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Sustainable<br />
US<br />
VADO E TORNO EDIZIONI<br />
www.vadoetorno.com<br />
NOVEMBER <strong>2024</strong><br />
€ 22,00<br />
THE DRAGON’S<br />
TAIL<br />
OUTLOOKS<br />
UK public transport<br />
industry is ready<br />
for a shake-up<br />
SPOTLIGHT<br />
MAN Lion’s City<br />
E Low Entry and<br />
Mercedes eCitaro K<br />
FUEL CELL<br />
Irizar H2 coach,<br />
fuel cell city<br />
buses compared
Sustainable<br />
<strong>BUS</strong><br />
CONTENTS<br />
<strong>SUSTAINABLE</strong>-<strong>BUS</strong>.COM NOVEMBER <strong>2024</strong><br />
4<br />
POST-IT<br />
A discussion on the future of the<br />
bus market took place in Strasbourg<br />
btdsadv.com<br />
14<br />
24<br />
6<br />
8<br />
10<br />
12<br />
14<br />
TECHNO<br />
E-bus sales in Germany, Italy, UK,<br />
CATL e-coach battery, Impact invests<br />
Irizar intercity e-bus at FIAA,<br />
IIA new brand, JOST innovates bellows<br />
Iveco expands e-bus production,<br />
Karsan gets stronger in Spain, Tesla?<br />
INFRASTRUCTURE<br />
First Bus - Heliox deal in UK,<br />
Siemens converts depots in the Nordics<br />
INTERVIEW<br />
Zemo partnership’s role and views on<br />
the developments of UK bus market<br />
18<br />
22<br />
OUTLOOKS<br />
New UK budget is out: the potential<br />
for a true industry shake-up<br />
Sustainable Bus Awards 2025 are<br />
a testament of the industry’s efforts<br />
24<br />
28<br />
32<br />
IN THE SPOTLIGHT<br />
Irizar i6S Efficient Hydrogen:<br />
the first EU-made H2-powered coach<br />
MAN Lion’s City 12 E Low Entry:<br />
taking a role in suburban e-bus market<br />
Mercedes eCitaro K:<br />
short variant, big surprise (at IAA)<br />
eDAILY Minibus<br />
Free a new energy<br />
40<br />
36<br />
40<br />
50<br />
TEST DRIVE<br />
Yutong U18: a new generation of<br />
city buses with European market in mind<br />
COMPARISON<br />
Caetano, Iveco Bus, Karsan, Solaris:<br />
fuel cell city buses under examination<br />
PORTFOLIO<br />
All the zero-emission buses<br />
on the European market<br />
100% Connected & Assisted<br />
- Advanced and smart assistance systems<br />
- Tailor-made Repair & Maintenance offer<br />
Sustainable & Energetic<br />
- Zero emission and battery capacity<br />
up to <strong>11</strong>1 kWh<br />
- Optimised operational-costs<br />
Versatile & Flexible<br />
- Compact solution for short journey,<br />
limited passenger capacity missions<br />
Strong & Powerful<br />
- Unique body-on-frame chassis<br />
- 140 kW motor with Hi Power boost<br />
and Eco mode<br />
32<br />
Starting this year, Sustainable<br />
Bus magazine offers printed<br />
issue subscriptions, adding<br />
a new option alongside<br />
distribution at trade events<br />
and free online access.<br />
Wherever you are located,<br />
you can now subscribe to<br />
receive paper issues directly<br />
to your home or office.<br />
FOR INFO<br />
3
POST-IT<br />
<strong>SUSTAINABLE</strong> <strong>BUS</strong> TOUR SESSION WAS HELD AT EUROPEAN MOBILITY EXPO<br />
Europe transitioning<br />
The second session of the Sustainable Bus Tour <strong>2024</strong> took place on<br />
October 2nd in Strasbourg, during the European Mobility Expo show.<br />
Entitled “On the way to a fully zero emission city bus market in 2035?<br />
Technology | business case | market uptake”, the conference delved<br />
into the rapidly evolving landscape of zero emission buses in Europe,<br />
focusing on the pressing issues and future prospects of the city bus<br />
segment, including charging powers’ handling and business model.<br />
Opening of the conference has been made by Dario Dubolino, Policy<br />
Officer at European Commission’s Directorate General for Mobility<br />
and Transport: “When we look at the Green Deal, there is no scenario in<br />
which we can achieve our climate objectives without a 90% reduction<br />
in all transport emissions, including public transport”. “Public transport<br />
delivers unmatched benefits but yet we continuously have to prove its<br />
value”, added Thomas Avanzata, Spokesperson of the European Union<br />
Committee at UITP. The session saw the participation of public transport<br />
operators such as Transdev and Keolis, plus industry players as Iveco<br />
Bus, ZF, Irizar e-mobility. Also the French organization for hydrogen was<br />
represented, as well as consulting firm RaboResearch.<br />
See replay!<br />
BENEFITS OF PUBLIC TRANSPORT, AND WAYS TO THE DECARBONIZATION<br />
Lowering emissions from transport, including<br />
transit, is paramount to achieve the European climate<br />
goal of 90% emission reduction.<br />
COMFORT<br />
THAT LASTS,<br />
STRENGTH<br />
THAT LEADS<br />
Subscribe to Sustainable Bus Magazine.<br />
Your ticket to the latest in<br />
public transport innovation<br />
How to subscribe:<br />
www.sustainable-bus.com<br />
or write a e-mail to:<br />
abbonamenti@vadoetorno.com<br />
temsa.com<br />
VADO E TORNO EDIZIONI via Brembo 27 20139 Milan Italy
TECNHO<br />
GERMANY, FRANCE, ITALY: ELECTRIC <strong>BUS</strong> TRENDS <strong>2024</strong><br />
Market monitoring<br />
E-<strong>BUS</strong> REGISTRATIONS GREW 19% IN GERMANY, 70% IN ITALY, 30% IN UK<br />
Blade Battery<br />
353 e-buses were registered were registered in Germany<br />
in the first half of the year, surpassing the 297 registered in the<br />
same period in 2023. Growth rate? +19 percent. These figures<br />
were reported by German trade media omnibus.news and are<br />
based on statistics by KBA. In the whole 2023 German bus and<br />
coach market grew 12.5% in and had 753 new electric buses over<br />
8 ton registered (+20% on the 632 units registered in 2022, while<br />
in 2021 it was 555). MAN, Mercedes and Ebusco were on the<br />
podium in 2023.<br />
In the January-June period <strong>2024</strong> Daimler Buses took the lead<br />
with 166 new eCitaro registrations. MAN maintained second<br />
place with 50 new registrations, slightly down from 63 in the<br />
same period last year. VDL held third place with 46 buses, while<br />
Solaris is leading the hydrogen bus sector with 22 new FCEV<br />
registrations in the country.<br />
Germany is now the second-largest market for electric buses in<br />
Europe, behind France, that had 424 new registrations in the first<br />
half of the year, although this figure marks a 16.4% decline from<br />
2023. Market leaders? 80 percent of the newly-registered e-buses<br />
comes from Iveco Bus, Bluebus and Mercedes-Benz (332 units,<br />
198 of those are Iveco Bus E-Way).<br />
The UK also made an impressive leap with 872 new electric<br />
buses, a 29% increase from the previous year, according to<br />
industry association ACEA.<br />
Notable developments are in place in Italy, that had 499 BEV<br />
buses registered in the period from January to September: +70%<br />
on the first three quarter of 2023 (294 units registered).<br />
Electric buses are now covering 28% of the city bus market in<br />
Italy. Top sellers? Iveco Bus with <strong>11</strong>1 e-buses (stark increase<br />
compared to 14 in 2023), Solaris (89 units, +43%), Karsan (81<br />
e-buses, + 350%). On the other hand, volumes of tenders look<br />
on a decreasing trend in Europe, with Iveco Bus for instance<br />
detecting a 25% drop in the last 12 months.<br />
WITH E-COACHES IN MIND<br />
Global leader battery supplier<br />
CATL chose IAA Transportation<br />
<strong>2024</strong> in Hannover to launch the<br />
Tectrans battery system. The<br />
new range includes a specific<br />
bus-dedicated product (Tectrans<br />
Bus Edition) headed to the<br />
long-distance e-bus market and<br />
featuring an energy density of<br />
175Wh/kg.<br />
The battery model is said to<br />
employ high-energy,<br />
high-press<br />
density cathode<br />
design at the<br />
micro level, significantly improving<br />
energy density, while a<br />
U-shaped seal and a zero-draft<br />
angle structural innovation result<br />
in a 22% increase in volumetric<br />
energy density compared with<br />
the previous generation. The<br />
electrolyte features an additive<br />
molecular design and precise<br />
film-forming capability. Its “advanced<br />
thermal management<br />
reduces internal<br />
temperature disparity<br />
by 50%”,<br />
CATL says.<br />
The UK also made an impressive leap<br />
with 872 new electric buses, a 29% increase<br />
from the previous year, according to<br />
industry association ACEA.<br />
Happens at GigafactoryX<br />
Polish battery systems maker Impact<br />
Clean Power Technology has launched what the<br />
company claims being “Europe’s most modern,<br />
highly automated” lithium-ion battery production<br />
line. The new line, designed and manufactured<br />
by Teamtechnik, will allow the company to<br />
increase its generating capacity from 0.6 to 1.2<br />
GWh in <strong>2024</strong>, and ultimately to up to 4 GWh.<br />
Up to now, the company has supplied the market<br />
with 12,000 battery packs<br />
for 4,200 e-buses. Among<br />
the key partner of Impact<br />
there’s Solaris.<br />
With its launch,<br />
Impact has completed<br />
the investment in its<br />
new headquarters,<br />
GigafactoryX, which, in<br />
addition to production,<br />
houses the company’s key functions such as<br />
R&D, test laboratory and warehouse. All in the<br />
city of Pruszków, near Warsaw.<br />
The new highly automated production line will<br />
increase Impact’s production capacity from<br />
2,500 to at least 16,000 lithium-ion batteries per<br />
year. A complete battery system dedicated to<br />
heavy transport will be made every <strong>11</strong> minutes,<br />
the supplier states.<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
in Chassis<br />
Redefine e-Bus<br />
safety technology<br />
600 km<br />
500 kWh<br />
105<br />
range with one<br />
battery capacity<br />
passengers<br />
charge<br />
6
TECNHO<br />
IRIZAR LAUNCHES I3 ELECTRIC MODEL<br />
Intercity e-bus offer grows<br />
THE LOW ENTRY <strong>BUS</strong> PRESENTED AT FIAA<br />
8<br />
Irizar has launched the new i3 intercity e-bus model at FIAA in<br />
Madrid, held on 22-25 October. The new vehicle marks the debut<br />
of Irizar in the (nascent) intercity electric bus market: 12.75-meter<br />
long and 3.55-meter high, it offers room for up to 45 seated<br />
passengers, up to 40 standing. A synchronous central motor powers<br />
the bus (peak power: 325 kW), while battery capacity is up to 528<br />
kWh.<br />
The bodywork of the new electric Irizar i3 is available in an<br />
integral self-supporting configuration and with different electric<br />
chassis.<br />
The new Class II electric low entry Irizar i3 features a renewed<br />
design and marks the first step in the development of a range<br />
of vehicles with a new generation of lighter, more comfortable<br />
integral Irizar chassis with up to 50% lower consumption. The<br />
model also has improved cockpit with a redesigned dashboard.<br />
Thanks to the use of lighter and stronger components, it has been<br />
possible to reduce its weight by 1,000 kg. It provides more than<br />
400 km on a single charge per day, according to Irizar.<br />
The vehicle meets the highest standards of safety in the framework<br />
of the new GSR2 regulations by including advanced components,<br />
like cameras and radar, to ensure driver and passenger safety,<br />
complying with the R155 and R156 European regulations for<br />
cybersecurity management systems and vehicle software updates.<br />
The Irizar i3 model is also still available with a diesel, biodiesel,<br />
HVO, hybrid or gas engine.<br />
The company is working on new electric platforms also for the city<br />
bus market, where Irizar e-mobility provides two models: the ie<br />
bus and the ie tram. The European Union has set in 2023 ambitious<br />
targets for reducing CO2 emissions from heavy-duty vehicles.<br />
While city buses will have to be 90% zero emission in 2030 and<br />
100% zero emission in 2035, intercity buses fall into the same<br />
category as coaches and trucks. By 2030, new registrations must<br />
achieve a 45% reduction in emissions, with targets escalating to<br />
65% by 2035 and 90% by 2040.<br />
MENARINI IS BACK<br />
New owner of Industria Italiana<br />
Autobus, Seri Industrial, has<br />
announced on the 16th of October<br />
a change in the company name<br />
of its subsidiary, that becomes<br />
Menarini. Which is the name of<br />
the bus bodybuilder (founded in<br />
1919) that originated the history of<br />
the company that in 20<strong>11</strong> became<br />
IIA. What was still unclear at the<br />
moment of sending this issue to<br />
print, is the role<br />
that a unspecified<br />
“Chinese partner”<br />
will play in the<br />
reorganization of the company,<br />
that in July <strong>2024</strong> was taken over<br />
by the above-mentioned Seri<br />
Industrial Group, that acquired a<br />
98% stake in IIA. Until then the<br />
company was owned by state<br />
companies Invitalia (43%) and<br />
Leonardo (29%), while Karsan<br />
had 28%. A remaining 2% stake<br />
is still held by Invitalia, with the<br />
goal of safeguarding the public<br />
interest in this<br />
crucial sector<br />
of the Italian<br />
economy.<br />
Irizar e-mobility celebrated its 1,000th e-bus<br />
in September, 8 years after foundation of the<br />
company. Its dedicated facility in<br />
Aduna (Spain) was opened in 2018.<br />
Focus on bus articulation<br />
From São Paulo, Brazil, to European cities, in<br />
a ten-years time. In 2016 Jost was chosen as partner<br />
from OEM Mercedes-Benz do Brasil in order to<br />
design a bus articulation as a welded construction.<br />
It was the beginning of the journey that brought the<br />
supplier to showcasing its BusLink bus articulation<br />
series at Busworld in 2023, after commercialization<br />
in Brazil in 2022. The European customized project<br />
focused on lightweight and customization capabilities<br />
with goal of providing a complete articulated bus<br />
system with bellows and energy management.<br />
The Articulation Control Unit (ACU) is a core<br />
element, controlling two hydraulic proportional<br />
damper cylinders and preventing the vehicle from<br />
buckling and swerving under challenging road<br />
conditions. The special feature of the Jost articulated<br />
turntable controller is the individual parameterisation<br />
of the input and output variables according to the<br />
requirements of the bus manufacturer.<br />
The European BusLink is produced in Poland. The<br />
start of production and delivery will kick off with a<br />
European bus OEM (not yet specified) in 2026.<br />
Your power<br />
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Learn more.<br />
©<strong>2024</strong> Cummins Inc.
TECNHO<br />
IVECO <strong>BUS</strong> IS PRODUCING E-<strong>BUS</strong>ES ALSO IN ANNONAY<br />
Doubling e-bus hubs<br />
ALSO THE E-WAY H2 WILL BE MADE IN THE NEW LINES<br />
10<br />
Iveco Bus starts manufacturing of e-buses also in its main<br />
French plant of Annonay, in addition to the Heuliez Bus facility in<br />
Rorthais that has been so far the ‘hub’ for e-bus manufacturing within<br />
the Iveco Group.<br />
The manufacturer also has an ongoing investment plan of 600 million<br />
euros in the coming years, as already announced during Iveco Group’s<br />
Capital Markets Day in March. The majority will be dedicated to the<br />
development of a new zero-emission vehicle platform for the urban<br />
and intercity segments in Europe, capitalizing on existing plants and<br />
the R&D center in France.<br />
According to the updated CO2 reduction target approved by EU,<br />
by 2030, 90% of new urban buses will need to be zero-emission,<br />
a challenge requiring significant industrial investments for<br />
manufacturers. To achieve this, Iveco Bus has decided to electrify its<br />
French historic plant in Annonay this year, to integrate the production<br />
of the Heuliez GX Elec and Iveco E-Way electric models into its<br />
assembly lines, which until now had only been handled by the<br />
Rorthais site, also located in France.<br />
The lines will also accommodate the production of the new E-Way<br />
H2 fuel cell models. Additionally, a unit dedicated to the assembly of<br />
latest-generation electric batteries has also been introduced on the site,<br />
Iveco Bus underlines.<br />
During a conference at Eumo in Strasbourg, Domenico Nucera,<br />
President of Iveco Bus and <strong>2024</strong> President of the Bus and Coach<br />
division of ACEA, highlighted that “Maintaining competitive<br />
production in Europe is a challenge but also an opportunity for<br />
reindustrialization”.<br />
While manufacturers’ efforts are essential, the success of this industrial<br />
revolution will require the mobilization of all stakeholders, Iveco Bus<br />
strenghtens: “Financial support from the States and the European<br />
Union will be crucial for this transformation, along with enhanced<br />
cooperation with public transport operators”.<br />
Iveco Bus has decided to electrify its French<br />
historic plant in Annonay this year, to integrate<br />
the production of the Heuliez GX Elec and Iveco<br />
E-Way electric models into its assembly lines.<br />
TESLA <strong>BUS</strong>ES?<br />
What about Tesla hitting the market with an electric<br />
bus model? In recent years, news have sometimes<br />
been circulating with regards to the possibility that<br />
Tesla might include buses in its portfolio. Or to<br />
cooperate with other companies in the market of<br />
zero emission buses. If it is true that Elon Musk<br />
has excluded the production of a real regular size<br />
bus, the door has remained open for a vehicle with<br />
10 or 12 seats. A minibus or van could result more<br />
suitable to Musk long-term vision.<br />
And now, in October <strong>2024</strong> he presented the Tesla<br />
Robovan, able to carry up to 20 passengers and<br />
autonomously-driven. The Verge website also notes<br />
that in Tesla Master Plan Part 3, the company lists<br />
“bus” and “commercial/passenger vans” as “TBD.”<br />
STRONGER IN SPAIN<br />
Karsan took the opportunity of FIAA <strong>2024</strong><br />
in Madrid to announce a new organizational<br />
structure and strategic goals for the Spanish market.<br />
The company is preparing to operate under its<br />
own umbrella by acquiring 100% of its Spanish<br />
representative, E-buskar (previously independently<br />
owned and acting as dealer for Karsan in the Spanish<br />
market). The manufacturer aims to build a more robust<br />
structure in sales and after-sales services and expand<br />
its dealer network through strategic partnerships. As<br />
part of its new organizational strategy, Karsan plans<br />
to manage its operations across the country through<br />
regional offices<br />
dividing Spain into<br />
four key regions.<br />
Discussions<br />
are ongoing to<br />
achieve the goal<br />
of establishing 27<br />
different service<br />
points.<br />
Celebrating 30 years of<br />
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discover our latest products at the Euro Bus Expo <strong>2024</strong>!<br />
discover our latest products at the Euro Bus Expo <strong>2024</strong>!<br />
Stand<br />
306 Stand<br />
306
INFRASTRUCTURE<br />
FIRST <strong>BUS</strong> - HELIOX PARTNERSHIP ON FURTHER 5 SITES<br />
Transitioning depots<br />
190 E-<strong>BUS</strong>ES WILL BE CHARGED SIMULTANEOUSLY<br />
Heliox and First Bus are collaborating on five new electric bus<br />
charging depots in Bristol, Weston-super-Mare, Minehead, Taunton, and<br />
Basildon, in the UK, thanks to an £89 million investment from First Bus<br />
and supported by the UK Government’s ZEBRA 2 funding programme.<br />
They’ll have a combined capacity to charge over 190 vehicles<br />
simultaneously.<br />
On a broader base, the operator is investing £89 million to expand electric<br />
fleet across the UK (with 178 new electric buses deployed across four<br />
regions) and aims to expand its charging network to 14 depots with more<br />
than 800 electric buses by 2025.<br />
The announcement builds on the partnership between Heliox and First<br />
Bus, unveiling the UK’s largest electric bus depot (capable of charging<br />
178 vehicles simultaneously) in Glasgow in 2021.<br />
Since then, the two companies have continued to work together to<br />
deliver a network of nine operational electric bus charging depots across<br />
Scotland and England, including some first-of-its-kind case such as<br />
the Summercourt depot, providing direct access for the public to rapid<br />
charging infrastructure for electric cars and vans.<br />
FEEDING H2 <strong>BUS</strong>ES<br />
Daimler Buses and H2 Mobility Germany are cooperating<br />
in the expansion of the hydrogen tank infrastructure for<br />
transportation companies. From now on, Daimler will in<br />
fact be brokering the range of hydrogen tank services<br />
of H2 Mobility Germany as part of a holistic consulting<br />
approach.<br />
H2 Mobility Germany is building hydrogen filling stations<br />
in the direct vicinity of transportation companies. In<br />
addition, an H2 dispenser can be installed directly at these<br />
companies’ own depot. Before the end of the year, the<br />
H2 Mobility station network will offer buses and trucks the<br />
option of refueling at 350 bar at more than 50 locations.<br />
“Daimler Buses customers therefore benefit from the<br />
services of an experienced provider who ensures<br />
operation and a continuous supply of hydrogen. At the<br />
same time, the public H2 tank infrastructure will be<br />
strengthened and further expanded”, Daimler Buses<br />
points out.<br />
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e-TERRITO U<br />
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NAVIGO<br />
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12<br />
NORDIC DEPOTS GO SMART<br />
Siemens Smart Infrastructure has<br />
been awarded its first order in the<br />
Scandinavian market: it’ll provide<br />
Unibuss, one of the leading bus<br />
operators in the Oslo region (with 259<br />
e-buses in operation), the Depot360<br />
solution, which ensures optimized fleet<br />
operations and charging infrastructure,<br />
at two separate depots.<br />
Siemens highlights that Depot360’s<br />
smart charging capabilities are able to<br />
ensure that the right amount of energy<br />
is delivered to the vehicles without<br />
exceeding the capacity of the network,<br />
while enabling remote monitoring of<br />
the buses’ charging status. Depot360<br />
is part of Siemens Xcelerator, an open<br />
digital enterprise platform enabling<br />
customers to manage the digital<br />
transformation.<br />
Also, Depot360 AI Platform, provides<br />
that Siemens’ expert team at its 24/7<br />
Network Operations Center (NOC)<br />
continuously leverages algorithms<br />
to monitor and manage the charging<br />
infrastructure’s performance. This<br />
allows for the identification and<br />
resolution of issues based on datadriven<br />
decisions. Load shifting and<br />
peak shaving features are expect to<br />
enable further energy cost reductions<br />
for Unibuss.<br />
www.otokareurope.com<br />
From 3 to 6 December in Lyon<br />
Hall 5 - Stand 14
INTERVIEW<br />
14<br />
In the UK, Zemo Partnership<br />
has the aim of accelerating<br />
the transition of road<br />
transport to zero emissions.<br />
As an independent organisation,<br />
Zemo supports<br />
policy development and<br />
helps industry navigate the<br />
challenges of decarbonisation.<br />
The organization<br />
is also responsible for<br />
managing the UK’s definition<br />
of a zero emission bus<br />
– an important distinction<br />
for operators to access UK<br />
government funding.<br />
A CONVERSATION WITH ZEMO PARTNERSHIP’S TIM GRIFFEN<br />
CERTIFYING THE<br />
TRANSITION<br />
Zemo Partnership defines and manages the UK's<br />
ZE bus accreditation. The UK is a leading country<br />
in terms of zero emission bus volume: 10% of<br />
the total fleet. What will come next?<br />
The Low Carbon Vehicle Partnership<br />
(LowCVP) was set up<br />
in 2003 to help accelerate the<br />
transition to low carbon vehicles<br />
and fuels, following the UK government’s<br />
2002 Powering Future Vehicles<br />
Strategy, the first concerted effort to cut<br />
greenhouse gas emissions from the country’s<br />
road transport sector. While the organisation<br />
was fully government funded,<br />
the LowCVP sought to bridge the gap between<br />
government and industry. As such,<br />
it involved key automotive sector players,<br />
such as Toyota UK’s Managing Director<br />
of the day, Graham Smith, who became<br />
the original LowCVP Chair.<br />
Today, and following a rebrand in 2021,<br />
LowCVP has become Zemo Partnership,<br />
comprising approximately 200 subscription-paying<br />
members from a variety of<br />
backgrounds. Within the bus and coach<br />
sector, Zemo’s Bus Working Group consists<br />
of bus manufacturers and operators,<br />
design engineering companies, passenger<br />
transport executives, local authorities, and<br />
academics. This diverse spread of members<br />
gives the organisation the opportunity<br />
to bring together UK stakeholders from<br />
across the sector to develop programmes<br />
aimed at speeding the introduction of zero<br />
emission vehicles. In the UK bus industry,<br />
Zemo is most well-known for defining<br />
and managing the UK’s ZE bus accreditation<br />
that entitles ZE vehicle owners and<br />
operators to government subsidy.<br />
“A key aim for us is to achieve<br />
well-to-wheel greenhouse<br />
gas savings from buses<br />
going onto the roads,”<br />
says Zemo Partnership’s<br />
Tim Griffen,<br />
Programme Manager<br />
for heavy vehicles, including<br />
bus & coach.<br />
“Importantly, we've<br />
made sure vehicle certification<br />
is attached to a<br />
funding scheme to ensure<br />
tax payers’ money is going<br />
towards efficient vehicles. To<br />
achieve this, we’ve brought together<br />
industry and government to make ZE buses<br />
as efficient as they can be.”<br />
Zemo accreditation and funding<br />
To gain ZE vehicle accreditation, Zemo’s<br />
definition means no combustion engines<br />
can be used on board, with no tailpipe<br />
emissions. Zemo also stipulates that a<br />
vehicle must achieve a 50% well-to-wheel<br />
greenhouse gas saving compared to a<br />
conventional Euro VI diesel over the UK<br />
Bus Cycle. The iterative nature of certification,<br />
which has been in place for over<br />
10 years going back to low carbon buses,<br />
has helped move industry forward regarding<br />
technological development, most<br />
notably the move away from diesel heaters<br />
which were commonplace on early<br />
generation zero emission buses.<br />
The Bus Service Operators<br />
Grant (BSOG) offers disproportionately<br />
high level of<br />
funding for diesel vehicles<br />
compared to ZE buses, currently<br />
sitting at 35p per litre<br />
of diesel, compared to the<br />
22p incentive per kilometre<br />
travelled for ZE buses.<br />
Linked to ZE bus accreditation, the Department<br />
for Transport’s (DfT) Zero<br />
Emission Bus Regional Areas (ZEBRA)<br />
Scheme has so far awarded £269m to 17<br />
UK areas to buy ZE-accredited buses.<br />
Zemo has also developed a repower<br />
accreditation scheme,<br />
also entitling operators to<br />
government subsidy, as<br />
well as various guides<br />
and workshops to help<br />
stakeholders towards<br />
the ZE transition.<br />
“Huge progress has<br />
been made in the UK<br />
towards the transition,”<br />
says Tim. “Around 10%<br />
of the UK bus fleet is ZE<br />
and, for the last three years,<br />
50%-plus of all registrations<br />
have been ZE. This has been driven by<br />
government funding schemes which built<br />
on the early leadership shown by Transport<br />
for London in decarbonising the<br />
capital’s bus fleet. In the next two years,<br />
we expect the UK fleet to reach 20% ZE,<br />
based on funding already allocated.”<br />
Government funding needs<br />
Although UK government subsidy has<br />
been crucial, the approach continues to<br />
create a less than predictable market. The<br />
development of ZEBRA funding has seen<br />
increasing competition between regional<br />
transport authorities, with uncertainty<br />
over how much funding will be available<br />
and when. Subsequently, this has led to<br />
peaks and troughs in manufacturing demand.<br />
And for future ZEBRA funding,<br />
currently there’s no message on its con-<br />
«Around 10% of the UK bus fleet is ZE. For the last 3 years<br />
50%-plus of all registrations have been ZE, driven by<br />
government funding schemes which built on the early<br />
leadership of TfL. In the next two years, we expect the UK fleet<br />
to reach 20% ZE, based on funding already allocated»<br />
15
INTERVIEW<br />
«If BSOG funding for ZE vehicles was increased to around<br />
30p per km, operators could plan the purchase cost against<br />
a 15-20 year vehicle life in tandem with private finance, which<br />
is queuing up to enter the market. The other challenge is that<br />
the BSOG ZEB incentive doesn’t currently have an end date»<br />
tinuation. All eyes are on the government<br />
budget, which was announced on 30 October,<br />
with ZE funding possibly linked to<br />
the new UK government’s support for regional<br />
franchised services (editor's take:<br />
this interview was drafted before that<br />
date).<br />
The other main funding stream important<br />
to the ZE transition is the Bus Service<br />
Operators Grant (BSOG), where the DfT<br />
subsidises local authorities and bus operators.<br />
However, diesel vehicles continue<br />
to receive a disproportionately high level<br />
of funding compared to ZE buses, currently<br />
sitting at 35p per litre of diesel, compared<br />
to the 22p incentive per kilometre<br />
travelled for ZE buses.<br />
“To create a sustainable funding model<br />
for the future, we see BSOG reform as<br />
part of the solution,” says Tim. “If BSOG<br />
funding for ZE vehicles was increased to<br />
around 30p per kilometre, operators could<br />
plan the purchase cost against a 15-20<br />
year vehicle life in tandem with private<br />
finance, which is queuing up to enter the<br />
market. The other challenge is that the<br />
BSOG ZEB incentive doesn’t currently<br />
have an end date, so there’s uncertainty<br />
over how long it will continue.”<br />
ZE technology direction<br />
As well as the continued need for assurance<br />
on government funding, clarity is<br />
also required regarding the non-ZE new<br />
vehicle sale cut-off date.<br />
“Following consultation in 2022, currently<br />
buses fall into the general category for<br />
all other combustion engine vehicles with<br />
an end-of-sale date of 2040, but there’s<br />
potential to legislate for an earlier date,”<br />
says Tim. “Without clarity on the date,<br />
this makes long-term planning challenging<br />
for operators as well as manufacturers.”<br />
Regarding the direction of ZE technology<br />
favoured in the UK, Zemo Partnership<br />
remains neutral, and instead presents evidence-based<br />
research reports across various<br />
viable alternatives. However, concerning<br />
the bus sector, Tim says the UK<br />
market has largely decided.<br />
“There are just under 4,000 ZE buses in the<br />
country, and just over 100 are hydrogen.<br />
This is mainly down to the cost of the vehicles<br />
and, more crucially, the supply cost of<br />
hydrogen,” says Zemo’s bus programme<br />
lead. “Hydrogen fuel cell technology was<br />
ready to go 10 years ago, but questions remain<br />
over hydrogen supply, which faces<br />
many challenges, exacerbated by crises<br />
such as the Ukraine war through to supply<br />
depots achieving sign-off by the Health &<br />
Safety Executive. Alternatively, questions<br />
that have faced battery electric technology,<br />
such as range requirements and battery<br />
lifetime, are starting to be answered to a<br />
point where operators are looking at this<br />
technology as a solution for most of their<br />
journey needs, while the hydrogen use<br />
case becomes ever more niche.”<br />
To achieve ZE status according to Zemo’s<br />
criteria, and therefore receive government<br />
subsidy, green hydrogen must be used,<br />
which presents a further cost barrier. Although<br />
UK hydrogen plants that exist<br />
near large urban centres can be viable for<br />
the sector, like Crawley near London’s<br />
Gatwick airport, as well as Birmingham<br />
and Aberdeen, Tim expects a 90%-plus<br />
battery electric vehicle registration trend<br />
to continue for the foreseeable future.<br />
Challenges to electric bus<br />
But despite the prevalence of electrically<br />
powered vehicles so far in the UK,<br />
the technology hasn’t overcome all of its<br />
challenges, according to Tim.<br />
“Probably the single biggest thing that<br />
could hold back the transition to battery<br />
electric buses is the time or cost to get a<br />
grid connection,” says Tim. “Connection<br />
time is a particular problem in large urban<br />
areas, including London, where the wait<br />
could be two years-plus, and extended distances<br />
for connection could require more<br />
expensive cable routing. Operators have<br />
also faced waiting time competition from<br />
other sectors clamouring for power. In the<br />
UK, the transport sector and the energy<br />
sector have traditionally been segregated,<br />
but increasing cooperation is something<br />
Zemo Partnership has worked on, and<br />
“There are just under 4,000<br />
ZE buses in the country,<br />
and just over 100 are hydrogen.<br />
This is mainly down to<br />
the cost of the vehicles and,<br />
more crucially, the supply<br />
cost of hydrogen,” says Zemo’s<br />
bus programme lead.<br />
“Questions remain over<br />
hydrogen supply".<br />
created some disquiet from British manufacturers,<br />
but this is ultimately a matter<br />
for UK government,” says Tim.<br />
Lifecycle analysis and realworld<br />
bus operation<br />
However, for Zemo, there’s<br />
an opportunity to play an important,<br />
and impartial, role.<br />
Tim says: “We have British<br />
manufacturer members as<br />
well as international manufacturer<br />
members, yet we<br />
have one combined aim: to<br />
accelerate the uptake of zero<br />
emission buses and improve<br />
bus efficiency. A future area<br />
that we could provide imenergy<br />
providers are starting to engage<br />
more with operators.”<br />
Considering ZE bus manufacturers, how<br />
has Zemo’s accreditation impacted the<br />
market?<br />
“Most manufacturers, whether those from<br />
the UK or internationally, can meet the<br />
ZE accreditation and have been integral<br />
to its iterative development over the last<br />
decade. There’s been no interest from government<br />
on where operators should use<br />
subsidy to buy ZE vehicles, which has<br />
Although UK government<br />
subsidy has been<br />
crucial, the approach<br />
continues to create a<br />
less than predictable<br />
market. The development<br />
of ZEBRA funding has<br />
seen increasing competition<br />
between regional<br />
transport authorities,<br />
with uncertainty over<br />
how much funding will<br />
be available and when.<br />
Subsequently, this has<br />
led to peaks and troughs<br />
in manufacturing<br />
demand. And for future<br />
ZEBRA funding, currently<br />
there’s no message<br />
on its continuation.<br />
«The biggest thing that could hold back the transition to BEV<br />
buses is the time or cost to get a grid connection. In big cities<br />
the wait could be 2 years-plus, and extended distances for<br />
connection could require more expensive cable routing. Also,<br />
other sectors are clamouring for power»<br />
partial evidence on is lifecycle analysis,<br />
including manufacturing emissions, so<br />
we’re looking at how we might be able<br />
to bring that further into ZE certification.”<br />
Zemo is also investigating further vehicle<br />
performance-related changes to ZE accreditation.<br />
“We’re at a point where we’re increasingly<br />
trying to replicate and integrate realworld<br />
operating conditions,” says Tim.<br />
“The way electric buses drive compared<br />
to diesel buses, and the challenges they<br />
face, are different, whether considering<br />
aspects such as inclines, environmental<br />
temperature, or acceleration, so we’re<br />
looking at how we can integrate this and<br />
attach it to funding.” Alex Byles<br />
16<br />
17
OUTLOOKS<br />
The headline figure from<br />
the UK government’s<br />
budget announcement on<br />
30 October is an injection<br />
of £1bn to protect vital<br />
bus routes and cap bus<br />
fares in England outside<br />
London. This figure comprises<br />
£640 million to LTAs<br />
to support and improve<br />
bus services in FY2025/26,<br />
and continuation of Bus<br />
Service Operators Grant<br />
(BSOG) payments in<br />
FY2025/26 to £285m, made<br />
to operators to offset fuel<br />
and ZE energy costs.<br />
HOW FAR CAN THE UK’S <strong>BUS</strong> SERVICE MODEL REFORM?<br />
SHAKING THE<br />
INDUSTRY UP?<br />
In the UK, the new government’s Buses<br />
Bill has the potential to achieve the most<br />
significant industry shake-up since the sector<br />
was privatised in the 1980s<br />
The UK’s bus operation has the<br />
potential for the most significant<br />
change in a generation.<br />
On 9 September, Transport<br />
Minister Louise Haigh MP presented<br />
the Buses Bill, giving all English local<br />
transport authorities (LTAs) the power<br />
to operate as a franchise. In effect, this<br />
will enable LTAs to run their services<br />
on the same basis as London, with freedom<br />
over routes, frequency, operational<br />
hours, and ticket pricing. Joining the<br />
capital, Manchester adopted this model<br />
in September 2023, and since then,<br />
a handful of metropolitan areas have<br />
also declared their intention. But with<br />
the new government legislation, the<br />
franchising option will now be open<br />
to all LTAs outside London – while<br />
the devolved administrations of Wales,<br />
Scotland, and Northern Ireland manage<br />
their own affairs separately. The Buses<br />
Bill will likely be introduced by government<br />
in Spring/Summer 2025.<br />
Why this has happened is unsurprising;<br />
almost uniquely in the world, since 1986<br />
the UK has largely run its bus service<br />
through privately-run operators. Continually<br />
decreasing services with a diminishing<br />
patronage has been widely blamed<br />
on the privatised model. Accordingly, the<br />
newly elected government formed by the<br />
centre-left Labour party, the traditional<br />
protector of state-run services, believes it<br />
has the legitimacy to re-regulate. Moreover,<br />
this approach has been welcomed<br />
by bodies such as the Urban Transport<br />
Group, the Campaign for Better Transport,<br />
and the Confederation of Passenger<br />
Transport (CPT), all of whom have welcomed<br />
the principle of the Buses Bill.<br />
The need for funding support<br />
Franchising powers alone though are<br />
not a panacea. As the model has operated<br />
on a commercial basis since the mid-<br />
1980s, with operators choosing which<br />
routes and services to run, except for<br />
the minority of routes subsidised by local<br />
government, a meaningful service<br />
improvement will, at least initially, require<br />
state funding support.<br />
The headline figure from the UK government’s<br />
budget announcement on<br />
30 October is an injection of £1bn to<br />
protect vital bus routes and cap bus<br />
fares in England outside London. This<br />
figure comprises £640 million to LTAs<br />
to support and improve bus services in<br />
FY2025/26, and continuation of Bus<br />
Service Operators Grant (BSOG) payments<br />
in FY2025/26 to £285m, made<br />
to operators to offset fuel and ZE energy<br />
costs. Resolving uncertainty over<br />
the subsidised maximum £2 fare limit<br />
scheduled until the end of this year, the<br />
government said it will invest £151m<br />
to support a ticket price limit in England<br />
throughout 2025, albeit raising the<br />
maximum to £3 per ticket. In further<br />
news welcomed by the bus sector, fuel<br />
duty will continue to be frozen at 53p<br />
per litre.<br />
In addition, the government budget also<br />
announced an extra £200m for City Region<br />
Sustainable Transport Settlements<br />
(CRSTS), bringing local transport<br />
spending for Metro Mayors in 2025-26<br />
Across England and Wales<br />
outside of London, urban<br />
bus services had dropped<br />
by 48% and rural buses by<br />
52% since 2008. Yet, bus<br />
remains the most popular<br />
form of public transport, responsible<br />
for 3.7bn passenger<br />
journeys per year.<br />
to £1.3 billion. Up to now, the CRSTS<br />
funding stream has been notable in<br />
helping Manchester establish its Bee<br />
Network franchised service.<br />
However, the budget also introduced<br />
new financial challenges relating to<br />
increases all employers must pay in<br />
contribution to National Insurance, the<br />
UK's social security system.<br />
Alison Edwards, Director of Policy and<br />
External Relations at the CPT, says:<br />
“The Chancellor’s increase in national<br />
insurance contributions will weigh<br />
heavily on bus and coach operators,<br />
typically costing £800 a year for each<br />
driver. This big tax rise will weaken<br />
the ability of bus operators to invest<br />
in higher frequencies, new routes and<br />
modern, environmentally friendly vehicles.<br />
And it will hurt coach operators,<br />
many of which are small, family-owned<br />
businesses.”<br />
Improving the bus service<br />
Despite the financial assistance that<br />
the latest government budget will offer,<br />
improving the wider bus network<br />
to previous levels will be a major task.<br />
In a report from November last year by<br />
Dr Malcolm Morgan at the Institute for<br />
Transport Studies, the findings were<br />
that on average, across England and<br />
Wales outside of London, urban bus<br />
services had dropped by 48% and rural<br />
buses by 52% since 2008. Yet at the<br />
same time, bus remains the most popular<br />
form of public transport in the UK,<br />
responsible for 3.7bn passenger journeys<br />
in the financial year end March<br />
2023.<br />
The scale of this challenge has been<br />
recognised by the new government.<br />
“Buses are the lifeblood of our communities,<br />
but for too many people it has<br />
become impossible to rely on local services,<br />
as routes have been slashed and<br />
timetables hollowed out,” said Trans-<br />
18<br />
19
OUTLOOKS<br />
The ZEBRA Scheme has<br />
been integral to the transition,<br />
which could see<br />
ZE buses comprising up<br />
to 20% of the UK fleet<br />
within 2 years. In October<br />
the Department for Transport<br />
reported that the<br />
Transport Secretary will<br />
announce plans to create a<br />
new UK Bus Manufacturing<br />
Expert Panel.<br />
port Minister Louise Haigh MP on the<br />
day of the Buses Bill announcement.<br />
Clearly, the cost to redress the decline<br />
in a meaningful way will be expensive.<br />
Manchester’s Bee Network, for<br />
example, has been significantly financed<br />
as part of its £1.07bn CRSTS<br />
award, though the network also covers<br />
train, tram, roads, and cycle lanes for a<br />
metropolitan area that includes around<br />
2.9million people.<br />
Support for the ZE transition<br />
Has the latest government budget gone<br />
far enough to support the sector? In<br />
reaction, CPT’s Alison Edwards says:<br />
“Collectively, the bus and coach sector<br />
is vital in achieving the Government’s<br />
missions of kickstarting economic<br />
growth and breaking down barriers to<br />
opportunity. However, contradictory<br />
policies which, on the one hand, support<br />
public transport and on the other<br />
hand impose substantial extra costs, are<br />
unhelpful.”<br />
Meanwhile, the next opportunity for a<br />
funding boost could come within the<br />
detail of the Buses Bill implementation.<br />
Improving bus service reliability, as<br />
well as journey time and frequency,<br />
will not only be integral to achieve the<br />
long-term growth in patronage for the<br />
economic sustainability of franchised<br />
services, but encouraging the modal<br />
shift from car<br />
to bus will also<br />
be important to<br />
meet climate targets.<br />
A report by<br />
Lisa Hopkinson<br />
at sustainable<br />
transport consultancy<br />
Transport<br />
for Quality of<br />
Life, says that<br />
to meet carbon<br />
targets, England<br />
and Wales outside<br />
of London<br />
need to increase<br />
bus passenger<br />
kilometres by<br />
120% by 2030<br />
compared to<br />
2019. A more<br />
conservative estimate<br />
by CPT<br />
still says that bus<br />
passenger km<br />
needs to increase<br />
by two-fifths (41%) by 2030 compared<br />
to 2019 levels.<br />
The Labour government has made important<br />
environmental commitments<br />
in its manifesto, including meeting the<br />
UK’s internationally agreed target to<br />
reduce carbon emissions by over twothirds<br />
by 2030. While the government<br />
has reinforced its pledge to phase out<br />
new cars that rely solely on internal<br />
combustion engines by 2030, and that<br />
from 2035 all new cars and vans sold<br />
in the UK will be zero emission, the<br />
bus sector awaits confirmation on timing<br />
to end the sale of non-ZE vehicles,<br />
currently listed as the fall-back date of<br />
2040. While this presents uncertainty<br />
for manufacturers as well as operators,<br />
the recent budget has not provided clarity<br />
on whether the current ZE vehicle<br />
subsidy will continue. Up to now, the<br />
Department for Transport’s (DfT) Zero<br />
Emission Bus Regional Areas (ZE-<br />
BRA) Scheme has been integral to the<br />
transition, which could see ZE buses<br />
The bus sector awaits<br />
confirmation on timing<br />
to end the sale of non-ZE<br />
vehicles, currently listed<br />
as the fall-back date of<br />
2040. While this presents<br />
uncertainty, the recent<br />
budget has not provided<br />
clarity on whether the current<br />
ZE vehicle subsidy<br />
will continue.<br />
turing programme, in October the Department<br />
for Transport reported that<br />
the Transport Secretary will announce<br />
plans to create a new UK Bus Manucomprising<br />
up to 20% of the total UK<br />
fleet within the next two years from already<br />
allocated funding.<br />
In support of the UK’s bus manufac-<br />
A report by Lisa Hopkinson<br />
at sustainable transport<br />
consultancy Transport<br />
for Quality of Life,<br />
says that to meet carbon<br />
targets, England and<br />
Wales outside of London<br />
need to increase bus<br />
passenger kilometres<br />
by 120% by 2030 compared<br />
to 2019. A more<br />
conservative estimate by<br />
CPT still says that bus<br />
passenger km needs to<br />
increase by two-fifths<br />
(41%) by 2030 compared<br />
to 2019 levels.<br />
facturing Expert Panel. The department<br />
says the panel will bring together industry<br />
experts and local leaders to explore<br />
ways to ensure the UK remains a<br />
leader in bus manufacturing,<br />
help local authorities<br />
deliver on their transport<br />
ambitions, and begin to<br />
seize opportunities to<br />
embrace zero emission<br />
transport technologies.<br />
Yet, how far the government<br />
subsidy towards the<br />
ZE transition will continue<br />
also looks set to depend<br />
on the implementation<br />
of the Buses Bill.<br />
Alex Byles<br />
20<br />
21
OUTLOOKS<br />
22<br />
THE WINNERS OF THE <strong>SUSTAINABLE</strong> <strong>BUS</strong> AWARDS<br />
COMMITTED TO<br />
SUSTAINABILITY<br />
Solaris, MAN and Scania win the award that<br />
acknowledges cutting-edge technologies<br />
shaping the future of mobility. Solaris Urbino<br />
12 Electric, MAN Lion’s City E LE and Scania<br />
Touring LNG/LBG triumphed<br />
And the winners are… Solaris,<br />
MAN, and Scania! On the<br />
evening of Monday, October<br />
21st, at the inaugural gala of<br />
the FIAA exhibition in Madrid, the<br />
winners of the Sustainable Bus Awards<br />
2025 were announced.<br />
The jury’s evaluation considers how<br />
new technologies make vehicles safer,<br />
more efficient, more comfortable,<br />
highly connected, and less polluting.<br />
This meticulous selection and voting<br />
process ensures that only the most<br />
innovative and promising vehicles receive<br />
recognition, underscoring the<br />
industry’s commitment to progress and<br />
sustainability.<br />
This award stands indeed as a testament<br />
to the dedicated efforts of the bus<br />
industry in meeting emission reduction<br />
targets, highlighting the commitment<br />
of manufacturers to embrace sustainable<br />
innovation and meet ambitious environmental<br />
goals.<br />
This year, the award, which includes<br />
three distinct categories—Urban, Intercity,<br />
and Coach—was claimed by<br />
Solaris, MAN, and Scania, who emerged<br />
victorious over tough competition.<br />
In the Urban category, the Urbino 12<br />
Electric triumphed over contenders<br />
like Iveco Bus’ E-Way H2, Mercedes-<br />
Benz’s eCitaro Fuel Cell, the VDL Citea<br />
LF-181, and the B12 from BYD.<br />
Moving to Class II, MAN’s Lion’s Intercity<br />
LE edged out Otokar’s eTerrito,<br />
the Scania-Castrosua LE BEV, Setra’s<br />
MultiClass S516 LE and the Volvo<br />
8900 Electric. In the Coach segment,<br />
Scania received more votes than Yutong’s<br />
electric T12 E, Isuzu’s compact<br />
coach Novo Volt, and the double-decker<br />
Volvo 9700 DD.<br />
Featuring a jury that consists<br />
of 10 European trade<br />
outlets, SBY stands as a<br />
testament to the efforts of<br />
the bus industry in meeting<br />
emission reduction targets,<br />
highlighting the commitment<br />
of manufacturers to<br />
embrace sustainable innovation<br />
and meet ambitious<br />
environmental goals.<br />
REASONS FOR WINNING<br />
SBY 2025 Urban Winner: Solaris Urbino 12 Electric<br />
In the Urban category, the Solaris Urbino 12 Electric takes the crown, marking<br />
its dominance in the European e-bus market. Already the best-selling electric<br />
bus acrossthe continent, Solaris has further elevated the model with a comprehensive<br />
<strong>2024</strong> update. The latest version of the Urbino 12 Electric features<br />
increased flexibility, with multi-ple drivetrain options and optimized battery<br />
capacity, thanks to the new High Energy packs. Notably, all major components<br />
have been relocated to the roof, freeing up more interior space for passengers.<br />
One of the key reasons for Solaris’ triumph lies in its drivetrain versatility. The<br />
Polish OEM is the only bus manufacturer offering the choice of different types<br />
of traction motors (in-wheel and central) on the same model. The flexibility extends<br />
to the battery options, including High Energy NMC batteries with 102.9<br />
kWh per module, LFP batteries for plug-in charging, and LTO batteries for rapid<br />
charging via pantograph. This adaptability has set Solaris apart from itscompetitors,<br />
securing its position at the forefront of sustainable urban transport”.<br />
SBY 2025 Intercity Winner: MAN Lion’s City 12 E Low Entry<br />
In the Intercity category, the MAN Lion’s City 12 E Low Entry has claimed the<br />
Sustainable Bus Award 2025. This model responds to the growing demand for<br />
lowentry buses in the European market, offering the perfect balance between<br />
urban and intercity transport. Powered by a 160 kW synchronous electric inhouse<br />
motor and equipped with a maximum battery capacity of 480 kWh, the<br />
Lion’s City 12 E delivers outstanding performance and zero-emission operations,<br />
making it an ideal choice for both city and regional routes. The bus’ connectivity<br />
features, bolstered by the integration of the RIO platform, allow for<br />
seamless communication and data management, ensuring that operators can<br />
optimize performance and maintenance. Designed with the flexibility to serve<br />
urban and interurban routes, this model underscores MAN’s commitment to<br />
sustainability, more than 95% components are recyclable, while providing a<br />
practical and adaptable solution for modern public transport needs.<br />
SBY 2025 Coach Winner: Scania Touring LNG/LBG<br />
In the Coach category, the Scania Touring LNG/LBG stands out for its innovative<br />
use of Liquefied Natural Gas (LNG) as well as the ability of this vehicle to run<br />
with Liquefied Biogas (LBG) as a sustainable fuel alternative. This long-distance<br />
coach is equipped with Scania’s renowned gas-powered engine, which offers<br />
excellent fuel efficiency while significantly reducing CO2 emissions compared to<br />
traditional diesel models. The vehicle is paired with the 12-speed Scania Opticruise<br />
transmission, known for its smooth gear transitions and driving comfort,<br />
particularly on long-haul journeys. LNG/LBG is emerging as a key player in the<br />
green energy transition, and Scania’s approach positions the Touring LNG/LBG<br />
as a reliable, forward-thinking choice for operators. Furthermore, with certifications<br />
like Crit’Air 1, the coach is well-suited to operate in low-emission zones<br />
across Europe, including markets like France.<br />
23
IN THE SPOTLIGHT<br />
IRIZAR I6S EFFICIENT HYDROGEN<br />
THE ALIEN<br />
Irizar hydrogen coach was the star<br />
of Busworld 2023. Now we have<br />
seen it in action. The prototype<br />
is type-approved, but a (very)<br />
updated version is on the way.<br />
Demo testing by the end of ‘25<br />
It attracted a lot of attention at Busworld in October<br />
2023, even though it was in fact nothing more<br />
than a prototype (moreover, most of its technical<br />
specifications are kept under strict secrecy. But in<br />
the meanwhile it achieved homologation). After all, it<br />
is the first case of a fuel cell coach model developed<br />
by a European manufacturer. And an updated version<br />
is under development, with demo testing scheduled to<br />
begin by the end of 2025.<br />
Our editorial team had the opportunity to learn more<br />
about this model in Ormaiztegi during a presentation<br />
held in July <strong>2024</strong>.<br />
The Irizar i6S Efficient Hydrogen was developed by<br />
Irizar (or rather: it is still under development) to guarantee<br />
performance comparable to diesel coaches in<br />
terms of both passenger and luggage capacity.<br />
Let’s take a small step back. The i6S Efficient range,<br />
to which the hydrogen concept belongs, was launched<br />
in 2022. Distinguishing features? 950 kg less kerb<br />
weight (thanks in part to the use of composite materials),<br />
a 30 per cent leap forward in terms of aerodynamics<br />
(although the CX is not specified) enabled by<br />
chisel work on the windscreen curvature. The Efficienct<br />
coach family promise to cut fuel consumption<br />
by 13 per cent.<br />
From prototype to upgrading<br />
The Efficient series is also characterized by new connectivity<br />
technologies by Datik. At the time of launch,<br />
Datik was part of the Irizar group, but in September<br />
<strong>2024</strong> passed under the umbrella of the Israeli tech<br />
company Optibus. In any case, data and statistics on<br />
vehicle usage are stored on the cloud to maximise<br />
profitability, optimise route planning and minimise<br />
maintenance costs.<br />
Let’s talk about our hydrogen prototype (which is<br />
homologated, Irizar emphasises). It has allegedly<br />
achieved a range of almost 1,000 km on a single tank<br />
It’s the first fuel cell coach<br />
model developed by a<br />
European manufacturer.<br />
Our editorial team had the<br />
opportunity to learn more<br />
about this vehicle in Ormaiztegi,<br />
Spain (Irizar HQ),<br />
in July <strong>2024</strong>.<br />
24<br />
25
IN THE SPOTLIGHT<br />
THE ID CARD<br />
Length mm 12,920<br />
Width mm 2,550<br />
Height mm 4,000<br />
Front / rear overhang mm 2,690 / 3,410<br />
Wheelbase mm 6,820<br />
Passenger capacity n 55<br />
Motor brand model -<br />
Motor type<br />
Central<br />
Output peak / cont. kW 400 / 360<br />
Torque peak / cont. Nm 2,000 / 1,360<br />
Transmission<br />
3-speed<br />
Front axle<br />
ZF RL82EC<br />
Rear axle<br />
ZF A133<br />
Drive ratio 2.76<br />
Steering<br />
Electro-hydraulic<br />
Fuel cell module supplier -<br />
Fuel cell module output kW 2 x 100<br />
Battery supplier -<br />
Battery capacity kWh 60<br />
Hydrogen capacity kg<br />
56 (350 bar)<br />
of fuel. The interior configuration includes<br />
55 passenger seats, in addition to the driver<br />
and hostess. In terms of performance, it is<br />
equipped with an electric motor with a peak<br />
power of 400 kW (360 kW continuous) and<br />
a maximum torque of 2,000 Nm.<br />
During low-speed driving, the fuel cell provides<br />
power and the batteries idle. During<br />
high-speed driving, for example on motorways,<br />
the ‘relation’ between the two components<br />
is reversed: the large part of power<br />
comes from the batteries, which are constantly<br />
kept charged by the fuel cell module.<br />
The (few) technical specifications disclosed<br />
by the group are those attributable to the rest<br />
of the i6S Efficient range: here is the EBS3<br />
braking system sourced from ZF (Wabco),<br />
electro-hydraulic steering, independent<br />
front suspension (ZF RL82EC axle) and the<br />
ZF A133 at the rear. A configuration clearly<br />
inherited from the i6S Efficient diesel range.<br />
The prototype is equipped with a full range<br />
of safety systems, including ABS, ASR,<br />
AEBS, BFD, ECAS, TPMS, LDWS, ESC,<br />
FCW, and advanced systems such as traffic<br />
sign recognition, intelligent high beam control<br />
and distance monitoring. A mirror cam<br />
system is available on request. In addition,<br />
Magic Eye technology monitors the driver’s<br />
attention level by detecting microsleep, distractions<br />
and mobile phone use.<br />
The i6S Efficient Hydrogen is equipped<br />
with a water heating system (convectors<br />
and heat pump) and a brake resistor that<br />
contributes to heating. The air conditioning<br />
system is manufactured by subsidiary com-<br />
The next generation model<br />
will be equipped with a<br />
150 kW fuel cell (marking<br />
a reduction from the current<br />
200 kW output made<br />
possible by coupling two<br />
100 kW fuel cells) and a 45<br />
or 60 kWh battery module<br />
for energy storage. Also,<br />
the coach will be able to<br />
store on board up to 86 kg<br />
of hydrogen compressed<br />
to 700 bar.<br />
pany Hispacold and has been designed to<br />
improve energy efficiency and reduce the<br />
vehicle’s overall weight, with the eCo3 air<br />
purification system available on request (it<br />
is also sourced from sister company plants).<br />
The prototype seen in Brussels, and which<br />
we had the opportunity to test in Spain,<br />
weighs around two tonnes more than the<br />
diesel version.<br />
Goals: less weight, more hydrogen<br />
However, as mentioned at the beginning,<br />
work is underway with the goal of launching<br />
a new generation of this vehicle. The<br />
aim is to reduce the weight difference to between<br />
1 and 1.5 tonnes, thus ‘cutting’ more<br />
than half a ton from the current tare weight.<br />
The new platform will begin demo testing<br />
by the end of 2025. Technical innovations<br />
will include a three-speed transmission,<br />
while the engine will be available in two<br />
power versions: 260 or 380 kW.<br />
The vehicle will be equipped with a single<br />
150 kW fuel cell (marking a reduction<br />
from the current 200 kW output made possible<br />
by coupling two 100 kW fuel cells)<br />
and a 45 or 60 kWh battery module for<br />
temporary energy storage. Also, the coach<br />
will be able to store on board up to 86 kg<br />
of hydrogen compressed to 700 bar (for the<br />
first time in the bus sector). This is a significant<br />
step forward compared to the 56<br />
kg carried on the version seen at Busworld<br />
and tested in Spain. The main issue in the<br />
design and redesign of the model concerns<br />
the location of the batteries, which<br />
today take up space in the luggage compartments.<br />
Irizar engineers are working on<br />
moving at least part of the modules close to<br />
the wheel arches, so as to free up as much<br />
space as possible in the central part of the<br />
wheelbase.<br />
When asked about this, Irizar management<br />
stated that the development of the i6S Efficient<br />
Hydrogen is entirely supported by<br />
investment and resources from the Irizar<br />
group, with no subsidies from European<br />
projects or external partnerships.<br />
26<br />
27
IN THE SPOTLIGHT<br />
MAN LION’S CITY E LE<br />
SUBURBIA<br />
The Lion’s City E LE is<br />
MAN first step towards<br />
offering electric traction<br />
in the intercity segment.<br />
The batteries will soon<br />
be upgraded. Excellent<br />
soundproofing work.<br />
SBY 2025 winner<br />
Almost a year after its presentation at<br />
Busworld, we finally had the chance to try<br />
out the MAN Lion’s City 12 E Low Entry at<br />
the Coach Driving Experience organised in<br />
the Austrian village of Saalfelden.<br />
Derived from the low-floor electric model and redesigned<br />
by the new engineering department in Ankara,<br />
the MAN 12 E LE differs from the already familiar<br />
city version in that the rear elevation takes the aisle<br />
behind the central door to a height of around 800 mm,<br />
which can be reached via two convenient steps positioned<br />
immediately behind the central door. Therefore,<br />
it is not a traditional Low Entry derived from a<br />
Class II Normal Floor, but it is essentially an urban<br />
bus whose seating capacity has been optimised, thinking<br />
at the intercity applications. The Class II version is<br />
indeed in the final homologation stage.<br />
Class II type-approval is underway<br />
The tested bus, which is homologated in Class I, was<br />
fitted out very similarly to the intercity version, with<br />
upholstered Kiel Lite seats (which have equipped<br />
most of MAN’s intercity coaches for years) and<br />
low-section luggage racks, precisely to show its<br />
flexibility of use. In this version, there are forty-one<br />
seats, almost all facing forwards, plus the platform<br />
for wheelchair positioned in front of the central door.<br />
Alternatively, the platform is on the opposite side, in<br />
front of the exit. The number of standing places varies<br />
according to the fittings and, above all, the number<br />
of battery modules which, as on the urban model,<br />
may range from a minimum of four (for 320 kWh<br />
capacity) to a maximum of six (for a total of 480<br />
kWh). On the tested vehicle, which is equipped with<br />
the maximum amount of batteries, the total number<br />
The Lion’s City E LE is<br />
essentially an urban bus<br />
whose seating capacity has<br />
been optimised, thinking at<br />
the intercity applications.<br />
The Class II version is<br />
indeed in the final homologation<br />
stage.<br />
of seats is sixty-nine.<br />
The batteries are of the NMC type and assembled<br />
in modules of 80 kWh each positioned transversally<br />
on the roof. Each module has its own BMS system<br />
capable of managing the equalisation of the state<br />
of charge and thermal conditioning, which, for this<br />
technology, ideally operates at around 25°C. Developments<br />
already announced for the end of 2025<br />
include battery modules of around 90 kWh with a<br />
DoD of 90% (today it is 80%), thus increasing usable<br />
energy by around 20%.<br />
The drive is entrusted to a central motor developed by<br />
the other company in the Traton group: Scania. It is a<br />
permanent magnet synchronous model, with an internal<br />
oil lubrication and cooling system. It has a maximum<br />
continuous power of around 220 hp and a peak<br />
of over 320, with a maximum torque of 2,100 Nm. At<br />
the motor output there is a single reduction unit with a<br />
ratio of 1:5.95, to which is added the reduction at the<br />
differential of 1:5.12. The axle is the classic ZF AV133<br />
28<br />
29
IN THE SPOTLIGHT<br />
WHAT ABOUT EMERGY EXITS?<br />
inverted gantry. It is anchored to the chassis<br />
with two pairs of overlapping arms. The<br />
almost constant torque delivery of 1,300<br />
Nm combined with smart acceleration management<br />
(programmable to two predefined<br />
values on request) makes driving pleasant<br />
and progressive in any situation. Moreover,<br />
the accelerator can already provide partial<br />
energy recovery when the pedal is released,<br />
with two different operating settings, both<br />
with a view to optimising performance and<br />
consumption.<br />
The front axle is the well-known ZF<br />
RL82EC independent-wheel axle. Thanks<br />
also to the self-adaptive PCV shock absorbers,<br />
it does a good job even without the<br />
anti-roll bar. Logically, the weight distribution<br />
on the roof affects cornering behaviour,<br />
especially when travelling unladen, but<br />
complete control of the vehicle is always<br />
in place and the bus shows an almost total<br />
absence of roll.<br />
One of the quietest<br />
Among the electric buses we tested, MAN’s<br />
is also one of the quietest, thanks to the position<br />
of the traction motor and auxiliary<br />
devices, which are driven by independent<br />
and adequately soundproofed motors and<br />
pumps. There are almost no vibrations. Evidently,<br />
this is the result of a well-designed<br />
chassis and good quality assembly - a rather<br />
common feature among the Lion’s buses. In<br />
this regard, we recall that the fourth generation<br />
of the Lion’s City is made by joining<br />
ID CARD<br />
Length mm 12,185<br />
Width mm 2,550<br />
Height mm 3,320<br />
Wheelbase mm 6,005<br />
Front overhang mm 2,775<br />
Rear overhang mm 3,405<br />
Internal height max mm 2,427<br />
Distance entrance from ground mm 320<br />
Width doors mm 1,200<br />
Seats / passenger capacity n 41 / 69<br />
Motor<br />
Traton<br />
Type / layout motor<br />
Asynchronous / central<br />
Output peak / cont. kW 240 / 160<br />
Torque peak / cont. Nm 2,100 / 1,300<br />
Battery supplier<br />
Traton<br />
Battery formula<br />
NMC<br />
Battery cooling<br />
Liquid<br />
Battery placement<br />
6 modules on the roof<br />
Total / usable capacity kWh 480 / 384<br />
Charging power max plug-in 150<br />
Front axle<br />
ZF RL82EC<br />
Rear axle<br />
ZF AV133<br />
Capacity front / rear axle kg 8,000 / <strong>11</strong>,500<br />
Tires 275/70 R22.5<br />
Drive ration 5.12<br />
HVAC<br />
Valeo with heat pump<br />
Cooling / heating power kW 38 / 38<br />
together pre-welded structural panels made<br />
from steel profiles and tubulars to which is<br />
added a pre-assembled roof in aluminium<br />
and plastic material. The resulting structure,<br />
reinforced on the electric vehicles in the vicinity<br />
of the end caps and wheel arches, is<br />
protected against corrosion by cataphoresis<br />
baths and complies with both ECE Regulation<br />
R66 (rollover resistance) and Test A<br />
of ECE Regulation R29 (frontal impact, the<br />
so-called “pendulum” test). The covers are<br />
made of plastic and aluminium (in addition<br />
to the black glass parts on the sides) and are<br />
designed for easy replacement.<br />
Air conditioning in the passenger compartment<br />
is provided by a Valeo central heat<br />
The 4th generation of the<br />
Lion’s City is made by<br />
joining together pre-welded<br />
structural panels made<br />
from steel profiles and<br />
tubulars to which is added<br />
a pre-assembled roof in<br />
aluminium and plastic<br />
material. The resulting<br />
structure, reinforced on<br />
the electric vehicles in the<br />
vicinity of the end caps<br />
and wheel arches, is protected<br />
against corrosion<br />
by cataphoresis.<br />
pump unit, using R744 (carbon dioxide)<br />
gas, with an integrated high-voltage electric<br />
motor-compressor. For this system, MAN<br />
declares a maximum output of 38 kW in<br />
both cooling and heating mode, although<br />
this data is not reflected in the supplier’s<br />
documentation. However, it is always<br />
possible to choose an R134a gas air-conditioning<br />
system, in this case supplied by<br />
Eberspaecher. The air is diffused through<br />
insulated ducts above the windows and louvers<br />
directed towards the sides and centre<br />
of the hall. The driver’s seat can also count<br />
on an Aurora front box with a separate 7.3<br />
kW evaporator equipped with an air quality<br />
sensor and capable of automatically activating<br />
recirculation or extraction from outside.<br />
The heating of the passenger compartment<br />
is obtained partly by the heat pump of the<br />
roof unit and partly by three high-voltage<br />
heaters that distribute water in traditional<br />
wall-mounted convectors. If the service<br />
is carried out in cold areas, in order not to<br />
burden excessively consumption and consequently<br />
range, a normal diesel or bio-diesel<br />
auxiliary heater can be installed on request.<br />
The standard equipment on the MAN urban<br />
range is quite extensive: rain sensor, light<br />
sensor, automatically adjustable indirect interior<br />
lighting, reversing camera.<br />
Other standard equipment on the test ve-<br />
A question already arises: what about emergency<br />
exits? As we know, UNECE regulation 107<br />
prescribes that “Classes II, III and B vehicles shall<br />
be fitted with escape hatches, in addition to<br />
emergency doors and emergency windows”, an<br />
escape hatch being an opening in the roof or<br />
floor intended for use by passengers in the event<br />
of danger only”. Such hatches, however, must not<br />
be installed in positions that present a possible<br />
risk to passengers, so they would be incompatible<br />
with the batteries and high-voltage systems often<br />
located on the roof. And so? Some manufacturers<br />
take advantage of what is allowed in the Regulation<br />
itself, where, for some cases, “the requirements<br />
are fulfilled (omissis) if there is an additional<br />
exit on each side of the vehicle in addition<br />
to those specified in 7.6.1. above”. Others, such<br />
as MAN, interpreting the regulation more strictly,<br />
decide to make escape hatches in the floor, which<br />
is still problematic. Actually, reading the full text,<br />
the cases in which the exemptions apply are not<br />
so clear and the national certifying bodies themselves<br />
have different visions; European Union?<br />
Little united, at least in this case...<br />
hicle included OptiView (cameras in place<br />
of wing mirrors), ESP, cruise control, EBA<br />
emergency brake assistant, additional door<br />
lights, ambient lighting with programmable<br />
colouring, heated windscreen, electrically<br />
adjustable driver blinds and twin USB<br />
sockets type A and C. As part of the GSR2’s<br />
equipment requirements, the Lion’s City<br />
has entrusted MobilEye with blind spot<br />
monitoring, obstacle detection and lane<br />
change control, as well as traffic sign recognition.<br />
Tyre pressure monitoring, on the other<br />
hand, is by Continental, in keeping with<br />
MAN tradition. The equipment is completed<br />
by an LED indicator system and an infotainment<br />
system with a 29-inch “stretch”<br />
monitor inside.<br />
The final price is expected to be in line with<br />
the fully low-floor version, which is why,<br />
in some markets, we expect to see it on the<br />
road only in the Class II version. As of today,<br />
the segment of electric intercity buses<br />
is still to be invented.<br />
30<br />
31
IN THE SPOTLIGHT<br />
MERCEDES ECITARO K<br />
SMALL MOVE, BIG IMPACT<br />
Among the few buses seen at IAA in<br />
Hannover was the Mercedes eCitaro<br />
K, the 10.63-metre electric version<br />
of the German manufacturer’s<br />
celebrated battery-powered city bus,<br />
in its first official outing<br />
This year, among the few buses on display at<br />
the IAA in Hannover, there was the Mercedes<br />
eCitaro K, the 10.63-metre version of the<br />
German manufacturer’s electric city bus, in<br />
its first official appearance.<br />
Despite being announced only a few days earlier, the<br />
eCitaro K aroused great interest.<br />
The vehicle is derived directly from the 12-metre<br />
model, from which a window ‘module’(and two rows<br />
of seats) is essentially removed from the wheelbase,<br />
leaving all other dimensions unchanged. As already<br />
seen on the Citaro diesel and most competitor vehicles,<br />
this makes it possible to retain almost all the<br />
body components and intervene only on the central<br />
part of the structure and a few other construction elements.<br />
The structure (which is of the self-supporting<br />
steel lattice type with an anti-corrosion cataphoresis<br />
bath treatment) also retains all the safety features of<br />
Daimler buses as per ECE regulations R66, R29 and<br />
R93, relating respectively to rollover resistance, frontal<br />
impact and front underrun protection.<br />
Compactness is a virtue<br />
The short wheelbase of around 4.4 metres significantly<br />
facilitates manoeuvrability, with an external turning<br />
circle diameter of 17.28 metres, which is particularly<br />
suited to the winding roads of many city centres. The<br />
overhangs, on the other hand, are the same as the traditional<br />
Citaro. They are perfect to accommodate two<br />
double doors (the one on the rear overhang is optional)<br />
in addition to the central door, which is equipped for the<br />
access of a non-ambulatory person. The platform for<br />
parking the wheelchair is necessarily in front of door<br />
two, on the left-hand side, with a backrest that can optionally<br />
include one or more folding seats. In front of<br />
door three, there is the so-called ‘cabinet’, which in the<br />
ICE version houses the engine and cooling system, and<br />
here accommodates two batteries and much of the trac-<br />
The vehicle is derived<br />
directly from the 12-metre<br />
model, from which a<br />
window ‘module’ (and<br />
two rows of seats) is<br />
essentially removed<br />
from the wheelbase, that<br />
becomes 4.4-meters long<br />
(turning circle: 17m)<br />
32<br />
33
IN THE SPOTLIGHT<br />
tion management equipment. The latter does<br />
not need transmission shafts, as it can always<br />
rely on the ZF AVE130 motorised axle. Via<br />
its two motors splined into the wheel hubs,<br />
the axle is capable of delivering 250 kW of<br />
total maximum power and 970 Nm of torque<br />
which, thanks to the reduction ratio, become<br />
an impressive 22,000 at the wheels. The ZF<br />
axle, with its integrated lubrication and cooling<br />
system, optimises interior space and aisle<br />
passage. At the front, the already well-known<br />
ZF RL82EC independent-wheel axle is<br />
equipped with a stabiliser bar and is designed<br />
to absorb road bumps well, also thanks to<br />
the adaptive hydraulic double-acting shock<br />
absorbers. An electronic shock absorber<br />
management system with infinitely variable<br />
stiffness options can be fitted as an option,<br />
similar to what is provided (as standard) on<br />
the Setra touring range.<br />
Under the bonnet<br />
The batteries are distributed between the<br />
rear compartment (two pieces) and the roof,<br />
where the shorter length allows a maximum<br />
of three battery modules to be accommodated<br />
(compared to four in the 12-metre<br />
model). The maximum overall capacity,<br />
with the five third-generation NMC Akasol/<br />
ID CARD<br />
Length mm 10,633<br />
Width mm 2,550<br />
Height mm 3,400<br />
Wheelbase mm 4,398<br />
Front overhang mm 2,805<br />
Rear overhang mm 3,430<br />
Front axle load capacity kg 8,000<br />
Rear axle load capacity kg 13,000<br />
Turning circle mm 17,284<br />
Distance entrance from ground mm 370<br />
Doors n. 2<br />
Passenger capacity max n. 84<br />
Motor<br />
ZF AxTrax<br />
Motor type<br />
2 x asynchronous 3-phase at<br />
wheel hubs<br />
Output peak kW 2 x 125<br />
Torque peak Nm 2 x 970<br />
Battery<br />
BorgWarner (NMC)<br />
Battery capacity max kWh 491<br />
Tecnologia di carica<br />
plug-in - CCS2<br />
BorgWarner batteries of 98.3 kWh each, is<br />
491.5 kWh, with a DoD of 80%. Moreover,<br />
the fourth generation of NMC batteries was<br />
already announced. They have a capacity of<br />
over <strong>11</strong>0 kWh per module and the energy<br />
actually usable is kept almost constant over<br />
the years.<br />
Charging in the depot can be performed via<br />
CCS2 combo socket positioned above the<br />
right front wheel and, on request, at the rear<br />
left of the vehicle, with a maximum power<br />
output of 150 kW. A pantograph arm or contact<br />
bars for inverted (top-bottom) charging<br />
opportunities can be requested.<br />
The maximum capacity is 84 passengers<br />
between seated and standing. Thus, it is<br />
As standard, there is a<br />
thermal management<br />
system specifically for<br />
electric buses, which<br />
optimises consumption<br />
and improves efficiency<br />
by up to 40 per cent compared<br />
to standard diesel<br />
bus air conditioning.<br />
Among the many options<br />
dedicated to safety, we<br />
find the new 360° overhead<br />
vision system.<br />
similar to the diesel version and perfectly in<br />
line with competitors, since, on these sizes,<br />
there is always saturation of areas and not of<br />
masses. The standard seats are the City Star<br />
Eco. They are made in-house by the Daimler<br />
group and equipped with an upper grab<br />
bar on which a number of vertical handrails<br />
are connected. The seats can be customised<br />
with or without velour upholstery, and the<br />
colour of the handrails and floor are the customer’s<br />
choice.<br />
The driver can count on a full-height rear<br />
partition and a side door with raised glazing<br />
with or without holes for voice communication<br />
and on-board ticket sales. The<br />
seat is a choice of either the Grammer<br />
MSG90.6 or the ISRI 6860, both of which<br />
are air-suspended and feature numerous<br />
additional adjustments. Air conditioning,<br />
called EvoThermatik, is entrusted to<br />
a Konvekta roof unit with R134a gas or,<br />
optionally, to a CO2 heat pump. It is supplemented<br />
by convectors and unit heaters<br />
in the passenger compartment and a dedicated<br />
front box in the driver’s seat with an<br />
additional evaporator. As standard, there is<br />
a thermal management system specifically<br />
for electric buses, which optimises consumption<br />
and improves efficiency by up<br />
to 40 per cent compared to standard diesel<br />
bus air conditioning.<br />
Among the many options dedicated to<br />
safety, we find the new 360° overhead vision<br />
system, which is really useful in the<br />
worst route and traffic conditions, as well<br />
as for correct approach to stops. Added to<br />
this is the Preventive Brake Assist 2, while<br />
the other devices in the GSR2 package,<br />
such as Sideguard Assist 2, Frontguard<br />
Assist, Tyre Pressure Monitoring System,<br />
Traffic Sign Assist and Attention Assist are<br />
standard on all Daimler Buses. As an additional<br />
driving aid, there is the temporary<br />
speed limiter, which allows the driver to set<br />
lower speeds than those prescribed by the<br />
highway code, so as to negotiate traffic-restricted<br />
zones without having to constantly<br />
check the speedometer. Needless to say,<br />
the perceived quality of the exterior and<br />
interior assembly is high, as Mercedes has<br />
accustomed us to over the years. And the<br />
design too, with the upper fairing perfectly<br />
integrated into the bodywork, makes this<br />
new ten-metre bus balanced. So, we will<br />
see how much space the eCitaro K will be<br />
able to win for itself in a market segment<br />
that is becoming more and more crowded.<br />
34<br />
35
TEST DRIVE<br />
YUTONG U18<br />
NEXT GENERATION EU<br />
Bus generation update for Yutong: the<br />
U-series will replace the E-series in the<br />
European offering within a couple of<br />
years. Arriva’s articulated bus went<br />
into service in early <strong>2024</strong> in Italy<br />
The Yutong U range was presented to the<br />
public back in 2019, at Busworld in Brussels.<br />
In between, there was a pandemic and<br />
a five-year period that saw a sixfold increase<br />
in the volume of e-buses circulating in Europe: 3,000<br />
in 2019, 19,000 by 31 December 2023.<br />
The first Yutong U-series buses are now on the road.<br />
The range, marketed as customised for the European<br />
market, is destined to replace the current E-series<br />
(the protagonist in recent years of a boom in registrations<br />
in the Nordic countries) within a couple of<br />
years, according to what the Chinese group stated<br />
at the Next Mobility Exhibition show <strong>2024</strong> in Milan<br />
and reiterated during our visit to the Chinese plants<br />
in mid-May. In the meantime, the two ‘families’ of<br />
vehicles will be offered in parallel.<br />
The drive axle is double<br />
We intensively tested a Yutong U18 operated by Arriva<br />
around Malpensa airport. Equipped with two ZF<br />
AxTrax electrified axles, the Yutong U18 is capable<br />
of delivering a power output of 500 kW (which is<br />
obtained by multiplying the 125 kW guaranteed by<br />
each wheel hub motor by four). These values are adequate<br />
to transport the 120 passengers that can be<br />
accommodated on board the vehicle at maximum<br />
capacity. The battery is manufactured by CATL and<br />
consists of sixteen 35.2 kWh modules, making a total<br />
of 564 kWh, which places the articulated Yutong<br />
bus in the medium-high end of the market. Each<br />
module weighs 221 kg, giving a total battery mass<br />
of 3.5 tonnes.<br />
The gradual reduction in the battery size, for which<br />
an energy density of 160 Wh/kg has been achieved,<br />
now allows for a regular and flat headlining, to the<br />
benefit of harmonious aesthetics.<br />
Charging on Arriva’s vehicle is done via a CCS2<br />
plug-in connector. At the rear, we find the battery<br />
We intensively tested a Yutong<br />
U18 operated by Arriva<br />
around Malpensa airport.<br />
There’s room for 41 seats<br />
plus up to 79 standing passengers,<br />
or 75 in the case<br />
of a wheelchair, or 71 in the<br />
case of two wheelchairs.<br />
36<br />
37
TEST DRIVE<br />
DRIVING FEELINGS<br />
cooling systems and Power Distribution<br />
Unit, which are easily accessible under the<br />
tailgate.<br />
Aesthetically, despite the abundant use of<br />
dark colours, the impression is that of a<br />
light line, and this is confirmed in the interior,<br />
where the large glass surfaces provide<br />
good visibility even in traditionally darker<br />
areas such as the central bellows. There’s<br />
room for 41 seats plus up to 79 standing<br />
passengers, or 75 in the case of a wheelchair,<br />
or 71 in the case of two wheelchairs.<br />
The floor is completely lowered and the<br />
rear is occupied by a large glass area, which<br />
is made possible by the roof arrangement<br />
of the battery packs. A detail that helps to<br />
achieve the aforementioned good interior<br />
brightness.<br />
From the cabin to the driver’s seat<br />
The air conditioning system, which is<br />
strictly electric and equipped with a heat<br />
pump system, provides 32 kW in cooling<br />
and 37 in heating.<br />
The driver’s seat (ISRI) is comfortable,<br />
provides adequate space even for tall drivers<br />
and offers various adjustment possibilities.<br />
The cockpit, which is completely<br />
digital, has a traditional layout with two dials<br />
(speedometer and battery management)<br />
and other smaller indicators; above the<br />
digital panel is a series of traditional type<br />
indicators. Space is provided for storing<br />
ID CARD<br />
Length mm 18,720<br />
Height mm 3,180<br />
Width mm 2,550<br />
Wheelbase mm 5,900 + 6,650<br />
Front overhang mm 2,740<br />
Front overhang mm 3,430<br />
Passenger seats n 41<br />
Standing passengers n 79*<br />
Empty weight kg 20,900<br />
Distance entrance from ground mm 330<br />
Internal length window-to-window mm 18,015<br />
Usable internal length mm 17,040<br />
Internal width window-to-window mm 2,520<br />
Usable internal width mm 2,370<br />
Internal height mm 2,300<br />
Width doors mm 1,190<br />
Width corridor mm 520<br />
Width passengers seats mm 430<br />
Heigth passengers seatbacks mm 560<br />
Distance driver platform from ground mm 650<br />
Width cockpit mm 920<br />
Internal height driver position mm 2,000<br />
Width/depth driver seat mm 520 / 490<br />
Height driver seatback mm 860<br />
Tires 275/80 R22,5<br />
Motor ZF AxTrax x 2<br />
Peak output kW 125 x 4<br />
Continuous output Nm 60 x 4<br />
Battery supplier<br />
CATL<br />
Battery formula<br />
LFP<br />
Battery capacity kWh / modules n 564 / 16<br />
Energy density Wh/kg 160<br />
*75 with one wheelchair on board, 71 with two wheelchairs<br />
The battery is by CATL<br />
and consists of sixteen<br />
35.2 kWh modules,<br />
making a total of 564<br />
kWh, which places the<br />
articulated Yutong bus in<br />
the medium-high end of<br />
the market. Each module<br />
weighs 221 kg, giving a<br />
total battery mass of 3.5<br />
tonnes. Energy density<br />
of 160 Wh/kg has been<br />
achieved. The driveline<br />
is made of two ZF AxTrax<br />
electrified axles.<br />
the driver’s personal belongings, but there<br />
is a lack of shelves to hold small objects<br />
(pens, telephone, glasses, etc.) without<br />
having them rolling around at every turn<br />
or braking.<br />
Overall, the driving position is comfortable<br />
and ergonomic, however, one thing that<br />
is strikingly negative is the excessively<br />
small font size on the digital display: if the<br />
dials are still readable, the same cannot be<br />
said of the other indicators, including the<br />
very important one relating to the battery<br />
We put the Yutong U18 to the test on a mixed route that<br />
included motorway, suburban road and city routes, on<br />
as challenging a mix of layout and elevation as possible.<br />
We should be accustomed to electric vehicles by now, but<br />
each time we are surprised by the absolute silence (Yutong<br />
promises a maximum of 66 dBA emitted at average<br />
speed) and lack of vibration. With the exception of the<br />
characteristic ‘hum’ of the kinematic chain, the rolling<br />
of wheels exceeds any other sound made by the vehicle,<br />
thanks to the not always impeccable pavement. Responsive<br />
and precise, it easily disentangles itself even in the<br />
most complex situations, even managing to get around<br />
small radius roundabouts. A particularly appreciated aspect<br />
concerns the steering: usually, on electric vehicles, it<br />
is too soft; in this case, however, it has been calibrated in<br />
a pleasant way, with the right balance between not requiring<br />
excessive effort and the feeling of control and precision.<br />
At the very least, it is unusual in that, when the foot<br />
is lifted from the accelerator, no energy regeneration is<br />
activated and the vehicle simply sails along; regenerative<br />
braking is only activated when the brake pedal is pressed.<br />
charge percentage and range availability.<br />
Too small a font requires, at best, an adjustment<br />
of the focus, which could be potentially<br />
critical in an emergency.<br />
A complex procedure...<br />
The starting procedure is not exactly easy:<br />
after activating the batteries, it is also<br />
necessary to activate a main switch that,<br />
fortunately, is located close to the previous<br />
one, and to give consent by means<br />
of a further hidden button on the steering<br />
column, which is absolutely invisible and<br />
practically impossible to locate if you do<br />
not know exactly where it is. It is easy to<br />
imagine how impractical this might be for<br />
those who will have to start this vehicle<br />
several times a day in the course of daily<br />
operation.<br />
Overall, the Yutong U18 gave the impression<br />
of a good vehicle, pleasant to drive<br />
and comfortable from the user’s point of<br />
view. Access is easy and space is plentiful.<br />
From the driver’s point of view, some<br />
aspects can certainly be improved, but the<br />
impression remains positive.<br />
Alessandro Razze<br />
38<br />
39
COMPARISON<br />
12-METER FUEL CELL <strong>BUS</strong>ES IN EUROPE<br />
STRATEGIC<br />
ASSETS<br />
The hydrogen bus market remains marginal in terms of volumes,<br />
but the players are starting to become numerous. CaetanoBus<br />
is a traditional player, Iveco Bus is the latest coming. Karsan has<br />
hydrogen on its offer (and so far only there). Solaris dominates,<br />
Mercedes has put forward an original proposal<br />
In the periodic table that we have<br />
known from our first chemistry lessons,<br />
hydrogen is in first place, and<br />
it is the lightest and most widespread<br />
element in the universe. Now, hydrogen is set<br />
to become one of the main energy carriers of<br />
the future, both because of its high flammability<br />
and the relative ease with which it can<br />
be harnessed in ‘stacks’ where the chemical<br />
reaction generates water in addition to electricity.<br />
Since it is not found in nature in the<br />
form of a diatomic molecule (H2), the only<br />
problem is that it must be produced, possibly<br />
through electrolysis using renewable energy<br />
sources (the so-called green hydrogen) and<br />
perhaps even making your own system ‘at<br />
home’, given the difficulties in transporting<br />
it. This operation, which until a couple of<br />
years ago seemed impossible, is now feasible<br />
at an acceptable cost, and the technology<br />
now available on buses also makes it possible<br />
to plan a regular bus service without major<br />
compromises.<br />
However, there would be two ways to<br />
exploit hydrogen: as a gaseous propellant<br />
in a spark-ignition engine (analogous<br />
to methane) or in a fuel cell to generate<br />
electricity. In the first case, we recall the<br />
positive experiences had by MAN some<br />
20 years ago, with the commissioning of<br />
a dozen buses at Munich airport, plus the<br />
brand-new engine, also by MAN, currently<br />
only intended for trucks. But the<br />
high production costs of a hydrogen engine<br />
and the fairly modest performance<br />
it can deliver dampen the enthusiasm of<br />
most manufacturers. In the second case,<br />
the fuel cell constantly feeds one or more<br />
batteries and the vehicle’s drive is purely<br />
electric, so the technology is relatively<br />
CHALLENGE TO... CELL<br />
simpler. This road is the one taken today<br />
by (almost) all bus manufacturers and in<br />
this report we will analyse the main models<br />
on our market, mentioning - for the<br />
sake of the record - even Van Hool, which<br />
went from being a protagonist of the first<br />
applications to bankruptcy.<br />
OTOKAR IS COMING, WRIGHT<strong>BUS</strong> IS EXPANDING<br />
Among the manufacturers<br />
that are investing<br />
in fuel cell buses<br />
we can certainly mention<br />
Otokar. At the moment,<br />
we have very little<br />
information on the<br />
characteristics that the<br />
new hydrogen-powered<br />
Kent will have, but<br />
we are certain that we<br />
will hear about it soon.<br />
We must also mention<br />
the Northern Irish<br />
company Wrightbus,<br />
that already landed in<br />
Germany with a hundred<br />
or so orders for<br />
their Hydroliner. The<br />
model is available in<br />
no less than three<br />
lengths (10.9, <strong>11</strong>.7 and<br />
12.5 metres), but unfortunately<br />
only two<br />
passenger doors are<br />
provided. The drive<br />
motor is the mid-range<br />
Voith Electrical Drive<br />
System, with an impressive<br />
310 kW peak.<br />
It is coupled to 54<br />
kWh Microvast batteries.<br />
The Hydroliner,<br />
moreover, is<br />
the only model that<br />
offers two fuel cell<br />
capacities (70 kW or<br />
100 kW by Ballard,<br />
FCmove model), and<br />
three cylinder capacities<br />
(30 to 50 kg). Interesting<br />
solutions that<br />
lend themselves to different<br />
mission profiles,<br />
perhaps solving those<br />
‘youth’ problems presented<br />
by other manufacturers.<br />
Who knows<br />
why others haven’t<br />
thought of this yet?<br />
CaetanoBus H2.City Gold Iveco Bus E-Way H2 Karsan E-Ata 12 Hydrogen Mercerdes eCitaro fuel cell Solaris Urbino 12 Hydrogen<br />
Length mm <strong>11</strong>,995 12,050 12,220 12,135 12,000<br />
Width mm 2,500 2,550 2,550 2,550 2,550<br />
Height mm 3,458 3,300 3,325 3,400 3,300<br />
Wheelbase mm 6,037 6,120 - 5,900 5,900<br />
Front overhang mm 2,500 2,705 - 2,805 2,700<br />
Rear overhang mm 3,580 3,225 - 3,430 3,400<br />
Seats n - - 40 29 31<br />
Passenger capacity n 95 over 90 95 88 85<br />
Motor brand model Siemens (Cummins) Elfa Siemens (Cummins) Elfa 3 ZF AxTrax ZF AxTrax ZF AxTrax / TSA<br />
Type motor 6-phase - permanent magnet 6-phase - permanent magnet 2x asynchronous 3-phase 2x asynchronous 3-phase 2x asynchronous 3-phase / -<br />
Layout motor Centrale Centrale At wheel hubs At wheel hubs At wheel hubs / central<br />
Output peak kW 180 310 2 x 125 2 x 60 2 x 125 / 160<br />
Torque peak Nm 2,500 3,000 2 x <strong>11</strong>,000 alle ruote 2 x 357 2 x <strong>11</strong>,000 at wheels / -<br />
Battery provider Forsee Power FPT Industrial Catl BorgWarner Impact<br />
Battery formula LTO NMC LTO NMC LTO<br />
Battery capacity kWh 44 69 30 292 30<br />
Fuel cell module supplier Toyota Hyundai Ballard Toyota Ballard<br />
Fuel cell module output kW 60 100 70 60 70<br />
Hydrogen capacity 37 31 37 25 37<br />
Hydrogen pressure bar 350 350 350 350 350<br />
Front axle ZF RL 82 EC Iveco Ri 75 - ZF RL 82 EC ZF RL 82 EC<br />
Rear axle ZF AV133 ZF AV133 ZF AxTrax Zf AxTrax ZF AxTrax / ZF AV133<br />
The table covers, in alphabetical order, the 12-metre fuel cell bus models available on the European market<br />
today. The Mercedes eCitaro fuel cell does not appear in the monographic reports that follow.as it was subject of driving impressions on our previous issue<br />
(Sustainable Bus September <strong>2024</strong>).<br />
40<br />
41
COMPARISON<br />
CAETANO H2.CITY GOLD<br />
A 12-METER MIRAI<br />
The Portuguese fuel cell bus is the outcome<br />
of a joint project with Toyota. 34 units were<br />
registered in Europe in 2023 (74 in the<br />
period 2012 - 2023)<br />
plying the additional power required at<br />
departures and in particular service conditions<br />
as well as, logically, recovering part<br />
of the braking energy.<br />
The whole energy storage is on the roof.<br />
Above the front axle, we find the five hydrogen<br />
cylinders of 312 litres each, with<br />
a total capacity of more than 37 kg of<br />
hydrogen; at the back, there are the air<br />
conditioning unit and batteries and, finally,<br />
the fuel cell. Hydrogen is refuelled via<br />
a flap located near the right front wheel,<br />
while charging of the batteries (normally<br />
not necessary) is possible via a CCS2<br />
socket at the rear.<br />
The UK market is targeted<br />
The engine compartment is reserved for<br />
the entire drive system, including inverter<br />
and cooling. The electric motor is by<br />
Siemens (now Cummins) with 130 kW of<br />
continuous power and 180 kW of maximum<br />
power, 2,200 Nm of continuous<br />
torque and a peak of 2,500. The six-phase<br />
permanent magnet central-type motor is<br />
positioned behind the rear axle, which<br />
is the classic ZF AV133 inverted portal<br />
(the same as the thermally powered buses).<br />
The front axle is the independent ZF<br />
RL82EC, also common to almost all competitors.<br />
The brake system is the electronically<br />
managed Wabco EBS 3 with optional<br />
stability control integrated for active regenerative<br />
braking in the first part of the<br />
brake pedal stroke.<br />
An interesting construction feature is the<br />
steel-made low-floor with modular aluminium<br />
upper structure, which is similar<br />
to what Scania did for the Omnicity.<br />
The modular structure allows the H2.City<br />
Gold to be offered in two lengths: 12 and<br />
10.7 metres, for which the maximum capacities<br />
are 95 and 64 passengers respectively.<br />
Furthermore, it allows the buses<br />
to be fitted with either left- or right-hand<br />
drive, thus easily adapting to the British<br />
and other RHD markets. The choice of<br />
light alloy, also used for much of the exterior<br />
trim, lightens the vehicle overall by<br />
a couple of hundred kilos, benefiting passenger<br />
capacity and above all fuel consumption.<br />
The latter reaches decidedly<br />
low values, with a resounding 0.55 kg/km<br />
in a cycle similar to SORT 3 capable of<br />
bringing the range up to 450 km in almost<br />
all conditions.<br />
The interior layout benefits from a rather<br />
low window line and a completely<br />
transparent rear window; the result is a<br />
rather bright and pleasant environment,<br />
with plenty of seats that can be reached<br />
without steps and are attached directly to<br />
the side walls. The driver’s seat complies<br />
with VDV 234 standards and features a<br />
classic arched dashboard with adjustment<br />
integral with the steering wheel, a large<br />
digital display in the centre, and controls<br />
distributed on both sides.<br />
The Portuguese bodybuilder is<br />
continuing its historic collaboration<br />
with the Japanese company<br />
Toyota (remember, for example,<br />
the front-engine mini and midibus<br />
of some twenty years ago) and has been<br />
offering its fuel cell bus for a few years.<br />
The fuel cell module is supplied by Toyota:<br />
a 60 kW unit that is the same chosen by<br />
Daimler for its eCitaro. Unlike Mercedes,<br />
however, the fuel cell is needed directly<br />
by the traction unit, which also makes use<br />
of three LTO Forsee Power battery modules<br />
of 14.6 kWh each capable of sup-<br />
The whole energy<br />
storage is on the<br />
roof. Above the<br />
front axle, we find<br />
5 hydrogen tanks<br />
of 312 l each, with<br />
a total capacity<br />
of more than 37<br />
kg of hydrogen;<br />
at the back, air<br />
conditioning,<br />
batteries<br />
and fuel cell<br />
42<br />
43
COMPARISON<br />
IVECO E-WAY H2<br />
GOLDEN MOMENT<br />
The E-Way H2 derives from its BEV<br />
counterpart (even if it is currently only<br />
available in the 12-meter version) and is the<br />
result of collaboration with Hyundai<br />
Presented at the last Busworld<br />
in Brussels, the Iveco E-Way is<br />
derived directly from the Frenchmade<br />
battery bus and integrates<br />
the technologies of the South Korean multinational<br />
Hyundai Motor Company, represented<br />
by HTWO, the brand active in<br />
hydrogen technologies based on fuel cell<br />
systems for the entire group.<br />
Therefore, the E-Way retains all the construction<br />
and equipment features already<br />
seen on the BEV, redistributing the various<br />
traction components between the roof and<br />
engine compartment. On the roof are the<br />
In September<br />
Iveco Bus has<br />
been awarded<br />
51 zero emission<br />
buses in France,<br />
31 of those<br />
powered via<br />
fuel cell. They’ll<br />
go to Cannes<br />
Lérins Urban<br />
Community<br />
and Lorient<br />
Agglomération.<br />
100 kW fuel cell and battery thermal management<br />
units at the front, followed by the<br />
carbon dioxide heat pump air conditioning<br />
system; further to the rear are the hydrogen<br />
tanks, consisting of four type 3 cylinders<br />
(aluminium liner coated in carbon fibre) capable<br />
of just over 31 kg of gas. At the back<br />
is the traction system cooling unit. In the engine<br />
compartment we find the fuel cell, inverters<br />
and converters, plus a 69 kWh NMC<br />
battery arranged transversally and developed<br />
by FPT (the same one that, in greater quanti-<br />
ty, equips Iveco BEV buses).<br />
The motor is the Siemens Elfa 3 (Cummins<br />
group) with 310 kW of peak power and<br />
3,000 Nm of maximum torque. It is powered<br />
by a hybrid system managed by new<br />
software (eVeCoP: electric Vehicle Control<br />
Platform) capable of optimising energy<br />
flows from the fuel cell and battery. The<br />
vehicle is thus able to overcome steep gradients<br />
and achieve a range of 450 km under<br />
normal operating conditions.<br />
Hydrogen refuelling takes around fifteen<br />
minutes and is carried out through the nozzle<br />
located above the right front wheel,<br />
while battery charging (or the pre-conditioning<br />
function at the exit) is performed via<br />
the CCS2 socket located behind the third<br />
door (if present).<br />
Signature is clear<br />
The front axle is the independent-wheel<br />
Iveco RI 75, while the rear axle is the ubiquitous<br />
ZF AV133, here with a ratio of 7.36.<br />
Braking is electronically controlled and<br />
supported by the slowing down of the electric<br />
motor (with generator function) activated<br />
either by the brake pedal or a dashboard<br />
lever. The parking brake is electric.<br />
The structure is made by bolting together<br />
the five structural parts that make up the vehicle<br />
(front, rear, sides, roof) made of welded<br />
stainless steel profiles and assembled<br />
together with the steel floor, which is fully<br />
cataphoresis treated. The resulting structure<br />
meets all the main standards on rollover<br />
and impact resistance (R66, R29, R93), although<br />
these are not mandatory for city buses.<br />
Cladding is made of stainless steel and<br />
plastic, with bonded glazing available in<br />
two shades of grey, with or without opening<br />
top, double-glazed or single-glazed.<br />
Internally, too, it retains all the specific features<br />
of Iveco buses, with plastic laminate<br />
interior panelling, thermoformed plastic<br />
wheel arch shells, and stainless steel or lacquered<br />
handrails, according to the customer’s<br />
choice. The passenger seats are mainly<br />
fixed to the walls and can be configured<br />
in different arrangements, with the wheelchair<br />
seat either on the left in front of the<br />
central door or on the right, immediately in<br />
front of it. The E-Way H2 is currently only<br />
available in 12-metre length, with two or<br />
three doors, while it is not known if other<br />
lengths already present in the battery variants<br />
will follow. The maximum capacity of<br />
the three-door 12-metre version, according<br />
to Iveco’s top management, should also<br />
exceed one hundred passengers, depending<br />
logically on the fittings requested and<br />
national registration regulations on weight<br />
limits. A figure which, if confirmed, would<br />
take it to the top of its category.<br />
44<br />
45
COMPARISON<br />
KARSAN E-ATA HYDROGEN<br />
LAUNCHING PAD<br />
The e-ATA Hydrogen is on the market since<br />
2022. Now the OEM is entering in a new<br />
supply partnership with Toyota, that will start<br />
by end 2025<br />
Also derived from the battery<br />
electric bus, the e-ATA Hydrogen<br />
is the only fuel cell<br />
bus designed by a Turkish<br />
manufacturer on the market today.<br />
The driveline remains that of the e-ATA,<br />
with the ZF AxTrax e-powered axle<br />
with its generous performance (250 kW<br />
of maximum power and up to 22,000<br />
Nm of torque available at the wheels),<br />
which allows an interior layout that is<br />
more spacious than others. It is completed<br />
at the rear by a truly enormous<br />
rear window that contributes to the<br />
The fuel cell, by<br />
Ballard, features<br />
70 kW and is<br />
supplemented<br />
by a 30 kWh<br />
LTO battery,<br />
which looks<br />
like it could be<br />
upgraded to<br />
larger capacities.<br />
The hydrogen<br />
is stored in five<br />
type 4 cylinders.<br />
brightness of the cabin. The front axle is<br />
also by ZF, with the ever-present RL82<br />
EC fitted with a standard stabiliser bar.<br />
The fuel cell features 70 kW and is supplemented<br />
by a 30 kWh LTO battery,<br />
which looks like it could be upgraded<br />
to larger capacities. The hydrogen is<br />
stored in five type 4 cylinders arranged<br />
longitudinally at the rear of the roof,<br />
with a total capacity of 1,560 litres and<br />
about 37 kg of gas, at a nominal pressure<br />
of 350 bar (standard). The refuel-<br />
ling connection is above the right front<br />
wheel and protected by a flap fitted with<br />
a closing sensor.<br />
The structure is of the self-supporting<br />
lattice type made by welding together<br />
carbon steel profiles and tubulars.<br />
These are all subsequently subjected to<br />
an immersion cataphoresis process. The<br />
length is 12,220 mm and the height remains<br />
under 3.3 metres. It can be fitted<br />
with two or three doors. Seating in the<br />
suburban configuration comes to forty,<br />
excluding wheelchair seats (where up to<br />
three folding seats can be fitted), thanks<br />
to the excellent distribution of space in<br />
the rear overhang. Maximum passenger<br />
capacity is estimated at 95 between<br />
seated and standing. This number is perfectly<br />
in line with the main competitors.<br />
The driver’s seat is characterised by the<br />
presence of the two front-lateral windows<br />
alongside the windscreen, which<br />
slopes down lower than others, forming<br />
a sort of ‘spur’ that retracts below towards<br />
the floorpan where the light clusters<br />
are located. A rather original solution,<br />
also borrowed from the e-ATA,<br />
which may leave some doubt in everyday<br />
use, at least until you get used to<br />
it. The dashboard allows classic pneumatic<br />
locking adjustment of the steering<br />
wheel and dashboard, in accordance<br />
with VDV standards. At the centre there<br />
is a large LCD display that integrates<br />
the speedometer, charge level, energy<br />
flows, plus the classic operating and<br />
fault indicators.<br />
Of course, integrated into the pedal<br />
stroke is the regenerative brake with the<br />
dual function of retarder and traction<br />
battery charging. The hill start aid, better<br />
known as hill holder, is also standard.<br />
The air-conditioning system can be either<br />
classic with R134a gas or CO2, in<br />
both cases with a heat pump to optimise<br />
heating consumption. Air is distributed<br />
through the roof by means of two longitudinal<br />
ducts parallel to the internal<br />
LED lamps, and heat is distributed by<br />
wall-mounted convectors, while the<br />
driver can rely on a separate frontbox.<br />
46<br />
47
COMPARISON<br />
SOLARIS URBINO HYDROGEN<br />
BEST SELLER<br />
Solaris fuel cell bus has been registered 181<br />
times in 2023 (44% market share). And over<br />
500 units are in backlog. The battery comes<br />
from Polish partner Impact<br />
Solaris is currently the benchmark<br />
for fuel cell buses, at least within<br />
our continent (as proved also by<br />
the recent election as Bus of the<br />
Year 2025). The experience with fuel cells<br />
began exactly 10 years ago, when a range<br />
extender was proposed on trolley buses<br />
in Riga (Latvia) for batteries intended for<br />
traction in the absence of a contact line. In<br />
the following years, although the numbers<br />
were still extremely small, Solaris continued<br />
to work with Ballard for optimizing<br />
the fuel cells and management software for<br />
the high-voltage module that oversees the<br />
The Urbino is<br />
perhaps the<br />
only bus whose<br />
electric motor is<br />
powered directly<br />
by the hydrogen<br />
fuel cell (through<br />
a converter) in<br />
parallel with the<br />
battery and not<br />
only through the<br />
accumulator.<br />
vehicle’s energy flows. The first results began<br />
to come after 2020, with the first major<br />
orders in Germany, Holland and Italy,<br />
where the Urbino already took the shape<br />
we all know.<br />
Back to today, the Urbino Hydrogen is<br />
available in two lengths: 12 and 18 metres,<br />
where the fuel cell and accumulator<br />
are necessarily sized differently. On the<br />
12-metre model, we find a 70 kW Ballard<br />
fuel cell and a 30 kWh LTO Impact battery,<br />
while on the 18-metre model the fuel cell is<br />
100 kW and the LTO batteries double that.<br />
The integration of all high-voltage systems<br />
takes place via a Medcom unit, which also<br />
has the task of monitoring the vehicle’s<br />
insulation status as well as supplying the<br />
24V system.<br />
A distinguishing feature<br />
Regarding traction, the Urbino is perhaps<br />
the only bus whose electric motor is powered<br />
directly by the hydrogen fuel cell<br />
(through a converter) in parallel with the<br />
battery and not only through the accumula-<br />
tor. This should lead to greater energy efficiency<br />
of the entire system and less ‘stress’<br />
for the battery, which is also the smallest<br />
of all, with its already mentioned 30 kWh<br />
or so on the 12-metre model and 60 on the<br />
18-metre bus, with a ‘SoC window’ set at<br />
40 per cent. As we know, accumulators<br />
have the task of recovering energy during<br />
braking and, above all, of compensating<br />
for the higher energy demand during acceleration<br />
and on climbs, with the consequence<br />
that a larger battery (or several<br />
batteries) may be needed on certain more<br />
demanding routes.<br />
Similarly to the Polish<br />
manufacturer’s BEV electric<br />
buses, the hydrogen<br />
buses can also opt for different<br />
drivelines, where the<br />
already familiar ZF AxTrax<br />
powered rear axle has recently<br />
been joined by a<br />
central motor from Austrian<br />
TSA. Power and torque<br />
are respectively 2 x 125 kW<br />
and 2 x <strong>11</strong>,000 Nm (downstream<br />
of the integrated<br />
reduction) for the motors<br />
splined into the wheel hubs,<br />
and 160 kW and 1,341 Nm<br />
for the single motor.<br />
The rear of the bus has recently<br />
undergone a specific<br />
restyling that will gradually<br />
be introduced on all<br />
battery-electrically driven<br />
buses. It required the partial<br />
displacement of some components<br />
in order to improve interior roominess<br />
and increase seating capacity by eliminating<br />
the engine tower and the inner rear<br />
bonnet. In the case of the mid-engine, this<br />
is positioned at the front of the ZF AV133<br />
axle, in a compartment that is accessible<br />
both from outside and inside the vehicle,<br />
with an extension of the rear aisle up to the<br />
platform for the wheelchair. There are vast<br />
possibilities for customizing the passenger<br />
compartment, with no less than four passenger<br />
upholstery options available in the<br />
price list and different types of separation<br />
of the driver’s seat. The latter can always<br />
count on the classic VDV dashboard with<br />
adjustment integral with the steering wheel<br />
and a good overall level of finish and ergonomics.<br />
Air conditioning is either traditional with<br />
R134a gas or a CO2 heat pump, each of<br />
which has two power levels. The heating<br />
is supplemented by a 25 kW electric boiler<br />
that operates the air conditioners and convectors<br />
in the passenger compartment as<br />
well as the separate front box for the driver.<br />
The load-bearing structure is, as for all<br />
the Polish manufacturer’s buses, made of<br />
stainless steel, with welded tubulars and<br />
profiles. It meets ECE R66 (rollover),<br />
R29 (frontal impact) and R93 (underrun)<br />
certifications. The upholstery is almost all<br />
made of plastic, with the side panels fitted<br />
with an interlocking system with a screwlocked<br />
underside that allows them to be<br />
quickly replaced.<br />
48<br />
49
PORTFOLIO<br />
ALL THE ZERO EMISSION <strong>BUS</strong> MODELS<br />
ON THE EUROPEAN MARKET.<br />
ALTAS<br />
Novus City V7<br />
Length mm 7,490<br />
Passenger capacity n. 33<br />
Motor / kW Dana TM4 / 200<br />
Battery type<br />
CATL / LFP<br />
Battery capacity 140<br />
Charging technology<br />
plug-in<br />
ALEXANDER DENNIS<br />
Enviro 400 FCEV (in-house)<br />
Length mm <strong>11</strong>,100<br />
Passenger capacity n. 88<br />
Motor type / output kW Voith / 350<br />
Fuel cell system / kW Ballard / 60<br />
Battery type<br />
LTO<br />
Battery capacity max kWh 30<br />
Enviro 500 EV (in-house)<br />
Length mm 12,000<br />
Passenger capacity n. 86<br />
Motor type / output kW Voith / 410<br />
Battery type<br />
NMC<br />
Battery capacity max kWh 472<br />
Charging technology<br />
plug-in<br />
Enviro 200 EV<br />
Length m 9.6 / 10.2 / 10.9 / <strong>11</strong>.6 / 12<br />
Passenger capacity n. 80<br />
Motor / output kW BYD / 90x2<br />
Battery type<br />
BYD / LFP<br />
Battery capacity max kWh 348<br />
Charging technology<br />
plug-in<br />
Battery capacity max kWh 126<br />
Charging technology<br />
plug-in<br />
Bluebus 12<br />
Length mm 12,068<br />
Passenger capacity n. 109<br />
Motor type / kW Central / 160<br />
Battery type Blue Solutions / LMP<br />
Battery capacity max kWh 441<br />
Charging technology<br />
plug-in<br />
BMC<br />
Procity EV<br />
Length mm 12,090<br />
Passenger capacity n. 97<br />
Motor / kW HSVM 287 Aselsan / 250<br />
Battery type<br />
LTO<br />
Battery capacity kWh <strong>11</strong>2<br />
Charging technology pantograph<br />
MOBILEcharge<br />
Enviro 100 EV (in-house)<br />
Length mm 8,500<br />
Passenger capacity n. 45<br />
Motor type / output kW Voith / 260<br />
Battery type<br />
NMC<br />
Battery capacity max kWh 354<br />
Charging technology plug-in/pant.<br />
Enviro 400 EV<br />
Length mm 10,300 / 10,800<br />
Passenger capacity n. 87<br />
Motor / output kW BYD / 150x2<br />
Battery type<br />
BYD / LFP<br />
Battery capacity max kWh 382<br />
Charging technology<br />
plug-in<br />
Neocity EV<br />
Length mm 8,500 / 10,000<br />
Passenger capacity n. 72 / 68<br />
Motor / kW Dana TM4 Sumo MD / 235<br />
Battery type BorgWarner / NMC<br />
Battery capacity kWh 198<br />
Charging technology<br />
plug-in<br />
BYD<br />
Intelligent charging of e-buses<br />
Enviro 400 EV (in-house)<br />
Length mm <strong>11</strong>,100<br />
Passenger capacity n. 96<br />
Motor type / output kW Voith / 410<br />
Battery type<br />
NMC<br />
Battery capacity max kWh 472<br />
Charging technology plug-in/pant.<br />
BLUE<strong>BUS</strong><br />
Bluebus 6<br />
Length mm 5,940<br />
Passenger capacity n. 35<br />
Motor type / kW Central / 140<br />
Battery<br />
Blue Solutions / LMP<br />
eBus B<strong>11</strong>, B13, B15, B18, B19<br />
Length mm 10,816 / 13,275 /<br />
14,775 / 18,150 / 18,750<br />
Motor / output kW BYD / 300<br />
Battery type<br />
BYD / LFP<br />
Battery capacity max kWh<br />
348 / 422 / 5<strong>11</strong> / 563<br />
Charging technology plug-in/pant.<br />
CarMedialab GmbH | Building 5<strong>11</strong>2 | Werner-von-Siemens-Straße 2-6 | 76646 Bruchsal | Germany<br />
Phone: +49 7251-7240 0 | info@carmedialab.com | www.carmedialab.com<br />
50<br />
Scan me to find out more
PORTFOLIO<br />
ALL THE ZERO EMISSION <strong>BUS</strong> MODELS<br />
ON THE EUROPEAN MARKET.<br />
eBus k7, k9UD<br />
Length mm 8,750 / 12,200<br />
Passenger seats n. -<br />
Motor / output kW BYD / 180 / 300<br />
Battery type<br />
BYD / LFP<br />
Battery capacity max kWh 174 / 422<br />
Charging technology plug-in/pant.<br />
BYD - Castrosua Nelec<br />
Length mm 12,200<br />
Passenger seats n. 92<br />
Motor / output kW BYD / 300<br />
Battery type<br />
BYD / LFP<br />
Battery capacity max kWh 422<br />
Charging technology plug-in/pant.<br />
e.City Gold 10/12<br />
Length mm 10,700 / 12,000<br />
Passenger capacity n. 64 / 87<br />
Motor / output kW Siemens / 180<br />
Battery type<br />
NMC / LTO<br />
Battery capacity max kWh 385<br />
Charging technology plug-in/pant.<br />
H2.City Gold 10/12 (hydrogen)<br />
Length mm 10,700 / 12,000<br />
Passenger capacity n. 64 / 87<br />
Motor / kW Siemens / 180<br />
Battery type<br />
LTO<br />
Fuel cell system<br />
Toyota<br />
Estimate range km 400<br />
E<strong>BUS</strong>CO<br />
HESS<br />
lighTram 10/12/19/25 DC<br />
Length mm 10,790/12,000/18,750/24,750<br />
Passenger capacity n. 58 / 103 / 136 / 224<br />
Motor / kW - / 150<br />
Battery type -<br />
Battery capacity max kWh<br />
510/610/710/820<br />
Charging technology plug-in/pant.<br />
HIGER<br />
52<br />
BYD - UNVI DD13<br />
Length mm 13,700<br />
Passenger seats n. 77<br />
Motor / output kW BYD / 300<br />
Battery type<br />
BYD / LFP<br />
Battery capacity max kWh 484<br />
Charging technology<br />
plug-in<br />
Estimate range km 350<br />
CAETANO<strong>BUS</strong><br />
Ebusco 2.2 (LE/LF)<br />
Length m 12 / 12.9 / 13.5 / 18,00<br />
Passenger capacity n. 90/85/78/140<br />
Motor / kW ZF / 250<br />
Battery type<br />
LFP<br />
Battery capacity kWh 363 / 423 / 525<br />
Charging technology plug-in/pant.<br />
Ebusco 3.0<br />
Length mm 12,000 / 18,000<br />
Passenger n. <strong>11</strong>0/150<br />
Motor / kW Ebusco / 250<br />
Battery type<br />
LFP<br />
Battery capacity max kWh 350/500<br />
Charging technology<br />
plug-in<br />
Steed<br />
Length mm 8,500<br />
Passenger capacity n. 48<br />
Motor / kW -<br />
Battery type<br />
CATL / LFP<br />
Battery capacity kWh 174 / 210<br />
Charging technology<br />
plug-in<br />
Azure 7, 9, 12<br />
Length mm 7,000 / 9,000 / 12,000<br />
Passenger capacity n. 86<br />
Motor / kW Prestolite MD130D / -<br />
Battery type<br />
CATL / LFP<br />
Battery capacity kWh 355<br />
Charging technology<br />
plug-in
PORTFOLIO<br />
ALL THE ZERO EMISSION <strong>BUS</strong> MODELS<br />
ON THE EUROPEAN MARKET.<br />
IIA<br />
IVECO <strong>BUS</strong><br />
ie bus<br />
Length mm 10,850 / 12,160 / 18,730<br />
Passenger capacity n. 76 / 95 / 155<br />
Motor / output kW Irizar / 235<br />
Battery type<br />
Lithium-ion<br />
Battery capacity max kWh 525<br />
Charging technology<br />
plug-in/pant.<br />
NEW SYSTEMS<br />
eBreeze<br />
Citymood 10e, 12e<br />
Length mm 10,620 / 12,100<br />
Passenger capacity n. 80<br />
Motor / kW Siemens 1DB2016 / 230<br />
Battery type<br />
NMC<br />
Battery capacity max. kWh 330<br />
Charging technology<br />
plug-in<br />
IKARUS<br />
80E<br />
Length mm 8,545<br />
Passenger capacity n. 55<br />
Motor/kW - / 170<br />
Battery<br />
CATL / LFP<br />
Battery capacity max kWh 282<br />
Charging technology plug-in/pant.<br />
120E<br />
Length mm 12,190<br />
Passenger capacity n. 86<br />
Motor/kW - / 240<br />
Battery<br />
CATL / LFP<br />
Battery capacity max kWh 422<br />
Charging technology plug-in/pant.<br />
180E<br />
Length mm 18,750<br />
Passenger capacity n. <strong>11</strong>3<br />
Motor/kW - / 350<br />
Battery<br />
CATL / LFP<br />
Battery capacity max kWh 564<br />
Charging technology plug-in/pant.<br />
E-WAY<br />
Length mm 9,510 / 10,735 / 12,060<br />
Passenger seats n. 16 - 26 - 35<br />
Motor / kW - /160<br />
Battery type<br />
NMC/LTO<br />
Battery capacity max kWh 416<br />
Charging technology plug-in/pant.<br />
Streetway Elec<br />
Length mm 12,000<br />
Passenger capacity. 90<br />
Motor type / kW Voith / 310<br />
Battery type<br />
NMC<br />
Battery capacity max kWh 485<br />
Charging technology<br />
plug-in<br />
Crossway Elec<br />
Length mm 12,000 / 13,000<br />
Passenger seats n.. 44 / 48<br />
Motor type / kW Siemens / 330<br />
Battery type<br />
NMC<br />
Battery capacity max kWh 485<br />
Charging technology plug-in/pant.<br />
E-Way H2<br />
Length mm 12,000<br />
Passenger seats n.. -<br />
Motor type / kW Siemens / 310<br />
Battery type<br />
NMC<br />
Fuel cell system<br />
Hyundai<br />
Battery capacity max kWh 69<br />
IRIZAR E-MOBILITY<br />
ie tram<br />
Length mm 12,165 / 18,730<br />
Passenger capacity n. 99 / 155<br />
Motor / kW Irizar / 190-235<br />
Battery type<br />
Lithium-ion<br />
Battery capacity max kWh 350/525<br />
Charging technology<br />
ISUZU<br />
plug-in/pant.<br />
Novociti Volt<br />
Length mm 7,957<br />
Passenger capacity n. 48<br />
Motor / kW Dana TM4 Sumo MD / 255<br />
Battery type<br />
CATL / LFP<br />
Battery capacity kWh 2<strong>11</strong> - 268<br />
Charging technology<br />
plug-in<br />
Citivolt 12<br />
Length mm 12,030<br />
Passenger capacity n. 100<br />
Motor / kW ZF AxTrax / 250<br />
Battery type<br />
NMC<br />
Battery capacity kWh 495<br />
Charging technology<br />
plug-in<br />
A new wave of HVAC<br />
FOR ELECTRIC VEHICLES<br />
> Updated design<br />
> Innovative materials<br />
> Reduced weight and size<br />
> Reduced refrigerant charge<br />
> Easy assembly<br />
> Air extraction<br />
> Adaptable<br />
> Alternative refrigerants with lower GWP index<br />
> Energy efficiency and LCC<br />
> 0-100% adjustable free cooling<br />
> Available with a reversible heat pump<br />
> Filtering capacity up to F7<br />
> HP units available with an electrical<br />
resistor or hot water<br />
ELECTRIC TROLLEY HYBRID<br />
DESIGṈ<br />
POWEṞ<br />
SUSTAINABILITY<br />
54<br />
hispacold.es
PORTFOLIO<br />
ALL THE ZERO EMISSION <strong>BUS</strong> MODELS<br />
ON THE EUROPEAN MARKET.<br />
Novo Volt<br />
Length mm 7,332<br />
Passenger capacity n. 29<br />
Motor / kW Allison / 320<br />
Battery type<br />
NMC<br />
Battery capacity kWh 165<br />
Charging technology<br />
plug-in<br />
KARSAN<br />
e-ATA 10/12/18<br />
Length mm 10,750/12,220/18,300<br />
Passenger capacity n. 79 / 89 / 135<br />
Motor / kW ZF AxTrax / 250-250-500<br />
Battery type<br />
LFP<br />
Batt. capacity max kWh 315/449/595<br />
Charging technology plug-in/pant.<br />
MCV<br />
MAN LION’S CITY E LE.<br />
Award-winning sustainable bus.<br />
KING LONG<br />
MCV C127 EV<br />
Length mm 12,000<br />
Passenger capacity n. 90<br />
Motor / kW ACTIA - 250<br />
Battery type Forsee Power / NMC<br />
Battery capacity max kWh 462<br />
Charging technology<br />
plug-in<br />
e-Jest<br />
Length mm 5,845<br />
Passenger capacity n. 25<br />
Motor / kW BMW / 125<br />
Battery type BMW / Lithium-ion<br />
Battery capacity max kWh 88<br />
Charging technology<br />
plug-in<br />
Pev 6/9/12<br />
Length mm 5,990 / 9.180 / <strong>11</strong>,980<br />
Passenger n. 23 / 27 / 36<br />
Motor / kW King Long/Dana - 135/245/350<br />
MELLOR<br />
Battery type<br />
LFP<br />
Battery capacity max kWh 89/282423<br />
Charging technology<br />
plug-in<br />
MAN<br />
Sigma 7, 8, 9<br />
Length mm 7,150 / 8.750 / 9.400<br />
Passenger capacity n. from 33<br />
Motor/kW Dana / -<br />
Battery supplier<br />
CATL<br />
Battery capacity max kWh -<br />
Charging technology<br />
plug-in<br />
e-Atak<br />
Length mm 8,315<br />
Passenger capacity n. 52<br />
Motor / kW Dana TM4 Sumo MD / 230<br />
Battery type BMW / Lithium-ion<br />
Battery capacity max kWh 220<br />
Charging technology<br />
plug-in<br />
MERCEDES<br />
Lion’s City E 10/12/18<br />
56<br />
Length mm 10,575 / 12,000 / 18,100<br />
Passenger capacity n. 67 / 85 / 120<br />
Motor / kW Traton - 240/270/540<br />
Battery type<br />
NMC<br />
Battery capacity max kWh 400/480/640<br />
Charging technology<br />
plug-in<br />
eCitaro 12/18<br />
Length mm 12,135 / 18,125<br />
Passenger capacity n. 80 / 136<br />
Motor / kW ZF AxTrax / 250<br />
Battery type<br />
Akasol / NMC**<br />
Battery capacity max kWh 396 / 441<br />
Charging technology<br />
plug-in<br />
The MAN Lion's City 12 E LE is the perfect vehicle for both urban and cross-country<br />
travel. Its flexibility is matched only by its sustainability, which has also impressed the<br />
jury of international trade journalists for the Sustainable Bus Award (Sby).<br />
The MAN Lion's City 12 E LE is based on the electric 12-metre solo bus and ensures<br />
a particularly high level of seating comfort with a floor landscape adapted to customer<br />
feedback. Find out more at www.man.eu/lionscity-e
PORTFOLIO<br />
ALL THE ZERO EMISSION <strong>BUS</strong> MODELS<br />
ON THE EUROPEAN MARKET.<br />
eCitaro fuel cell 12/18<br />
Length mm 12,135 / 18,125<br />
Passenger capacity n. 88 / 128<br />
Motor / kW ZF AxTrax / 250<br />
Fuel cell system<br />
Toyota<br />
Battery type<br />
NMC<br />
Battery capacity max kWh 295/ 392<br />
Charging technology<br />
plug-in<br />
OTOKAR<br />
e-Territo U<br />
Length mm 13,000<br />
Passenger capacity n. 63<br />
Motor / kW Voith / 410<br />
Battery type<br />
- / NMC<br />
Battery capacity kWh 450<br />
Charging technology<br />
plug-in<br />
QUANTRON<br />
SAFRA<br />
Hycity<br />
Length mm <strong>11</strong>,857<br />
Passenger capacity n. +100<br />
Motor / kW ZF AxTrax / 250<br />
Fuel cell module / kW Symbio / 45<br />
Battery Microvast / NMC / 130 kWh<br />
e-Centro C<br />
Length mm 6,605<br />
Passenger capacity n. 32<br />
Motor / kW Dana TM4 / 205<br />
Battery type<br />
Svolt / NMC<br />
Battery capacity kWh <strong>11</strong>0<br />
Charging technology<br />
plug-in<br />
Cizaris 12 EV<br />
Length mm 12,180<br />
Passenger capacity n. 81 to 95<br />
Motor / kW Dana TM4 / 245<br />
Battery type<br />
CATL / LFP<br />
Batt. capacity max kWh 242 to 424<br />
Charging technology<br />
plug-in<br />
RAMPINI<br />
SCANIA<br />
C<br />
M<br />
Y<br />
CM<br />
MY<br />
CY<br />
CMY<br />
Scania-Castrosua 75 CS<br />
K<br />
Length mm 13,065<br />
Passenger seats n. 44<br />
Motor / kW - / 300<br />
Battery type -<br />
Batt. capacity max kWh 520<br />
e-Kent C 12/18<br />
Length mm 12,000/18,750<br />
Passenger capacity n. 74/99<br />
Motor / kW Voith / 410<br />
Battery type<br />
Webasto / NMC<br />
Battery capacity kWh 350/560<br />
Charging technology<br />
plug-in<br />
Sixtron/Eltron<br />
Length mm 6,<strong>11</strong>0 / 8,000<br />
Passenger capacity n. 34 / 48<br />
Motor / kW Dana / 230<br />
Battery type<br />
LFP<br />
Batt. capacity max kWh 210<br />
Charging technology plug-in / pant.<br />
Charging technology<br />
SKODA<br />
plug-in<br />
Kent C Hydrogen<br />
Length mm 12,000<br />
Passenger capacity n. 104<br />
Motor / kW - / 410<br />
Battery type<br />
- / NMC<br />
Fuel cell system<br />
Ballard<br />
Estimate range km 500<br />
Hydron<br />
Length mm 8,000<br />
Passenger capacity n. 48<br />
Motor / kW Siemens / 230<br />
Battery type<br />
Rampini / LFP<br />
Batt. capacity max kWh 175<br />
Fuel cell module / kW Loop Energy<br />
Skoda E’City 9, 12<br />
Length mm 9,496 / 12,020<br />
Passenger capacity n. 65 / 85<br />
Motor / kW 100 / 160<br />
58
PORTFOLIO<br />
ALL THE ZERO EMISSION <strong>BUS</strong> MODELS<br />
ON THE EUROPEAN MARKET.<br />
Battery type -<br />
Battery capacity max kWh -<br />
Charging technology plug-in/plug-pant.<br />
Skoda H’city<br />
Length mm 12,020<br />
Passenger capacity n. 85<br />
Motor / kW 100 / 160<br />
Battery type -<br />
Battery capacity max kWh -<br />
Estimate range km 350<br />
SOLARIS<br />
Urbino electric 9 LE/12<br />
Length mm 9,270 / 12,000<br />
Passenger seats max n. 31 / 43<br />
Motor ZF AxTrax - TSA - 220 / 250-160<br />
Battery type NMC / LTO / LFP<br />
Battery capacity max kWh 350 / 600<br />
Charging technology plug-in/pant.<br />
Motor kW ZF / 240/250<br />
Battery type NMC / LTO / LFP<br />
Battery capacity kWh 800<br />
Charging technology plug-in/pant.<br />
Urbino 12/18 hydrogen<br />
Length mm 12,000 / 18,000<br />
Passenger seats max n. 37 / 52<br />
Motor / kW ZF AxTrax / 250<br />
Fuel cell module<br />
Ballard<br />
Fuel cell module power kW 70 / 100<br />
Battery<br />
High Power / 30 kWh<br />
Hydrogen capacity l 5 x 312/ (+3x190)<br />
Avenue Electron<br />
Length mm 12,000<br />
Passenger seats n. 35<br />
Motor / kW TM4 Sumo / 250<br />
Battery type<br />
NMC<br />
Battery capacity kWh 240 - 300 - 360<br />
Charging technology<br />
MD9 electriCITY<br />
plug-in<br />
Length mm 9,496<br />
Passenger seats n. 26<br />
Motor / kW<br />
Battery type<br />
TM4/250<br />
NMC<br />
Battery capacity max kWh 200<br />
Charging technology<br />
plug-in<br />
LD SB E<br />
Length mm 2.365 / 13.080<br />
Passenger seats n. 57 / 61<br />
Motor / kW<br />
TM4/250<br />
Battery type<br />
NMC<br />
Battery capacity max kWh 350<br />
Charging technology<br />
plug-in<br />
VDL<br />
Learn more<br />
about BusLink<br />
Innovation, experience and perfection<br />
JOST is a listed corporate group that has been a global leader in the production of safety-related<br />
systems, modules and components for commercial vehicles since its foundation in 1952.<br />
JOST is characterised by high-quality, reliable and market-oriented products all over the world.<br />
With the BusLink articulation pusher bus system, the company is now also offering components<br />
for the bus industry for the first time.<br />
www.jost-world.com<br />
Components of<br />
BusLink:<br />
Articulated turntable<br />
controller (ATC)<br />
60<br />
Urbino electric 15 LE<br />
Length mm 14,890<br />
Passenger seats max n. 65<br />
Motor Central asynchronous / 300<br />
Battery type<br />
NMC / LTO / LFP<br />
Battery capacity max kWh 470<br />
Charging technology<br />
plug-in/pant.<br />
Urbino electric 18/24<br />
Length mm 18,000 / 24,700<br />
Passenger capacity n. 145 / 155<br />
Trollino<br />
Length mm 12,000/18,000/24,000<br />
Passenger seats max n. 39/53/69<br />
Motor / kW TSA-Skoda / 160-250<br />
Battery type<br />
Solaris LTO<br />
Battery capacity kWh 30-90<br />
Charging technologies<br />
TEMSA<br />
Pant. / IMC<br />
Citea new gen. LF-122 / LE-122<br />
Length mm 12,200<br />
Passenger capacity n. <strong>11</strong>0 / 105<br />
Motor/kW ZF AxTrax / 250<br />
Battery type<br />
NMC<br />
Battery capacity max kWh 490<br />
Charging technology plug-in/pant.<br />
Citea new gen. LE-135 / LE-149<br />
Length mm 13,500 / 14,900<br />
Passenger capacity n. 89 / 138<br />
Motor/kW ZF AxTrax / 250<br />
Battery type<br />
NMC<br />
Battery capacity max kWh 552 / 674<br />
Charging technology plug-in/pant.<br />
JOST’s BusLink articulation pusher bus system responds to the challenges posed by modern<br />
mobility – from electric and hydrogen buses to articulated buses with conventional engines.<br />
BusLink adapts to any OEM requirement, from the articulation design to the articulated<br />
turntable controller. Welcome to a new era of articulated flexibility.<br />
Advantages of BusLink:<br />
• As a system supplier, JOST offers the perfect integration of all components from<br />
a single source.<br />
• The JOST articulated bus system BusLink can be adapted to all possible customer<br />
requirements.<br />
• For example, the articulated turntable controller can be adapted to all possible<br />
customer driving requirements. The sensor data is configured in the controller together<br />
with the OEM.<br />
• Slim, weight-optimised articulation design particularly suitable for electric bus<br />
applications.<br />
• Integrated JOST ball bearing turntable technology, with which the JOST success story<br />
began in 1952.<br />
• Reliable expertise in welded structures for the commercial vehicles industry.<br />
Bellow<br />
JOST bus articulation
PORTFOLIO<br />
Citea new gen. LE-181<br />
Length mm 18,100<br />
Passenger capacity n. 153<br />
Motor/kW ZF AxTrax / 250<br />
Battery type<br />
NMC<br />
Battery capacity max kWh 674<br />
Charging technology plug-in/pant.<br />
VOLVO<br />
U<strong>11</strong>DD<br />
Length mm 10,990<br />
Passenger seats n. 82<br />
Motor/kW Yutong TZ368XSYTB38/350<br />
Battery type<br />
CATL<br />
Battery capacity max kWh 385<br />
Charging technology<br />
plug-in<br />
WRIGHT<strong>BUS</strong><br />
The international media<br />
focusing on innovation and<br />
sustainability in public transport<br />
Established 2018<br />
Editor in chief<br />
Stefano Agnellini<br />
Managing editor<br />
Riccardo Schiavo<br />
Editorial staff<br />
Fabio Butturi, Ornella Cavalli,<br />
Alberto Gimmelli, Fabrizio Dalle Nogare,<br />
Stefano Eliseo, Fabio Franchini,<br />
Cristina Scuteri, Luca Vitali<br />
Layout & graphics<br />
Marco Zanusso (manager)<br />
Editorial management<br />
Fabio Zammaretti<br />
Printing<br />
Industrie Grafiche RGM srl,<br />
Rozzano (Mi)<br />
Milano City Court Authorization<br />
n. 109 – September 5th 2023 National Press<br />
Register n. 4596 – April 20th 1994<br />
n. R.O.C. 2880 30-<strong>11</strong>-2001<br />
7900 Electric (MCV)<br />
Length mm 12,000/18,000/18,700<br />
Passenger capacity n. 95/150/145<br />
Electric motor / kW 200 / 400<br />
Battery type<br />
LTO<br />
Battery capacity max kWh 470 / 565<br />
Charging technology plug-in/pant.<br />
YUTONG<br />
StreetDeck Hydroliner FCEV<br />
Length mm 10,900<br />
Passenger capacity n. 86<br />
Motor / kW<br />
Voith VEDS<br />
Fuel cell module<br />
Ballard<br />
Fuel cell module power kW -<br />
Battery<br />
Forsee Power / NMC<br />
Battery capacity kWh 48<br />
Hydrogen capacity kg 27 (1,120 l)<br />
StreetDeck Electroliner BEV<br />
Length mm 10,900<br />
Passenger seats n. 95<br />
Motor / kW<br />
Voith VEDS<br />
Battery<br />
Forsee Power / NMC<br />
Battery capacity kWh 340 - 454<br />
Charging technology<br />
plug-in.<br />
VADO E TORNO<br />
EDIZIONI<br />
MANAGEMENT<br />
ADMINISTRATION<br />
via Brembo 27 - 20139 Milan - Italy.<br />
Tel. +39 02 55230950<br />
Website<br />
www.sustainable-bus.com<br />
ADVERTISING<br />
Management<br />
via Brembo 27<br />
20139 Milan - Italy<br />
tel. +39 02 55230950<br />
e-mail: pubblicita@vadoetornoedizioni.it<br />
Head of Sales<br />
Luca Brusegani<br />
Sales agents<br />
Roberto Menchinelli (Roma)<br />
Mario Albano<br />
Maurizio Candia<br />
Emanuele Tramaglino<br />
Sustainable Bus subscription 4 Issues<br />
80 euro<br />
Back issues<br />
25 euro<br />
Customized<br />
cooling.<br />
E12 Pro<br />
Length mm 12,000<br />
Passenger seats n. 61<br />
Motor/kW Yutong YTM280-CV9-H/350<br />
Battery supplier<br />
CATL<br />
Battery capacity max kWh 422<br />
Charging technology<br />
plug-in<br />
U12<br />
Length mm 12,170<br />
Passenger capacity n. 75<br />
Motor/kW Yutong TZ368XSYTB38/350<br />
Battery type<br />
CATL<br />
Battery capacity max kWh 422<br />
Charging technology<br />
plug-in<br />
GB Kite Hydroliner FCEV<br />
Length mm 12,000<br />
Passenger capacity n. 90<br />
Motor / kW<br />
Voith VEDS<br />
Fuel cell module Ballard FC Move<br />
Fuel cell module power kW 70 - 100<br />
Battery<br />
Forsee Power / NMC<br />
Battery capacity kWh 30 - 45<br />
Hydrogen capacity kg 35 - 50<br />
GB Kite Electroliner BEV<br />
Length mm 12,000<br />
Passenger seats n. 90<br />
Motor / kW<br />
Voith VEDS<br />
Battery<br />
Forsee Power / NMC<br />
Battery capacity kWh 340 - 454 - 567<br />
Charging technology<br />
plug-in.<br />
How to subscribe:<br />
www.sustainable-bus.com<br />
or write a e-mail to:<br />
abbonamenti@vadoetorno.com<br />
E-Mail<br />
info@sustainable-bus.com<br />
Copyright <strong>2024</strong> Vado e Torno Edizioni<br />
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Charging<br />
forward<br />
to the next generation<br />
of efficient transportation<br />
Our high-voltage eFan ensures<br />
efficient cooling in all-electric<br />
heavy-duty trucks.<br />
62
FOR A<br />
BETTER<br />
LIFE.<br />
www.irizar-emobility.com