2023-09 SUSTAINABLE BUS

Sustainable
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OUTLOOKS
The evolution of EU
bus industry, e-bus
figures, focus UK
IN THE SPOTLIGHT
Inside Yutong’s HQ,
new ZE bus models
by Iveco Bus
COMPARISON
Seven players of
the 12m e-bus
market in test drive

Sustainable
BUS
CONTENTS
SUSTAINABLE-BUS.COM SEPTEMBER 2023
4
POST-IT
Subscription campaign is open:
a new chapter in our journey
8
TECHNO
Solaris wins two major H2 bus tenders
in Italy for over 200 vehicles
8
44
20
INFRASTRUCTURE
Siemens takes over Heliox
and expands plans on CVs chargers
24
28
32
36
OUTLOOKS
European e-bus market,
the mid-2023 results
UK bus market is struggling between
returning demand and big investments
On battery management and how
to ensure efficient e-bus operations
The industrial landscape is changing in
EU: a look at main OEMs’ strategies
28
40
44
IN THE SPOTLIGHT
Inside Yutong factory in Zhengzhou.
The launch of YEA platform
Iveco Bus efforts in the ZE bus
field are multiplying
48
COMPARISON
12-meter battery-electric buses:
big players and newcomers side by side:
• Mercedes eCitaro (with new batteries)
• Ebusco 3.0
• Hess lighTram 12m
• Ikarus 120e
• Iveco Bus E-Way
• Otokar e-Kent C
• Quantron Cizaris 12 Ev
40
68
PORTFOLIO
All the electric buses
on the European market
3

POST-IT
stainable
BUS
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OUTLOOKS
CO2 standards
for buses: what
should we expect?
INTERVIEW
Janette Bell,
First Bus: skills,
technologies, market
GAP
FILLING THE
OUTLOOKS
Tips and tricks to
get the most from
e-bus batteries
IN THE SPOTLIGHT
MCV, a battery-
electric bus
for Germany
features, and groundbreaking news in the world of sustainable public
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In this rapidly evolving world, it’s not just buses and vehicles that are
undergoing a transformation. The trade media sector is also experiencing
changes in formats, themes, language, and demand. Media can’t
help but provide an integrated range of products: websites, newsletters,
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Adapting to changes in the media sector and meeting readers’ evolving
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journey to stay ahead in this dynamic industry.
IN THE SPOTLIGHT
Iveco Bus Urbanway
hybrid and Scania
Citywide BEV
Sustainable
BUS
COMPARISON
18m trolleybuses:
Hess, Iveco,
Solaris, Van Hool
BUS
Sustainable
BUS
OUTLOOKS
Funding streams
for ZE buses in
UK, explained
Sustainable
JOURNEY TO THE
FUTURE
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In 2024 we’ll also be increasing
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MAY 2023
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HYDROGEN
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IN THE SPOTLIGHT
The first 8-meter
fuel cell bus
launched in Europe
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SEPTEMBER 2022
JOURNEY TO THE
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FUTURE
GAP
FILLING THE
INTERVIEW
CO2 standards
for buses: what
should we expect?
Otokar is introducing its new products
to Brussels
IN THE SPOTLIGHT
Janette Bell,
First Bus: skills,
technologies, market
MCV, a battery-
electric bus
for Germany
Our electric intercity
transport solution
Meet us at our stand to discover them
A sneak preview of our
hydrogen bus
Our self-driving minibus
presented on test track
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4 ISSUES
OUTLOOKS
Tips and tricks to
get the most from
e-bus batteries
IN THE SPOTLIGHT
Iveco Bus Urbanway
hybrid and Scania
Citywide BEV
COMPARISON
18m trolleybuses:
Hess, Iveco,
Solaris, Van Hool
www.otokareurope.com
Come meet us at our
stand No. 505 B
4

POST-IT
E-MOBILITY, TURNKEY SOLUTIONS, INTEGRATION, AFRICA, WOMEN
As public transport continues to evolve, the
focus on incorporating diverse forms of mobility
and the recognition of Africa’s untapped
potential promise an exciting future. With the
rise of women in leadership roles, the industry
is experiencing a welcome shift towards greater
inclusivity and diversity.
Below, the main 5 takeaways we gathered from
the UITP Global Public Transport Summit 2023.
FIVE TAKEAWAY TRENDS FROM THE UITP SUMMIT
What we got back from Barcelona
6
#1. E-mobility, a (not needed) confirmation
No mistery, electric buses are the present of
public transport and since a few times you
can hardly find a diesel-powered bus in sectorexhibition.
Of course real registrations are still
mainly of combustion engine buses (70 per cent
in the first quarter of 2023) but all the effort of
OEMs go in the direction of providing larger
families of zero-emission buses. Also in Class II
(see the Iveco Crossway LE Elec) and with the
aid of hydrogen fuel cell (see Mercedes eCitaro
fuel cell).
What is more, two of the three major bus&coach
groups in Europe, MAN and Daimler Buses,
are not updating to Euro 7 their range of city
buses. After 2027, they’ll go full electric in Europe. MAN announced this
strategy at UITP (for them the same will apply to intercity buses), Daimler
already in 2022.
#2. Turnkey solutions are king
OEMs are increasingly looking to provide turnkey solutions to customers.
Not only vehicles, but the whole system. Daimler Solutions has launched a
new division, Daimler Buses Solutions, that specializes in planning, designing
and building electric infrastructure. Iveco Bus has introduced the Energy
Mobility Solutions team: with goal of identyfiying the most effective charging
strategies, the most suitable battery sizes and the necessary infrastructure.
#3. Public transport embraces many forms of mobility
Quoting from UITP Secretary General Mohamed Mezghani during the opening
press conference “We need to explore public transportation beyond
mass transit, focusing on providing solutions
that go beyond station-to-station and extend to
door-to-door. By combining public transportation
with sharing mobility options, we can
achieve enhanced efficiency and convenience”.
And UITP just launched a division focusing on
sharing mobility.
Another nice definition from our interview
with Optibus CEO Amos Haggiag: “Public
transit needs to adapt and embrace all forms
of mobility. The goal should be to create a
comprehensive and interconnected transportation
system that seamlessly incorporates trains,
buses, micromobility, on-demand shuttles, and
autonomous vehicles. By merging these modes
of transportation, we can achieve a holistic system that caters to the diverse
needs of commuters and optimizes efficiency in urban mobility”.
From our interview with Optibus CEO
Amos Haggiag: “Transit needs to embrace
all forms of mobility in order to
create a comprehensive, interconnected
transportation system that seamlessly
incorporates trains, buses, micromobility,
on-demand or autonomous shuttles”.
#4. Is Africa the next big thing?
Opportunities for public transport (and electrification) in Africa
popped out from many conversation. The scenario is that of
a region where the competition with cars simply
doesn’t exist. The competitors are walking and
micromobility. Big players of public transport
market are quite sure that, when transit system
will be built (and some financing are in place),
the demand will not be lacking. Demographic
trends concerning Africa are quite clear, with
half of young adults forecasted to be African
by end of the century.
#5. Women at the center of public transport
scene
Two highlights from UITP Summit: the first
female president in a history of over 130 years
of the organization, Renee Almicar, was elected
in Barcelona. Secondly: 44 percent of speakers and panelists
were women, up from 42 percent in 2019.
all aboard for Busworld!
Brussels will be the stage for the launch of our new door
system concept. With a new approach to kinematics and
sealing properties, the concept represents the next step in
improving driver and passenger comfort and safety.
Visit us at booth 628 and discover what our leading
technology offers for the next generation of mobility.
innovative door systems for urban transport

TECHNO
8
SOLARIS WON TWO MAJOR FUEL CELL BUS TENDERS
The largest H2 bus tenders so far
130 UNITS FOR BOLOGNA, 90 IN VENICE
From Bologna to Venice Solaris
has secured contracts to
provide as many as 220 fuel cell
buses. The Polish manufacturer
is set to deliver 130 of its Urbino
12 hydrogen to TPER in
Bologna, in the framework of
the largest fuel cell bus tender
in Europe so far (with possible
addition of further 140 units).
To facilitate the deployment of
these vehicles, TPER has chosen
the German group Wolftank
as its operational-industrial partner
for the consortium TPH2,
which will see the operator and
the supplier working together on
creating an integrated hydrogen
fueling system tailored to the
needs of the buses. The delivery
of the first batch of 37 hydrogen
buses is scheduled for 2024, with
the remaining units expected in
2025-2026. Funding for this
procurement comes from Next
Generation EU scheme, with a base price of €76.2 million for the
initial 127 buses.
The transport operator of Venice, ACTV, has also ordered 90 hydrogen-powered
Solaris buses, comprising 75 in the 12-meter version
and 15 articulated units. According to the agreement, new hydrogen
vehicles will be delivered to Venice gradually, starting from November
2025, and the deliveries will be completed in the first weeks of 2026.
30 battery-powered Solaris Urbino 12 electric buses and 4 hydrogenpowered
Urbino 12 are already running in and around Venice.
BATTERY ASSEMBLY BY SCANIA
Scania officially opened its battery assembly facility
located in Södertälje, at the manufacturer’s
Swedish headquarters,
in
early September
2023. The
plant will employ
550 people
and is highly
automated,
from incoming
goods throughout
production
to delivery. Furthermore,
by
locating the
assembly plant adjacent to the chassis line in
Södertälje, which was redesigned this summer for
Solaris is set to deliver 130 of its
Urbino 12 hydrogen (a model already
operational in Bolzano) to TPER in Bologna,
in the framework of the largest
H2 bus tender in Europe so far. The
first 37 units will be delivered in 2024,
according to plans.
large-scale production of electric vehicles, the conditions
for fast and efficient manufacturing flows
are in place.
Earlier this year, Scania announced its decided to
cease body production for Scania bus chassis in Poland
but will continue offering complete buses and
coaches thanks to partnerships with bodybuilders.
In the meanwhile, the Swedish group is making
huge efforts in electrification of trucks: the Tranton-belonging
group managed to deliver 145 zero-emission
vehicles (meaning trucks and buses) in
the first half of this year.
In April, Scania and Northvolt unveiled a jointly
developed battery cell designed for heavy-duty
transport. The cell is produced at the gigafactory
Northvolt ETT in northern Sweden and will, as
from today, be assembled into packs at the new
18,000-square-meter plant in Södertälje.
ballard.com
ballard.com
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Today, more than than 1,400 1,400 Ballard-powered
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train projects are helping to deliver
zero-emission public transport for all.
zero-emission public transport for all.
To learn more about Ballard’s proven fuel
To learn more about Ballard’s proven fuel
cell solutions, visit us at Busworld,
cell solutions, visit us at Busworld,
hall 7, stand 790.
hall 7, stand 790.

TECHNO
ON THE SELF-DRIVING JOURNEY
VDL Group and automotive supplier Schaeffler are
jointly exploring the development and production of
self-driving electric shuttles for public transport. The two
companies have been showing a first demonstrator of the
vehicle at IAA Mobility in Munich, in early September.
The prototype integrates Mobileye autonomous driving
technology. Production is planned to take place at VDL’s
Mobility Innovation Centre in Born (Netherlands).
VDL and Schaeffler say they are currently in advanced
negotiations with public transport authorities and operators
about pilot projects. According to the roadmap,
testing for the vehicles on the streets will be possible
most likely starting in 2025: “The target production volumes
will depend on achievable sales, but they are projected
to produce some thousands of vehicles per year
starting in 2030”.
The vehicle will offer 9 seats (6 fixed, 3 flexible) with an
approximate payload capacity of 1,000 kg. Its dimensions
will be 5m x 2.2m x 2.8m (LxWxH), with empty weight
up to 5,000 kg. Equipped with indoor monitoring connecting
to the control room, it features integrated camera and
radar/lidar sensing systems. The design includes wheelchair-friendly
large doors, low entry, and a top speed of 70
km/hour. Germany is planned to be the first country where
the new shuttles will operate, benefiting from the fact of
being the first country in Europe which approved SAE
level 4 for use on public roads. It’s not a bright moment
for VDL: in late August the group released financial results
for the first half of 2023, stating that it has “achieved this
year’s growth forecast in the first half of 2023”, quantified
in a 5 to 10 percent increase in turnover growth. However,
turnover of the Bus & Coach division is down 40 percent.
Parts of the shown infrastructure
elements are symbolic.
22.5 x 7.5 Alcoa ®
Ultra ONE ® wheels
Extra payload for buses
Available with 4000 kg load capacity
Discover
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e-Line
pantographs
SIEMENS MOBILITY
e-Line pantographs
for e-Mobility
• Whisper quiet operation
• Easy to maintain
• Reduced weight
• Failsafe connection
• Optimal alignment of charging head
• Automatic self-lowering
• Simple kinematics
• Fulfillment of EN 50696
• Compatibility with charging hoods according EN 50696
Meet us at
Busworld 2023
(booth 760a)
www.alcoawheelseurope.com
Alcoa ® Wheels is a product brand of Howmet Aerospace

TECHNO
IRIZAR TO UNVEIL THE I6S EFFICIENT HYDROGEN AT BUSWORLD
Time for H2-powered coach
IT’S THE FIRST HYDROGEN-POWERED COACH BY A EUROPEAN OEM
Among the finalists for the
Sustainable Bus Awards 2024
(handovering ceremony at
Busworld!), one model stands
out: the Irizar i6S Efficient
Hydrogen. Busworld 2023 may
then go down in the annals for
hosting the first presentation of
a hydrogen-powered coach by a
European OEM (although also
Temsa is going to be active in
this segment...).
No additional specifications
have been released at the moment
as this magazine is set to
go to print, except for the picture
shared by the group.
According to a report by Interact
Analysis, 74 percent
of coaches are estimated to
be non-electrified in 2030 in
EMEA. In Europe, three initiatives
focusing on the development
of fuel cell coaches have
been announced so far.
Firstly, FlixBus launched the HyFleet project in collaboration with
partners Freudenberg Fuel Cell e-Power Systems and ZF in 2021.
“A European bus manufacturer will also join the project in the future”,
it was stated at the time. Secondly, the CoacHyfied project,
led by the service provider FEV Group, was launched in March
2021 with partners including Ballard, ElringKlinger, Otokar, Engie.
Lastly, Daimler Buses has announced its intention to offer all-electric
coaches under its Mercedes-Benz and Setra brands by the end
of this decade within the Electrified Coach project (ELCH).
Irizar has submitted this model at
the open call that initiates the Sustainable
Bus Award each year. The
rules of the prize stipulate that the
nominated models must be on the
market by the end of the subsequent
year...
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CATL NEW BATTERY ON THE LAUNCHING PAD
The most important battery supplier worldwide,
CATL, has developed a superfast charging LFP battery
named Shenxing. The new product, announced
in September 2023, is capable of delivering 400
km of driving range with a 10-minute charge as
well as a range of over 700 km on a single full
charge, according to the manufacturer itself.
In the e-bus business, CATL is the battery supplier
of many OEMs, such as Solaris, Rampini, Yutong,
Ikarus and Quantron. The group has recently appointed
Markus Baum as Chief Commercial Officer
Europe, while Mathias Hüttenrauch started as CEO
CATL Europe in March 2023.
More into details, Shenxing leverages the super
electronic network cathode technology and fully
nano-crystallized LFP cathode material to create a
super electronic network, which facilitates the extraction
of lithium ions and the rapid response to
charging signals.
CATL Shenxing is expected to be produced also in
Europe, namely in Germany and Hungary, where
the Chinese giant is building an up-to-date Gigafactory
located in Debrecen.
12
©2023
©2023
Cummins
Cummins
Inc.
Inc.

TECHNO
THE GAS ENGINE MADE IN UK
Cummins’ Darlington engine plant celebrated
this summer the production of its first L9N, the first
natural gas engine produced at the UK plant in its
58-year history.
Produced along with 72 thousand diesel engines per
year at Darlington, the 8.9-liter (280 to 320 hp) L9N
engine combines an extremely low emissions profile
for CO2, NOx and particulate matter with diesel-like
performance and reliability. The L9N can run on compressed
or liquefied natural gas as well as renewable
natural gas, which significantly reduces carbon emissions
from the tank to the wheels.
Designed to meet Euro 6E emissions regulations, the
L9N is in high demand in the European bus market,
particularly in cities with low-emission zones. It is currently
helping carry passengers on city bus routes in
Azerbaijan, Estonia, Poland, Spain and Turkey.
Cummins moved production of the L9N from its Rocky
Mount Engine plant in North Carolina, USA, to supply
its European-based L9N customers in the region. This
has reduced supply chain complexity and supports more
sustainable operations by shortening distances and
shipping times. The move was completed in six months
and saw significant investment in the Darlington plant.
In parallel, the engine manufacturer is pursuing its Destination
Zero strategy, focused on evolving Cummins
technologies to reach zero emissions across its product
portfolio. Cummins’ Destination Zero strategy is rooted
in the understanding that multiple solutions are required
to achieve industry-wide decarbonization across the
diverse applications the company powers.
CLOUD-BASED
ADVANCED BATTERY ANALYTICS
Maximize available battery capacity
Prevent thermal runaway
COMMITTED TO ZERO EMISSION
Performance indicators
Safety Indicators
Predictive alarm log
7-12 October
BRUSSELS
Booth 9H-955
17-19 October
CLERMONT-FERRAND
Booth N°20
Hydrogen bus
Hydrogen retrofit
Full maintenance
& training
Fleet & TCO
management
WWW.SAFRA.FR
www.powerup-technology.com

TECHNO
PEI MOBILITY’S COMMITMENT TO SUSTAINABLE MOBILITY
Bellows & joints, the party is here!
THE FIRST E-ARTICULATED E-BUSES MANUFACTURED IN BRAZIL
Bellows and joints, for articulated
buses. PEI Mobility now
has 8,000 bellows in Europe and
worldwide. A result achieved also
thanks to the help of the two
foreign production plants, one
in Serbia and the other in Brazil,
both reporting to the headquarters
in Bologna (Italy). The
goal of the company based in
the Motor Valley is to become
a reference player with a focus
on sustainable mobility. PEI
Mobility is a brand of P.E.I. Srl,
a leading Italian company in the
field of dynamic protections for
machine tools. Born and raised
in a context of excellence, the
company has specialized, during
its 20 years of experience, in the
production and sale of bellows
for articulated buses, and now
presents itself with an expansion
of its product range.
We were saying Brazil. Well,
here PEI Mobility participated in the development of the first electric
articulated buses in service in the city of São José dos Campos.
These are 22-meter-long buses capable of carrying up to 168 passengers.
We are talking of fully electric vehicles with a very low
environmental impact and equipped with state-of-the-art accessories
to ensure maximum comfort, such as USB ports on each seat,
monitors installed on the ceiling, radio and speakers. PEI Mobility
supplied the gusset assembly and the tube-guiding system and helped
make the joint.
Recently, PEI Mobility launched a
new range of high-performance joints:
thanks to state-of-the-art materials
(short carbon fiber using the Sheet
Molding Compound technique), and its
compatibility with all types of chassis,
new joints now offer unique solutions
in terms of light weight and flexibility.
2ND LIFE OF BATTERIES? ON MOBILE CHARGERS
FPT Industrial and Reefilla, an innovative Italian startup
offering a mobile charging service, have launched
a pilot project
aimed at giving
a 2nd life to batteries
from electric
commercial
vehicles, in particular
the eBS37
model installed
in the Iveco eDaily
and minibus
(announced in
spring).
FPT Industrial
and Reefilla have
joined forces in a full circle process to reuse electric
vehicle batteries once their service life has expired.
Manufactured by FPT Industrial in its ePowertrain
plant in Turin, some of the eBS37 batteries will be
delivered to Reefilla when they are no longer suitable
for powering electric traction.
The startup will recover the batteries’ modules and
over 50 percent of their internal components. The
components will then be installed in Reefilla’s Fillee
mobile power banks, for use in recharging its clients’
electric vehicles. By using parts from the eBS37 batteries,
Reefilla counts on significantly increasing the
charge capacity of its Fillee power banks.
Set up in Turin in April 2021 as part of the I3P startup
incubator and advanced by the Motor Valley Accelerator,
Reefilla offers predictive mobile charging
services for commercial fleets and private users. The
Fillee power banks, equipped with re-used battery
parts, are delivered to clients’ vehicles by a fleet of
electric vans.
16

TECHNO
NEXT MODULAR VEHICLES: MODULARITY IN THE BUS BUSINESS
What comes Next?
THE COMPANY AWARDED A €2.5 MILLION INVESTMENT FROM UAE
It is named Next Modular Vehicles,
and it produces a eye-catching
electric bus that stands out for its
modular imprinting, so that it can
be adjusted for any capacity need.
The concept was conceived by the
Italian company NExT, founded by
Tommaso Gecchelin, a graduate in
Physics and Industrial Design.
The company has an operational
office in Dubai. They have recently
been awarded an investment
agreement for the entry of Paradigma
Management Consultancies
LLC (from the Arab Emirates)
into its shareholding structure,
which strengthens the existing
partnership with an investment of
€2.5 million.
The goal of Next Modular Vehicles
products is that of being capable of
responding both to typical public
transport needs and of being configured
for on-demand use where
required. The vehicle can indeed
be used as a single ‘wagon’ or hooked up to other modules, depending
on the transport demand at the time.
During peak hours, the vehicle can start its journey with 5 or more connected
pods (where feasible) to accommodate peak demand. Depending
on the number of pods, the capacity can go up to the same as a 18-meter
bus, or even a tram, in cases where it’s feasible to connect more than 5
pods. At off-peak times, it can instead circulate with a lighter configuration
of 2 or 3 modules, and those not needed to cover demand can be parked
and kept in charge in anticipation of the next peak.
The goal of Next Modular Vehicles
products is that of being capable of
responding both to typical public transport
needs and of being configured for
on-demand use where required. The
vehicle can indeed be used as a single
‘wagon’ or hooked up to other modules.
NEW GENERATION COOLING
Eberspaecher is to unveil its brand new model
AC138 EVO, a rooftop system designed specifically
for hybrid and battery-electric buses. The supplier
anticipates that
it will enter
series
production
“for a major
international
manufacturer’s
all-electric city bus”
from 2025.
The AC138 EVO is equipped
with heat pump technology.
It works by reversing the air circuit instead of the
refrigerant circuit. This allows refrigeration system
components to be optimized for only one function
at a time, increasing efficiency. All the complexity
is handled by software, which adjusts the air flaps.
This results in an overall weight reduction of up to
50 kg, the supplier states. In addition, the integrated
exhaust air function allows energy to be recovered
from the outgoing air. Independent control of
the air flaps ensures temperature regulation in the
passenger compartment by mixing ambient and
indoor air. Eberspaecher claims it will be the first
to introduce the system with the environmentally
friendly CO2 refrigerant, R744.
Eberspaecher offers the system in two different sizes:
the touring bus variant features a reduced height
of 250 mm. The more compact version for city buses
features a height of 415 mm and a length of
2.8 m. The formats do not differ in terms of performance.
Both have a cooling output of 35 kW and a
thermal output of 24 kW and weigh 325 kg.
18

INFRASTRUCTURE
INFRASTRUCTURE
SIEMENS TAKES OVER HELIOX
Changing of the guard
DC FAST CHARGING PRODUCTS AND SOLUTIONS FOCUSED ON E-BUS FLEETS
In late August Siemens announced
that it has signed an
agreement to acquire charging
solutions specialist Heliox. The
acquisition “will complement Siemens’
existing eMobility charging
portfolio by adding DC fast charging
products and solutions focused
on e-bus and e-truck fleets”,
Siemens stated in a press note. Siemens
eMobility is part of Siemens
Smart Infrastructure, a company
that offers IoT (Internet of Things)-
enabled hardware, software and
services for charging from 11 to
300 kW for a wide range of applications.
Based in the city of Best
in the Netherlands, Heliox employs
about three hundred and thirty people.
Finally, it is worth noting
that Siemens’ commercial vehicle
e-drive division was sold in 2022
to Meritor (part of the Cummins
group, or more precisely of the
Accelera by Cummins business).
Siemens acquires the company from private equity firm Waterland and an
entity owned by a group of employees and individual shareholders; Heliox’s
portfolio will also extend Siemens’ market reach, primarily in Europe
and North America, while improving capabilities in power electronics. The
transaction is subject to customary regulatory approval, it was specified.
Heliox entered North American market in 2021. The Dutch company is
involved in one of the world’s largest e-bus projects at Schiphol Airport
in the Netherlands in the framework of one of the largest e-bus fleets in
Europe, launched in 2018.
“This is a milestone that adds value to
our growing eMobility charging business.
We see potential for digitization
and software in energy and depot management
and services”, said Matthias
Rebellius, Siemens AG board member
and CEO of Smart Infrastructure.
Double hit for CarMedialab, which after winning the
tender for the electrification of public transport in Israel - the
MOBILEcharge charge management system will be used
throughout Israel to recharge electric buses - has been chosen
on the other side of the world, in the States, to be exact
by C-TRAN, the public transport company of Clark County
and the Vancouver-Portland region, to provide, together with
INIT, the IT technology to charge electric buses.
MOBILEcharge is an intelligent charge management system
that not only monitors and controls the charging of e-buses,
but can also integrate various interfaces. These interfaces
enable seamless communication with depot management
and other relevant systems. In this way, operators can better
manage their electric fleets, optimize operations, increase
efficiency, and save costs.
“Sustainability is at the core of our public transportation
business, and battery electric buses are critical to our zeroemission
future -, said Eric Florip, C-TRAN’s communications
and marketing manager -. We are excited to partner
with INIT and CarMedialab to improve the performance
of these vehicles and the experience of our passengers”.
As for the order on Israeli soil, however, the charging stations
will be connected throughout the country as Ayalon
Highways, the nationwide infrastructure provider, contracted
CarMedialab to integrate the MOBILEcharge management
system into hundreds of electric bus charging stations.
ON THE US-ISRAEL AXIS
“We chose CarMedialab’s charge management system for
all our bus depots in Israel. MOBILEcharge will help us
have the maximum number of buses available on time with
minimal network utilization and costs. Let the electrification
revolution begin”, said Shirley W., product manager of
Ayalon Highways.
THE HOUSE OF SMART CHARGING
Amsterdam public transport operator GVB has
chosen The Mobility House to meet charging management
needs
for its 159
electric buses:
the Dutch company
relied on
the ChargePilot
solution and by
the end of the
year the 159
e-buses will be
charged at the
190 DC charging
spots. The
one between
GVB and The Mobility House is actually a partnership
that started last year, as the capital’s
operator has chosen the German company for
Amsterdam’s central station: the collaboration
deal now expands to six more depots across the
city. This is a necessary step toward achieving
the goal of making the entire bus fleet completely
emission-free by 2025.
ChargePilot’s fast response time to network
changes, independence from a stable internet
connection, and data security ensure reliable
and fail-safe load management. This data includes
the battery level status at the time of
arrival, the desired state of charge when the
destination is reached, and the need for preconditioning
according to VDV 261 and ISO 15118.
With this information, connected systems can
manage and monitor individual charging processes
and ensure that each bus is ready for use
at the start of service.
20

INFRASTRUCTURE
WASHINGTON ZERO. EMISSION.
Washington D.C? No, Washington Z.E., namely
zero emission. Washington Metropolitan Area Transit
Authority, in fact, received a $104 million grant from
the Federal Transit Administration in order to convert
Cinder Bed Road Bus Garage to exclusively serve battery-electric
buses. The Low or No Emission Vehicle
grant will help Washington Metro achieve its accelerated
timeline to transition nine bus garages and nearly
1,600 buses to zero-emission technologies by 2042.
Washington Metro is partnering with Fairfax County
on the conversion of the Cinder Bed Road facility, a
portion of which is planned to be used by the county
to house and charge their all-electric Bus Rapid Transit
service running from Fort Belvoir to Huntington Metrorail
Station by 2030. The grant will also support the
purchase of battery-electric Metrobuses for the region,
and workforce development and training.
This summer, Metro received delivery of the first two
of 12 battery-electric buses as part of its first phase of
zero-emission bus deployment. Metro transition plan
includes the purchase of new buses, supporting charging
infrastructure and upgrades to bus facilities. In
addition to Cinder Bed Road, Metro’s new Northern
and Bladensburg bus garages, which are under construction,
are being built to support zero-emission buses,
as will the new Western Bus Garage being planned.
“Transitioning our bus fleet to zero-emissions vehicles
will provide customers with a better experience
and help Metro achieve its mission to be a climate
change solution for the National Capital Region”,
said Metro General Manager and Chief Executive
Officer Randy Clarke.
RIDE CLEAN
Ready to switch to H2?
City and regional transit managers agree: the total cost of ownership (TCO) for
hydrogen-fueled buses will soon match diesel vehicles. To put H2 buses and coaches
in service at scale, manufacturers need suppliers with knowhow and experience. That’s
where we come in. Our
on-board fueling systems for compressed H2 arrive
complete with type-3 or -4 cylinders, gas street components, and frames. Now you
can drop fleet emissions while maintaining the same maintenance, fueling, and route
schedules as with diesel buses.
A WORLD OF COMFORT
EBERSPÄCHER AC138 EVO
THE NEXT GENERATION OF
CO 2 REFRIGERANT TECHNOLOGY
On the way to Clean Mobility Eberspächer Bus and Coach proudly presents the
new platform AC138 EVO: A roof-mounted AC system that combines simplicity
with an integrated heat pump functionality.
Our patented reverse air cycle technology enables high energy efficient and
climate-friendly heating and cooling, providing an integrated exhaust air
function for waste heat recovery.
By reduction of complexity our coach and city bus variants captivate through
low weight, our coach version additionally convinces with a low height.
Visit us at Busworld Europe 7–12 Oct 2023 in Hall 6 I 629.
H2 On-board Fueling System
| EBERSPAECHER-BUSANDCOACH.COM/EN
SWITCH TO H2 TODAY:
www.worthingtonindustries.eu/markets/mobility
at-worthington@worthingtonindustries.com
+43 7485 606 0

OUTLOOKS
24
MID-YEAR FIGURES FOR THE EUROPEAN ZERO-EMISSION BUS MARKET
ON THE RIGHT PATH
The electrification of European cities is accelerating,
with a 85% increase in zero-emission bus adoption
in two years. The share of ZE buses in Class I has
surged to 37.5%, a 15% increase in two years
THE MARKET SHARES’ SWING
European cities are witnessing a
rapid rise in the adoption of zero-emission
buses. +85 percent in
two years. Recent data compiled
by Chatrou CME Solutions give a direct
feeling of the surge in the use of zero-emission
during the first half of 2023. With a disclaimer:
we are witnessing a record year for
the city bus market. There were 6,773 Class
I buses registered in the period January -
June, up 12.5 percent compared to last year
(and good news also came from the coach
market, up 48 percent).
Perhaps the most striking finding is the 15
Battery-electric bus registrations
Jan-Jun Full year Full year Full year Share in e-bus Share in e-bus Share in e-bus Share in e-bus Trend market share
2023* 2022** 2021** 2020 *** market 2023 % Market 2022 % Market 2021 % Market 2020 % H2023 vs 2022 %
Solaris 421 342 390 406 16,4 8,2 11,9 19,7 +8,2
MAN 260 230 134 25 10,1 5,5 4,1 1,2 +4,6
BYD - ADL 223 465 375 190 8,7 11,2 11,4 9,2 -2,5
BYD 203 322 257 412 7,9 7,8 7,8 20 +0,1
Yutong 200 479 303 153 7,8 11,5 9,2 7,4 -3,7
Volvo Buses 145 232 211 217 5,6 5,6 6,4 10,5 =
Wrightbus 140 112 **** **** 5,5 2,7 **** **** +2,8
Iveco Bus / Heuliez Bus 131 347 274 113 5,1 8,4 8,3 5,5 -3,3
Ebusco 121 78 132 109 4,7 1,9 4 5,3 +2,8
Daimler Buses 105 405 333 98 4,1 9,8 10 4,8 -5,7
Zhongtong 105 **** **** **** 4,1 **** **** **** -
Irizar 78 110 201 25 3 2,6 6,1 1,2 +0,4
Karsan 77 135 36 **** 3 3,3 1,1 **** -0,3
Golden Dragon 66 133 53 **** 2,6 3,2 1,6 **** -0,6
VDL 25 344 178 127 1 8,3 5,4 6,2 -7,3
* Markets: EU27+UK+ICE+NO+CH excluding: SK, HR, BG, CY and MT
** Markets: EU27+UK+ICE+NO+CH
*** Markets: Western-Europe and Poland
**** Figure not available
Based on Chatrou - CME Solutions data on battery-electric bus registrations (excluding trolley buses) above 8 ton.
percent increase (in two years) in the share
of zero-emission buses, including BEV and
hydrogen fuel cell models, within the European
city bus market. In the first half of
2023, these technologies accounted for 37.5
percent of all registered city buses. It was
30 per cent in 2022 and 22 percent in 2021.
A record year for the city bus market?
The surge in battery-electric buses is particularly
noteworthy. In just two years, their
volume skyrocketed from 1,385 in the first
half of 2021 to 2,567 in the first half of
2023, representing an 85 percent increase.
Several European countries are emerging as
leaders in electrifying their public transportation
fleets. The United Kingdom leads the
pack with 524 electric buses, constituting a
fifth of the total electric bus registrations in
the period. Norway, an unexpected contender,
secures the second position with 346
electric buses, followed closely by Germany
with 279 and Spain with 260 registrations.
Hydrogen fuel cell buses are also gaining
traction, with registrations nearly doubling
from 52 in the first half of 2022 to 96 in the
same period in 2023 (but with such small
numbers it’s not possible to identify clear
trends). Caetano leads the way this year until
June with 28 registrations. Germany is at
the forefront with 29 hydrogen buses.
MAN is ramping up
In the broader context of the European electric
bus market, 2023 is proving to be a transformative
year. With 2,567 battery-electric
buses registered in the first half of the year,
the market segment has grown by a remarkable
45% on 2022.
A notable development is the ascent of
Solaris has been leading
the e-bus market in Europe
in the first half of 2023
with 421 registrations and
a market share of 16 percent.
This surge stands in
stark contrast to the 342
electric buses registered
for the entire year of 2022,
which represented an 8.2
percent market share.
Solaris continues to hold
the top position in the
overall electric bus market
for the period between
2012 and June 2023, with
1,884 units registered and
a 12 percent market share.
CNG AND HYBRIDS,
LIGHTS AND SHADOWS...
The shift toward alternative drive city
buses (including battery-electric, CNG,
fuel cell, and hybrid) appears unstoppable,
now constituting 73.5 percent
of the market, up from 64.5 percent the
previous year.
CNG buses have maintained stable volumes
since 2021, therefore experiencing
a decrease in the share 2023 as a
consequence of the above-mentioned
rise of total city bus figures: CNG share
was 20 percent in the first half of last
year, and became 14 percent this year.
Volume of hybrid buses, on the other
hand, “in the past years followed a
capricious pattern. With the introduction
of the new Intouro, the number of
hybrid buses in the intercity segment is
growing rapidly: 0 in the first half 2021
and 2022, 422 in the first half 2023”,
Chatrou CME Solutions notes. It is
worth mentioning that also mild hybrid
buses are included into the category.
MAN, which has taken a significant share
of the market for the first time. With 260
registrations, the German group now stands
as the second top seller, closely trailing Solaris,
which led the e-bus market in the first
half of 2023 with 421 registrations and a
market share of 16 percent. This surge stands
in stark contrast to the 342 electric buses
registered for the entire year of 2022, which
represented an 8.2 percent market share.
A few notes about MAN: in H1 2023 it recorded
260 electric bus registrations, a significant
increase from the 230 buses in the
whole 2022. This propelled MAN to a substantial
10.1 percent market share in 2023,
up from 5.5 percent the previous year.
Compared to 2021 (134 buses) and 2020
(25 buses), MAN’s growth is continuous
and stable and is reflected also in the market
share progression.
Behind Solaris and MAN, we find BYD –
ADL, BYD, Yutong (leader in 2022) and
25

OUTLOOKS
Volvo. Lagging behind, Iveco Bus registered
131 electric buses in H1 2023, capturing
a 5 percent market share. The figures reflect
a steady performance. Daimler Buses, with
105 electric bus registrations in H1 2023
and a small 4 percent market share, faces a
decline from 405 registrations in 2022.
Tough times for VDL
VDL, with only 25 electric bus registrations
in H1 2023 and a 1 percent market
share, faces considerable challenges. The
drastic decline from 344 registrations in
2022 suggests that VDL is struggling to
maintain a strong foothold in the European
e-mobility market.
The performance of the main players is illustrated
by the chart comparing the manufacturers’
market shares in the battery-electric
bus segment. The comparison between results
of the first half of 2023 with those of
the same period last year would have given
little information on the industrial and commercial
developments of OEMs businesses.
Therefore, we chose to report data for the
entire past years and focus, for compari-
son’s purposes, on the market shares.
Back to electric buses, while MAN has
made impressive strides, Solaris continues
to hold the top position in the overall electric
bus market for the period between 2012
and June 2023, with 1,884 units registered
and a 12 percent market share.
In Europe, electric city bus deployment is
gaining traction, with over 15,000 electric
buses currently operational. Leading the
A notable development is
the ascent of MAN, which
has taken a significant
share of the market for the
first time. In H1 2023 MAN
had 260 electric buses
registered, a significant
increase from the 230 buses
in the whole 2022. MAN
market share almost doubled
up to 10.1 percent.
charge is the United Kingdom, boasting a
fleet of 2,359 electric buses. Germany closely
follows with 2,106 buses and France
secures the third position with 1,739 electric
buses. The Netherlands also plays a significant
role in this shift toward sustainable urban
mobility. These figures reflect Europe’s
collective commitment to reducing emissions
and adopting cleaner public transportation
options.
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OUTLOOKS
UK MANUFACTURERS DEALING WITH MARKET CHALLENGES
RECOVERING
The UK’s bus and coach OEMs are seeing returning
demand coinciding with new orders. With supply mainly
into the domestic market, they are also supplying Europe
and beyond, with focus on zero-emission vehicles
On first reflection, July’s late cancellation
of the Coach & Bus UK
exhibition, due to take place in
November 2023, does not bode
particularly well for the UK market. The
organisers cited the withdrawal of OEMs
through post-pandemic budget constraints
as one reason to call it off. In this respect,
the exhibition also faced competition with
Busworld Europe. In addition, the exhibition
team reported that full order books
combined with supply chain difficulties
impacted manufacturers’ needs to exhibit.
Indeed, most UK bus and coach manufacturers
are reporting increased utilisation of
production capacity.
Rising market demand means that the exhibition’s
organising team, the same responsible
for Euro Bus Expo, is gearing up for a positive
edition of this show in 2024. Meanwhile,
the UK’s primary bus and coach manufacturers
continue to aim towards pre-pandemic
production levels, and in some cases, exceed
them, with sales in the domestic and international
markets.
Alexander Dennis
“Our 2023 production capacity is almost fully
booked, and we have a reasonably healthy
level of forward orders for 2024,” says Paul
Davies, president & MD, Alexander Dennis.
The manufacturer’s capacity now includes
expanded production lines at its Larbert headquarters.
“Our manufacturing capacity
remains geared towards flexibility, which is
very important in times like this where there
is so much uncertainty,” explains Paul.
“We are using the investment in Larbert as
a once-in-a-lifetime opportunity to create a
world-class manufacturing environment and
we’ve done a lot of benchmarking and stress
testing. The installation of two production lines
at Larbert will add capacity for up to 700
buses per year, which will be useful as the
market in the UK continues to recover”.
For its domestic markets this year, Alexander
Dennis is focusing on its range of next
generation ZE buses, with the Enviro100EV
Equipmake
Electric drivetrain manufacturer Equipmake
continues to provide an increasing number of
repower conversion projects. Delivery of 12
vehicles to First’s York operation is ongoing,
converting Optare Versa models and providing
a range between 240 to 400 km. Meanwhile,
in South Wales, Equipmake has signed
an agreement with Newport Transport
to repower eight double deckers. This news
comes on the back of Equipmake’s London
trial of a New Routemaster with Metroline,
and discussions are ongoing about repowering
vehicles for a full route.
Internationally, Equipmake has a partnership
in South America with Agrale, providing an
electric powertrain for a new bus, which is
currently on trial in Buenos Aires. Equipmake
is also initiating repowering in Indonesia
with a local partner. “We’ve met our numbers
for this year, and next year, the target
will more than double,”, says Equipmake
managing director Ian Foley.
A new development for Equipmake is the
move towards the coach market. The company
has repowered a tri-axle Van Hool
T917 for Westway Coaches, providing a claimed
range of 350 km. The additional weight
capacity of a three-axle vehicle meant it was
easier to install the drivetrain system and
meet the weight targets, and with batteries installed
behind the rear wheels, luggage space
isn’t impacted. Two-axle repowering is also
possible, according to Equipmake, though
this would impact luggage capacity.
“A luxury coach can cost £500,000
(€581,000). For an operator currently looking
to buy a new vehicle, it’s quite a diffiand
the Enviro400EV double deck bus. For
the Enviro100EV, the company says that
pre-orders are in line with expectations, ahead
of opening volume orders when the new
model launches later this year, together with
the Enviro400EV. In line with this promotion,
the company is positive about future
demand in the UK.
“The UK bus market suffered from underinvestment
for a number of years pre-pandemic,
and, for the last few years, we’ve seen
very low levels of new bus registrations compared
to historic norms,” says Paul. “Clearly
there are a lot of changes at a bus operator
level that impact on new bus demand, but we
believe the fundamentals remain strong and
that investment in new fleet will return”.
International markets continue to be a key
element of the Alexander Dennis strategy.
This is led by the 82-seat Enviro500EV,
which the company is delivering to both
KMB and MTR Corporation in Hong Kong,
as well as ambitions beyond. “There is returning
interest in double deck transit buses in
North America, which we are excited about
and have taken new orders,” says Paul. “In
continental Europe, we are focusing on opportunities
for double deck buses tailored to
individual requirements, such as those we’ve
built for Switzerland and Berlin”.
Following involvement in Scotland’s
CAVForth driverless bus trials, reported as
the world’s first full-sized self-driving bus
service, what role will ADL have in the future
of driverless transit? “We expect interest
in autonomous capabilities for buses
to grow further over the next few years as
projects like CAVForth and the Dubai World
Challenge for Self-Driving Transport prove
Wrightbus sales for the year,
as of July, are 254 units, and
the group plans to build over
600 vehicles in total in 2023.
Over 90% of these will be zero-emission
buses, compared
to 64% last year. Over 90% of
its orders are for the UK and
Ireland, though Wrightbus
says it is in the process of
expanding into Europe.
No further news is forthcoming
regarding production
commencing at Switch’s
Valladolid, Spain plant. As of
July 2022, Switch planned
bus manufacture for the European
market to begin within
12 months.
the viability of a variety of use cases for the
technology,” says Paul. “Legal and operational
frameworks in different countries will
mean that transitions will differ, which is
why we’re developing flexible solutions that
can be tailored to local requirements.
cult decision because in a few years time you
probably won’t be able to run it in cities. An
alternative is to refurbish the coach and repower
it, giving a lower risk option than buying
a new vehicle”.
Ian says that, depending on battery capacity,
the cost of repowering a coach ranges
from approximately £170,000 (€197,700) to
£230,000 (€267,500).
Mellor
Since opening orders of its zero emissions
Sigma bus range in August 2022, Mellor now
has 150 zero emission buses sold or on order.
In addition, it plans to produce around 250 of
its Euro 6 diesel minibuses in 2023. To fit the
growing demand, the company is actively
investigating expansion of its manufacturing
capacity, which is currently centred around
its Rochdale plant. “The growth level into
2024 for Mellor is going to be very strong,
based on existing orders with a pipeline of
opportunities in the UK and internationally,”
says Gustavo Marqueta-Siibert, group business
development director for WNVTech,
Mellor’s parent organisation.
The company has a 50/50 split of sales
between the domestic and international markets.
In Europe, Mellor’s biggest contract has
been to supply 42 of its Sigma 7 models to
Connect Bus in Gothenberg, Sweden. Mellor
will shortly announce details of supply into
Canada, expected to start early next year.
This year, Mellor has also launched two
high-floor electric bus models that focus
on accessibility including a wheelchair lift.
Based on the Sigma 7, the vehicle can carry
up to seven wheelchairs, while the Sigma
9-derived version can carry up to 10 wheelchairs.
The company also expects to make
an announcement about the launch of its first
electric minibus in the M2 category.
Pelican-Yutong
Pelican Bus & Coach, Yutong’s UK impor-
28
29

OUTLOOKS
30
ter and distributor, is on the verge of presenting
its first demonstrator vehicle of the new
U11DD electric double deck bus, with a second
demonstrator due in December. Pelican
opened orders in October 2023 and Newport
Transport has requested two vehicles. The
68-seat capacity bus has been introduced to
fit the wider needs alongside the brand’s existing
10-metre and 12-metre vehicles, as well
as the 14-metre airport bus.
For the coach market, Pelican is also launching
the GTE14, a 61-seat, 13.97-metre,
3-axle electric coach, based on a 15-metre
design already in use in Europe. Pelican has
taken its first orders, with 14 vehicles requested
by Scotland’s Ember inter-city operator.
Two battery versions will be available,
which Pelican says will provide a range
of around 480 km on a single charge. The
GTE14 will join the 50-seat TCe12 electric
coach, in addition to Pelican’s 12-metre and
9-metre diesel coaches.
Pelican’s sales and orders will achieve over
100 diesel coaches this year, and over 100
electric buses and coaches. “This means
that our numbers are an increase on last year
for both diesel and electric vehicles,” says
Ian Downie, head of Yutong UK, Pelican.
“Alongside this increase, we’ve continued
our investments, moving the Yutong premises
from a five- to a 20-bay workshop launched
this September”.
Switch Mobility
For the UK market, Switch Mobility (formerly
Optare) provided its first electric Metrocity
buses to Stagecoach in June 2023.
Part of a 20-vehicles order, Switch is delivering
8.7-metre and 9.5-metre variants
with a claimed range of 270 km. Back in
November 2022, Switch explained that a
battery-electric Metrocity would enable
the model to remain as the manufacturer’s
core UK bus. Also in June, Switch provided
Northern Ireland’s Translink with six of its
electric Solo, low-floor midi bus models.
Switch says its 36-capacity vehicle offers a
range up to 300 km.
In Europe meanwhile, no further news is
forthcoming regarding production commencing
at Switch’s Valladolid, Spain plant. As
of July 2022, Switch planned bus manufacture
for the European market to begin within
12 months at the new 35-acre facility, planned
to include two production lines.
India continues to be Switch’s most significant
market, with the company owned
by Ashok Leyland, part of the Hinduja
Group, headquartered in Mumbai. Significant
recent orders include 71 units of the
Switch EiV 12, provided to JSW Steel for
employee transportation. The 12-metre bus
is specifically for the Indian market, using
the same technology platform as the Switch
e1, designed for Europe. Earlier this year,
Switch also commenced delivery of the first
of 200 of its EiV 22 electric double-decker
buses for Brihanmumbai Electric Supply
and Transport (BEST), Mumbai.
Wrightbus
Since entering administration in 2019 and a
subsequent takeover by Jo Bamford, a member
of the family behind the British excavator
vehicle manufacturer, JCB, Wrightbus’
fortunes have been back on the rise. Global
sales for the year, as of July, are 254 units,
and Wrightbus plans to build over 600 vehicles
in total in 2023. The company says that
“There is returning interest
in double deck transit buses
in North America, which we
are excited about and have
taken new orders,” says
Paul. “In continental Europe,
we are focusing on opportunities
for double deck buses
that are tailored to individual
requirements, such as those
we’ve built for Switzerland
and Berlin, says Paul
Davies, president & MD,
Alexander Dennis. Mellor is
investigating expansion of
its manufacturing capacity.
over 90% of these will be zero-emission buses,
compared to 64% last year. Over 90%
of its orders are for the UK and Ireland,
though Wrightbus says it is in the process
of expanding into Europe, and the company
has orders in far east markets and Australia.
Wrightbus also reports an order bank deep
into 2024. “We are growing faster than any
major bus manufacturer in Europe,” says
Jean-Marc Gales, CEO, Wrightbus. “Since
the firm was taken over by Jo Bamford in
2020, the expansion has been rapid, going
from 50 employees to over 1,200.”
The Northern Ireland-based OEM offers
both battery electric and H2 fuel cell buses
in single- and double-deck configurations.
Hydrogen is a particular interest
for Jo Bamford, who also founded hydrogen
manufacturer Ryze, and Wrightbus is
developing a green hydrogen production
facility at its Ballymena headquarters.
The company hopes to have this online
from early 2025.
Echoing the sentiments across UK and Northern
Ireland’s manufacturers, Wrightbus
would like the government to encourage
long-term market stability, in addition to
speeding up the delivery of the zero-emission
bus fund. “We would like to see a longer-term
funding plan, and consideration of
a yearly plan for the number of zero-emission
buses the UK government wants to see
enter service,” says Jean-Marc. “This would
allow UK manufacturers to efficiently plan
the scaling up of manufacturing facilities
and drive greater investment into our domestic
supply chain”.
Alex Byles

OUTLOOKS
32
HOW OPERATORS CAN ENSURE EFFICIENT AND SAFE OPERATIONS
LIKE A FLOCK
OF SHEEPS
What a flock of sheep has in common with
a battery system? Why is BMS crucial in
maintaining the health and performance of EV
batteries? How can diagnostic tools help?
Batteries are maintenance free –
that’s what’s generally said. No
oil change, no cylinder head
gaskets, almost no brake wear,
no consumables, no exhaust: perfect for
24/7 operation. Also, technological progress
just makes them better and stronger.
But is that true? Not necessarily. The
quest for longer range rather led to a decline
in lifetime. Early NMC-based batteries
lasted more than 2,000 cycles before
end-of-warranty (that is not equal to end
of life!) – far too much for cars (more than
300,000 km). Automotive technology has
thus approached the 1,000-cycle mark,
also impacting the bus industry and thus
THE AUTHOR
Claudius Jehle is CEO of
volytica diagnostics GmbH.
The company has the
mission of «providing an
easy-to-integrate battery
remote monitoring and
diagnostics solution to enable
a sustainable mobility
future». He cooperates with
Sustainable Bus on a series
of knowledge articles on a
series of topics around Li-
Ion Batteries.
Credit opening picture: BVG
raising the importance of lifetime management
and careful operation.
Are batteries ‘maintenance free’?
But even more important in daily business
is availability and safety. A battery
is like a flock of hundreds of single cells,
with delicate cables, electronics and
sensors tying them together. We know
from diesel engines how vulnerable such
clockworks are to component issues – but
here, something is peculiarly different:
the cells themselves.
Does the weakest sheep determine the behaviour
of the entire flock?
Any difference in quality or property
among the flock of cells will impact the
performance of the entire
herd. The battery management
system (BMS)
is there to handle such
deviations: asymmetries
in voltage/state of charge
are ‘balanced’ out to
some degree, e.g. during
idling after charging. But
if the asymmetry has become
too pronounced, or
if the BMS is unable to
sense it (a huge problem
of LFP), a battery can
just shut down or show unexpected behaviour,
such as sudden standstill, erratic
jumps in State of Charge or significantly
reduced range.
But why do such ‘evil’ asymmetries arise
in the first place?
On balancing, BMS, diagnostics
Balancing works best during rest, so heavy
use reduces balancing efficiency,
especially for LFP. Also, small quality
differences will intensify due to imperfect
cooling. Standard BMS can handle
normal spreads, but outliers always exist.
Also, the electronics can only detect an
existing problem and are limited in predicting
them. All of that is amplified by
strong usage conditions like fast charging
or low temperatures that make it even
worse, raising the likelihood of safety critical,
cell-internal damages.
Fine precursors for these bad things can
be sensed in the interplay of voltages,
currents and temperatures (but: temperature
is the last to react!), but they are
often too subtle and gradual for any BMS
to spot unambiguously and without being
too squeamish. Online diagnostic tools
can give early indications on things that
BVG’S WAY IN DEALING WITH BATTERY TECHNOLOGY
BVG aims to decarbonize its entire bus As a transport company, we want to
fleet with approx. 1,750 electrically deal with this ourselves in order to build
powered buses by 2030. As early as up internal expertise. In doing so, we are
2023, 228 e-buses will be on the roads of looking for supportive and experienced
Berlin. A vehicle tender for a framework partners».
contract for new electrically powered
What tangible results have you already
articulated buses is currently underway.
been able to achieve with battery diagnostics?
Kevin Doãn, battery technologist at
BVG, outlines the challenges of the battery
technology for electric buses.
Besides charging infrastructure, what
worries you the most?
Doãn: «The battery technology
of buses is subject to very
dynamic development and is
therefore a key component
of new vehicles. In addition
to passenger safety concerns
and compliance with the extensive
warranty conditions,
we are confronted with a
complex electromobility system.
At present, volatile general
conditions are a constant companion
and make future planning difficult.
Electromobility is currently associated
with high costs, as there is currently no
1:1 replacement of vehicles».
Regarding the battery, which responsibilities
do you see for the manufacturer
and which for the PTOs respectively
owners?
«The vehicle manufacturers are rarely
the battery manufacturers themselves.
So, the high-voltage battery is a subsystem
that the vehicle manufacturers
integrate into their vehicle concepts,
and the responsibility must lie with the
battery manufacturers to monitor the
production process accordingly. As the
operator of the vehicles, I see the responsibility
to ensure the safe operation
of all components, whether through
maintenance intervals or battery diagnostics.
A ‘defective’ battery cell can be
detected much earlier than when it fails.
«Although for the time being only a
small part of our electrically powered
vehicle fleet is being monitored by external
partners, we have already had our
first taste of success. A few months ago,
an anomaly was detected that indicated
a problem with individual cells, with the
potential for vehicle failure. The anomaly
detection allowed the vehicle to be
taken out of service and the battery system
to be repaired by the vehicle manufacturer
within the warranty period».
What does this mean for day-to-day
operations?
«Not only can we convey safety to our
passengers, but we can also prove and
ensure it. By detecting deviations at an
early stage, a technical defect could be
detected, checked, and remedied. This
indirectly increases vehicle availability
in daily operation. Another important
aspect of decarbonisation for us is the
sustainability factor: with battery diagnostics,
the charging management can
be analysed and adjusted to extend the
life of the battery».
Does this incident have any influence
on future decisions?
«Yes. From this case study we have seen
the possibilities that battery diagnostics
/ battery monitoring offer. As BVG, we
must continue to work intensively on
the topic of battery diagnostics, which
means both building up internal knowhow
and working continuously with
partners in the areas of battery, charging
and drive technology».
33

OUTLOOKS
A battery is like a flock of
hundreds of single cells.
Something is peculiarly
different: the cells
themselves. Any difference
in quality or property
among the flock of cells
will impact the performance
of the entire herd. If the
asymmetry has become too
pronounced, or if the BMS
is unable to sense it (a huge
problem of LFP), a battery
can just shut down.
could later become problematic, helping
to sort, assess, and to find appropriate remedies
- as this was the case in the BVG
case study. The anomaly detection allowed
the vehicle to be taken out of service
and the battery system to be repaired by
the manufacturer.
Cost efficiency and safe and reliable ope-
ration is the responsibility of the operators.
Transparency, the ability to react in advance,
and the capability to perform root cause
analyses, will become a daily routine as
the number of electric buses grows.
Only with access to the basic battery signals,
the above-mentioned actions can
be taken. Luckily, battery and vehicle
data sharing standards like VDV338 and
ITxPT make their way into tenders and
procurement processes, and more and
more fleet management solutions and
third-party providers offer simple and
efficient solutions for battery health, status
and quality analysis based on battery
field data.
Claudius Jehle
www.dottotrains.com
We make power
last longer.
100%
Electric
Charging
forward
to make zero-emission
transportation work
Our battery technology
makes cleaner power safe
and scalable.

OUTLOOKS
If someone had asked us a couple of
years ago if there was still room for
bodybuilders, we probably would
have answered no. But after the recent
statements from various manufacturers
who intend to downsize or even cease
the production of complete buses, are we
still of this opinion?
Undoubtedly, the ‘electric race’ has shuffled
the cards of a sector that has remained
too tied to old entrepreneurial logics and
dotted with large groups that are economically
uncompetitive and poorly responsive
to market developments. The pandemic
then acted as a catalyst for a process
that was in any case changing the collective
way of moving, especially in the tourism
sector. Furthermore, the appearance of
many new (sometimes improvised) players
is redistributing market shares in the
face of figures that, overall, remain more
or less constant. Finally, an increasing
share has been taken by Chinese groups,
which have never been so present in the
old continent, with a technology already
widely tested and much lower prices. And
what about Turkish brands? Their current
political and economic situation certainly
doesn’t help them, but regardless of this,
they continue to sell several hundred pieces
a year in Europe.
So, is this a sector destined to change?
Yes, and quite a bit. But let’s see in detail
what is happening today and try to understand
where we are going.
res, except for some important contracts
in northern Europe. This maneuver will
logically lead to a further lower income,
which is estimated at around one billion
euros, but from 2025 it will make it possible
to restore competitiveness to one
of the largest automotive groups on our
continent. Production will continue in
Sweden for all the technological parts, as
well as for the chassis to be set up, just as
assistance will be ensured for the entire
fleet already on the road.
Looking at the future, Volvo will strengthen
its partnership with the Egyptian
manufacturer MCV, with which it had
already supplied electric buses in the
United Kingdom, by having the 12- and
18-meter electric 7900 manufactured and
by developing a new project for the intercity
bus. In the field of touring coaches,
Volvo confirmed its collaboration with
coachbuilders, starting with Sunsundegui,
for increasingly customized vehicles that
conform to customer specifications.
SCANIA
idea, which was repeatedly announced
and never really implemented, of developing
platforms common to MAN within
the Traton group was definitely shelved.
On the other hand, the will remains to
follow more paths in alternative tractions
(electric, hybrid, hydrogen, gaseous and
liquid methane) but leaving the task of
‘dressing’ the bus to others, so as to better
accommodate the markets and distribute
the investment costs.
MAN
The ‘electric race’ has
shuffled the cards of a
sector that has remained
too tied to old entrepreneurial
logics and dotted
with large groups that
are economically uncompetitive
and poorly
responsive to market
developments.
HOW IS THE BUS INDUSTRIAL LANDSCAPE CHANGING IN EUROPE?
RACE TO PROFITS
First Volvo, then Scania announced radical changes of
business model that seems to be destined to set an
example. Iveco Bus and Daimler Buses have bucked the
trend. Body builders are experiencing a new golden age
VOLVO
I
n March 2023, the Swedish manufacturer,
one of the first to believe in electric
traction, announced its intention to cease
the production of complete buses in
Europe at the end of the first quarter of
2024, effectively closing the Polish plant
in Wroclaw. The plant will then pass to
Vargas Holding, which will reinstate part
of the 1,500 employees starting from the
end of this year. This decision comes after
years of losses, during which Volvo has
never achieved significant market sha-
Just over a year after the presentation
of the new Interlink, Scania has stated
its intention to stop the production of all
its complete buses, including the Citywide,
foreseeing the drastic downsizing of
the Polish production site and the cutting
of over 800 employees (partly relocated).
The fifth European manufacturer of buses
over 8 tons comes from a three-year period
of constant decline in original vehicles
registered. This is quantifiable in a
minus 35 percent since 2019, compared
to a Scania bus turnover that for 90 percent
is made of vehicles built through
bodywork partnerships all over the world.
A painful but necessary choice, therefore,
to concentrate investments on engines,
chassis and technological parts, making
more and more use of those partners who
over the years have been able to make
the most of robust, reliable and known
everywhere mechanical groups, ensuring
their marketing and assistance. Thus, the
The Bavarian manufacturer has declared
its intention to reduce the production
capacity of the Polish plant in Starachowice,
which is currently the reference
for the entire urban range, in order to transfer
the entire construction process of
electric buses to it, moving all conventional
fuel buses (including methane) in the
recently expanded Turkish plant in Ankara.
All with a cut of about nine hundred
workers, half of whom will be immediately
relocated to the new truck production
unit near Warsaw. In reality, this decision
reduces the overall production capacity of
MAN and Neoplan branded buses, going
from over 7,000 units (although only a
small pre-pandemic share) to just over
5,000, two thirds of which reserved for
the Turkish factory. On the other hand,
the European market has fairly constant
figures and MAN shares fail to increase,
despite an almost completely new range.
636
37

OUTLOOKS
Therefore, it is essential to redistribute
production, increasing the specialization
of each plant and improving a margin that
is still not sufficient. Another announcement
from Munich’s product marketing is
the stop to Euro VII engines for city buses:
this is rather curious, since the engine
used on all line buses (including intercity
buses) is the nine-liter engine presented in
2018. Rumors see in the future the use of
Scania engines on the entire Traton group.
MERCEDES-SETRA
The last brand to build most of its buses
in Germany, Daimler has recently decided
to relocate part of its production to
the Czech Republic, specializing the current
German plants in the design and manufacturing
of alternative traction vehicles.
Basically, from 2024, Mannheim
will be a center of excellence specialized
in BEV and FCEV buses, while all tradi-
tional vehicles will be moved to Holýšov
where, from 2028, all the bodies for all
the group’s European plants will be manufactured.
All with a precise investment
plan in Germany (150 million) with the
maintenance of minimum employment.
The reduction in production in Mannheim
will however be compensated for by an
increase in the construction of components
for the entire group and the Setra
Top Class will remain in Neu-Ulm. From
the official press releases, however, it is
not clear where the Citaro diesels will
be manufactured starting next year: if
Mannheim only makes electric buses,
will production already go to the Czech
Republic? What happens to the French
factory in Ligny-en-Barrois? We will see
it in the coming months. One thing is certain:
the development of new technologies
remains entirely in Germany, at least
for the next ten years, and it will also concern
battery and H2 coaches.
IVECO
customization point for buses destined
for our market, but without body construction
lines. This is perhaps a gamble
from a strategic point of view, but also a
transition point towards a future that is
not clear to anyone, least of all to those
who manage (quite well) the demands of
today’s market but do not seem to declare
any new medium-long term projects. Just
like businesses for sale do.
BYD
The saturated production
lines of Vysoke Myto in
the Czech Republic have
prompted Iveco Bus to
collaborate since 2022
with Otokar. A special line
of KTL (cataphoresis) has
been installed to create the
normal-floor interurban and
manufacture the Streetway,
derived from Otokar Kent.
The fifth European manufacturer
of buses over 8
tons comes from a 3-year
period of constant decline
in original vehicles registered.
This is quantifiable
in a minus 35 percent since
2019, compared to a Scania
bus turnover that for 90
percent is made of vehicles
built through bodywork
partnerships all over the
world. The choice is then
to concentrate investments
on engines, chassis and
technological parts, making
more use of partners.
BYD has opened and then
closed (once a large order
had been completed) a
plant in France. Now it
launched a e-bus with
Castrosua body.
On sale for years, at least unofficially,
Iveco has survived better than other
manufacturers thanks to its most successful
bus ever: the Crossway, which
was intelligently also proposed in CNG
and, lastly, electric variants. The perpetually
saturated production lines of
Vysoke Myto in the Czech Republic have
prompted the Italian-French group to collaborate
since last year with the Turkish
Otokar, where a special line of KTL (cataphoresis)
has been installed to create the
normal-floor interurban and manufacture
the Streetway, derived from the Otokar
Kent. For the other ‘surviving’ models
(remember that Iveco has exited the Class
III segment if not for some Evadys), it
makes use (less and less) of the former
Renault factory in Annonay as well as
of the collaboration of Heuliez, which in
the meantime has become a development
center for electric buses. The new Foggia
plant, in southern Italy, should also be
mentioned. It is the final assembly and
The only Chinese company with production
plants located, at least partially,
in Europe, is also the one who has
shown the most discontinuity in recent
years. After the plant in France which
opened and then closed (once a large order
had been completed) and the main one
in Hungary, BYD gets around some European
protectionist limits by assembling
where it is most convenient, following
that concept of ‘microfactories’ distributed
throughout the territory, with the only
task of producing close to the customer.
Whether it is a winning choice we do not
know, but it is curious that, on the occasion
of the last UITP congress in Barcelona,
BYD presented an electric bus with
a Castrosua body, the Nelec, declaring it
technically and commercially suitable for
all of Europe. Even more curious is the
fact that the Nelec already existed on Scania
parts, as if to confirm that the future
is (again) in bodybuilders. Will it really
be like this?
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and Eco mode
38

IN THE SPOTLIGHT
BATTERIES? IN HOUSE
The centrality of batteries in an electric vehicle is well
known. In China, this was understood earlier than elsewhere
and the big manufacturers have long ago internalized
their production. Someone goes as far as the
cells, others - like Yutong - are limited, so to speak,
to the assembly of packs. In the Shenlan plant, taken
over by the group, they start from the cells supplied
by compatriot CATL. About 450 battery packs for
buses and trucks are manufactured every day in the
three very modern assembly lines built between 2017
and 2021 with the best available technologies and in
an environment characterized
by controlled
temperature
and total absence of
dust. The level of automation
is extreme,
with industrial robots
taking charge of the
more onerous processes,
AGVs (Automated
Guided Vehicles)
responsible for transporting
the battery packs at the end of the production
process and (few) operators who basically supervise
the different steps and check the final result. An important
detail considering the applications for which they
are made: the batteries are tested in water for at least
72 hours before being released. No contamination or
damage is allowed during the test.
WE VISITED YUTONG FACILITIES IN ZHENGZHOU (CHINA)
YEA, THEY CAN
We have been in Zhengzhou, Yutong headquarters, at the
launch event of the new architecture for electric commercial
vehicles. Developed in-house and based on the integration
of hardware and software, it’ll be the basis for the next bus
models, with which Yutong aims to grow in Europe
While not among the most wellknown
Chinese cities, for
anyone dealing with public
transport and commercial
vehicles the name Zhengzhou should ring
a bell. The capital of Henan (13 million inhabitants),
in central China, in addition to
arising in the area where the culture of the
Shaolin monks - known for their ability in
the ancient practice of kung-fu - has proliferated,
is the center of the Yutong universe.
Founded in 1963, the bus manufacturer
has gone through decades of rapid growth
to become the world’s leading bus and coach
manufacturer in terms of sales volume.
Zhengzhou houses the Yutong headquarters,
the main bus, truck and construction
machinery manufacturing plants, the elec-
The opportunity to visit
Yutong facilities was
the launch, in June
2023, of its new electric
architecture. Named
YEA (Yutong Electric
Architecture), it will
characterize the new
commercial vehicles of
the Asian brand.
tric vehicle manufacturing plants, as well
as the ecosystem created for the production
and supply of key components for electric
vehicles. Just like the brand new factory
created for the production of battery packs,
which we were lucky enough to visit and
further describe in the box.
The launch of YEA
The opportunity to visit Yutong facilities
was the global launch of its new electric
architecture. Named YEA (Yutong Electric
Architecture), it will characterize the
new commercial vehicles of the Asian
brand and is based on the availability of
powertrain key components with further
increased efficiency and even higher levels
of safety. Let’s talk about the batteries:
a new technology allows for more
compact, efficient and safe battery packs,
that undergo tests that show greater resistance
to fire, but also to water. The
electrified axle reduces weight by about
half compared to the previous generation,
with a benefit on energy consumption that
AUTONOMOUS DRIVING IS HERE
It is no exaggeration to say that autonomous driving, in
the Yutong company, is much more than a promise. If,
in fact, level 4 systems are being tested in the dedicated
areas within the Zhengzhou plant, buses equipped
with level 3 technologies are operational in the city. In
the financial district
there is a line that requires
very little from
the safety operator
who by law must be in
the driver’s seat. The
vehicles run along a
dedicated route at a
maximum speed of 29
kilometers per hour.
The bus can move independently
along almost the entire route: at the moment,
the only intervention entrusted to operators is at
an intersection because the traffic light that manages it
is not yet connected to the on-board system. In Yutong,
they believe a lot in this technology, which is applicable,
in any case, given certain conditions.
40
41

IN THE SPOTLIGHT
Yutong has quantified as 15 percent.
Yutong is thus preparing to meet the need
for zero-emission transport that many
countries in the world are expressing or
will express very soon, as well as to consolidate
its presence in certain areas (Yutong
is currently present in 40 countries). Such
as Latin America, which is said to be the
region with the most significant growth of
zero-emission buses in the coming years;
but also the Middle East, where the delivery
of 880 buses, most of them electric,
to Qatar on the occasion of the football
World Cup in 2022 caused clamor; or even
the Russian-speaking area, which is geographically
close and grappling with an
energy transition that is strongly influenced
by the geopolitical issues we all know.
With the ambition, moreover, to increase
the company’s presence in the European
market in the coming years.
The role of Chinese e-bus market
However, speaking of zero-emission public
transport, the reference market is China –
and, according to analysts, it will continue
to be so in the coming years. The Chinese
market is worth roughly half of the entire
fleet circulating in the world. The Dragon’s
centrality concerns the entire automotive
sector, from cars to vans and trucks, and
it’s the result of a carefully prepared plan
launched in the 1990s, when electric mobility
seemed to be far away in the rest of
the world. Currently, China is the market
where the most electric vehicles are manufactured,
sold and registered, and a glance
at the streets of the main cities is enough to
notice the penetration of electric vehicles,
which in some areas reaches 30 percent
of the total number of vehicles circulating
among cars. In local public transport,
the government has ridden the wave and
carried out a renewal of the fleet that we
could define as ‘mass’, to the point that
the penetration rate of the so-called ‘new
energy buses’ (zero emission buses) has
reached 52.4 percent of total vehicles in
2022, which becomes 98.8 percent if we
consider urban buses. In the case of Yutong,
an important part of production is
now dedicated to zero-emission buses,
and a new production plant is currently
under construction in Zhengzhou, new
buildings and spaces dedicated to tests
on vehicles and key components of the
electrified powertrain.
Yes, because for Yutong, at the moment,
zero emissions basically means electric:
a thousand buses and trucks equipped
In China the penetration
rate of zero emission
buses has reached 52.4
percent of total vehicles
in 2022, which becomes
98.8 percent if we consider
urban buses. In
the case of Yutong, an
important part of production
is now dedicated
to zero-emission buses,
and a new production
plant is currently under
construction.
with fuel cells are at work in certain areas
and almost the entire line-up is ready
for the addition of fuel cells, but – says
the group’s top management with realism
– there are important issues to be addressed,
such as hydrogen cost, which heavily
affects the overall operating cost of the
vehicles, and the still limited availability
of the so-called green hydrogen, the only
one coming from renewables. It is well
known that hydrogen represents a great
hope as regards long distances, a sector in
which Yutong is present and the company
is “working closely with energy providers
to create the charging infrastructure in
China: projects which have made it possible
to increase by far the number of electric
coaches in the country, so far”. Again,
according to Yutong top managers, the
charging infrastructure issue will also be
addressed in Europe “within the next three
years”. Fabrizio Dalle Nogare
EUROPE BRUSSELS
7-12 OCT 2023
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42

IN THE SPOTLIGHT
IVECO BUS LAUNCHES (AT LEAST) 3 NEW E-BUS MODELS IN 2023
FAMILY GROWS
Iveco Bus e-mobility offer gets larger. The Crossway
Elec LE launched at UITP Summit will not remain
the only news this year: the Streetway is coming in
battery-electric version, too. The eDaily Line is ready
The Iveco Bus electric offer is ready
to - at least - quadruple. The Crossway
Low Entry Elec launched at
the UITP Summit is not the only
novelty: the Streetway also arrives in a
battery-powered version. The eDaily Line is
ready for the market. Last but not least, the
E-Way reaches the second generation. The
battery-electric Crossway presented at the
UITP Summit is just the icing on the cake of
a range update that will quadruple the electric
offer of Iveco Bus. Yes: the segment now
represented only by the E-Way (the result of
a project started by Heuliez) will soon be
‘populated’ by three other battery-powered
models. The aforementioned Crossway LE
Elec will indeed enter the Iveco Bus catalog
together with an electric version of the Streetway
and the eDaily Line in the minibus
version (the freight version was presented in
Hanover last year). A trio of product launches
that draws the profile of an all-round
effort for the ‘transition’ of the portfolio to
zero emissions. Euro VII remains unknown:
Daimler Buses and MAN have declared that
they do not envisage steps beyond Euro VI
for the urban range. Other manufacturers,
although holders of smaller market shares,
have already taken the path of electric only:
VDL and Van Hool, for example. No specific
declarations have been made by Iveco
Bus so far.
Four novelties for 2023
In summary: 2023 for Iveco Bus foresees
two absolute new products, a highly anticipated
launch, a range update (see box for
the latter) which involves significant improvements.
And there is more. The company
also announced further investments in electromobility
with the creation of the Energy
mobility solutions team.
The Crossway LE Electric was undoubtedly
the highlight of Iveco Bus’ participation
in the UITP Summit (and among the main
premieres of the entire fair). This is the first
Class II presented in a battery-electric version
at European level (as well as the segment
leader). The structure is derived from
the Crossway Natural Power, with an architecture
designed to house the cylinders on
the roof that is now ‘recycled’ to house a
part of the battery modules (the rest of the
batteries are at the rear). There are currently
two versions in the catalog: 12 and 13
meters, with the possibility of homologation
also in Class I. There is room for a maximum
of 44 seats on the 12-meter, 48 on the
13-meter. The propulsive thrust guaranteed
by the Siemens central electric motor (Accelera
by Cummins) guarantees 330 kW
of peak power and 2,200 Nm of maximum
torque. The motor is powered by battery
packs made in Turin by FPT Industrial as
part of a joint venture with the American
company Microvast. The storage capacity
can range between 346 kWh and 485 for the
urban version, between 416 and 485 for the
intercity. Incidentally: the FPT modules offer,
according to the technical data sheet, 69
kWh in 383 kg. A quick calculation allows
us to quantify the energy density in 180 Wh/
kg. A figure that would position the model
at the top of the category. By way of com-
The segment now represented
only by the E-Way (the
result of a project started
by Heuliez) will soon be
‘populated’ by three other
battery-powered models.
The aforementioned Crossway
LE Elec will indeed
enter the Iveco Bus catalog
together with an electric
version of the Streetway
and the eDaily Line in the
minibus version (the freight
version was presented in
Hanover last year).
The Crossway LE Elec is
the first Class II presented
in a battery-electric version
at European level (as well
as the segment leader).
44
45

IN THE SPOTLIGHT
Euro VII remains unknown:
Daimler Buses and MAN
have stated that they do
not envisage steps beyond
Euro VI for the urban range.
No declarations have been
made by Iveco Bus so far.
46
THE E-WAY REVAMPED
A substantial range update is added
to the three 2023 novelties. The E-Way
has entered the ‘operating room’, and
has come out largely revised in the
‘internal organs’. The main novelty is
the change of battery supplier: FPT
Industrial modules arrive (the same
ones mounted on the Crossway LE
Elec and the eDaily). The 12-meter
will be delivered already this year with
the new storage systems, the 18-meter
will follow in the second half of
2024. They will start from a standard
capacity of 346 kWh for the 9.5-metre
to reach 624 on the articulated model,
with a wide range of intermediate
choices. On the 12-meter model, you
can choose between five, six or seven
packs (346, 416 or 485 kWh). The last
two options are in common with the
articulated model. Motor? After the
collaboration with BAE Systems, Siemens
(now Cummins group) remains
sole supplier. The CO2 heat pump will
also be available soon.
parison, the third generation NMC modules
launched on the eCitaro this year have an
energy density of 160 Wh/kg.
It will also be available in a version set up
for quick charging via pantograph.
Production will take place at Vysoke Myto
in the Czech Republic. This clarification is
made necessary by the fact that the manufacturer
has long since begun to move some
Crossway production quotas to the Turkish
plant of Otokar, in Sakarya, where Iveco
Bus aspires to manufacture 500 buses a year.
A surprise: Streetway Elec
However, the launch of the electric Crossway
was foretold. On the contrary, the
presentation of the Streetway Elec, held at
the end of May in Paris, was completely surprising.
A product that marks the doubling
of the manufacturer’s offer in the urban segment.
Presented in 2022, the Streetway is
the result of the partnership established by
Iveco Bus with the Turkish brand Otokar,
signed at the beginning of 2020. «Two sizes
and two traction systems. The 12- and
18.75-meter are available in diesel and
CNG versions», these were the coordinates
of the range as it was presented at the time
of launch. When it was stated: «The hybrid
and highly customizable versions will remain
with the Urbanway, which will remain
on sale throughout Europe». Plans have
since changed. Welcomed as the ‘low cost’
city bus (among the outlet markets, in addition
to central, eastern and southern Europe,
there are Asia, the Middle East, Africa), the
Streetway is undoubtedly a vehicle that has
‘value for money’ as its key feature, being
understood that the chassis is the same as
the Urbanway.
And here, a little over a year and a half later,
the Streetway Elec materialized in Paris. It
shares the type of traction and battery packs
with the E-Way (346, 416 or 485 kWh) and
the driveline with the Kent C by Otokar. Indeed,
the new e-bus model is powered by
the VEDS (Voith Electrical Drive System),
the propulsion system developed by Voith.
It is designed for depot charging via the
Combo 2 CSS connector. There is room for
more than 90 passengers on board.
Waiting for the fuel cell...
The long-awaited eDaily in the minibus
version, capable of accommodating up to
22 passengers and naturally also available
in chassis format, completes the picture of
the 2023 new products from Iveco Bus. It
joins the freight counterpart launched last
year in the group’s catalog. The eDaily Line
(this was the version presented in Paris:
other variants will arrive in 2024, including
the Access) can already be ordered and will
be delivered from 2024. Positioned at the
rear, the electric motor delivers 140 kW and
400 Nm. To complete the traction chain
there are three FPT Industrial battery packs
of 37 kWh each, integrated into the frame.
Total: 111 kilowatt hours per 270 kg.
In short, three new standard bearers for an
e-mobility offer that will be fully operational
by 2024. The market share achieved by
Iveco Bus in the European electric bus market
in 2022 was 8.4 percent. 347 vehicles
delivered (+26 percent compared to 2021).
In the first half of 2023, the manufacturer
stopped at 5 percent (131 e-buses registered
- see pag. 24-25).
There is room to grow. Now, only the fuel
cell is missing. But there may not be much
to wait for...

COMPARISON
EBUS TEST 2023. 7 PLAYERS HEAD TO HEAD
E-BUS WAVE
7 electric 12-meter buses: a couple
of best sellers and lots of new
vehicles. The Ebus Test 2023 called
together Ebusco (the 3.0, finally),
Hess, Ikarus, Iveco Bus, Mercedes
(with a new generation of batteries),
Otokar, Quantron
A
nice gathering of electric models.
It was not particularly
exhaustive if we consider representativeness
in terms of
market shares (eCitaro and E-Way together
cover just under 20 percent of the
European electric bus market in 2022 -
and less than 10 in H1 2023... - the shares
of the others are zero or residual) but
full of new vehicles. An excellent oppor-
From left to right
in the big picture:
Quantron Cizaris
12 Ev, Ikarus
120e, Ebusco 3.0,
Hess lighTram
12m, Mercedes
eCitaro, Iveco
Bus E-Way.
Also present
at the test, and
portrayed in the
overlaying photo,
was the Otokar
e-Kent C. Here
on the left, two
moments of the
test drive.
48
49

COMPARISON
tunity to see recently launched models
(e.g. Ebusco 3.0, which was offered to
the press outside a trade fair pavilion for
the first time) or models waiting for their
first significant orders (this is the case of
Otokar and Quantron). Hess and Ikarus
complete the list. These two manufacturers
have an eminently local penetration:
Swiss for the first, Eastern European
(with an eye on central Europe) for the
second.
In mid-April, we once again flew to Bonn,
Germany, where the Omnibusspiegel
magazine has been organizing the Ebus
Test for years. A journalistic initiative
that aims to bring together a large representation
of electric buses available on
the market, committing them to a week
of tests and assessments.
The vehicles are subjected to rigorous
technical analyzes and assessments of
their behaviour, both in static conditions
at the depot and in service simulations
on a specially created street circuit. This
initiative is made possible thanks to the
support of Bonn SWB’s municipal public
transport company, which makes
the depot (and the charging infrastructures)
available.
Had Solaris and VDL also been present,
as they often participated in past editions,
we would have had in front of us
the representatives of almost 40 percent
of European electric bus registrations
2022. The e-bus market is extremely
fragmented and difficult to embrace
from an overall perspective. A simple
comparison: looking at the overall European
bus&coach market over 8 tonnes,
five manufacturers account for 70 percent
of all registered vehicles. To reach
the same percentage in the e-bus arena,
eight manufacturers are needed.
SPEC BY SPEC...
Ebusco 3.0 12 LF Hess LighTram 12m Ikarus 120e Iveco Bus E-Way Mercedes eCitaro Otokar e-Kent C Quantron Cizaris 12 Ev
Length mm 12,000 12,046 12,000 12,060 12,135 12,000 12,180
Width mm 2,550 2,550 2,550 2,550 2,550 2,540 2,550
Height mm 3,190 3,300 3,270 3,350 3,405 3,220 3,450
Front overhang mm 2,805 2,791 2,700 2,715 2,805 2,700 2,730
Rear overhang mm 3,285 3,410 3,480 3,225 3,430 3,400 3,450
Wheelbase mm 5,900 5,845 5,820 6,120 5,900 5,900 5,900
Entrance height mm 340 327 340 320 / 330 320 340 340
Doors width mm 1,200/1,200/1,200 820/1,200/1,200 1,200 1,250 1,380 1,310 1,200
Doors opening Electric Electric Pneumatic Electric Electric Pneumatic Pneumatic
Floor - ground distance mm 340 360 340 340 - 288 -
Internal height mm 2,350 2,000 2,470 2,313 2,358 2,450
Seats n. 33 27 33 + 2 34 31+3 25 29
Standing passengers n. 57 62 52 30 50 38 56
Passenger capacity n. 90 89 85 64 81 63+1 85
Passengers seats’ model Kiel Ideo Ster New City Ster Kiel Ligero Daimler City Star Eco Kiel Ideo Kiel Citos
Driver seat’s model ISRI 6860/885 NTS2 ISRI 6860/875 NTS Slim Pilot ISRI Nts2 Grammer Msg 90.6 Grammar Msg 90.6 ISRI NTS
Empty weight kg 10,460 13,160 13,040 14,780 13,890 14,200 13,110
GVW kg 16,330 19,500 18,600 19,500 19,500 18,000 19,000
HVAC
Air conditioning Thermoking Thermo King Valeo Eberspächer EvoThermatik Plus Valeo Revo Valeo Revo
Athenia MKII Athenia E960H/E700H Sütrak with heat pump
Cooling / heating power kW 38/47 16/11 30/20 28/- 27/60 29/19 30/20
Heat pump Yes Yes Yes No Yes Yes (17 kW)
Refrigerant R 407C R 407C R 407C R 134A CO2 R 407C R 407C
Auxiliary heating Valeo Thermo Plus DC300 No Yes Valeo Thermo H No No No
Auxiliary heating fuel Diesel - Diesel Diesel / HVO - Electric -
Powertrain
Brand model ZF AxTrax - CRRC TZ400XS021 Siemens ELFA II ZF AxTrax Voith Electrical Drive System (VEDS) Dana TM4
Type 2 x asynchronous Synchronous permanent Synchronous permanent Permanent magneti 2 x asynchronous Synchronous permanent Synchronous permanent
3-phase magnet magnet 3-phase magnet magnet – 6-phase
Layout At wheel hubs Central Central Central At wheel hubs Central Central
Output continuous kW 2 x 60 170 165 116 2 x 60 310 145
Output peak kW 2 x 125 230 240 160 2 x 125 410 245
Torque continuous Nm 2 x 357 1,650 955 739 2 x 357 2100 1.055
Torque peak Nm 2 x 485 3,000 3,200 2,500 2 x 485 3100 3.329
Batteries
Supplier - - CATL Forsee Power Akasol (Borgwarner) Webasto CATL
Formula LFP NMC LFP NMC NMC NMC NMC
Modules - 6 x 67 kWh 10 11 5 10 -
Cooling No , Liquid Air No Liquid Liquid Air
Placement Floor Roof 4 rear – 6 roof 2 rear – 9 roof 2 rear – 3 roof - Roof
Capacity kWh > 250 402 315 462 490 350 422,9
Usable energy kWh > 225 280 296 451 - 280 379,8
Charging power kW 150 150 120 150 150 150 150
Chassis
Front axle ZF RL 82 EC ZF RL 82 EC ZF RL 82 A Iveco RI-75 ZF RL 82 EC ZF RL 82 EC Dana GK BFA 81R
Type Independent Independent Portal, rigid Independent Independent Independent Rigid
Max capacity kg 8.165 5.960 7,100 7,500 8,000 6,500 7,500
Stabilized No Yes Yes Yes Yes Yes Yes
Tyres 275/70 R 22,5 275/70 R 22,5 275/70 R 22.5 Michelin Intercity 275/70 R 22.5 275/70 R 22.5 Continental Urban HA M+S 275/70 R 22.5 275/70 R 22,5
Turning angle int. / est. ° 56/44 52/41,2 55 53,5 53/46 56/46 55/40
Rear axle Zf AxTrax ZF AV 133 - ZF AV 133 ZF AxTrax - -
Type Electric portal axle Portal Portal, rigid Portal Electric portal axle Portal Portal, rigid
Max capacity kg 8.165 7,240 11.500 13.000 11.500 11,500 11.500
Tyres 275/70 R 22,5 (no twin tyres) 275/70 R 22.5 275/70 R 22.5 Michelin Intercity 275/70 R 22.5 275/70 R 22,5 Continental Urban HA M+S 275/70 R 22.5 275/70 R 22,5
Stabilized No Yes No Yes Yes - Yes
50 51

COMPARISON
MERCEDES ECITARO
ALWAYS UP TO DATE
The eCitaro took
part in the test in
its new version with
third generation
NMC batteries. 490
kWh are available,
for a mileage of 220
kilometers in the
worst case scenario
The new battery
modules NMC 3,
by Akasol (now
Borgwarner)
have allowed
the group to
put aside the
solid-state
accumulators
supplied by
the French
group Bollorè.
Although still
on offer, the
demand for
LMP modules,
Daimler Buses
said, has almost
disappeared.
As known, the structure of the eCitaro is
derived from the internal combustion engine
Citaro. For example, the curved windscreen
is the same as on the Citaro Ü. The
production line is in Mannheim, which has
been indicated by the group as a hub to be
increasingly devoted to e-mobility: starting
from 2024, only electric buses will be
built there.
The bus offered for testing in Bonn features
five battery packs for a total capacity
of 490 kWh. They are divided into three
packs on the roof and two in the rear part
of the bus (a choice which has not yet allowed
Daimler Buses to clear out the engine
tower, which remains to ‘close’ the five-seater),
each with a capacity of 98 kWh (for
598 kilos of weight).
High standards in the cabin
The Ebus Test was taken by a two-door
eCitaro. The doors are both with double
leaf, electric drive and inward movement.
On board there is room for 81 passengers,
31 of whom are seated on City Star Eco
seats developed in-house by the group.
The seats and seatbacks are covered with
fabric. To add a dash of color to the passenger
compartment, there are red handrails
surmounted by blue luminous bands. The
corridor floor is in wood-look PVC. High
quality standards for the interiors, as per
Mercedes tradition. The empty weight is
not the lightest, which has repercussions
on a passenger capacity that is stably 15
percent less than the diesel Citaro. The
new camera system is mounted on the bus,
offering a 360-degree view, to the full benefit
of visibility when maneuvering.
Opening this comparison with
the Mercedes eCitaro implies
a subversion of the democratic
nature of the alphabetical order,
true. However, this choice is justified
by one fact: the Ebus Test in Bonn was a
true road premiere for the vehicle equipped
with the new NMC 3 battery packs.
We had the opportunity to test again the e-
bus on the streets of the Berlin suburbs in
early summer.
The new battery modules have allowed the
group to put aside the solid-state accumulators
supplied by the French group Bollorè.
Although still on offer, the demand
for LMP modules, Daimler Buses said,
has almost disappeared. And it is legitimate
to assume that considerations related
to safety measures have also played their
part, considering the news stories involving
Bluebus vehicles in recent years (the
150 electric buses in Paris have been out of
service for months after the double fire in
spring 2022).
52
53

COMPARISON
MOBILEcharge
The energy
demand of the
HVAC system
is reduced by
40 percent
compared to the
thermal Citaro.
Heating is the
prerogative of
a heat pump,
without the use
of fuel-powered
‘Webasto’. The
EvoThermatik
Plus CO2 system
provides 27 kW
in cooling and
even 60 kW
in heating.
Intelligent charging of e-buses
There is a tandem of active driving assistance
systems, which allows Daimer Buses
to clearly outperform its competitors in
terms of safety: here are Preventive Brake
Assist and Sideguard Assist.
Since the launch of their electric bus model,
the company has been focusing on the
issue of air conditioning system energy efficiency.
What about the result? According
to the manufacturer, the energy demand of
the HVAC system is reduced by 40 percent
compared to the thermal engine Citaro.
Heating is the prerogative of a heat pump,
without the use of fuel-powered ‘Webasto’.
For air conditioning, the EvoThermatik Plus
CO2 system comes into play. It provides 27
kW in cooling and even 60 kW in heating.
The driving station is high standard (the
seat is a Grammer MSG 90.6) and the
controls layout in the cockpit is identical
to that of the diesel Citaro, with the exception
of the so-called digital ‘powermeter’
instead of the rev counter. Never change a
winning team…
CarMedialab GmbH | Building 5112 | Werner-von-Siemens-Straße 2-6 | 76646 Bruchsal | Germany
Phone: +49 7251-7240 0 | info@carmedialab.com | www.carmedialab.com
54
Scan me to find out more

COMPARISON
EBUSCO 3.0
WINNING CARD
It has been
awarded lots
of orders, but
deliveries have
been lacking.
Innovative
project, but
some drawbacks
remain
Much announced, much awaited,
much analyzed (on paper).
For the first time, in Bonn, we
had the opportunity to test in
real conditions the Ebusco 3.0, the third generation
of buses signed by the Dutch manufacturer.
A range which, in addition to the
12-meter low floor explored in these pages,
also includes the LE version and the 18-meter
articulated launched between the end of
2022 and the beginning of 2023.
Volumes to come
In recent years, Ebusco has had the merit
of winning important tenders, including a
framework agreement for 260 vehicles for
The AxTrax
was modified
by Ebusco, in
collaboration
with ZF, to make
it wider, in order
to allow the
batteries to be
housed on the
floor. This is the
major novelty
of this model,
in addition to
the already
mentioned use
of ultra-light
materials.
Deutsche Bahn and several orders in northern
European countries.
More than modest registration volumes
counteract such exciting data in terms of orders.
Ebusco said they closed 2022 with 565
buses on their order portfolio (excluding options).
Last year the manufacturer delivered
78 buses and recorded EBITDA losses for
35 million euros. As usual, the management
statements are high-sounding: «Our goal is
to manufacture 3,000 buses within the next
five years». We will see. The first units out
of series production are headed to Transdev
Netherlands, it was announced in June.
Let’s see the vehicle, which is characterized
by a design aimed at reducing the empty
weight as much as possible.
Batteries and driveline
Actually, its less than 10.5 tons make it clearly
lighter than the other contenders in the
Bonn test (and, in general, sets a record in
the electric bus sector), even considering that
this is also achieved thanks to the installation
of modest-size LFP batteries (250 kWh
compared to the maximum allowed of 350
kWh). This reduction of weight was obtained
by using technologies from the aeronautical
and aerospace industries, as well as with the
extensive use of ultra-lightweight composite
materials. The Ebusco 3.0, 12,000 millimeters
long and with a standard 5,900 millime-
ter wheelbase, is equipped with a ZF electrified
axle with three-phase asynchronous
hub motors. It is the first time in the manufacturer’s
history: the previous models had
a Chinese-made central motor. The AxTrax
was modified by Ebusco,
in collaboration with ZF,
to make it wider, in order
to allow the batteries to be
housed on the floor. This
is the major novelty of
this model, in addition to
the already mentioned use
of ultra-light materials. A
premier at European level,
followed by VDL with the
new Citea ‘family’. The
two axles are unchanged
compared to the previous
ranges: ZF RL82EC at the front and ZF AV
133 at the rear.
Air conditioning. Here the Thermo King
Athenia MKII system with heat pump takes
center stage. It is capable of 38 kW in cooling
and 47 in heating. A diesel-powered Valeo
Thermo Plus DC300 supplementary heating
system is available to safeguard autonomy
on days of harsh weather.
Interiors. You enter on board by passing
through three Ventura
electrically operated double
doors with an external
sliding mechanism. The
visual impact is very pleasant:
the surface is almost
entirely glazed, thus reducing
the visual obstruction
of plastic profiles. A model
that fits well with the Ebusco
3.0’s design. All in all,
the interiors are pleasant in
their essentiality. There is
a rich supply of handrails,
excellent ease of cleaning under the cantilever-mounted
seats. The 33 seats are Kiel Ideo
models, and the passenger capacity is 90 people.
The above-mentioned small tare does
not translate into a greater number of seats
for one simple reason: the design philosophy
of the Ebusco 3.0 envisages the use of nontwin
wheels at the rear. This choice drastically
cuts the permitted load capacity (although
having undeniable advantages in terms of
costs), as can be read in the table. Where the
previous 2.2 range showed clear constructive
limits, with interior finishes that could be
greatly improved, strong creaking from the
doors and internal noise dictated by inaccurate
insulation of the driveline, most expected
a leap in quality with the 3.0 range. The innovative
scope of the project is undeniable.
However, the internal livability still suffers
from the defects found on the previous range.
56
57

COMPARISON
HESS LIGHTRAM 12M
SWISS GUARD
Hess also
has 10- and
12-meter buses
in its catalog.
Excellent
comfort and
capacity, interior
livability can be
improved
There are 27
seats, in addition
to further 62
standing places,
for a total
capacity of 89
passengers:
basically the
‘best in class’
as far as electric
12-meter buses
are concerned.
A result all the
more remarkable
if one considers
a 402 kWh
battery supply,
with modules on
the roof.
sible to opt for two further capacity
variations: 312 and 468 kWh. The bus
tested in Bonn has three electrically powered
doors, the front one with a single
leaf and the other two with double
leaves. There are 27 seats (five-seater
is not included), in addition to further
62 standing places, for a total capacity
of 89 passengers: basically the ‘best in
class’ as far as electric 12-meter buses
are concerned. A result all the more remarkable
if one considers a 402 kWh
battery supply, with modules entirely
distributed on the roof. Interiors. The
height is two meters, which is particularly
low. The seat supports, designed
by Ster (New city model), are very voluminous.
This does not help one’s perception
of space in the passenger compartment.
As already mentioned above,
there is no five-seater on the back, the
third door overlooks a space dedicated
to standing passengers.
On the driving seat
The air conditioning system is signed
by Thermo King and releases 16 kW in
cooling, while the heat pump guarantees
11 kW.
The driver’s seat is ISRI 6860/875 NTS
Slim. It fits into a work area delimited
by an extremely compact cockpit,
equipped on the right with only kneeling,
door opening and traction controls.
The majority of controls are on
the left, including the air-conditioning
control unit. The aesthetic could be improved.
The axles are both ZF: RL82EC
at the front and AV133 at the rear.
The Hess brand is evocative of
multi-body, strictly electric
trolleybus vehicles. An image
that does not match reality.
Indeed, the lightTram range also includes
10- and 12-meter vehicles. The latter
took part in the Bonn contest, where
it was one of the novelties. There are
two variations of the Swiss 12-meter:
‘plug’ and ‘opp’, where the reference to
the charging method does not need to
be explained.
13 tons empty
The empty weight is within the norm,
just over 13 tons in the model offered
at the test (with 402 kWh of battery
capacity). Traction is provided by the
permanent magnet synchronous motor
capable of 230 kW and 3,000 Nm peaks
(provider not specified). The already
mentioned 402 kWh is divided into six
modules of 67 kWh each. They are all
positioned on the roof. It is also pos-
58
59

COMPARISON
IKARUS 120E
CHINESE DEAL
A welcome
return. An
historic Volvo
bodybuilder,
Ikarus launched
an e-bus (soon
to be updated)
in collaboration
with CRRC
Today Ikarus
works with
a series of
partners, in
particular with
Chinese CRRC:
the bus is made
in collaboration
with the Asian
giant, which
manufactured
both the
chassis and the
synchronous
motor with
permanent
magnets
capable of 240
kW peak power.
parts and high and low voltage electrical
equipment, as well as 3,600 square meters
for robotic welding. The engineering department
is located on the same site. Onboard
electrical system and software are
made in Hungary.
Hey, I’m back!
An historic bodybuilder of the Volvo network,
today Ikarus works with a series of
partners, in particular with the Chinese
CRRC: the Ikarus 120e is made in collaboration
with the Asian giant (a partnership
signed in 2018), which manufactured
both the chassis and the synchronous
motor with permanent magnets capable
of 240 kW peak power (165 kW is the
continuous supply) and 3,200 Nm of maximum
torque (which has provided excellent
results).
The batteries are made by another Chinese
giant: CATL group. The latter, in addition
to being the largest manufacturer of
EV car batteries in the world, has set its
sights (and wallet) on Hungary with an investment
of over 7.3 billion euros aimed
at building a 100 GWh factory. Hungary,
indeed, is establishing itself as a Europe-
an hub for battery
production by virtue
of a flurry of Chinese
investments that
in recent years have
reached 11 billion.
To be clear, neither
CATL nor BYD are
isolated cases. Back
to the bus, the available
kWh are 315.
The new range will
allow for greater
modularity, but on
the 120e the options
are just… one. The
ten packs are distributed
as follows:
four at the rear, six
on the roof. Given
the manufacturer,
the chemistry can
only be LFP. The
blind rear is very
impactful, where the
battery location prevents
the presence
of light above the five-seater. This should
be reviewed. As well as the interiors: the
choice of dark colors, however refined
and elegant in their own way, is detrimental
to the internal livability, which is already
penalized by not having a window on
the back. But the e-bus components are
not only Chinese. The air conditioning
is provided by a Valeo unit with 30 kW
of cooling power and 20 kW of heating
power. There is a diesel-powered supplementary
heating system. The ZF RL82A
rigid portal axle works at the front. At the
rear there is the usual ZF AV133.
Ikarus is back. The Hungarian manufacturer,
with over a century of
history, is returning to the European
market by focusing strongly on electric
technology. Currently, their portfolio
includes the 120e model (tested in Bonn).
This will soon be replaced by a new range,
which is expected to be presented by
the end of this year.
The distribution of wheelbase and
overhangs, 22-meter turning circle, and
1,200 mm wide doors comply with practice.
There is room on board for 85 passengers,
33 of whom are seated on Ster seats
(in addition to two folding seats). The
empty weight is excellent, with 13 tons
capable of outclassing much more famous
models. The structure is in stainless steel
and has been subjected to an anti-rust
treatment (guaranteed for 16 years). Production
takes place at the Székesfehérvár
plant, 60 kilometers from the capital Budapest.
There are 3,500 square meters
dedicated to the assembly of mechanical
60
61

COMPARISON
IVECO BUS E-WAY
SMART-LOOKING
Iveco Bus is
preparing to
update its
range with
FPT Industrial
batteries. The
E-Way stands
out for internal
brightness
The Iveco E-Way starts 2023 ready
for a ‘make-up’ of its ‘internal
organs’. The partnership
with BAE System is over (and
the Siemens motor has been updated) and
the battery supplier has changed: these
are the two main guidelines for an important
renewal of the brand’s urban electric
The motor is a
Siemens ELFA
II permanent
magnet central
thruster with
160 kW of
maximum output.
It will soon be
equipped with
the ELFA III
manufactured
by the German
group, which in
the meantime
has become
part of the giant
Cummins, more
precisely of the
Accelera division.
offer (see dedicated report).
On the occasion of the German test, the
Iveco Bus representative Ingo Schmid,
in charge of Business Development for
the urban and minibus range, showed the
2022 market data: Iveco Bus (and Heuliez
Bus) recorded 7,411 buses sold, for a
market share of 22.6 percent on a European
level. Data show a slight increase (+0.3
percent) compared to the previous year.
With these figures, the company ranks
second in Europe behind Daimler Buses.
With regard to the e-bus market, Iveco
Bus was fourth in 2022, behind Yutong,
BYD - Alexander Dennis and Mercedes.
347 vehicles were delivered, for a 8.4 per-
cent share. Registrations, however, have
been growing steadily since 2020, with
a progression from 114 to 274 up to +26
percent, which led to almost 350 last year.
Siemens, now Cummins, on board
But let’s talk about the bus. The one that
took the streets of Bonn was a model belonging
to the current E-Way generation.
The motor is a Siemens ELFA II permanent
magnet central thruster with 160
kW of maximum output and 116 of continuous
power. The peak torque is 2,500
Nm. It will soon be equipped with the
ELFA III manufactured by the German
group, which in the meantime has become
part of the giant Cummins, and more
precisely of the Accelera division. The
new family of electric motors will allow
a marked increase in terms of available
power: it’ll be up to 310 kW, considering
230 kW of continuous power and a 3,000
Nm peak torque. Further improvements
will concern the inverter and DC-DC converter,
which is integrated in the motor.
But that is not the major novelty in store.
Important updates will concern the battery
supply. The collaboration with Forsee
Power is running out of time, since the
French-made modules (on the 12-meter
tested in Bonn there are eleven battery
packs distributed between roof and rear,
for a total of 462 kWh) will be replaced
by packs made in-house by FPT Industrial,
in collaboration with Microvast, in
the newly inaugurated Turin plant. The
FPT battery modules will allow the storage,
according to the data sheet, of 69
kWh each for a weight of 383 kg. The
data released by Iveco Bus suggest, with
a quick calculation, an energy density of
180 Wh/kg. A figure that would place these
accumulators even ahead of the thirdgeneration
NMC modules mounted on the
eCitaro, whose energy density is slightly
above 160 Wh/kg.
Passenger capacity to be improved
The Iveco Rl75 independent suspension
axle is at the front, while at the rear there
is the usual ZF portal AV133.
The E-Way brought to the German test features
three double doors, each 1,250 mm
wide. In the passengers’ area we found 34
seats (Kiel Ligero) and 30 standing places:
the very limited overall capacity of
64 passengers is the result of an empty
weight of 14,780 kg. This is the highest
figure among the seven vehicles tested,
partially creditable to the use of extra large
batteries (the 12-meter is available in
three capacity variations: 378, 420 and
462 kWh). The interiors deserve a round
of applause: the luminosity allowed by the
large glass surfaces, characterized by the
particularly low belt, translates into extreme
pleasantness. Excellent internal height
and ease of cleaning. The driver’s place is
also very good. It is centered on the ISRI
NTS2 seat, with efficient organization of
controls on the dashboard and digital light
panel. Heating is provided by the Valeo
Thermo H hybrid system (with the use of
fuel for a ‘plus’ in heating power), while
the air conditioning is by Eberspächer
(for 28 kW in cooling).
62
63

COMPARISON
OTOKAR E-KENT C
AN EYE-CATCHER
Otokar
inaugurates
the Voith
powertrain
and Webasto
batteries. A
tandem for
unparalleled
power
Voith’s VEDS is
taking its first
steps in the
e-bus market.
Synchronous
with permanent
magnets
and located
centrally close
to the rear axle,
it offers high
power (the
410 kW peak
is unequaled
among its
competitors...)
and integrates
converters and
inverters.
gether with the E-Way. It is not only the tare
exceeding 14 tons that has an influence, but
also the GVW set up at 18 tons.
Ten battery modules, supplied by the German
Webasto as anticipated, are divided
between the roof and the left part of the rear,
where the inverter is also located (the impact
on the five-seater livability is relevant).
In the name of modularity, the minimum is
six modules (for 210 kWh), which allow
the presence of as many as 108 passengers,
according to data released by the manufacturer.
The ‘Vehicle interface box’, the interface
between the battery and the Can bus,
completes the Webasto system.
However, developments are on their way:
by the end of 2023 a version with 450 kWh
capacity will be on the price list.
Let’s move on to the motor. Voith’s VEDS
(Voith Electrical Drive System) is taking
its first steps in the e-bus market. Synchronous
with permanent magnets and located
centrally close to the rear axle, it offers high
power (the 410 kW peak is unequaled
among its competitors...)
and thermal stability thanks to
the integration of complementary
components such as converters
and inverters.
The axles are supplied by ZF: at
the front there is the RL82 EC
with independent wheels, at the
rear we find the portal AV 133/80.
They guarantee a capacity of
8,000 and 13,000 kg respectively.
The pneumatic braking system
is signed by Wabco (ZF group).
The air conditioning is provided
by the Valeo Revo E system with
heat pump and use of R407C refrigerant,
for 29 kW in cooling and 19 in
heating. There is also a strong convector heating
system with a power of 27 kW.
The bus floor is completely lowered, allowing
easy access and facilitating cleaning
operations. The handrails are optimally distributed
to ensure passenger safety during
travel. The front is inspired by Kent’s in the
combustion engine version, embellished by
an unprecedented arrangement of the light
units and the insertion of thin LED lights in
the lower part of the front.
Otokar launched the 12-meter e-
Kent C, its first battery-electric
bus, in 2021. A bus characterized
by two unprecedented technological
partnerships: the vehicle features an
electric powertrain supplied by Voith and
a battery system made by Webasto. A combination
that makes it truly unique within
a market segment where the main components
are in the hands of few groups.
Voith and Webasto, the first time
12 thousand millimeters in length, with a
standard 5,900 millimeter wheelbase, the
e-Kent C has two pneumatically operated
doors with a clearance of 1,310 millimeters
each. The internal height is good. In the
passenger compartment there are 25 Kiel
Ideo seats in plastic material with fabric
upholstery. Adding up the 38 standing passengers,
we obtain a maximum capacity of
63 passengers which relegates the Otokar to
the last place among the vehicles surveyed
in the former capital of West Germany, to-
64
65

COMPARISON
QUANTRON CIZARIS 12 EV
INTERIORS: SPOT ON!
Founded in
2019, Quantron
focuses on
ZE buses and
trucks. The
Cizaris offers a
pleasant stay on
board in a welldesigned
cabin
On board we
find 29 Kiel
Ideo seats. The
combination of
colors chosen
is spot on.
Adding up the
56 standing
passengers,
we obtain a
maximum
capacity of 85
passengers
allowed by the
excellent empty
weight of 13.1
tons, against a
good 422 kWh
available.
Haller group, the historic Iveco workshop
network in the DACH area.
With the exception of the battery, most of
the components come from Europe. The
battery is offered in a series of capacity variants
included in the ‘fork’ between 242
and 424 kilowatt hours.
The partnership with Dana
The logo is that of the giant CATL, the chemistry,
ça va sans dire, is LFP. The Dana/
TM4 central motor mounted on the vehicle
is water-cooled. Synchronous with permanent
magnets, it features a continuous and
maximum power of 145 and 245 kW respectively.
The steering system is by Bosch.
Dana’s signature also stands out on the
axles: rigid at the front, portal at the rear.
The model brought to Bonn has three doors,
each 1,200 mm wide. Here again, the drive
is pneumatic. On board we find 29 Kiel Ideo
seats, the combination of colors chosen for
the bus analyzed here is spot on. Adding up
the 56 standing passengers, we obtain a maximum
capacity of 85 passengers allowed
by the excellent empty weight of 13.1 tons,
against a good 422 kWh available.
Here again, the air conditioning is a prerogative
of the Valeo Revo E system, which is
capable of releasing 29 kW in cooling and
17 in heating. A 20 kW supplementary heating
system is available.
The pleasant interiors have already been
mentioned, with a successful use of blue
and yellow and a positive feeling of spaciousness
(the feeling with the materials
used is slightly less confident...). The decision
to equip the rear of the bus with a row
of seats arranged longitudinally, turned towards
the rear door, in order to create a ninety-degree
angle with the five-seater - which
is surmounted by a large glazed surface (the
batteries are on the roof) - was unprecedented.
What about the driving area? Here
again, the feeling is airy. Not particularly enveloping,
it is closed on the right by a screen
that transmits internal and external shots for
security purposes. The launch of the 12-meter
hydrogen-powered bus is expected in
2024, with a motor, again by Dana, calibrated
at 350 kW of peak power.
The most conspicuous tender won
so far by Cizaris will involve
Italy. Quantron has in fact been
awarded a tender for six electric
buses, which are set to be deployed from
October 2023 in Turin.
The company has set up an Italian division,
Quantron Italy, as a result of a joint venture
with a local firm.
The Quantron Cizaris 12 EV, launched in
early 2022, is based on a platform already
tested on the Asian market. It is no mystery
that Quantron has the Hong-Kong builder
Ev Dynamics as its strategic partner and
investor. The bulk of the vehicle comes
from ‘the far East’, with finishing work
done at the German plant in Augsburg. The
company is extremely young: founded in
2019, it focuses mainly on the truck segment
(a heavy hydrogen-powered truck
based on MAN was recently launched)
and a strategic collaboration is in place
with the fuel cell module supplier Ballard.
Quantron was founded as a spinoff of the
66
67

PORTFOLIO
ALL THE ELECTRIC BUS MODELS ON THE EUROPEAN MARKETS.
BATTERY-ELECTRIC / HYBRID / FUEL CELL / IMC TROLLEYBUSES
ADL
BOLLORÉ
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
Making Europe greener
BYD
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
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
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
FOR A
BETTER
LIFE.
Blueblus 12
Length mm 12,000
Passenger capacity n. 109
68
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
Motor type / kW Central / 160
Battery type Blue Solutions / LMP
Battery capacity max kWh 272
Charging technology plug-in
BMC
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
www.irizar-emobility.com

PORTFOLIO
ALL THE ELECTRIC BUS MODELS ON THE EUROPEAN MARKETS.
BATTERY-ELECTRIC / HYBRID / FUEL CELL / IMC TROLLEYBUSES
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
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 - 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
come to visit us
Hall 6, booth 606a
EUROPE BRUSSELS
7-12 OCT 2023
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
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.
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
Two Sides of the Green Coin.
Up to 48 pax
Length 8 m
Width 2.2m
State
of the art
Digital Equipment
Compact size
for inner cities
Integral Citybus
Chassis
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.
ELTRON
Full Electric
Available in 2 or 3 doors version
HYDRON
HYDRON
Fuel Cell Range Extender
Hy4Drive System for
Fuel
up
Cell
to 400
Range
km
Extender
Range
231 kWh Energy for up to 300 km Range Nominated Hy4Drive
for System
the Busworld for up to
Digital 400 km
Award
Range
Nominated for the Busworld Digital Award
70

PORTFOLIO
ALL THE ELECTRIC BUS MODELS ON THE EUROPEAN MARKETS.
BATTERY-ELECTRIC / HYBRID / FUEL CELL / IMC TROLLEYBUSES
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
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.
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
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 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
72
Steed
Length mm 8,500
Passenger capacity n. 48
Motor / kW -
Battery type
CATL / LFP
Battery capacity kWh 174 / 210
Charging technology plug-in
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
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

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
Batt. capacity max kWh 315/449/595
Charging technology plug-in/pant.
KING LONG
The future. Today.
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
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.
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
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
Our new A range.
12 - 24 m
100% zero-emission
battery-electric
hydrogen
trolley
ISUZU
e-ATA 10/12/18
Length mm 10,750/12,220/18,300
Passenger capacity n. 79 / 89 / 135
Motor / kW ZF AxTrax / 250-250-500
Battery type
LFP
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
LEADING THE WAY.
Bernard Van Hoolstraat 58 • 2500 Lier (Koningshooikt) • BELGIUM +32 3 420 20 20 info@vanhool.com vanhool.com
vanhooloffi cial
vanhooloffi cial
74
vanhool

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
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.
Up to
40%
more vehicle range
more vehicle range
SAFRA
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
SCANIA
Efficient thermal management
of electric buses
BOCK® StarCO₂mpressors in electric bus and train: compact design for a roof installation
and innovative technology enabling a wide speed range for optimum coverage of the
broad power requirements for vehicle air conditioning, heating and battery conditioning
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
Meet us at Busworld
Hall 8 | Booth 829A.
bock.danfoss.com
76

PORTFOLIO
ALL THE ELECTRIC BUS MODELS ON THE EUROPEAN MARKETS.
BATTERY-ELECTRIC / HYBRID / FUEL CELL / IMC TROLLEYBUSES
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
78
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
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
SOLARIS
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 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.
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
Urbino hybrid 12/18
Length mm 12,000 / 18,000
Seated max n. 37 / 49
Electric motor / kW central/120-200
Diesel engine / hp Cummins / 120
Battery type
Supercap
Battery capacity kWh 0.82
Trollino
Length mm 12,000/18,000/24,000
Passenger seats max n. 39/53/69
Motor / kW TSA-Skoda / 160-250
Battery type
Solaris LTO
Battery capacity kWh 30-90
Charging technologies Pant. / IMC
TEMSA
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

PORTFOLIO
ALL THE ELECTRIC BUS MODELS ON THE EUROPEAN MARKETS.
BATTERY-ELECTRIC / HYBRID / FUEL CELL / IMC TROLLEYBUSES
MADE FOR THE CITY
Fuel cell Ballard FC Velocity HD 100
Battery capacity max kWh 36
Hydrogen capacity l/kg 1,600 / 38.5
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
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.
THE ALL-ELECTRIC C127 EV
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The framework made of high-strength stainless steel and extensive standard
equipment underlines the quality. The ability to carry up to 90 passengers with
a maximum battery capacity of 462 kWh and its overall height of 3.20 meters
make it an efficient and economical representative in the all-electric city bus
segment.
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PORTFOLIO
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.
ALL THE ELECTRIC BUS MODELS ON THE EUROPEAN MARKETS.
BATTERY-ELECTRIC / HYBRID / FUEL CELL / IMC TROLLEYBUSES
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 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
E-Mobility Innovation
Comprehensive System Solutions
for Sustainable Urban Transportation
with Zero Emissions.
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.
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 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
Join us in shaping the future of urban e-mobility! Through our innovative and tailored system solutions, we have
become a valued partner for top-tier vehicle manufacturers and transportation operators. Introducing the latest
addition to our lineup at Kiepe Electric – the HPC e-charging station with K-Charger. This technology offers
lightning-fast charging for your bus, delivering up to an impressive 800 kW.
Our highlights in Brussels:
Smart Fleet Management (SFM) –
an intelligent and intuitive system that is able to seld adapt to different scenario's.
In Motion Charging (IMC) –
for trolleybuses that run up to 20 km without overhead wires.
World Premiere:
800 kw High Power Charging (HPC) – charge the e-bus in just 5 minutes with the new K-Charger.
Visit us at Busworld Europe in Brussels from October 7 to 12, 2023 (Hall 11, Stand 1169) and learn more
about our system solutions.
Charging
Oppcharge / CCS
Diesel engine/hp Volvo D5/240
82

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PORTFOLIO
YUTONG
StreetDeck Hydroliner FCEV
Length mm 10,900
Passenger capacity n. 86
Motor / kW
Voith VEDS
Fuel cell module
Ballard
Fuel cell module power kW -
The international media
focusing on innovation and
sustainability in public transport
Established 2018
Editor in chief
Stefano Agnellini
Managing editor
Riccardo Schiavo
Editorial staff
Fabio Butturi, Ornella Cavalli,
Alberto Gimmelli, Fabrizio Dalle Nogare,
Stefano Eliseo, Fabio Franchini,
Cristina Scuteri, Luca Vitali
SIGMA RANGE
ZERO EMISSION, ZERO COMPROMISE
Battery Forsee Power / NMC
Battery capacity kWh 48
Hydrogen capacity kg 27 (1,120 l)
Layout & graphics
Marco Zanusso (manager)
Editorial management
Fabio Zammaretti
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 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.
Printing
Industrie Grafiche RGM srl,
Rozzano (Mi)
Milano City Court Authorization
n. 109 – September 5th 2023 National Press
Register n. 4596 – April 20th 1994
n. R.O.C. 2880 30-11-2001
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e-mail: pubblicita@vadoetornoedizioni.it
Head of Sales
Luca Brusegani
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
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
Roberto Menchinelli (Roma)
Maurizio Candia
Angelo De Luca
Emanuele Tramaglino
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A SIGMA FOR EVERY ROUTE
Sigma is the most configurable electric bus
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Six base models from 7m - 12m, in city or
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customised to your precise requirements without
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t: +44 (0)1706 860 610 w: mellorbus.com
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