especially for manufacturers,
so more consistency would be useful”.
With an application process taking six to
nine months, the Confederation of Passenger
Transport (CPT) also says the funding
process needs improvement.
“What the sector requires is a commitment
around long term funding for zero emission
buses and a quicker, more streamlined
approach to allocating this funding – the
government has funded 2,548 zero emission
buses since 2020 – only 130 of these
have been ordered and very few are yet
on the roads,” says CPT policy director,
Alison Edwards.
An additional funding stream is also available
via City Region Sustainable Transport
Settlements, open to eight city regions outside
of London, delivering £5.7bn (€6.5bn)
capital investment in local transport networ-
12
13

OUTLOOKS
FUNDING THE UK’S
DEVOLVED ADMINISTRATIONS
Scotland, Wales, and Northern Ireland
have received funding to invest in
plans similar to ZEBRA with over 600
zero emission buses funded so far. In
Scotland, the ScotZEB scheme launched
in 2021 pledged £62m (€70m) to nine
operators and local authorities to cover
276 ZE buses and infrastructure, and a
£58m (€66m) second phase is expected
this year. A notable investment
example includes FirstBus’ introduction
of 193 electric buses, the UK’s largest
electric bus order outside of London,
at its Glasgow Caledonia depot, which
is also the UK’s largest electric charging
hub.While Scotland has a much smaller
fleet than England, ScotZEB has been
praised as a faster and more efficient
application process than ZEBRA, with
less bureaucracy but arguably less
scrutiny. As of October 2022, Scotland
had 273 ZE buses in service.The Welsh
Government has awarded almost £28m
(€32m) in ad hoc ZE bus grant funding
to local authorities over the last three
years. With the aim of achieving a 50%
ZE fleet by 2028, Welsh Government
says that fleet transition plans
including funding are near completion.
Wales has 68 ZE buses in service.
In Northern Ireland, £88m (€99.5m)
investment was announced at the end
of October last year for 100 EV buses
and infrastructure, following £98m
(€111m) provided since 2020 for 140
zero emission vehicles. Currently, there
are 83 ZE buses in service in Northern
Ireland.
SUMMING UP PLANS AND GRANTS IN UK
Name Period Supplier Beneficiaries Investment Vehicles (funded and/or
already in operation)
Zero Emission Bus Regional Areas (ZEBRA) 2021-22 DfT 17 local authorities £270m (€305.4m) 1,278 ZE buses funded
Zero Emission Bus Regional Areas (ZEBRA) Expected 2023 DfT To be confirmed £205m (€232m) To be confirmed
City Region Sustainable Transport Settlements 2022-27 DfT eight city regions outside of London £5.7bn (€6.5bn) To be confirmed
Levelling up Fund 2022-25 Department for Levelling Up, Local authorities across England, £4bn (€4.6bn) To be confirmed
HM Treasury, and DfT
Wales, Scotland, and Northern Ireland
Plan for the first All Electric Bus City 2022-25 DfT Midlands Combined Authority £50m up to 300 e-buses funded
for the city of Coventry
Bus Service Operators Grant (BSOG) 2022 onwards DfT Operators £0.22 (€0.25) per km To be confirmed
ZE bus incentive
ScotZEB Challenge Fund Phase 1 2021 Scottish government 9 PTOs and local authorities £62m (€70m) 276 ZE buses and
infrastructure funded
ScotZEB Challenge Fund Phase 2 Expected 2023 Scottish government To be confirmed £58m (€66m) To be confirmed
Bus Service Support Grant 2020-22 with further Welsh government Welsh local authorities £28m (€32m) 68 e-buses
plans expected 2023
in operation
Ad hoc capital grant funding 2020-21 North Irish government Translink £98m (€111m) 140 ZE buses funded
(83 in operation)
Ad hoc capital grant funding 2022 North Irish government Translink £88m (€99.5m) 100 ZE buses funded
Source: elaboration Sustainable Bus - Alex Byles
ks. Greater Manchester, for example, has
allocated £115m (€130m) to its ZE bus
programme with £45m (€51m) committed
to deliver 100 electric buses. Meanwhile,
the Levelling up Fund is a £4bn (€4.6bn)
government-funded programme to invest in
regeneration, culture, and transport schemes
across the UK. Unsuccessful in its ZEBRA
bid for 73 electric vehicles, Transport North
East is applying via this alternative with
the aim of delivering 52 electric buses. In
a separate scheme, DfT also awarded £50m
(€56.3m) to the West Midlands Combined
Authority to support the Coventry All Electric
Bus City and the introduction of up to
300 electric buses.
As well as grants, the DfT is also offering
“We haven’t yet
seen evidence of the
effectiveness of the
22p per km and while it
accumulates over a 15-
year vehicle life, it doesn’t
remove the upfront capital
cost” says Daniel Hayes,
programme manager at
Zemo Partnership. “The
problem is also that the
existing Bus Service
Operators’ Grant (BSOG)
of 35p per litre of diesel
counteracts the ZE
incentive”.
operators an incentive of £0.22 (€0.25)
per kilometre for accredited zero emissions
vehicles.
“We haven’t yet seen evidence of the effectiveness
of the 22p per km, and while it accumulates
over a 15-year vehicle life, it doesn’t
remove the upfront capital cost,” says Daniel
Hayes. “The problem, however, is that
the existing Bus Service Operators’ Grant
(BSOG) of 35p per litre of diesel counteracts
the ZE incentive. Operators need this
funding but it’s acting against the incentive”.
Funding London’s ZE fleet
Transport for London’s (TfL) franchised service
now includes over 875 ZE buses. After
an initial introductory phase of six electric
As ZEBRA has comprised
rounds of application and
competition for funding
at intervals, this has also
created uncertainty and
a stop-start procurement
approach. Tim Griffen,
project officer at Zemo
Partnership, says: “Operators
and local authorities
work hard to compete for a
share of government funding
announced at intervals,
then there’s a delay before
the money is actually
received, then there’s a
rush to the manufacturer.
And, if the application is
unsuccessful, they may
not receive any funding”.
vehicles, TfL received £3.5m (€3.9m) in
early 2019 via the Green Bus Fund, comprising
44% DfT funding with 56% input
from TfL itself. TfL says that by improving
costs per bus, the budget was able to stretch
to 126 vehicles. Over the next decade, TfL
also plans to significantly expand its outer
London bus network. Currently, the fleet has
around 9,300 vehicles with a fully ZE fleet
target date of 2034.
Since 2021, all new buses entering TfL’s
fleet have been ZE, with all funding after
2019 coming from TfL’s network costs.
Fares are the main contributor, typically
reaching around £1.5bn (€1.6bn) per year
since 2015, partially recovering after Covid
to £1.2bn (€1.4bn) last year. Income also
derives from road network compliance charges
such as London’s Congestion Charge, as
well as central and local government grants.
More passengers needed
Government grants and incentives are important
contributors towards the UK’s ZE
transition. However, a self-sustaining approach
with a modal shift in consumer behaviour
is important to achieve environmental
and economic sustainability.
“To be in a position to deliver on net zero
goals, the focus must be on increasing passenger
numbers travelling by bus,” says Alison
Edwards. “This will deliver a sustainable
model to enable operators to continue
reinvesting and deliver a network that is
continuously improving”. Alex Byles
14
15

OUTLOOKS
16
THE ELECTRIFICATION OF PUBLIC TRANSPORT IN QATAR
WORLD CUP
ELECTRIFICATION
We visited the facilities and operations of Middle
East’s leading electric bus fleet. Staggering
numbers, Western standards, ambitious roadmap.
But questions are not missing...
3,000
Buses in
Mowasalat’s fleet
Around 900 e-buses were in operation
in Qatar during the World
Cup, sporting the livery of public
transport company Mowasalat.
That this was the most contested World
Cup ever, and for very good reasons, is
now well known. Exploitation of workers
and corruption are established facts. Less
known, and worthy of interest, is the fleet
electrification effort put in place by the
Doha operator, under government control,
a real large-scale transition experiment to
electric technology. An effort
supported by a massive government
investment, and which
does not fail to raise some questions.
We had the opportunity to visit
the facilities and take a close
look at the operations thanks
to the invitation of the Chinese
manufacturer Yutong, winner
of the maxi tender for 1,002
vehicles (741 electric) issued
by Mowasalat. For the Chinese
group, the world’s leading bus
manufacturer in terms of sales
volumes, this is a first step in
the region: Yutong has signed
a framework agreement with
the Qatar Free Zones Authority
and Mowasalat to establish a KD
factory (a plant where vehicles
destined for a specific market are
assembled) in Qatar that will
serve the entire area. The tender
attracted bids from a dozen builders,
but Mowasalat underlined
that no Western builder has expressed
interest in the electric lot. Price
certainly matters, but that’s not all: there
An estimate of the cost
per km, in a country where
diesel costs €0.50 per
litre and electricity €0.03
per kWh? An e-kilometre
costs one fifth of a fossil
kilometre. It is a pity that
the electric kilometre today
is itself ‘fossil powered’...
is no European manufacturer capable of
guaranteeing a similar production volume.
Let’s not talk about third world models: the
E11s delivered to Doha are identical to the
models in service, about a hundred, in Bergen,
Norway. With the addition of some
specifications, including enhanced air conditioning
in order to accept the challenge
of a region where temperatures above 40
degrees are the norm for most of the year.
Mowasalat: the fleet
To begin, a picture of the Mowasalat fleet.
Over 3,000 vehicles, of which 909 are
electric: a third of the total. The latter are
mainly signed by Yutong, plus a part of
vehicles under the Asiastar logo. The e-
buses cover several mission profiles: the
main slice is made up of the 772 Class I,
of which 91 are less than 9 meters long. 46
school buses (out of a total of over 2,000),
70 high-floor intercity buses and 21 articulated
buses used on BRT services still operate
in electric mode. Curiously there are
few gas-powered buses (170), if one thinks
of the importance of the Gulf state as a player
in the energy market (in 2021, imports
from Qatar covered 24 percent of the LNG
used in the European Union).
17

OUTLOOKS
18
Let’s talk about charging infrastructure.
Plug-in charging is king, with 1,300 stations
distributed in the three depots built
from scratch to house the zero emission
buses. There are also 89 300-kW stations
for roof-charging (twelve of which are in
the depots, four for each, and the rest distributed
between bus and metro stations).
The signature is that of ABB, the standards
are European, as underlined on several occasions
by the Mowasalat technicians.
3
Full electric
depots
Three depots built from scratch
We visited the Al Rayyan depot, separated
from the outskirts of the capital by about
twenty kilometers of desert landscape. A
seemingly incomprehensible choice. Mowasalat
underlined that these vehicles are
used on routes that start near the structure,
not far from which one of the stadiums
that hosted the World Cup is located. There
is room for 390 e-buses and 190 dualoutput
charging stations, each capable of
delivering 150 kW of power. It is not the
biggest depot: that one is in Lusail, and it
can accommodate 478 vehicles, powered
by 238 chargers. The picture
closes with Wakra, with
72 chargers. The charging
procedures are
carried out sequentially:
assuming we have
two buses connected to
the same stations, one of
the two is charged to 97
percent before moving on to
’filling the tank’ of the other. Only once
both vehicles are brought up to 97 percent,
the last 3 percent is added. A choice due to
the need to quickly free the buses in order
to allow them to move on to other activity
steps (washing or in service).
As mentioned above, Mowasalat bus fleet
consists of approximately 3,050 buses. The
900 e-buses make up around 30 percent
of the state-owned public transport company’s
fleet. A 5 MW solar power generation
has been installed in the Lusail depot.
In Al Rayyan, on the other hand, there is
no trace of ‘alternative’ energy production:
the vehicles are charged with electricity
from the grid, thus relying on the Qatari
energy mix (almost entirely dependent on
fossil fuels, mainly gas). A sore point. By
2030, Qatar has set a goal of obtaining 20
percent of its energy from photovoltaic, in
addition to meeting other ambitious sustainability
goals included in the Qatar Vision
2030 strategy. In early 2002, the Qatari government
commissioned a solar park capa-
909
E-bus in
operation
ble of supplying 800 MW of electricity.
The lion’s share of the new e-bus fleet is
taken by the low-entry city bus model Yutong
E11, delivered in 673 units.
Yutong’s place in Doha
The E11’s layout is substantially identical
to that of the E12s delivered in around ninety
units to Bergen, Norway. Battery capacity?
350 kWh. The configuration adopted
in Doha meets European standards,
except a series of expedients related to the
Middle Eastern climatic context.
First of all, the vehicles are equipped with
The tender envisaged,
among the specifications,
a useful life of 8 years, with
the requirement that after
five years the battery performance
has not dropped below
80 percent compared to
the original data and not below
70 after the fateful eight
years. A strong involvement
of the OEM in the maintenance
is included.
a motor protection system against sediments,
which guarantees the vehicle operations
even in the event of sandstorms.
There is also an enhanced air conditioning
system, capable of maintaining, according
to the manufacturer, 22 degrees
Celsius inside the passenger
compartment even when
1,300
Plug-in
chargers
the temperature outside reaches 50 degrees.
There is space on board for up to 72
people, 32 of whom are seated.
Not only city buses...
In addition to the E11, 60 electric minibuses
and midibuses (E7 and E9) and 60
electric Class III e-buses are also in ope-
The 900 e-buses make up
around 30 percent of the
state-owned public transport
company’s fleet. A 5
MW solar power generation
has been installed in the
Lusail depot. In Al Rayyan,
on the other hand, there
is no trace of ‘alternative’
energy production: the
vehicles are charged with
electricity from the grid,
thus relying on the Qatari
energy mix (almost entirely
dependent on fossil fuels,
mainly gas). A sore point.
By 2030, Qatar has set a
goal of obtaining 20 percent
of its energy from the sun.
Qatari government commissioned
a solar park with
capacity of 800 MW.
ration. The former are used in residential
areas for the first and last mile towards underground
and bus stations, the latter, also
sold in Europe under the name of TCe12,
were used for transferring fans to the stadium
and were intended, after the World
Cup, to intercity routes. The 7-metre boasts
a battery capacity of 163 kWh for 38
passengers that can be accommodated on
board (10 seated), while the 9-metre has
211 kWh available for a capacity of 52
passengers (22 seated). The coaches have
an energy storage capacity of 422 kWh
and 51 seats.
The tender envisaged, among the specifications,
a useful life of eight years, with the
requirement that after five years the battery
performance has not dropped below 80
percent compared to the original data and
not below 70 after the fateful eight years.
Again as part of the tender requirements,
a strong involvement of the manufacturer
in the management and maintenance of the
vehicles is included: the processes are carried
out in the Mowasalat plants with the
help of Yutong operators, over a hundred
were present in the country for the period
embraced by the World Cup.
About forty of these are destined to remain
in the area even after the sporting event
has ended (during which it
was possible to see teams
of Chinese technicians on
duty at the bus stops so
as to be able to intervene
in case of need).
What is the estimate of
the cost per kilometer,
in a country where diesel
costs 50 euro cents per liter?
0,03 €
Price for kWh
in Qatar
Well, the 3 euro cents per kilowatt hour of
electricity give a clear verdict: assuming a
(virtuous) consumption of 1 kWh per kilometer
for the e-buses and three with one liter
for a ICE city bus, the price of one kilometer
of electricity turns out to be a fifth of
a fossil kilometer. The fact that the electric
kilometer, in turn, has fossil origins is another
matter. Elementary, my dear Watson.
19

OUTLOOKS
Germany is the most active
European country calling
for fuel cell bus deployment.
Most of the German government’s
investment in
hydrogen are made under
the national innovative
programme for Hydrogen
and Fuel cell (NIP). From
2017-2021, the Federal Ministry
of Transport and Digital
Infrastructure of Germany
has invested €700 million in
different hydrogen projects
under NIP, half of which
were used to activate the
market deployment. These
investments have facilitated
the deployment of more
than 90 hydrogen buses in
Germany.
Interact Analysis is a
market research firm with
a specific department for
truck, bus and off-highway
electrification. Here on
Sustainable Bus Magazine
we host a contribution from
the research analysts Jamie
Fox and Marco Wang
INVESTMENTS AND FIGURES OF EUROPEAN H2 BUS MARKET
A PROMISING
MARKET
European fuel cell bus market has been growing
74 percent in 2022, according to consulting firm
Interact Analysis, that takes stock of figures and
investments pushing this technology
In 2022, hydrogen fuel cell city buses
reached 260 units delivered in Europe,
which was 1.7% of all buses delivered.
This number is from our ‘Hydrogen in
Transport Applications’ report which was
published in December, so strictly speaking
is a forecast rather than a final result.
UK and Germany led the way for 2022
European sales, followed by France and
Netherlands.
While being very much a minority of the
market, sales of hydrogen buses in Europe
are in a way a similar story to those of
battery-electric buses: much lower than the
sales levels in China, but well ahead of most
other regions. Hydrogen buses are attractive
to those who want to diversify the technology
and fuel that they depend on, or want
to showcase something new and different.
However, the cost of the fuel is currently
very high and there are other difficulties
with regards infrastructure and the initial
cost of the vehicle.
The role of fundings
Fuel cell buses (FCEB) today have a higher
TCO than diesel and battery-electric buses.
However, by the end of the decade, as
hydrogen prices fall we expect fuel cell buses
to beat diesel buses on TCO in Europe,
assuming hydrogen prices are under $5 per
kilogram by then. Battery-electric buses are
projected to be the least expensive option
overall at the end of the decade. Hydrogen
buses however offer a greater familiarity
in some ways – i.e. a fairly fast refill with
a fuel pump. In Europe, adding hydrogen
to the mix rather than searching for more
gas to produce electricity makes sense in
the current energy crisis. We expect many
of the hydrogen buses in the coming years
in Europe to be deployed in Italy, Germany
and the UK where there are high electricity
and diesel prices at present.
Fuel cell buses are too costly today to be
purchased without funding. In EU, most
FCEB procurements receive funding at the
EU level from FCH JU which has switched
to Clean Hydrogen Joint Undertaking (CH
JU) since November 30th 2021. FCH JU
was established as a public-private partnership
between the European Commission,
European industry and research organizations
in 2008 and aimed for the development
20
21

OUTLOOKS
22
Amount (€M)
2000
1500
1000
500
0
and deployment of fuel cells and hydrogen
technologies.
50 percent of the total budget of the FCH
JU/CH JU are contributed by European
Commission. From 2008 to 2013, the EU’s
investment to the budget was about €470
million, which is based on EU’s 7th Research
Framework Programme (FP7). The
EU’s contribution has increased to €665
million between 2014-2020, which is financed
under the Horizon 2020 Framework.
As the successor of FCH JU, CH JU
got support from European Union under
Horizon Europe with €1 billion for the
period 2021-2027, complemented by at
least an equivalent amount of private investment,
raising the total budget to above
€2 billion euro.
JIVE projects for 300 H2 buses
Fuel cell bus deployment projects after 2020
benefit from EU’s investment with more
than €100 million. The joint initiative for
hydrogen vehicles across Europe (JIVE/
JIVE2) contribute most of the FCEBs in Europe
deployed today. JIVE/JIVE2 are targeting
to have about 300 fuel cell buses, while
over 230 fuel cell buses have been delivered
as of end 2021 according to our research.
In addition to FCH JU-funded deployment
projects, some projects under other EU’s
funding frameworks are planning to bring
more FCEBs to Europe as well. The EU’s
CEF-T framework (Connecting Europe
Facility for Transport) also funds the deployment
of fuel cell buses. CEF-T has
financed H2Nodes projects with €14.5
STEADY GROWTH
THE 20-YEAR BUDGET
Total budget
EU’s contribution
2008-2013
Funding framework FP7
2020 2021 2022
60 149 260
Fuel cell buses registered in Europe.
Source: Interact Analysis
2014-2020
Funding framework
Horizon 2020
The budget of FCH JU/CH JU 2008-2027. Source: Interact Analysis
2021-2027
Funding framework
Horizon Europe
million, 50 percent of the total project cost,
which brought the first hydrogen bus fleet
in Latvia. CEF-T is supporting H2Bus
Consortium to deploy 600 fuel cell buses
by investing €40 million. This is the most
ambitious hydrogen bus deployment project
foreseeable to date.
The rollout of FCEBs also benefits from
whole-system investment for hydrogen and
the deployment projects at member state
level funded by local transport authority.
A hydrogen bus fleet will be deployed in
Mallorca as part of Green Hysland project,
which aims to establish hydrogen ecosystem
in Mallorca Spain and gain EU’s investment
of €10 million. Germany is the
most active European country calling for
fuel cell bus deployment. Most of the German
government’s investment in hydrogen
are made under the national innovative
programme for Hydrogen and Fuel cell
(NIP). From 2017-2021, the Federal Ministry
of Transport and Digital Infrastructure
The small emissions of
NOx from a hydrogen
engine may be acceptable
in off-road environments
and long-haul trucks but
perhaps not in cities. Therefore,
it is forecast that the
number of hydrogen engine
buses sold by 2030 will be
lower than the number of
fuel cell buses sold even in
just 2022.
of Germany has invested €700 million in
different hydrogen projects under NIP, half
of which were used to activate the market
deployment. These investments have facilitated
the deployment of more than 90
hydrogen buses in Germany.
A LOOK AT EUROPEAN MAIN FUEL CELL BUS PROJECTS
Fuel cell bus deployment
projects after 2020 benefit
from EU’s investment with
more than €100 million.
JIVE and JIVE2 contribute
most of the FCEBs in Europe
deployed today. JIVE/
JIVE2 are targeting to have
about 300 fuel cell buses,
while over 230 fuel cell
buses have been delivered
as of end 2021.
50 percent of the total
budget of the FCH JU/
CH JU are contributed by
EU Commission. From
2008 to 2013, the EU’s
investment to the budget
was about €470 million.
The EU’s contribution has
increased to €665 million
between 2014-2020, which
is financed under Horizon
2020 Framework. As the
successor of FCH JU, CH
JU got support from European
Union under Horizon
Europe with €1 billion
for the period 2021-2027,
complemented by at least
an equivalent amount of
private investment, raising
the total budget to above
€2 billion euro.
Project Timescale Status Project cost (M€) EU investment (M€) Funding framework Targetting # of FCEBs
CoacHyfied 2021-2025 Ongoing 7.3 5 Horizon 2020 6 coaches
JIVE 2017-2022 Ongoing 102.5 32 Horizon 2020 142 buses
JIVE2 2018-2023 Ongoing 105.5 25 Horizon 2020 152 buses
3Emotion 2015-2022 Ongoing 39 15 FP7 29 buses
CHIC 2010-2016 Closed 82 26 FP7 26 buses
High VLO city 2012-2019 Closed 30.5 13.5 FP7 14 buses
Hytransit 2013-2018 Closed 17.8 7 FP7 6 buses
An overview of FCH JU-funded FCEB market deployment project after 2010. Source: Interact Analysis
Hydrogen fuel cell vehicles have zero tailpipe
emissions so certainly will have no difficulty
with meeting the Euro VII emission
standards or any other regulations. This goes
some way to explaining the EU’s support
(although there are legitimate questions
about the percentage of hydrogen that is
produced from green sources and hydrogen
being an inefficient use of electrical energy).
H2-powered ICEs?
What about hydrogen combustion engines?
All hydrogen buses so far use a fuel cell.
An alternative technology, hydrogen combustion
engines, does exist but buses are not
the main target market for this. One reason
is that, unlike a fuel cell or battery electric
vehicle, hydrogen engines buses would still
have NOx emissions. The small emissions of
NOx from a hydrogen engine may be acceptable
in off-road environments and long-haul
trucks but perhaps not in cities. Also, hydro-
gen engine vehicles have higher fuel cost
than other alternatives in this market as they
are less efficient. Therefore, it is forecast that
the number of hydrogen engine buses sold
by 2030 will be lower than the number of
fuel cell buses sold even in just 2022.
Fuel cells are the way forward for hydrogen
buses therefore, both in Europe and globally.
While sales levels are lower than BEV
and diesel, fuel cell buses will continue to
take a share of the market in the coming years.
The funding is helping fuel cell buses in
Europe reach levels not seen elsewhere and
the sales of 260 buses in Europe is just the
start, with further growth to come.
Jamie Fox and Marco Wang (Interact
Analysis)
23

OUTLOOKS
EMCEL is a German-based
engineering company
focusing on hydrogen, fuel
cells and e-mobility. Here
on Sustainable Bus Magazine
we host a contribution
by Nicolò Queirazza and
Lennart Heine.
Source picture: IBAA GmbH
& Co. KG
ON SAFETY ISSUES OF HYDROGEN INFRASTRUCTURE
SAFETY IN H2
BUS DEPOTS
The deployment of hydrogen buses goes
along with the installation of appropriate
infrastructure. Focus on H2 proprierties and
how to deal with safety issues
To achieve the goal of decarbonization
in Europe by 2050, other
CO2-neutral technologies are
needed instead of fossil fuels.
Hydrogen is an energy carrier that plays
an important role in the current energy
transition due to its versatile properties
and can be used as a link between several
sectors.
The use of hydrogen will require an
extensive hydrogen infrastructure. Based
on Figure 1, it can be seen that this
infrastructure is divided into three main
areas: production, distribution, and application.
It should be noted that the type
of hydrogen storage must be considered
depending on the particular distribution
and use.
Gaseous hydrogen is mainly used in mobility
today. Gaseous hydrogen is odorless,
colorless and non-toxic. Like other
gaseous fuels, it forms an ignitable gas
mixture together with oxygen.
Gas and hydrogen, properties?
The lower concentration limit for ignition
for this gas mixture is approx. 4 percent,
which is very similar to the properties
of natural gas (lower concentration limit
for natural gas approx. 4.1 percent). Also
similar are the ignition temperature (approx.
560 °C) and the minimum ignition
energy, which are well below the value of
an average static discharge for both gases.
And last but not least, hydrogen, like
natural gas, is significantly lighter than
air (density of air approx. 1.225 kg/m3).
Thus, both gases quickly rise upward after
being released into the environment.
The material properties of hydrogen and
natural gas are shown in Figure 2.
The strong analogies between the two gases
are also reflected at the safety level.
For example, similar safety measures
and concepts comparable to natural gas
technology are applied to hydrogen. This
is also the case with hydrogen refueling
stations, which have similarities with
natural gas refueling stations in terms of
their safety concept.
A closer look at H2 filling stations
Figure 3 shows the typical components of
a hydrogen filling station. These include
24
25

OUTLOOKS
HYDROGEN: FROM SOURCES TO USES
Figure 1. Schematic representation of sector coupling and H2
infrastructure. Source: EMCEL
BEHIND THE HYDROGEN DISPENSER…
Handling hydrogen in
enclosed spaces involves
three basic rules. The
first is that good ventilation
must be provided
in the rooms. Secondly,
in general, sources of
ignition should be avoided
in rooms. Grounding
of vehicles is a general
requirement for refueling.
Third and last, for indoor
hydrogen applications,
H2 sensors should be
used. These measure
the percentage hydrogen
concentration in the air
and warn when critical
values are exceeded. At
the same time, this activates
safety measures.
Figure 3. Process diagram of a hydrogen filling station. Source: EMCEL
the H2 supply, the compressor unit, the
storage tank and the dispenser.
The dispenser represents the interface
between the filling station and the vehicle
to be refueled. A technically tight connection
between the vehicle (fuelling nipple)
and the dispenser (fuelling nozzle)
ensures a safe refueling process without
operationally induced gas releases in the
vehicle area. This means that hydrogen
dispensers - just like natural gas dispensers
- can also be installed indoors (e.g.
just before car washes or in the workshop
lanes of bus companies).
In order to achieve higher refueling
speeds and at the same time ensure a safe
refueling process, a cooling unit is usually
provided. This intervenes after the last
compression stage immediately before
the dispenser. Depending on the refueling
protocol and ambient conditions, the
hydrogen to be refueled is cooled down to
a temperature of -40°C.
Making refueling safe
Safe operation of the hydrogen refueling
station is ensured by compliance with regulations,
codes and standards. Not only
the handling of the hydrogen itself, but also
electrical, mechanical and weather-related
aspects have to be considered.
Common safety features for hydrogen re-
fueling stations are:
- ATEX protection (explosion protection)
- lightning protection
- fire protection
- technical tightness of H2 components
- collision protection.
In certain plant areas, the release of hydrogen
cannot be ruled out, but is even permissible
or provided for in terms of safety (e.g.,
for overpressure relief). With regard to explosion
protection, an explosion protection
concept must be drawn up. The areas in
which potentially explosive gas mixtures
can occur must be designed safely or clearly
marked. Attention must be paid to the
special personnel protection equipment required
when working in ATEX zones and to
the use of ATEX equipment (non-sparking).
With regard to protection against fires, fire
barriers can be erected around the trailer
parking areas and other hazardous areas.
In the event of a fire, they are intended to
protect the surrounding plant areas from fire
and heat radiation.
H2 AND NATURAL GAS, SIMILARITIES AND DIFFERENCES
Hydrogen H2 Methane CH4
Lower and upper concentration limits for ignition 4 %...74 % 4,1 %…16,5 %
Ignition temperature 560°C 575…640°C
Minimum ignition energy 0,02 mJ 0,28 mJ
Figure 2. Substance data of hydrogen in comparison with natural gas. Source: EMCEL
With regard to the design and installation
of the H2 components, it is important that
pipelines, containers, valves and fittings
are technically tight or permanently technically
tight (The definition used in this
article refers to the German TRGS 722 -
Technical Rules for Hazardous Substances).
In the case of permanently technically
tight components, no gas releases are
to be expected. In the case of components
that are technically tight, gas releases can
also (infrequently) occur. Here, redundant
safety measures are applied if necessary
(e.g.: regular inspection by leakage test
procedures).
Safe handling of hydrogen
Handling hydrogen in enclosed spaces
involves three basic rules. The first is
that good ventilation must be provided in
the rooms. Otherwise, hydrogen leakage
could result in elevated concentrations in
the enclosed spaces. Ventilation systems
provide increased air exchange, which
minimizes or eliminates the risk of flammable
concentrations forming. Secondly,
In general, sources of ignition should be
avoided in rooms. This applies in particular
to gas workplaces and ATEX zones.
Here, for example, grounding of vehicles
is a general requirement for refueling.
This can take place either by means of
a grounding clamp or through the fuel
nozzle and the tank hose itself, if certain
In order to achieve higher
refueling speeds and
ensure a safe refueling
process, a cooling unit is
usually provided. This intervenes
after the last compression
stage immediately
before the dispenser. The
hydrogen to be refueled is
usually cooled down to a
temperature of -40°C.
limits for insulation resistance are taken
into account. Alternatively, a conductive
ground can ensure that equipotential
bonding is established. Another example
of avoiding ignition sources is the use of
ATEX equipment, for example for emergency
lighting. Third and last, for indoor
hydrogen applications, H2 sensors should
be used. These measure the percentage
hydrogen concentration in the air and
warn when critical values are exceeded.
At the same time, this activates safety measures.
Hydrogen, safety is possible
Safe operation with hydrogen is already
possible today in exactly the same way
as for other fuels. The similarity to natural
gas makes it easier to switch to this
technology, as approaches and safety concepts
can be easily transferred. H2 refueling
stations can also be operated safely
and reliably indoors, provided appropriate
safety measures are applied. For the
construction of a hydrogen filling station,
it is advisable to draw up a safety concept
tailored to the specific application. In this
way, cost-effective implementations can
be achieved in a targeted manner!
Nicolò Queirazza, Lennart Heine
(EMCEL GmbH)
26
27

IN THE SPOTLIGHT
VDL CITEA NEW GENERATION
STARK CHOICE
The new VDL Citea family is only
electric. It is powered by ZF hub
motors and propelled by battery
modules in the floor (a novelty!).
Construction concept stands out
Long awaited, last September at Innotrans the
new VDL Citea range was unveiled, represented
by a first 12.2-metre demo exhibited
on the Bus Display. The announcement dates
back to the end of 2020, the online presentation was
in mid-2021. Meanwhile, 2020 and 2021 saw the
Dutch manufacturer at the bottom of the top electric
bus players ranking in Europe, overtaken by Solaris
which closed both years as the market leader. A situation
reversed in the first half of 2022, with VDL in
first place with 242 deliveries and a 13 per cent share
in the overall e-bus market. (Editor’s note: complete
data for the whole 2022 are not yet available at the
time of publishing. They will be subject of an ad hoc
report on the next issue).
Let’s get to the product. Battery modules placed on
the floor (an absolute novelty) and the structure of the
sidewalls in monoblocks made of composite material
stand out. VDL’s partnership with ZF is also noteworthy,
with the axle electrified by hub motors to oust the
historic partner Siemens. Finally, among the most relevant
aspects, there is passenger capacity: the version
with standard capacity battery (306 kWh) can accommodate
110 people.
28
In the name of e-mobility
The new VDL city bus family is the result of a project
entirely developed around the electric driveline. Full
low floor and no engine tower are just a couple features
of a range developed, insists the manufacturer,
starting from scratch and with the declared intention
of making the most of the possible benefits of electric
traction without handing down, at the same time, the
result of a construction tradition based on combustion
engines. For the first time, as anticipated above,
the new Citea houses the batteries in the floor (in the
standard 306 kWh version). The maximum battery
capacity is 490 kWh, with the kWhs exceeding 306
Battery modules placed
under the floor (an absolute
novelty) and the structure
of the sidewalls in monoblocks
made of composite
material stand out. VDL’s
partnership with ZF is also
noteworthy.
29

IN THE SPOTLIGHT
The 12-metre, in both
versions, landed on the
production lines before
the end of 2022, while
2023 will be the year of
the articulated bus and
the 13.5-metre.
The start of production
involved the historic
Valkenswaard factory,
but from this year production
will also begin in
the new Roeselare plant,
designed as a hub for
electromobility.
THE RANGE IN FIGURES
Citea LF-122 Citea LE-122 Citea LE-135 Citea LE-149 Citea LF-181
Length mm 12,200 12,200 13,500 14,900 18,100
Width mm 2,550 2,550 2,550 2,550 2,550
Height mm 3,190 3,190 3,190 3,190 3,190
Passenger capacity max 110 105 89 138 153
GVW kg 19,500 19,500 19,500 25,250 29,000
Motor brand model ZF AxTrax ZF AxTrax ZF AxTrax ZF AxTrax ZF AxTrax
Battery modules brand model VDL High Energy VDL High Energy VDL High Energy VDL High Energy VDL High Energy
Battery capacity max kWh 490 490 552 674 674
placed on the roof (the articulated bus can
reach 674). Battery modules are assembled
in-house by the VDL Group. The formula
is NMC, the supplier is not mentioned (but
it goes without saying that it cannot be the
Chinese giant CATL, with which VDL had
a supply agreement, but which focuses on
LFP chemistry).
Four lengths, five configurations
The group also maintains confidentiality on
the size of the battery packs, which in any
case do not prevent the bus from having a
ground entrance height of 320 millimeters.
There are four lengths and five configurations
available: the 12.2-metre is available in
both the Low Floor and Low Entry versions,
the 13.5 (with two axles) and the 14.9-metre
are Low Entry, the 18.1 meters is LF. Apart
from the articulated bus, they can all be homologated
in the Class II segment as well.
The side panels made of composite material
are a constructive novelty, made possible by
the collaboration with the sister company
VDL Fibertech. Double glazing is standard.
A further interesting element is the introduction
of a double climatic zone inside
the passenger compartment, with the possibility
for the driver to set a higher temperature
in the front of the bus (which is
generally the most ‘popular’ for the elderly
and women) than that in the back. Up to 45
seats are available on board the dodecametric,
in addition to the place for the wheelchair
and two folding seats. This is eight
seats more than the previous range (four
seats are recovered on the rear, free from
the engine tower).
The driver’s seat has been completely redesigned,
with the possibility of adjusting
the seat and the steering wheel column.
Not only that: the main controls and the
display, integrated in the same block, also
‘move’ together with the steering wheel.
Among the options, an Air quality sensor
capable of monitoring the quality of the
air entering the passenger compartment.
Mirrorcams are also optional. The suite
of ADAS devices can include Forward
Collision Warning, Active Vehicle Brake
Support, Adaptive Cruise Control, stability
control, as well as the usual blind spot and
lane keeping monitoring systems.
The interiors are well designed, in the name
of spaciousness and brightness. The aisle
never narrows below 860 millimeters in
width. The cantilever-mounted seats ensure
ease of cleaning. The doors, that carry
the logo of Ventura Systems, provide green
lighting of the profile during opening and,
viceversa, red light during closing.
What is the timeline for entering the new
vehicles into production? The 12-metre,
in both versions, landed on the production
lines before the end of 2022, while 2023 will
be the year of the articulated bus and the
13.5-metre.
Timeline and factories
The start of production involved the historic
Valkenswaard factory, but from this
year production will also begin in the new
Roeselare plant, designed as a hub for electromobility.
According to plans, the new
Citea generation will be in production at
both plants, with ambitious goals in terms
of volumes: between 800 and a thousand
vehicles per year to be achieved over two
or three years.
In short: now all that remains is to get the
company’s fill of orders. If it is true that in
the past the Dutch company paid the price
for focusing on the (small) domestic market,
now the strategy is in the name of ‘going
South’. France and Italy are warned.
30
31

IN THE SPOTLIGHT
IVECO CROSSWAY LE HYBRID
OUT OF TOWN
The Crossway Low Entry in mild
hybrid version will soon be available
with CNG engine. Is this a convincing
answer to questions on energy
transition in intercity bus service?
From Urbanway to Crossway. The mild hybrid
presence in the Iveco Bus catalog is
expanding and the ‘intended use’ is broadening:
a mild hybrid version of the Crossway,
in the LE Line version - the most popular Low Entry
in Europe - is now available.
The world premiere was held at the FIAA at the end
of 2022, where a 12-meter model equipped with 43
Lineo seats and two folding seats was on display.
Overall capacity? 71 passengers. Iveco’s approach to
mild hybrid is distinguished by the availability of the
CNG engine - mild hybrid module combo. A version
that is expected to be in production by this year.
Technologies on the rise
It is a fact, moreover, that both mild hybrid and CNG
are technologies on the rise. The first decreed the almost
total abandonment of full hybrid projects (not
to mention plug-ins...) and saw a 17 percent increase
in volumes in Europe between 2020 and 2021 (from
2,917 hybrids to 3,270), with a further increase expected
in 2022. The second, although it remains at
stationary volumes, is breaking through in Class II:
registrations of gas-powered buses for intercity routes
increased by 60 percent in 2021 compared to the
previous year (from 539 to 864).
However, questions are not lacking: the equipment
necessary for an alternative drive intercity bus (whether
the cylinder pack or the battery pack) is not
always compatible with a vehicle that must comply
with stricter European regulations than those dedicated
to city buses (for example, we may mention the
superstructure resistance, the presence of hatches on
the roof, the anchoring of seats, etc.). Not to mention
the great importance of smaller buses, where the
availability of alternative drives is even further away.
Getting down to specifics, Crossway LE could not
fail to benefit from the new Voith automatic gear-
The Crossway LE, similarly
to the Urbanway, abandons
the compact Tector
engine to propose only
the Cursor 9 in the two
power supply variants.
32
33

IN THE SPOTLIGHT
box, whose most important ‘accessory’
is the Central Recovery Unit, that is the
mild hybrid module. The option includes
a circular electric motor coupled to
the gearbox with an integrated frequency
converter, a 48V lithium-titanate highdensity
accumulator and a 48/24V DC
converter, with relative cooling circuit.
The electric motor contributes to starting
off and maximum acceleration, as well as
managing stop & start in a fully independent
manner.
Reasons for an intercity hybrid
Naturally, the benefit of the hybrid module
is greater in the more intense use of a local
line, but it is also a good fit for extra-urban
services when the drive assistance can be
better exploited at start and pickup.
Another key feature of the new Voith NXT
gearbox is the presence of overdrive on three
speeds (second, third and fourth), thus
bringing the total transmission ratios to
seven. And this peculiarity is particularly
indicated in Class II mixed service, where
ID CARD
Iveco Crossway LE Line mild hybrid
Length 10,845 - 12,050 - 12,965 - 14,495
Larghezza mm 2,550
Height mm 3,330
Wheelbase mm 4,825 - 6,030 - 6,945 - 6,945/1,530
Overhang front mm 2,725
Overhang rear mm 3,295
Turning circle mm 9,140 - 10,720 - 11,930 - 11,930
Seats n.
45 on 12-meter
Passenger capacity n.
71 on 12-meter
Tyres 275/70 R22,5
Entrance height mm 320 / 330
Doors width 800 / 1200
Engine brand model FPT Cursor 9
Displacement l 8.7
Output kW / rpm 265 / 2,200
Torque Nm / rpm 1,600 / 1,200
Transmission
Voith Diwa NXT
Hybrid module output kW 25 / 35
Hybrid module torque Nm 300
Battery capacity kWh 1
Front axle
RL75E
Rear axle
Meritor U17X
Diesel tank l 200
Adblue tank l 80
A key feature of the new
Voith NXT gearbox is the
presence of overdrive
on three speeds (second,
third and fourth),
thus bringing the total
transmission ratios to
seven. And this peculiarity
is particularly indicated
in Class II mixed service,
where the greater distribution
makes it possible to
increase the axle ratio and
always remain within the
maximum torque range.
the greater distribution makes it possible to
increase the axle ratio and always remain
within the maximum torque range.
The Crossway LE, similarly to the Urbanway,
abandons the compact Tector engine
to propose only the Cursor 9 in the
two power supply variants. Power of up to
360 horsepower makes driving exuberant,
which benefits from good weight distribution.
The only flaw is that tires are available
on 22.5” rims but only in the 275/70
format and not 295/80, which is typical for
urban service and less suitable for tortuous
routes with frequent slope changes.
The interiors are made according to the
utmost rationality, through the use of paneling
and cladding in smooth, easy-to-clean
plastic material. There are also various customization
possibilities, both on the passenger
seats (opt. with reclining backrest
and armrest), and for the internal walls
(opt. covered in carpet), as well as for the
luggage racks (equipped with individual
courtesy groups). It is also worth mentioning
that the luggage racks have the highest
load capacity of the whole category,
with almost three cubic meters.
The Iveco Crossway LE was born in the
Iveco plant (formerly Karosa) in Vysoké
Mýto and immediately established itself as
a best seller, thanks to its good cost-quality
ratio (over 56,000 units were sold so far
considering Crossway and Crossway LE).
In this period of energy transition, where
natural gas is still an eco-sustainable and
fully financed alternative, it can further
strengthen its position. So far, only MAN
had mild hybrid on a Class II natural gas
vehicle, but only in the Low Floor version,
with the pros (accessibility) and cons
(price and seats) that this type of vehicle
brings with it.
34
35

IN THE SPOTLIGHT
The category to which
Hydron can be ascribed
is that of battery-electric
buses with hydrogen
range extender. This is
the dominant paradigm
in today’s fuel cell bus
market.
RAMPINI HYDRON, SIXTRON, ELTRON
WHAT A TRIO
The first 8m bus with a fuel cell. A
pair of rebranded ‘shorts’. Rampini
pushes the challenge of decarbonising
public transport by presenting a range
dedicated to zero emissions
Before September 15, 2022,
a fuel cell-powered midibus
was a concept only possible in
the imagination of enthusiasts.
Rampini, a company that is not new to
the launch of unique products (think of
the six-meter supplied in Cagliari with
a pantograph on the roof for connection
to the trolleybus network), took care
of it to fill what we might call, with a
little of emphasis, a gap in the market.
More realistically, the Rampini Hydron
represents a technological novelty, the
result of that 10 percent of the turnover
invested by Rampini in research and
development, capable of opening new
suggestive horizons. The vehicle was
presented in conjunction with Sixtron
and Eltron, respectively rebrandings of
the battery-electric six and eight-meter
buses, the latter of which was also
restyled. The new eight-meter shares
the platform of the six-meter (the overhangs
change).
Full focus on zero emission buses
In short, a respectable achievement for a
company that in spring 2018 abandoned
its diesel bus production line and focused
all of its energies on zero-emission
drives. Having set aside the commercial
agreement announced at the end of 2019
with the Portuguese CaetanoBus, which
was supposed to allow the Umbrian
company to affix its logo also on a 10.7
and a 12-meter bus, Rampini now has
three models and two different traction
technologies, united by the strictly electric
motor.
To be precise, the category to which
Hydron can be ascribed is that of battery-electric
buses with hydrogen range
extender. This is the dominant paradigm
in today’s fuel cell bus market.
A maximum of 48 people can get on the
bus, a value similar to that provided for
the battery-powered version. 2,200 millimeters
wide, with a maximum speed of
70 kilometers per hour, the Rampini midi
obviously provides access and a place for
the wheelchair. The vehicle is equipped
with an electric motor with a maximum
power of 235 kW, signed by Siemens. A
remarkable value, considering that we
36
37

IN THE SPOTLIGHT
are talking about an eight-meter bus.
The fuel cell power is 30 kW. It receives
hydrogen stored in three Luxfer cylinders
mounted on the rear part of the
roof. Capacity: 10.8 kilos compressed
at 350 bar.
The operating logic of the fuel cell and
batteries (173 kWh) are governed, explains
Rampini, by the Energy Balancing
System, i.e. an electronic unit capable of
communicating with all the on-board
systems and which supervises the energy
production by implementing special
algorithms for achieving maximum performance.
Behind Hydron: Sixtron and Eltron
Let’s move on to the other two protagonists
of the new Rampini range: Sixtron
and Eltron. The first is a simple rebranding
of the E60, which was already
restyled a few years ago. The second is
the new name of the E80, presented in
mid-September in a renewed version that
made it identical in design to the compa-
ID CARD
Rampini Rampini Rampini
Sixtron Eltron Hydron
Length mm 6,110 8,000 8,000
Width mm 2,100 2,200 2,200
Height mm 2,980 3,250 3,250
Overhang ant. / post. mm 1,190 / 1,220 1,885 / 2,415 1,885 / 2,415
Wheelbase mm 3,700 3,700 3,700
Entrance height mm 70 (kneeling) 80 (kneeling) 80 (kneeling)
Doors width mm 1,100 - -
Passenger capacity / seats n 34 / 10 48 / - 48 / -
GVW kg 8,850 12,000 12,000
Motor brand model Siemens 1Pv5138 Siemens Siemens
Output kW 122 235 235
Torque Nm - 950 950
Fuel cell module output kW / / 30
Hydrogen tanks capacity kg / / 10,8 a 350 bar
Battery formula LFP LFP LFP
Battery capacity kWh 143 / 170 210 / 281 173
Charging options plug-in / pantograph plug-in / pantograph Plug-in
ny’s little one.
Let’s start with the first, then. Originally
created thanks to the bodywork intervention
of the Spanish CarBus, Sixtron
is the result of a series of changes that
have involved aesthetics, modulation of
the spaces inside the passenger compartment
and driveline.
Last but not least, the overall length has
been increased by 100 millimeters com-
Under the Sixtron’s hood
there is the Siemens
1PV5138 three-phase
asynchronous central
electric engine with 122
kW (22 more than the
previous version).
Batteries? In the name
of LFP, with two options:
143 and 170 kWh.
Rampini quantifies the
vehicle’s autonomy at
175 and 215 kilometers
respectively on the basis
of the E-Sort 1 test.
pared to the product signed with CarBus.
Under the hood there is the Siemens
1PV5138 three-phase asynchronous
central electric engine with 122 kW (22
more than the previous version).
Siemens motor, LFP batteries
Batteries? In the name of LFP, with two
options: 143 and 170 kWh. Rampini
quantifies the vehicle’s autonomy at 175
and 215 kilometers respectively on the
basis of the E-Sort 1 test. Compared to
the previous version, the entire inverter-DMS
package has been re-proposed.
The axles? The front with independent
wheels signed by ZF and the rear made
in-house has been confirmed. The maximum
capacity is 31 passengers. The air
conditioning is provided by Autoclima,
while a heat pump intervenes in the cold
periods.
On the eight-meter, everything changes.
Moving on to the Eltron, up to 48
passengers can board on the two-door
version, 46 on the three-door version.
Compared to the E80, of which it is an
evolution, the length goes from 7.7 to
eight round meters. The wheelbase is
the same as the Sixtron, indicating a
unique platform for the two vehicles.
The motor, like its ‘brother’ with fuel
cell module, has a maximum power of
235 kW. As for the battery, mounted on
the roof, the choice is between 210 and
281 kWh. The first option makes it possible
to free up a ‘slot’ of space on the
roof where to place the pantograph (in
a backward scan: two modules, pantograph,
air conditioning system, two other
pairs of battery modules).
One of the peculiarities of the Rampini’s
battery-powered buses is the fact
that they can be equipped with a pantograph
as well as charge the batteries by
connecting to the tram catenaries. Obviously,
these options are added to the
standard plug-in charging in the depot
according to CCS2 standard.
38
39

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
ADL
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
Enviro400HR
(plug-in hybrid)
Length mm 10,500 / 10,900
Passenger capacity n. 87
Electric motor / output kW BAE/195
Battery type
NMC
Battery capacity max kWh 32
Diesel engine CumminsB4.5
kW 157
BOLLORÉ
Blueblus 6
Length mm 5,940
Passenger capacity n. 35
Motor type / kW Central / 140
Battery Blue Solutions / LMP
Battery capacity max kWh 126
Charging technology plug-in
Blueblus 12
Length mm 12,000
Passenger capacity n. 109
Motor type / kW Central / 160
Battery type Blue Solutions / LMP
Battery capacity max kWh 272
Charging technology plug-in
BMC
Neocity EV
Length mm 8,500
Passenger capacity n. 65
Motor / kW TM4 Sumo MD / 235
Battery type
BMZ / NMC
Battery capacity kWh 174 - 219
Charging technology plug-in
BYD
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
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 -
Charging technology plug-in
C9 (coach)
Length mm 12,900
Passenger seats n. -
Motor / output kW BYD / 150x2
Battery type
BYD / LFP
Average range km 90
Charging technology plug-in
BYD ADL
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
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
CAETANOBUS
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.
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
EBUSCO
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 plug-in/pant.
HESS
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
40
41

PORTFOLIO
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
ALL THE ELECTRIC BUS MODELS ON THE EUROPEAN MARKETS.
BATTERY-ELECTRIC / HYBRID / FUEL CELL / IMC TROLLEYBUSES
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.
Sustainable
BUS
www.vado
Poste It
Sped. in a. p. - D.L. 353/2003
(conv. in L. 27/02/2004 n° 46)
art. 1, comma 1, LO/MI
AUTOBUS SUPPLEMENT
SEPTEMBER 2021
Sustainable
BUS
VADO E TORNO EDIZIO
www.vadoetorno.com - ISSN 004
Poste Italiane s.p.
Sped. in a. p. - D.L. 353/200
(conv. in L. 27/02/2004 n° 46
art. 1, comma 1, LO/M
AUTOBUS SUPPLEMENT
FEBRUARY 2022
42
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.
HIGER
Steed
Length mm 8,500
Passenger capacity n. 48
Motor / kW -
Battery type
CATL / LFP
Battery capacity kWh 174 / 210
Charging technology plug-in
Azure
Length mm 12,000
Passenger capacity n. 86
Motor / kW Prestolite MD130D / -
Battery type
CATL / LFP
Battery capacity kWh 355
Charging technology plug-in
IIA
Citymood 12e
Length mm 12,100
Passenger capacity n. 80
Motor / kW Siemens 1DB2016 / 230
Battery type Akasol / NMC
Battery capacity max. kWh 330
Charging technology plug-in
IVECO BUS
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
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.
Crealis In-Motion-Charging
Length mm 18,559
Passenger seats n. 35
Motor / kW - / 250
Battery type
LMP
Battery capacity max kWh -
Charging technology IMC
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
Sustainable
BUS
OUTLOOKS
Batteries: sharing
risks to speed up
the revolution
OUTLOOKS
Tips and tricks to
get the most from
e-bus batteries
Sustainable
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
THE LION
ROARS SILENTLY
IN THE SPOTLIGHT
Isuzu, the 8-meter
e-bus is ready for
narrow city centers
IN THE SPOTLIGHT
Iveco Bus Urbanway
hybrid and Scania
Citywide BEV
Sustainable
BUS
SEPTEMBER 2022
COMPARISONS
Full hybrid buses.
A crucial role in the
transition to ZE
OUTLOOKS
Where are e-buses
standing in terms
of TCO?
JOURNEY TO THE
FUTURE
COMPARISON
18m trolleybuses:
Hess, Iveco,
Solaris, Van Hool
OUTLOOKS
Germany embarks
on the ‘Decade of
the e-bus’
INTERVIEW
FlixBus towards the
future of coaches
(with Freudenberg)
LONG-HAUL
A long way to go for
long distance coach
electrification
THE TURKISH
WAY
IN THE SPOTLIGHT
Up the curtain on
the first Italian-
made 12m e-bus
HIGH-CAPACITY
BUS www.sustainable-bus.com
GAME
IN THE SPOTLIGHT
Ebusco, Irizar,
MAN, Volvo,
Mercedes, Solaris
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
MAY 2022

PORTFOLIO
ALL THE ELECTRIC BUS MODELS ON THE EUROPEAN MARKETS.
BATTERY-ELECTRIC / HYBRID / FUEL CELL / IMC TROLLEYBUSES
IRIZAR E-MOBILITY
Novociti Volt
Length mm 7,957
Passenger capacity n. 48
Motor / kW TM4 Sumo MD / 255
Battery type
CATL / LFP
Battery capacity kWh 211 - 269
Charging technology plug-in
Battery capacity max kWh 449
Charging technology plug-in
KING LONG
KARSAN
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
Passenger capacity n. 105 / 155
Motor / kW Irizar / 235
Battery type
Lithium-ion
Battery capacity max kWh 525
Charging technology plug-in/pant.
e-Jest
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
Pev 10/12
Length mm 10,500/11,980
Passenger n. -/-
Motor / kW -/-
Battery type
LFP
Battery capacity max kWh 326/350
Charging technology plug-in
1° webinar
EU policy framework & transition to
zero emission COMMERCIAL VEHICLES
APRIL 2023
44
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
e-Atak
Length mm 8,315
Passenger capacity n. 52
Motor / kW TM4 / 230
Battery type BMW / Lithium-ion
Battery capacity max kWh 220
Charging technology plug-in
e-ATA 12
Length mm 12,220
Passenger capacity n. 89
Motor / kW ZF AxTrax / 250
Battery type
LFP
E10/12 Hybrid
Length mm 10,500/12,200
Passenger capacity n. 66/83
Electric motor Green Control System
Battery type -
Battery capacity max kWh -
Diesel engine/kW Cummins / 290
MAN
Lion’s City E 12/18
Length mm 12,185 / 18,060
Passenger capacity n. 85 / 120
Motor / kW Traton / 270 - 540
Battery type
Lithium-ion
Battery capacity max kWh 480/640
Charging technology plug-in
MAY 2023
NOVEMBER 2023
2° webinar
Electrification of public transport
fleets in the Americas.
Best practices | Targets | Challenges
3° webinar
End of public transport as we know it?
On-demand transportation | autonomous
driving | MaaS
2023

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 type -
Battery capacity max kWh -
Diesel engine type/kW OM 936/300
OTOKAR
Motor / kW Dana TM4 / 245
Battery type
CATL / LFP
Batt. capacity max kWh 242 to 424
Charging technology plug-in
RAMPINI
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 9 LE*/12
Length mm 9,270 / 12,000
Passenger seats max n. 31 / 38
Motor ZF AxTrax-TSA / 220-250-160
Battery type
LTO / NMC
Battery capacity max kWh 350 / 395
Charging technology plug-in/pant.
*can be homologated also in Class II
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
e-Centro C
Length mm 6,605
Passenger capacity n. 32
Motor / kW Dana TM4 / 205
Battery type
Svolt / NMC
Battery capacity kWh 110
Charging technology plug-in
Sixtron/Eltron/Hydron
Length mm 6,110 / 8,000 / 8,000
Passenger capacity n. 34 / 48 / 48
Motor / kW Siemens - 122/235/235
Battery type Rampini / LFP
Batt. capacity max kWh 170/281/173
Fuel cell module / kW no / no / 30
Charging technology plug-in / pant.
SAFRA
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 -
Battery capacity kWh -
SKODA
Urbino electric 15 LE*
Length mm 14,890
Passenger seats max n. 65
Motor Central asynchronous / 300
Battery type
LTO / NMC
Battery capacity max kWh 470
Charging technology plug-in/pant.
*can be homologated also in Class II
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
eCitaro 12/18
Length mm 12,135 / 18,125
Passenger capacity n. 80* / 136*
Motor / kW ZF AxTrax / 250
Battery type Akasol / NMC**
Battery capacity max kWh 396 / 441
Charging technology plug-in
*with max battery capacity
**optionally available with Blue Solutions
LMP batteries (max 441 kWh)
e-Kent C
Length mm 12,000
Passenger capacity n. 95
Motor / kW Voith / 410
Battery type Webasto / NMC
Battery capacity kWh 210 - 280 - 350
Charging technology plug-in
QUANTRON
Hycity
Length mm 11,857
Passenger capacity n. +100
Motor / kW ZF AxTrax / 250
Fuel cell module / kW Symbio / 45
Battery Microvast / NMC / 130 kWh
Skoda E’City / H’city
Length mm 12,020
Passenger capacity n. 80 / 85
Motor / kW - / 160
Battery type -
Battery capacity max kWh -
Fuel cell module / kW no / -
Charging technology plug-in
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.
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
Citaro Hybrid 12/18
Length mm 12,185 / 18,060
Passenger n. 101 / 140
Electric motor type -
Cizaris 12 EV
Length mm 12,180
Passenger capacity n. 81 to 95
SCANIA
SOLARIS
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
Hydrogen capacity kg 5 x 37,5
Avenue Electron
Length mm 12,095
Passenger seats n. 35
Motor / kW TM4 Sumo / 250
Battery type
NMC
Battery capacity kWh 240 - 300 - 360
Charging technology plug-in
46
47

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
MD9 electriCITY
Length mm 9,496
Passenger seats n. 26
Motor / kW
TM4/250
Battery type
NMC
Battery capacity max kWh 200
Charging technology plug-in
VAN HOOL
A330 Fuel Cell 6W
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
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
Exqui.City24 CNG-hybrid
Length mm 23,820
Passenger capacity n. 60
Electric motor/kW Siemens PEM/2x160
Battery supplier
Actia
Battery capacity max kWh 36
Engine / kW FPT CNG / 221
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
Pantograph
Kiepe
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
VDL
Citea new gen. LF-122 / LE-122
Length mm 12,200
Passenger capacity n. 110 / 105
Motor/kW ZF AxTrax / 250
Battery type
NMC
Battery capacity max kWh 490
Charging technology plug-in/pant.
Citea new gen. LE-135 / LE-149
Length mm 13,500 / 14,900
Passenger capacity n. 89 / 138
Motor/kW ZF AxTrax / 250
Battery type
NMC
Battery capacity max kWh 552 / 674
Charging technology plug-in/pant.
Citea new gen. LE-181
Length mm 18,100
Passenger capacity n. 153
Motor/kW ZF AxTrax / 250
Battery type
NMC
Battery capacity max kWh 674
Charging technology plug-in/pant.
Citea SLF-120 Electric
Length mm 12,456
Passenger capacity n. 55
Motor/kW Siemens 1DB2016/160
Battery type -
Battery capacity standard kWh 216
Charging technology plug-in/pant.
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
Charging technology plug-in/pant.
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.
VOLVO
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.
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.
7900 Electric Hybrid
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 D5/24
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
7900 Hybrid Articulated
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
Charging Oppcharge / CCS
Diesel engine/hp Volvo D5/240
48
49

PORTFOLIO
SUPPLEMENT
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
StreetDeck Hydroliner FCEV
Length mm 10,900
Passenger capacity n. 86
Motor / kW
Voith VEDS
Fuel cell module
Ballard
Fuel cell module power kW -
Battery Forsee Power / NMC
Battery capacity kWh 48
Hydrogen capacity kg 27 (1,120 l)
StreetDeck Electroliner BEV
Length mm 10,900
Passenger seats n. 95
Motor / kW
Voith VEDS
Battery Forsee Power / NMC
Battery capacity kWh 340 - 454
Charging technology plug-in.
Mobility, smart city
Culture, technology and market of
low and zero emission buses
Established 1991
Editor in chief
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Managing editor
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Editorial staff
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Poste Italiane Inc. – Mail subscription
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NEXT GEN CITIES
Head of Sales
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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
WRIGHTBUS
50
GB Kite Hydroliner FCEV
Length mm 12,000
Passenger capacity n. 90
Motor / kW
Voith VEDS
Fuel cell module Ballard FC Move
Fuel cell module power kW 70 - 100
Battery Forsee Power / NMC
Battery capacity kWh 30 - 45
Hydrogen capacity kg 35 - 50
GB Kite Electroliner BEV
Length mm 12,000
Passenger seats n. 90
Motor / kW
Voith VEDS
Battery Forsee Power / NMC
Battery capacity kWh 340 - 454 - 567
Charging technology plug-in.
Sales agents
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