2025-02 SUSTAINABLE BUS

Sustainable
US
VADO E TORNO EDIZIONI
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FEBRUARY 2025
€ 22,00
NEW
HORIZONS
OUTLOOKS
The top sellers of
the European e-bus
market 2024
INTERVIEWS
Iveco and Alexander
Dennis’ strategies to
remain competitive
TEST DRIVE
At the steering
wheel of King Long
C12 E e-coach

Sustainable
BUS
CONTENTS
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SUSTAINABLE-BUS.COM FEBRUARY 2025
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POST-IT
How was on-demand transit
worldwide in 2024?
TECHNO
Fuel cell buses coming to Bologna:
the start of a 130+ units delivery
Bus2025 project in Paris: depots
conversion and the 1,000th e-bus running
INFRASTRUCTURE
An order for up to 900 e-bus chargers:
De Lijn towards emission free in 2035
INTERVIEWS
Domenico Nucera, Iveco Group:
the challenges of bus manufacturing
Paul Davies, Alexander Dennis:
leading e-mobility with agnostic approach
OUTLOOKS
Europe’s e-bus market in 2024,
figures and top sellers
Energy transition in German transit
needs new funding strategies
The impact of European CO2 standards
on manufacturers’ projects
COMPARISON
Intercity BEV buses. A new market
between strategies and opportunities
Iveco Bus Crossway Elec:
expanding the offer even further
Mercedes eIntouro:
reshaping technological partnerships
TEST DRIVE
King Long C12 E and the feelings
of driving a battery-powered coach
SPOTLIGHT
On a journey aboard the Yutong T15E
in Lapland, at 0 degrees (and emissions)
TROLLEYBUS
‘Travelling’ around the European
trolley market 2024
PORTFOLIO
All the zero-emission buses
on the European market
36
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FOR INFO
3

POST-IT
AN OVERVIEW OF THE ON-DEMAND TRANSIT SECTOR
Mobility on-demand
HOW TECHNOLOGY IS CHANGING PUBLIC TRANSPORT
The on-demand transit sector experienced notable expansion in
2024, with over 390 new projects launched globally. According to
Lukas Foljanty’s latest On-Demand Transit 2024 Market Report, the
total number of services introduced since 2012 surpassed 2,000, with
over 1,300 currently active. However, while some regions saw strong
momentum, others faced setbacks.
Europe presented a challenging picture. Once a leading region for ondemand
transit growth, it faced a sharp slowdown in 2024. While around
100 new services were launched, net growth dropped to just +30 — half
the figure from 2023. Germany, a former frontrunner, barely managed a
positive balance, with only three more projects starting than ending.
A key factor behind this decline was the discontinuation of various
European, federal, and state-level grants, which forced municipalities
to reevaluate their pilot programs. Many opted not to transition their
initiatives into permanent revenue services. New entrants, such as
Canadian-based Blaise and Argo, are expected to shake up the industry.
Via remains the dominant player in the global on-demand transit market,
holding a 24 percent share.
Via remains the dominant player in the global
on-demand transit market, holding a 24 percent share.
Spare, Padam and ioki follow.
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TECNHO
TPER IS RECEIVING OVER 130 FUEL CELL BUSES FROM SOLARIS
Hydrogen, Bologna’s way
H2 BUSES WILL MAKE 12 PERCENT OF TPER’S FLEET BY 2030
6
Bologna’s carrier TPER presented its first fuel cell buses in
early February, purchased with funds from the Next Generation
EU programme. These are Solaris Urbino 12 Hydrogen buses, set
to enter service starting in the spring.
By 2026, a total of 127 FCEVs (fuel cell electric vehicles) will
be operating in Bologna and 10 in Ferrara, following a tender
awarded in 2023—the largest in Europe to date. Moreover,
according to the operator’s roadmap, 12 percent of the fleet will
be hydrogen-powered by the end of the decade.
The Solaris Urbino 12 Hydrogen is currently in service in 35
cities across ten European countries. This Polish-manufactured
model is equipped with a 70 kW fuel cell and five roof-mounted
tanks that can hold 37.5 kg of hydrogen, providing a range of
over 350 km on a single tank.
Solaris is supplying Bologna with the Urbino 12 Hydrogen in
two different configurations: a three-door version for urban
routes and a two-door version for suburban lines. Specifically, 60
three-door buses will be used on city routes requiring 12-metre
vehicles, while 67 two-door buses will serve suburban lines
connecting the capital with the metropolitan area.
The investment for the 137 buses in Bologna and Ferrara
amounts to over 80 million euros, with 75 million coming from
Next Generation EU funds and the remaining 6.5 million selffinanced
by TPER.
When factoring in hydrogen production and refueling
infrastructure, the total investment exceeds 100 million
euros. As part of this hydrogen project, TPER has entrusted
TPH2—a newly-established company jointly owned by TPER
and HGeneration (part of the Wolftank Group)—with the
construction of three hydrogen refueling stations: two in Bologna
and one in Ferrara. Once fully operational, there will be four
stations in total—three in Bologna and one in Ferrara—dedicated
to refueling and, in part, hydrogen production managed directly
by TPER.
SCHOOL BUSES GO ELECTRIC
The electrification of school buses
in the United States is rapidly
accelerating, with 13,759 electric
school buses committed (i.e.
awarded, ordered, delivered, or
operating) by 1,572 school districts
and fleet operators (4,500 in 2024
only), according to data from
the Electric School Bus Initiative
backed by World Resources
Institute.
However,
the over 13K
committed ESBs
represent just
2.8 percent of the total fleet, which
stands at 492,627 units.
The data shows a clear upward
trend: 4,500 electric school buses
were committed in 2024; 3,536 in
2023; 3,288 in 2022; 1,110 in 2021.
Before that, less than 500 per year
in 2020 and 2019. Two thirds of the
committed vehicles are provided
under the Clean School Bus
Program. 2,214 vehicles funded by
that programme
are already
delivered or
operational.
Over 30 Solaris Urbino hydrogen buses have been
delivered in Bologna during 2024. They’ll become
137 by June 2026. Three hydrogen refueling
stations will also be built.
MADE IN CHINA
China’s export of new energy buses (NEBs)
grew +28 percent in 2024 reaching 15,444 units
with length over 3.5-meter, according to data
reported on Chinese trade media Chinabuses.org.
One out of four exported buses are powered with
electrified drivetrain, thus belonging to the ‘New
Energy’ category. It’s easy to assume, then, that
total volume of buses exported from China is
around 60,000 units.
BYD kept the top position
with 3,582 new energy
buses exported. It’s the
only OEM to exceed the
figure of 3,000 units.
Yutong exported 2,700
electric buses, gaining the
second position thanks to
a +84 percent growth. In
2024 over 46,000 units
worldwide (all tractions) and more than 1,000 BEV
vehicles in Europe were registered by Yutong.
Higer follows with 1,907 new energy buses, +40
percent on 2023. Chinabuses adds: “For the full
year of 2024, seven out of the top ten companies
achieved year-on-year growth. CRRC Electric
Vehicle, which ranked seventh, also achieved
a significant year-on-year growth of 366.52
percent, entering the top ten”.
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TECNHO
HALF OF DEPOTS CONVERTED TO ELECTRICITY AND HALF TO BIOMETHANE
Bus2025 in Paris
A MASSIVE DEPOTS’ CONVERSION PROJECT (1,000 E-BUSES OPERATING)
Île-de-France Mobilités, the public transport agency of Paris’
area, has recently completed the conversion of its Point du Jour
Bus Operations Center (COB) to electric power. The center,
operated by RATP, now supports 19 bus lines running entirely on
electricity. This milestone was celebrated with the introduction of
the 1,000th electric bus into the fleet.
The conversion project at the center involved an investment
of €28.6 million. Key infrastructure upgrades included the
installation of high-voltage connections by Enedis and the setup of
a new electrical distribution network to power 90 charging stations
for the electric buses. Fire safety measures were also upgraded,
As part of the ongoing electrification program, Île-de-France
Mobilités has already converted eight bus centers within its
network to electricity. The total investment for the program
is €5.7 billion, which includes €1.5 billion for building or
converting additional bus centers, and another €1.5 billion
for acquiring 3,800 electric or biomethane-powered vehicles.
The remaining €2.7 billion will be used for the conversion or
replacement of 7,000 more vehicles.
With the entry into service of the 1,000th electric bus, the fleet of
electric vehicles on the Île-de-France Mobilités network operated
by RATP has crossed a symbolic threshold. Today, there are more
than 4,000 clean vehicles (powered with electricity or biomethane)
on the road in Île-de-France region. By 2029, all buses throughout
the region will have been replaced.
Within the bus2025 programme, Île-de-France Mobilités and its
operator have embarked on a major technological and ecological
evolution, with the financial support of the European Union. Under
the programme, all of the bus operations centres operated by
RATP for Île-de-France Mobilités will be converted to electric and
biomethane power. In doing so, RATP is radically transforming
its infrastructure and completely renewing its bus fleet. RATP
is converting 13 of its 25 bus depots to electric power and 12 to
accomodate biomethane buses.
18-METER FROM HUNGARY
The first Hungarian articulated
electric bus has been introduced
in the market. Leading
Hungarian bus manufacturer
Credobus has presented the
Electronell 18 in Budapest.
The manufacturer claims it’s
“the world’s lightest steel-framed
articulated e-bus”. Its weight
does not exceed 16 tons, which
allows it to reach a range of
300 km
with 25
percent
fewer
batteries, according to Credobus.
The 12-meter model was
presented in summer 2024, and
the 18-meter articulated version
is set to debut in operations
in early 2025. Energy storage
is provided by 3rd generation
liquid-cooled NMC batteries
from BorgWarner. The battery
pack has a total capacity of 392
kWh. Motor? The Voith VEDS
HD with
a peak
output of
410 kW.
Today, there are more than 4,000 clean
vehicles (powered with electricity or
biomethane) on the road in
Île-de-France region.
What’s new at Alfabus?
Before the pandemic, the Chinese group’s
subsidiary Alfabus Europe had nested in Italy and
tried to position itself in the Italian market, with a
couple of units placed in Cremona and a market
offensive that was slowed down by the pandemic.
But the company did not stop.
Today Alfabus Europa is still based in Modena and
has meanwhile set its sights on Spain, where it has
delivered over 100 units in the past year. Alfabus’
offer for the European markets today consists of
a 12-metre urban model, the Ecity L12 capable of
carrying 86 passengers and powered by an in-house
developed electric motor. The battery modules,
totalling 422 kWh, are positioned between the rear
and roof and supplied by CATL.
In the meantime, the company is concentrating its
efforts on a series of new products ready for launch
at Busworld 2025. The 6.5-metre Ecity L06 with
a long wheelbase (4.6 metres) will have a 176
kWh battery and capacity for 37 passengers. The
e-Intercity L13 will carry 528 kWh of energy and
60 seated passengers. The 12-metre equipped for
bottom-down pantograph charging will also arrive.
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8

INFRASTRUCTURE
BELGIAN DE LIJN ORDERS UP TO 900 CHARGING STATIONS
Chargers, chargers, chargers
SPIE-EKOENERGETYKA WINS 2ND DE LIJN CHARGING STATION CONTRACT
MILAN
PARIS
LONDON
Belgian public transport operator De Lijn has placed an
order worth €24.2 million for charging stations with SPIE-
Ekoenergetyka.
This order is part of a framework agreement established in
November 2023, which outlines the provision of up to 1,600
charging points over the next eight years. Partnership with
SPIE-Ekoenergetyka had already been established. The first
order included 403 charging stations, set to be supplied by
SPIE-Ekoenergetyka and ABB. Under the framework, further
orders will be made through a mini-competition between the two
companies: the next part of the order was commissioned to SPIE-
Ekoenergetyka.
This second part of the order will indeed include between
600 and 900 charging stations, ranging from 50 to 180 kW in
capacity. The allocation of charging stations to each depot will
depend on the pace of depot electrification. De Lijn has the
target of operating a full zero emission fleet by 2035.
POWERING TUSCANY
Siemens eMobility announces it has been selected
as the technology partner for two major electric
vehicle charging infrastructure projects in Italy.
One of those concerns the installation of charging
infrastructure for e-buses in the premises of the
carrier Autolinee Toscane (RATP group), while the
other is focused on the logistic sector. 73 charging
points (Sicharge UC) are set to be installed during
the process of electrification of multiple depots.
In addition, Siemens supplies medium and low
voltage electrical distribution systems with switches
equipped with IoT modules. Siemens eMobility
also provides DepotFinity, a software platform for
monitoring, reporting, programming and managing
charging operations within the depots.
HELSINKI
SYDNEY
WARSAW
AUCKLAND
AMSTERDAM
we welcome
millions of people
every day.
SMART CHARGING DEAL
Schneider Electric, a leader in energy management and automation,
and The Mobility House Solutions, a provider of smart charging
technologies, have entered a commercial partnership aiming to develop
and implement advanced solutions for the deployment of electric vehicle
(EV) fleet charging infrastructure worldwide.
Within the deal, Schneider Electric’s energy management capabilities are
set to be integrated with The Mobility House’s ChargePilot platform to
offer a streamlined approach to EV fleet charging. The resulting solutions
are designed to improve energy efficiency, reduce costs, and enhance
grid optimization. Additionally, the partnership builds on The Mobility
House’s role as a technology partner for AlphaStruxure’s Energy-as-a-
Service (EaaS) offerings in North America.
The Mobility House’s ChargePilot platform offers
hardware-neutral charging for fleets. The company
brings expertise from over 2,000 fleet projects and
100 heavy-duty depots.
FOR FUTURE E-COACHES
Milence, the joint venture between Daimler Truck,
Traton, and the Volvo Group, has expanded into Italy
with the launch of its first major project in the country:
the Charging Hub in Bagnolo San Vito, in the province
of Mantua. Equipped with some of the most powerful
charging technology available today, Milence’s hubs
offer 400 kW charging via CCS connectors, with
plans to introduce megawatt charging capabilities in
the near future. This next-generation technology will
deliver charging speeds of up to 1,000 kW, enabling
long-haul trucks (and, eventually, e-coaches) to reach
full charge in just 30 to 45 minutes. The hub is located
40 km south of
Verona, along the
Bologna-Bolzano
route, on the A22
Autostrada del
Brennero and
the Scandinavia-
Mediterranean
corridor.
NEW YORK
MEXICO CITY
10
SINGAPORE
TOKYO
HONG KONG

INTERVIEW
12
We discussed market and
manufacturing landscapes
and group's strategies with
Domenico Nucera, at the
helm of Iveco Bus from
late 2021 until January
2025. Since our interview
held last December, he has
changed roles within Iveco
Group, assuming the newly
created role of Chief Quality
& Operations Officer.
DOMENICO NUCERA, CHIEF QUALITY & OPERATIONS OFFICER, IVECO GROUP
CHALLENGE
ACCEPTED!
Iveco Group has major investments planned to
create a fully electric new bus platform. And it
promises to fight competitors thanks to customer
proximity (and focus on turnkey projects)
Everyone is quick to speak of a crisis
in the European automotive
industry, challenged by ‘made in
China’ products that are not only
affordable (duties permitting) but, in the
bus sector, also benefit from a level of
industrialization that is unmatched in Europe.
However, few industrial players are
responding to this competition with investments.
One exception is the Iveco Group,
which is developing a dedicated electric
bus platform and increasing production
volumes of alternative propulsion vehicles.
And that’s not all. We discussed market and
manufacturing landscapes and company's
strategies with Domenico Nucera, at the
helm of Iveco Bus from late 2021... until
January 2025. Since our interview held
last December, he has changed roles within
Iveco Group, assuming the newly created
role of Chief Quality & Operations Officer.
Iveco Group’s new Quality & Operations
function will regroup and centralise all
Quality departments and incorporate Manufacturing
and Supply Chain. Also Iveco
Group has announced its 2024 Full Year
Results on March 7th and some figures
mentioned in the article have been updated
accordingly.
What trends have you observed on the
European bus market in 2024? And
what are the forecasts and expectations
for 2025?
For Iveco Bus, 2024 was a record year,
with market share growing in all sectors
- city, intercity, and coach - across EU27.
And we are confident to be similarly successful
again in 2025: we have an order
portfolio value that has quadrupled compared
to a year ago. In the e-bus market,
Iveco Bus has risen for the first time to the
second rank of electric bus manufacturers
in EU27. Our book-to-bill is 1.12, 50 percent
higher than a year ago. Our factories
will be full for a year, a year and a half.
And investments are underway…
Yes, we will invest 600 million euros mostly
in R&D or for the localization of hightech
production such as electric vehicles in
Annonay. A step that comes in addition to
the opening of the Foggia plant in Italy. In
2024 alone we hired 600 people in France
for the production of EVs. These are facts
that tell a lot about our strategy.
What do you mean?
Localizing the activities as much as possible
and bringing our capabilities close
to customers. In Foggia, for example, we
customize the vehicles together with the
customers. A thousand buses have passed
through Foggia in the last year. In Annonay
we plan to double our production capacity.
Mostly electric vehicles, to which
we should add the production coming from
Rorthais. Finally, we started the production
of the electric Crossway LE in Vysoké
Mýto and we have been already delivering
last year. All four of our plants are enabled
to produce electric buses, while maintaining
a significant share of conventional
vehicles, in compliance with our approach
aimed at technological neutrality.
How can the European industry maintain
competitiveness?
Today, e-mobility is for sure a risk, but also
an opportunity, and there are no longer
any doubts about the future of this technology,
at least in the urban segment. The disagreement
arises in the other segments:
interurban and touristic. On these we have
asked the EU, within ACEA, to anticipate
the review of the CO2 reduction targets to
2025, two years before the deadline now
scheduled for 2027.
How do we get out of this impasse?
A collective effort is needed by all players
to propose shared solutions. In any case,
subsidies on the purchase of the product
will not get us out of the critical phase.
Instead, what should be financed are the
key enabling conditions, and with viable
financial models. We need to change the
paradigm by supporting the costs of charging
infrastructure, the cost of energy, the
cost of training…
We are also convinced that the ‘euro per
km’ model is a topic to be investigated as
it can favor competitiveness by allowing
the Capex to be absorbed and diluted.
The market is not yet mature enough to
be self-sustaining. If we believe to make it
self-sustaining through subsidies on vehicles,
we are leaving the playing field to the
manufacturers from the Far East.
«Moving subsidies from the vehicles to the solution,
ensuring that the industrial players move together and
opening up to a financial model that enables the possibility
of paying per km: only in this way can the
energy transition truly take hold»
Can you elaborate more on this? If subsidies
no longer focus on vehicles but on
the other elements of the chain, won’t
the customer try to maximize savings by
purchasing the most competitive vehicle
in terms of cost?
OEMs in the Far East have an advantage
on the purchase cost, certainly not on
TCO, after-sales and assistance, where
the traditional European industry has an
immeasurable advantage in terms of network
capillarity. A legacy in the territories
based on decades of history and the proximity
to the customer cannot be recovered
in a handful of years. The only solution to
relaunch the ‘made in Europe’ industry is
to finance the solution, not the vehicle. For
instance, in Turin we won our biggest turnkey
project at European scale, where we
supply vehicles, build infrastructure and
so on. Once this approach is established,
competition from non-European players
becomes less attractive. Then there is the
issue of technological innovation…
Please.
The goal of Iveco Bus' investment plan
is to update the entire product range by
leveraging the successful history of our
intercity model. The new generation city
bus range that we are developing will
have more than 50 percent commonality
with the Class II family. We aim to standardize
the platform but keep customization
very close to the customer.
Should we really expect structurally higher
levels of incentives for e-mobility or
do we have in view a timing when the
e-bus market will be independent of specific
subsidies?
The arbiter of our business is the Total
Cost of Ownership. According to our forecasts,
regardless of the level of subsidies,
the TCO of an electric vehicle in 2035 will
be significantly better than that of a diesel
vehicle on the urban market. Thinking that
an electric vehicle will have a similar purchase
cost to a diesel vehicle, even in 2035,
is, in our opinion, utopian.
Let’s stay on the economic topic. If we
consider providers of vehicles and suppliers
of components for zero-emission
technologies, financial profitability seems
rather difficult to achieve. In the
meantime, Iveco Bus has announced the
target of doubling profitability in 2028
compared to 2022... how?
In 2024, our EBIT was 5.5 percent. It
was 4.9 in 2023. And this growth is mainly
due to our growth in the e-mobility segment:
we are demonstrating that it is not
true that with e-buses you lose money.
How? First of all, having a very long bookto-bill
is a winning strategy. It gives us the
opportunity to see the development of the
order portfolio in the long term, improve
economies of scale and organize industrial
activities. And framework agreements
were not so common in the past, before
e-mobility gained ground. It is giving us a
payback.
Riccardo Schiavo
13

INTERVIEW
14
«Tariffs are a big talking
point. Import duties on
diesel buses are 16 percent,
and the main players in the
UK market have historically
been European-based manufacturers.
Import duties
on electric buses are only
10 percent. This market is
much more open to
disruption due to
Chinese players».
PAUL DAVIES, MANAGING DIRECTOR OF ALEXANDER DENNIS
NEUTRALLY
TRANSITIONING
Alexander Dennis remains the UK market leader
in an increasingly competitive scenario.
A conversation on innovation, political framework,
in-house range, hydrogen, coach market
Alexander Dennis has had a strong
year in 2024, maintaining its position
as the UK’s market leader.
With nearly 1,500 buses delivered
(1,000 of those being diesel buses), the company
continues to navigate a highly competitive
landscape, where international players,
particularly from China, are making significant
inroads. However, the company has
also had to make difficult decisions, such as
pausing coach production due to declining
volumes since the pandemic.
We discussed with Paul Davies, Managing
Director of Alexander Dennis, the growing
influence of global competitors, the impact
of government initiatives like the Better Buses
Bill, and how Alexander Dennis is adapting
its strategy to stay competitive in an increasingly
competitive and evolving market.
The UK has established itself as a leader
in zero emission bus deployment in Europe
so far…
The speed of transition to zero emission
buses in the UK has been quite fast thanks
to government fundings not only to support
purchases but to support operations. Having
said that, the diesel bus market is still strong
for us. We are quite relaxed as we have chosen
to be propulsion agnostic to best serve
our customers. On one side, we invested
money to bring new products to the market,
but on the other side we have also invested
in having a good diesel bus range and that
market is still strong, although less open to
disruption and gaining less attention.
In September 2024 you stated that the
UK bus market is an “uneven playing
field”. Can you elaborate more on this?
In Scotland, for ScotZEB2 the requirement
to compete as an industry player was to
fulfil the Fair Work First standards of employee
remuneration, welfare and safety,
which for us is ok as we have the practices
already in place including paying more
than the real living wage. But what was
frustrating is that this was only applicable
to businesses based in the UK, not to
OEMs based outside of the UK, whether
in Europe or elsewhere. This is illogical as
it is disadvantageous to companies based
in the UK that like us have been investing
a lot in product technology and jobs - we
employ 1,900 people across the UK and
utilise many UK suppliers.
Do you think import duties can play a
role in this?
There are a number of issues that we argue
could be reviewed. Tariffs are a big
talking point. Import duties on diesel buses
are 16 percent, and the main players in
the UK market have historically been European-based
manufacturers. Import duties
on electric buses are only 10 percent.
This market is much more open to disruption
due to Chinese players. My argument
would be: China has a head-start on zero-emission
technology due to government
investments and support. This difference
should be reflected in the commercial environment
to ensure that our domestic industry
can flourish while we continue to
deliver competitive products.
How do you expect the Better Buses Bill
to impact the demand for zero-emission
buses?
Clearly the political landscape is changing
with a new government and a change
in place towards publicly-managed public
transport. Looking beyond the Better Buses
Bill, the Labour government has said
that they want maximum economic benefit
out of public funding. They are talking
about a reform of procurement policies in
order to give some level of consideration
for companies such as ours that are based
in the UK, pay wages in the UK and therefore
have a higher cost structure.
However, I don’t expect the government to
help us for free. Our primary focus is on
delivering first class products.
How have sales progressed in 2024?
We are still the market leader and the UK
market is clearly growing in overall registrations.
The challenge for 2025 is that
a lot of ZEBRA and ScotZEB money, plus
some of the London orders went abroad.
This year between 700 and 800 buses will
come from two Chinese competitors.
What about the coach market?
We were delivering as many as 200 coaches
per year before the pandemic, but since
the pandemic we have been around 50 -
60 per year. That’s why we decided to stop
coach production this year because we
don’t have enough volume to have a dedicated
line. We produce bodies for coaches
in steel and for buses in aluminium, so
having a line operating all the year with
low volumes is increasing costs and complexity.
We have to focus on profitability.
«We have chosen to be propulsion agnostic to best serve our
customers. On one side, we invested money to bring new
products to the market, but on the other side we have also
invested in having a good diesel bus range and that market is
still strong, although less open to disruption»
You mentioned profitability. In Europe
we are witnessing a real change in the
industrial landscape… It looks like industrialization
of zero emission buses
faces great barriers and profitability is
very tough…
Bringing new products to the market is a
big investment. Another challenge we’ve
got is in our higher cost structure, that’s
why we have to prevent a race to the bottom
in terms of pricing. We don’t have the
same level of vertical integration as some
of our foreign competitors, for example
we don’t make our own batteries but have
to buy them on a commercial basis. A further
difference we could note: if you are a
new company only selling zero emission
buses, then it’s a challenge as there will
typically be a smaller aftermarket revenue
stream given there are fewer moving
parts than on diesel vehicles.
Is the segment of zero emission coaches
a niche you are somehow looking at
within the company’s strategy?
The coach market in the UK is so crowded.
I’m not sure what role we can play in
a market that is completely private and
where operations are unsubsidized.
Back to the bus market, Alexander
Dennis is now rolling out a series of
e-buses built in house following the
earlier cooperation with BYD. However,
two years ago you mentioned that
“Alexander Dennis will continue to sell
and support electric buses built in partnership
with BYD”. Is this still true?
Nothing has changed. Simply put, we are
not receiving any demand for that product.
Since we wanted to be independent
in terms of also offering our own product,
and they also launched their products
on the market, a natural situation has
emerged where we both are pushing our
own solutions. For customers who have
BYD-Alexander Dennis buses in their
fleet, we will continue to support them
through our AD24 aftermarket business.
We are still open to work with third parties
if customers require this.
What about hydrogen?
We have a hydrogen DD bus in our portfolio.
We don’t have a single-deck fuel
cell bus in our roadmap so far. I think
hydrogen has a sales and infrastructure
challenge because the correct supply of
hydrogen, at the right quality, must be
ensured. Also, if you look at the speed of
depot conversion in the UK, I can’t see
an operator that has already been transitioning
their depots to electric, taking on
a challenge such as that of a hydrogen
electrolyzer. We have a fleet of fuel cell
buses in the UK that has been out of operation
because there is not enough hydrogen,
although this is now being resolved.
I think hydrogen has some challenges to
overcome.
Riccardo Schiavo
15

OUTLOOKS
16
ELECTRIC BUS MARKET 2024: THE TOP SELLERS
MARKET SHAKEUP
In 2024, Italy saw a 161.7 percent growth
in e-bus registrations, while Germany
stagnated. Yutong and Daimler Buses led the
market. Iveco and VDL grew sharply
Leading the chart of e-bus
top sellers in Europe in
2024 is Yutong, which saw
a staggering 99.8% increase
in registrations, reaching
1,092 electric buses, up
from 483 in 2023. This
sharp rise propelled the
Chinese manufacturer to
a 14% market share in Europe,
a notable jump from
7.6% in 2023. Daimler Buses
grew by 106%, registering
918 buses compared
to 446 in 2023. This growth
secured Mercedes a 12%
market share, up from 7.
THE EVOLUTION OF THE MARKET
MAIN MARKETS' PICTURE
UK 8,390* (+70% on 2023)
France 5,807* (+2%)
Germany 5,382* (-2%)
Italy 4,920** (+20%)
Spain 4,355* (+16%) [3,604 over 8 ton, +9%]
*buses and coaches over 3.5 ton
** only buses and coaches over 8 ton
Elaboration Sustainable Bus
+26.8 percent or +22.2 percent?
The first figure represents the
growth trend of electric bus
registrations in Europe in 2024,
according to ACEA, while the second is
the result of a calculation based on data
from national statistics bodies and processed
by DVV Media Group.
The difference lies in the weight parameters
considered: ACEA includes vehicles
over 3.5 tons, while DVV focuses on
those over 8 tons.
ACEA also highlights that the market
share of electric technology increased
from 15.9 percent to 18.5 percent.
The UK market made a significant contribution
to the overall picture: while the
EU27 e-bus market saw Daimler Buses
and Iveco Bus— the strongest-growing
OEM in the chart after VDL— achieving
the top two positions, two of the
three best-selling manufacturers, Yutong
and Wrightbus, reached these rankings
thanks to their strong performance in the
UK market.
The golden year for e-buses in Italy
Notably, Italy became the largest market
E-bus E-bus E-bus E-bus E-bus Trend registrations Market Market Trend market
registrations 2024 registrations 2023 registrations 2022 registrations 2021 registrations 2020 2024 on 2023 (%) share 2024 (%) share 2023 (%) share 2024 vs 2023 (%)
Yutong 1,092 483 479 303 164 +99.8 14 7.6 +6.4
Mercedes 918 446 405 333 99 +105.8 11.8 7 +4.8
Wrightbus 861 469 112 figure not available figure not available +83.6 11.1 7.4 +3.7
Iveco Bus 821 356 347 274 114 +130.6 10.6 5.6 +5
Solaris 460 725 342 390 416 -36.6 5.9 11.4 -5.5
MAN 435 785 230 134 25 -44.6 5.6 12.4 -6.8
BYD 426 358 322 257 424 +19 5.5 5.6 -0.1
VDL 401 108 344 178 127 +271 5.2 1.7 +3.5
BYD - ADL 352 448 465 375 190 -21.4 4.5 7 -2.5
Volvo Buses 272 345 232 211 217 -21.2 3.5 5.4 -1.9
Irizar 263 211 110 201 25 +24.6 3.4 3.3 +0.1
Zonson 195 232 figure not available figure not available figure not available -15.9 2.5 3.7 -1.2
Others 1,283 1,388 764 626 261 - 16.5 21.8 -5.3
TOT 7,779 6,354 4,152 3,282 2.062 +22.4 100 100 -
Battery-electric bus registrations over 8 ton (excluding trolleybuses). Source: Chatrou CME Solutions - DVV Media Group. Elaboration: Sustainable Bus
How the main bus markets developed last year
European bus market's developments
in 2024 include the UK
emerging as the largest overall
market, registering 8,390 units
(including mini)—its best performance
since 2008. France
remained the leader in traditional
bus volumes, recording 5,807 registrations,
while Italy set a record
with nearly 5,000 units, driven by
a 160% increase in electric bus
sales. Germany faced challenges as
subsidy cuts led to a 12% drop in
BEV bus registrations, while Spain's
market grew 16%, reaching 4,375
units. Let's get into details.
The UK saw registrations soaring
70.1% to 8,390 units, with minibuses
accounting for over half of these
volumes, growing 102.5% to 4,816
units, according to data by SMMT.
Single and double-decker bus deliveries
also saw strong gains, rising
22.5% to 1,973 units and 69.6% to
1,601 units, respectively.
The UK retained its position as
Europe’s biggest zero-emission bus
(ZEB) market, with 1,570 electric
or hydrogen units registered in
2024—a 35.5% increase. In the
single and double-decker segments,
ZEBs accounted for 43.9%
of new registrations.
France saw a modest 2% growth in
2024, with 5,807 units registered.
Iveco dominated with a 51.5%
market share, followed by Daimler
and MAN. Irizar posted an impressive
176% growth, and Temsa
expanded by 37%, particularly in
the school bus segment.
The German bus market saw a
slight 2% decline, with 5,382 units
registered in 2024. The cancellation
of federal subsidies for e-buses
had a significant impact, leading
to a 12% drop in battery-electric
bus registrations (711 units vs. 809
in 2023). The share of alternative
drive buses also fell, from 42.5% in
2023 to 32.4% in 2024.
Remaining in Germany, Daimler
Buses led the electric bus market
with 379 eCitaro registrations (53%
share), followed by MAN (94 units)
and Ebusco (75 units).
Italy’s bus market saw an impressive
20% growth in 2024, reaching
nearly 5,000 registered units—the
highest figure since 2001. This was
fueled by a €2 billion investment
from the Next Generation EU initiative,
targeting mainly zero-emission
buses. Over 1,000 electric
buses were registered, marking a
160% increase and making Italy
the second-largest ZEB market
in Europe after the UK. Iveco led
the total market over 8 tons with
a 41% market share, followed by
Daimler Buses (14.7%) and Solaris
(11.2%). Menarini and Otokar
both placed 285 vehicles (5.8%
share). Natural gas buses saw a
76.5% increase.
Finally, Spain’s bus market grew by
16% in 2024, with 4,375 units registered.
Among heavier buses (over
8 tons), registrations increased by
9% to 3,604 units. Daimler led with
1,077 units (25% market share),
followed by Iveco (532 units,
+13%) and MAN (435 units, +19%).
Irizar grew by 27%, while Temsa
(+40%) and King Long (+155%) saw
strong gains.
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OUTLOOKS
OUTLOOKS
Iveco Bus reported strong
growth, with registrations
rising by 130.6%, reaching
821 buses, up from 356
in 2023. Its market share
increased to 10.6%, up from
5.6%. BYD, despite a modest
19% increase, maintained
a strong presence with
426 registrations, securing
a 5.5% market share. Irizar
also delivered a strong
performance, with a 24.6%
increase, registering 263
buses—up from 211 in
2023—while maintaining a
3.4% market share.
A battery-electric bus
newly registered in 2023 is
expected to cost approximately
30 percent more
than a conventional diesel
bus over its entire twelveyear
lifespan, assuming an
annual mileage of around
55,000 kilometers. Looking
ahead, it is anticipated
that the purchase prices of
zero-emission buses will
decrease. However, even
by 2030, the total lifecycle
costs of battery-electric
buses will likely remain
about 10 percent higher.
by volume of BEV buses last year, with
a remarkable growth of 161.7 percent,
while Spain increased by 17.5 percent,
becoming the fourth-largest market for
this power type.
The German market showed stagnation
that can be partially attributed to reduced
subsidies for electric buses, which dampened
adoption rates. In fact, registrations
of new battery-electric buses fell to 711
units in 2024, down from 809 in the previous
year: -12 percent.
Now, let's examine the evolution of market
volumes and brand trends.
Leading the chart in 2024 is Yutong,
which saw a staggering 99.8 percent increase
in registrations, reaching 1,092
electric buses, up from 483 in 2023.
This sharp rise propelled the Chinese
manufacturer to a 14 percent market
share in Europe, a notable jump from 7.6
percent in 2023. Globally, the Chinese
group—the world's largest bus manufacturer
by volume— sold 47,000 buses in
2024, achieving 28 percent year-on-year
growth.
Similarly, Daimler Buses grew by 105.8
percent, registering 918 buses compared
to 446 in 2023. This growth secured
Mercedes an 11.8 percent market
share, up from 7 percent.
Impressive growth trends
The most significant growth over the past
three years has been recorded by Northern
Irish Wrightbus, with 861 electric
buses registered in 2024, an 83.6 percent
increase from the previous year. And
2023 had already seen the manufacturer
quadruple its growth. Earlier this year,
Wrightbus stated that more than 1,200
buses will leave the factory in 2025, with
orders destined for fleets across the UK
and Germany, compared to 1,016 buses
built in 2024.
Iveco Bus reported strong growth, with
registrations rising by 130.6 percent,
reaching 821 buses, up from 356 in 2023.
Its market share increased to 10.6 percent,
up from 5.6 percent. BYD, despite
a modest 19 percent increase, maintained
a strong presence with 426 registrations,
securing a 5.5 percent market share.
Irizar also delivered a strong performance,
with a 24.6 percent increase,
registering 263 buses—up from 211 in
2023—while maintaining a 3.4 percent
market share.
A particularly remarkable performance
was achieved by VDL, which saw 271
percent growth, reaching 401 electric
bus registrations.
On the flip side, Solaris suffered a sharp
36.6 percent decline in registrations, falling
from 725 in 2023 to just 460 in 2024.
Consequently, its market share shrank
from 11.4 percent to 5.9 percent. However,
it is worth noting that 2023 was an
exceptionally strong year for the Polish
OEM, with 785 e-bus registrations.
MAN also saw a significant 44.6 percent
decline, with registrations dropping
from 785 in 2023 to 435 in 2024, resulting
in a market share drop from 12.4
percent to 5.6 percent. The same observations
made about Solaris apply to the
Munich-based group as well.
Ailing Ebusco saw its share decline and
fell out of the ranking: from 3 percent
in 2023 to 2 percent in 2024, with only
153 e-buses registered. However, as of
mid-2024, the Dutch OEM still had over
1,600 e-buses in its order book.
Karsan also recorded a slight decline,
with 141 registrations (-24 percent), but
it should be noted that vehicles over 8
tons represent only a fraction of Karsan’s
total sales. The company's e-Jest
remains a top seller in the mini-bus segment.
PWC ANALYSIS ON THE FUTURE OF E-BUSES IN GERMANY
FUNDING
STRATEGIES
Germany’s e-bus market slows as federal
funding phases out. Operators now rely
on lower federal subsidies, while industry
groups urge €1bn in annual support
Three years ago, in 2022, we officially
declared the beginning of
the "decade of the electric bus."
The year 2020 already saw an
exponential growth rate in the number of
electric buses for the second year in a row,
particularly battery-electric buses (BEB).
Beginning with approximately 500 BEBs
at the close of 2020, the PwC E-Bus Radar
forecasted a rise to 2,840 BEB over
the subsequent four years.
The latest edition of the PwC E-Bus Radar
reveals that public transport operators
have surpassed their ambitious targets,
with nearly 2,950 BEB in operation within
the German public transport system
by the end of 2024. Does this mean the
decarbonization of Germany's
bus fleet continues unabated
and the rise of
the electric bus is
unstoppable? Upon
closer examination,
the current
PwC E-Bus Radar
indicates the first
signs of a slowdown
in the robust
63%
market share of
German OEM
(from 18.5% in
2018)
market momentum
seen in Germany over recent
years, and there are legitimate reasons
for this shift.
The role of federal fundings
The electric bus market truly gained momentum
in 2018 when the Federal Ministry
for the Environment, Nature Conservation,
and Nuclear Safety (BMU)
introduced funding guidelines for acquiring
battery-electric buses for local public
transportation. After the new federal
18
19

OUTLOOKS
government was formed in 2021, the Federal
Ministry for Economic Affairs and
Climate Protection (BMWK) took over
the funding program. This initiative
targeted transport companies and
provided crucial support during
the early market phase
to facilitate the procurement
of battery-electric
city buses. The program,
with a funding volume of
€478 million, successfully
supported the procurement
of 1,489 BEB and the development
of associated charging infrastructure
across 65 transport companies
in 13 federal states. The findings from the
accompanying scientific research, conducted
by a team led by PwC Germany
in collaboration with ifeu, CP/Compartner,
eebc, and Prognos, have now been
published. On one side, the operational
performance of electric buses has reached
a level comparable to that of conventional
diesel-powered buses. On the other side,
from a business standpoint, it is evident
that achieving cost parity for deploying
battery-electric buses remains unfeasible
at current vehicle prices without the aid
of subsidies.
A comprehensive cost analysis reveals
that a battery-electric bus newly registered
in 2023 is expected to cost approximately
30 percent more than a
conventional diesel bus over its entire
twelve-year lifespan, assuming an annual
mileage of around 55,000 kilometers.
Looking ahead, it is anticipated that the
purchase prices of zero-emission buses
will decrease. However, the accompanying
research indicates that even by 2030,
the total lifecycle costs of battery-electric
buses will likely remain about 10 percent
higher. A crucial finding is that without
supportive financing and funding mechanisms,
the transition to electric buses may
strain public transport services, potentially
undermining climate policy objectives.
In numerous regions, future e-bus procurement
is being driven by the BMDV
funding, which is set to conclude in 2024
390 kWh
average battery
capacity of
12-meter e-buses
Further +6,000 ZE buses to come
While the E-Bus Radar still indicates
plans to procure an additional 5,300 battery-electric
buses and 880 fuel cell buses
by 2030, the survey reveals that many
of these plans have been significantly
postponed, in some cases extending well
into the 2030s. This delay is largely attributed
to financing challenges, exacerbated
by the sudden discontinuation of
the current electric bus funding program
from the Federal Ministry for Digital
and Transport (BMDV). The
program's first three calls
resulted in funding for approximately
2,200 electric
buses, which is significantly
fewer than initially
anticipated. Although
procurements over the
next two to three years will
continue to benefit from already
approved funding, the expiration
of BMDV support—driven by a
political shift following the Federal Constitutional
Court's ruling on the Climate
and Transformation Fund—poses a substantial
obstacle. This change comes at a
critical juncture when the e-bus market
is transitioning from the initial ramp-up
phase into maturity, a necessary step for
the long-term success of public transport
decarbonization efforts.
Rethinking funding options
Implementing an investment funding strategy
with a degressive financing path for
electric buses and the necessary infrastructure
could bolster the market and apply
long-term price pressure on manufacturers.
In fact, this trend is already emerging
as public transport operators increasingly
turn to investment funding programs at
the state level, which typically offer lower
funding rates compared to previous federal
initiatives. However, such state programs
are not universally available and often
lack sufficient funding. A federal funding
approach with a gradual and transparent
reduction in funding rates could mitigate
market setbacks by providing a predictable
phase-out of subsidies while continuing
to incentivize early adopters. By
2025, transport companies will likely rely
on state-level funding programs or, in the
worst-case scenario, face the need to fully
finance the still-costlier electric buses independently.
Urging the new federal government
Germany has cast its vote, and the newly
formed federal government must ensure
that transport companies are not left unsupported
during the transition to sustainable
drive technologies and compliance
with the Clean Vehicles Procurement
Act—the German implementation of the
Clean Vehicles Directive (CVD). Following
the Bundestag elections on February
23, the extent to which the political parties
are committed to strengthening public
transport, both structurally and environmentally,
will become apparent. The
parties' approaches to public transport
and its decarbonization vary in detail. The
CDU/CSU election manifesto indicates
a commitment to e-mobility, alternative
drives, and fuels across all road vehicles.
Meanwhile, the SPD and Greens emphasize
public transport more prominently in
their manifestos, underscoring the need to
fund electric buses. In contrast, electric
buses receive little or no attention in the
election manifestos of other parties.
While the PwC's E-Bus
Radar still indicates plans
to procure an additional
5,300 BEV buses and 880
fuel cell buses by 2030, the
survey reveals that many
of these plans have been
significantly postponed, in
some cases extending well
into the 2030s. This delay
is largely attributed to
financing challenges.
What industry associations ask
As expected, industry associations have
provided more detailed recommendations.The
Association of German Transport
Companies (VDV) is calling for the
modernization of the Municipal Transport
Financing Act (GVFG) and thus a
fundamental increase in annual funding.
They propose allocating an additional
one billion euros annually to support the
adoption of emission-free buses and the
development of the necessary infrastructure.
This financial support would significantly
alleviate the burden on transport
companies, facilitate the decarbonization
of road-based public transport, and ensure
compliance with the Clean Vehicles
Directive (CVD) targets. Additionally,
the Federal Association
of German Bus and
€577K
average purchase
price for 12m
e-buses (779k for
18m)
Coach Operators
(BDO) suggests
that introducing a
cap on electricity
prices could accelerate
the transition
to cleaner
propulsion technologies
for buses.
Given the current circumstances,
it is increasingly crucial for
transport companies and authorities to refine
their strategies for procuring electric
buses and the necessary infrastructure.
This includes optimizing the related tender
processes to enhance economic viability
and efficiency, especially in the face
of diminishing funding opportunities.
The resulting price pressures are likely to
heighten global competition among vehicle
manufacturers, including European
and Chinese suppliers. Achieving greater
standardization of buses within Germany's
public transport system, along with
adopting innovative procurement models,
can further support these efforts.
Maximilian Rohs, Public Transport Leader,
Director Infrastructure & Mobility
at PwC Germany; Felix Krewerth, Manager
Infrastructure & Mobility at PwC
Germany
20
21

OUTLOOKS
By 2030, 90 percent of all
city buses sold must be
zero-emission vehicles. As
widely known, this target
increases to 100 percent
by 2035. This means
that by 2035, all new city
buses sold must be zeroemission
vehicles. On the
other hand, the target for
intercity buses and coaches
is based on reducing
the average yearly emissions
of newly registered
vehicles, that should be at
least 43 percent lower in
2030 than in 2025.
THE IMPACT OF EU EMISSION STANDARDS
TRADING
EMISSIONS
Repeated non-compliance to EU emission
standards for heavy-duty vehicles could
lead to penalties for up to 1bn euros in 10
years, Rabobank estimates
The EU launched and approved its
first regulation on CO2 emissions
standards for heavy-duty vehicles
(HDVs) in 2019. This legal measure
aimed to reduce emissions in the HDV
sector by setting targets for the average fleet
emissions of each individual original equipment
manufacturer (OEM). In 2024, this initial
regulation was revised and updated to
better align with industry developments and
decarbonization targets. The newest regulation
enters its first phase in 2025.
Spotlight on the European targets
City buses have a target for zero-emission
bus sales while coaches have an emission
reduction target. By 2030, 90 percent of all
city buses sold must be zero-emission vehicles.
As widely known, this target increases
to 100 percent by 2035. This means that by
2035, all new city buses sold must be zero-emission
vehicles. On the other hand, the
target for intercity buses and coaches is based
on reducing the average yearly emissions of
newly registered vehicles. That means that
by 2030, the average emissions of all newly
registered vehicles in those segments must
be 43 percent lower than in 2025.
The commission estimates the average
emissions from the sales of city buses and
coaches (including intercity vehicles) separately.
To estimate emissions, the regulation
takes into consideration the purpose
of the vehicle and its weight with the tailpipe
emissions it produces per passenger
per kilometer driven. The mission profile
weight converts passenger per kilometer
driven into metric tons per kilometer
driven. The resulting metric then paired
with the emissions reduction pathway
for each category to determine if average
fleet emission are above or below target. If
emissions are above the target, the EU will
fine the OEM €4,250 per gram of CO2 per
metric ton per kilometer driven (g/tkm).
A credit and debt system
To facilitate the transition, the legislation
includes a credit and debt system. In
essence, this system benefits OEMs that
transition faster than the targets set by the
regulation by allowing them to earn credits,
which can later be used to offset potential
debts in the future. For example, a bus company
that reaches the 100 percent target of
zero-emission city bus sales before 2035
can earn credits to offset any future debts
incurred from selling polluting city buses
or coaches. It’s important to note that this
system applies only to buses. Trucks have
a separate credit and debt system. Credits
earned have a validity of seven years.
In addition to the credit system, OEMs can
trade vehicles with each other. Conventional
vehicles (powered with fossil fuels) can be
traded within the same manufacturing group
but not between companies of different
parent companies. Zero-emission vehicles,
however, can be transferred, but only up to
5 percent of the receiving company’s sales.
In practice, transferring means the OEM that
receives the zero emission vehicles registers
them as own sales. By adding zero-emission
vehicles to their sales fleet, average emissions
are lowered, helping an OEM avoid
debts. The transfer system is thus indirectly
linked to the credit and debt system.
Estimating the impact of the policy
We built a representative OEM to simulate
its progression in meeting the regulatory
emissions targets. We used the following
assumptions:
1) The model OEM’s total sales are 7,000
vehicles a year, comprising 1,400 city buses
and 5,600 coaches. Sales are distributed
as 30 percent city buses and 70 percent
coaches, reflecting EU bus market trends.
2) All non-zero-emission city buses emit
greenhouse gases at an average rate of 26g
CO2/pkm. Coaches are assumed to emit
33.6g CO2/pkm on average.
3) All manufactured vehicles would either
be zero-emission (less than 1g CO2/pkm)
or emit at the aforementioned average
rates, this assumption lowers uncertainty
in the model estimations.
At the time of this report the European
Commission has not made public the average
emissions target, we have used the
industry emissions to estimate the base
target emissions, hence in 2025 emissions
target is 28.1 gCO2/tkm. To model a potential
pathway we assume that, by the
start of 2025, 70 percent of new city buses
sales will be zero-emission vehicles,
while all new coach sales will be diesel.
We assume diesel sales of city buses are
converted into zero-emission vehicles at a
rate of 16 percent annually and the same
for the coach division. To estimate potential
costs, we assume that the rate of diesel
to zero emission vehicles sales does not
change in the coach division.
There is a threshold for direct fines which
allows manufacturers to accumulate debts
equal to 5 percent of the target emissions,
debts can be carried over one year. On the
other hand, there is no limit to the credits
that can be earned; they are awarded for
every gram of CO2 below the required target
and have a validity of seven years. Thus
if a manufacturer misses the target by 5 percent
or less, it might not have to pay fines
if the next year it compensates with credits.
Over 1bn euros in fines?
In our model, the average fleet emissions
target are missed by 10.4 gCO2/tkm in
2030, if we multiply that by the vehicle sales
(7,000) it gives us 72,400 gCO2/tkm of
excess emissions. Because of the debt system,
the OEM can take 5,000 gCO2/tkm
as debt (5 percent of 2030 target which per
vehicle is 0.71 gCO2/tkm). Subtracting the
emissions that can be carried as debt and
multiplying the resulting excess emissions
by €4,250, the fine to be paid amounts to
DECARBONIZATION ROADMAP
Figure 1: Target for zero-emission city bus sales
zero-emission vehicles'
share of new bus purchases
120
100
80
60
40
20
0
90
100
2025 2027 2029 2031 2033 2035 2037 2039
EU legislation includes
a credit and debt system
that benefits OEMs that
transition faster than the
targets set by the regulation
by allowing them to
earn credits, which can
later be used to offset potential
debts in the future.
€287 million in 2030.
In our scenario, fines for the OEM accumulate
quickly reaching a total of €1bn over
the 10 years period from 2030 to 2040. On
average, the fine per diesel vehicle sold is
€40,000 for the OEM, though fines can
vary significantly each year depending on
how much the OEM exceeds the emission
targets set for that year and the amount of
vehicles it sells.
José Serrano, Energy Transition Analyst,
Rabobank
Figure 2: Emissions reduction target for coaches
0
-10
-20
-30
-40
-50
-60
-70
-80
-90
-100
On the left, target for zero-emission city bus sales. On the right, emission reduction target
Source: European Commission, RaboResearch 2025 Source: European Commission, RaboResearch 2025
for intercity buses and coaches.
Source: European Commission, RaboResearch
WHAT Figure 3: Average IS GOING OEM emissions TO in HAPPEN the context of TO the new EMISSIONS?
regulation
average fleet emissions gCO2/tkm
25
20
15
10
5
0
percentage
2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040
Source: RaboResearch 2025
Debt No debt or credit Credit Average OEM emissions
Average OEMs' emissions in the context of the new regulation
Source: European Commission, RaboResearch
2025
2026
2027
2028
2029
-43
2030
2031
2032
2033
2034
-64
2035
2036
2037
2038
-90
2039
2040
22
23

COMPARISON
24
IVECO CROSSWAY ELEC - MERCEDES EINTOURO
FUTURE FIGHT
Manufacturers are gearing up with a specific offer of high-floor electric
intercity buses. Challenges are many (range? passenger capacity?), but
opportunities as well (see the location of the batteries). The infrastructure
topic dominates, for a segment made up of vehicles that often ‘sleep
outside’. Iveco and Mercedes promise to do battle in electric vehicles too:
spotlight on Crossway Elec and eIntouro
Battery electric vehicles in
Class II? While waiting for
the demand to come, let’s start
talking about supply. If the urban
electric bus is now an established reality,
there are still doubts and more than
a few uncertainties for suburban service.
Nevertheless, many manufacturers have
recently presented their solutions for intercity
transport, while others are developing
them, even though they are intended
for a market that is perhaps not yet
ready to receive them. Therefore, let us
try to analyze, point by point, the issues
related to this type of vehicle.
Range and passenger capacity
Let’s start with the range: an intercity
bus usually requires 300-350 km of mileage
per day, although the average daily
distance covered is generally lower. These
distances, however, are achievable in
most cases, with battery packs that now
allow storage of more than 400 kWh.
Point two. Inversely proportional to battery
capacity and range, passenger capacity
is perhaps the main sore point of a
Class II BEV. The number of transportable
passengers barely gets a ‘passing
grade’, with the total amount of seats that
can be reduced by a dozen or so compared
to a diesel bus, generally leaving
the number of seats unchanged. This is
even clearer on those models with only
275/70 tires, where the load index does
not allow for more than 7.1 t on the front
axle. But if the suburban service involves
transporting mostly seated passengers,
the problem
remains In this introduction, an overview of the challenges and critical
only in the case issues related to the development and operation of batterypowered
intercity buses. In the following pages, we put the two
of peak usage.
Let’s talk market leaders (and recent product launches) under the lens:
about batteries, the Crossway Elec in the Normal Floor version and the electric
which are closely
related to the market are Otokar, BYD, Yutong, Temsa and King Long. Next
declination of the Mercedes Class II model: the eIntouro. Also on
the factors above.
On a Class
year it will be the turn of Solaris.
II, in addition,
you must consider
where to place them. If on a
Low Entry (perhaps derived from
a fully lowered urban bus), the
manufacturer’s choice is almost
necessarily (to a certain extent)
to put them on the roof, on a
high floor bus there is a wider
range of possibilities. The most
suitable place would seem to be
under the aisle, thus exploiting
the ‘old’ engine compartment
and sacrificing part of the luggage
space. This optimizes weight
distribution, leaves the exterior
size unchanged, retains the roof
hatches/emergency exits, and
slightly reduces useful luggage
volume, assuming there is any. In
addition, the center of gravity remains
lower, which benefits ride
comfort. The alternative is to
place part of the batteries on the
roof, near the front axle. In this
case, the luggage compartment
is enlarged and the batteries are
better protected from possible,
A FUTURE-ORIENTED CHALLENGE
Iveco Crossway Elec
Mercedes eIntouro
Length mm 12,097 – 12,962 12,180 – 13,090
Height mm 3,455 3,365
Width mm 2,550 2,534
Wheelbase mm 6,200 – 7,065 6,080 – 6,990
Front overhang mm 2,605 2,800
Rear overhang mm 3,292 3,300
Seats n 57 – 63 49 – 63
Luggage compartment m3 6 (+3 in overhead racks) 4 - 6
Tyres 295/80 R 22.5 295/80 R 22.5
Front axle ZF RI75E ZF RL82EC
Rear axle - Mercedes RO440
Engine Siemens Elfa 3 (Cummins) ZF CeTrax
Output peak kW 290 380
Output continuous kW 230 320
Torque peak Nm 3,000 4,500
Battery provider FPT Industrial CATL
Battery formula NMC LFP
Battery capacity kWh / modules n From 207 to 415 / 3 to 6 207 or 414 / 1 or 2
albeit unlikely, side impacts. In any case,
the BMS must be able to handle batteries
working in different temperature conditions
between packs, but this does not
seem to be a problem.
Charging: plug-in technology is currently
the only option envisaged, in part because
of the type of service that is too disengaged
from routes where any ‘totems’
for pantograph recharging can be provided.
But, if a city bus is certain to return
to the depot every night, the same cannot
be said for a suburban bus, which is often
sheltered in small sheds outside the city
or parked in the town square, where it is
almost impossible to provide a charging
infrastructure today. Therefore, this means
replanning shifts so that the bus is
charged mid-service, perhaps between
the morning and lunchtime runs, taking
advantage of the chargers in the central
depot left vacant by city buses; at least
for transport companies that cover both
services. It is also clear that, in this way,
it is impossible to take advantage of the
preconditioning, so dear to manufacturers.
Otherwise, a multiplication of
charging stations must be considered, assuming
the energy distribution network
allows it, as well as landscape and environmental
constraints.
Low Entry or Normal Floor
Low Entry or Normal Floor? In conventionally
driven intercity buses, the
Normal Floor is still the most popular
model, although low-floor vehicles are
gaining more and more space.
The latter allow for easier access, especially
for wheelchair users who can rely
on a fast and inexpensive manual ramp
instead of a slow and impactful electro
hydraulic lift. Conversely, there are
fewer seats and, upon purchase, higher
costs. In addition, Low Entry models
usually mount 275/70 urban tires, where
the load index does not benefit from
the 15 percent-plus waiver reserved for
Class I tires.
Let’s finish with a focus on the bus supply.
The recent launches of the Crossway
Elec by Iveco and eIntouro by
Daimler Buses (which we will discuss
in the next few pages) bring to at least
five the number of high-floor BEV intercity
models available (or being introduced)
in the European market, to which
are added those with partially lowered
floors. Among the NF models, we may
mention the Yutong Ice12, the Otokar
eTerrito and the King Long U12E, as
well as the Temsa LD SB E. Among the
Low Entry models, on the other hand,
we find (again) the Crossway, the MAN
Lion’s City E LE, the BYD B13 and the
Castrosua Nelec. The latter is available
on different chassis such as Scania, Volvo
and BYD.
And for both types, Solaris has already
announced the new BEV and FCEV
long-distance platform, consisting of
three lengths, although for the first prototypes
it seems we will have to wait
until 2026.
In short, supply is (getting) there: only
demand is missing.
25

COMPARISON
IVECO CROSSWAY ELEC
AS YOU WANT ME
It’s the most popular intercity bus in Europe.
A highly industrialised product that now
is ready in a battery-powered version,
extending an already wide product range
Europe’s most popular intercity bus
could not fail to develop its BEV
version, thus completing an enviable
offering that ranges from
diesel to mild hybrid, from CNG to electric.
And it does so by taking advantage of those
technologies already available on the E-
Way (and already presented a year ago on
the Crossway LE Elec), from which it inherits
practically everything.
The motor is the liquid-cooled Siemens
Elfa 3 (now belonging to Cummins’ brand
Accelera), with continuous output of 230
kW and maximum output of 290 kW and
peak torque of 3,000 Nm. It is positioned
Two lengths, 12
and 13m, already
homologated in
both Class II and
III. On the 12m,
up to 57 people
can be seated,
63 on the longer
version. Hat racks
have a maximum
capacity of
around 3 cubic
metres.
in the rear center, with inline transmission
and the same hypoid axle as the Low Entry
and combustion engine versions. The
front axle is ZF’s RI75E, with independent
suspensions, in common with several
other brands.
Batteries are made in Turin
The batteries are based on NMC type
532 (where the individual digits indicate
the proportion of nickel, manganese and
cobalt) batteries of 69.3 kWh each. They
are produced in an FPT factory speciali-
zing in battery assembly using Microvast
cells, and available in a minimum number
of three up to a maximum of six, for
a total maximum capacity of more than
415 kWh at 647.5 V nominal voltage. In
the minimum configuration, two modules
are placed on the roof (they are partially
recessed so as not to increase the external
height at the front) and one is in the
engine compartment, which has enough
space to accommodate the fourth, without
involving any change in the underfloor
space. The fifth and sixth modules, when
opted for, take up part of the luggage
compartment, while still reserving much
of the space for luggage and the electrohydraulic
wheelchair lift, when required.
Charging is done through CCS2 Combo
type socket outlets located in the rear
overhang on both sides and accessible
through two flaps cut into the service doors,
which are equipped with a proximity
sensor and emergency high-voltage disconnect
switch.
Up to 63 passengers on board
Two lengths are available, 12 and 13 meters,
and they are already approved in both
Class II and Class III. Up to 57 passengers
can be seated on the 12-meter bus, while
on the longer version the seats increase to
63, making full use of the available space.
The underfloor compartments, which
reach up to more than six cubic meters on
the 13-meter model, are joined by large
luggage racks that provide a respectable
maximum capacity, reaching about three
cubic meters.
The rear door can be single- or doubleleaf.
You can choose equal or asymmetrical
leaves, so as to facilitate the presence
of a possible cantilevered (folding) twoseater
on the stairwell.
The Crossway Elec benefits from all the
recent aesthetic updates of Iveco production,
starting with the pleasant front end
that integrates the two large light clusters
arranged obliquely and joined by a black
finish insert, almost as if to compose a
smiling mouth. The interior also confirms
the choices implemented on the intercity
range, with the classic seats (with fixed
or reclining backrests) made in-house. In
addition, the new driver’s seat is equipped
with a nice enveloping and very ergonomic
dashboard. To support customers,
there are two specific IT services that
Iveco provides: the
Energy Mobility Solutions
branch, which
performs service
analysis to obtain the
correct bus outfitting
configuration, and
the digital fleet management
tools Iveco
On, a cloud service
that allows location
monitoring, residual
charge level control,
and visualization of
any vehicle operating
anomalies.
Deliveries of the
first series vehicles,
which are assembled
as usual in Czech Republic,
are expected
as early as the next
few months.
26
27

COMPARISON
MERCEDES EINTOURO
SEEKING REVENGE
The eIntouro represents Daimler Buses’
offensive in a monopolised segment.
A product launch full of surprises (see
technology partners...)
on the eActros truck (provider is CATL).
The batteries are assembled in two large
modules capable of 207 kWh each. Only
one is the standard group and it is mounted
immediately behind the front axle, taking
up about a linear meter of luggage compartment.
95 percent usable energy
The second optional module is housed in
the large rear compartment, which houses
motor, traction inverter and cooling for
the high-voltage systems. LFP technol-
ogy, in addition to being cheaper, makes
it possible to use 95 percent of the stored
energy and, presenting a good decay
curve, allows a useful life of up to fifteen
years, at least under certain service conditions.
Looking at the data sheet, the range
achievable with two battery packs reaches
up to 500 kilometers, depending, however,
on the route, weather conditions and...
the driver’s behavior.
Charging is performed via CCS2-type
socket outlets capable of receiving up to
300 kW, in the case of chargers equipped
with a cooled cable. The socket location,
for a maximum of two, is a choice of four
possibilities: front, rear, right side or left
side. In the latter cases, it is immediately
behind the front axle.
Motor? Here Daimler Buses turned to
the central ZF CeTrax, with 320 kW of
maximum power, connected to the conventional
Mercedes RO440 axle. A fully
automatic three-speed transmission is integrated
on the latter in order to achieve
the best performance on a mixed service
such as the suburban.
Two length variants are available: 12.18 and
13.09 meters, both with two axles. Varying
the possible outfitting configurations, we
find from 49 (12 meters with wheelchair) up
to 63 seats (13 meters without wheelchair),
to which we add standing room that varies
according to the amount of batteries.
Old but gold
Aesthetically, the eIntouro is almost
identical to the diesel version, precisely
because of the absence of roof raises
or cockpit modifications. As a result, the
styling remains clean, much to the delight
of body shop mechanics and inventory
managers, who have to deal with very
few more components than on the Intouro
diesel. The passenger compartment provides
a variety of seating and headlining
options, as well as the option of a single
- or double - rear door.
The driver’s seat can accommodate drivers
of all sizes, just as the dashboard is reminiscent
of that of a coach, complete with all
the information needed for job. The central
display is borrowed from the eCitaro: a
power meter replaces the tachometer and
indicates instantaneous energy demand or
recovery. The display also includes information
on battery charge status, remaining
range, and energy availability.
The new electronic platform enables overthe-air
software updates through the mobile
phone network. Thus, there is no need
to take the bus to an authorized workshop.
The process is controlled by the Omniplus
portal, but the maintenance manager, upon
receiving notice of an available update,
can decide whether and when to perform
it, as long as the bus is stationary for at
least as long as necessary. This technology
can also be used for updates on operating
settings or for retrofits. These operations
can normally only be performed using a
specific diagnostic tool. Daimler Buses is
the first European manufacturer to use this
technology, which is already present on
some car brands.
The safety equipment is extensive, as well
as the list of amenities. And similarly to
the Class III variant, the 13-meter bus can
be equipped with a toilet. But that’s another
story.
The eIntouro will be available for orders
from spring 2025.
In mid-November 2024 Daimler
Buses held its eMobility Days 2.0
event in Berlin, with the aim of
introducing customers to its zero-emission
mobility offer. The place of
honor was reserved for the Mercedes eIntouro,
a BEV high-floor intercity bus that
will be officially presented to the public at
the upcoming Busworld.
In recent years Daimler Truck has divided
the tasks: to Setra the Low Entry, to Mercedes
the Normal Floor. Unlike the eCitaro,
new LFP batteries were chosen for the
electric Intouro, the same ones also used
Compared to the
eCitaro, new LFP
batteries have
been chosen
for the eIntouro,
the same ones
used on the
eActros truck,
assembled in
two groups of
207 kWh each
(one being
standard).
28
29

TEST DRIVE
KING LONG C12 E
STILISH-LOOKING
King Long introduces the C12
E, a 12.25-metre electric coach
blending classic design with
modern technology, offering silent,
efficient operation and a 350 km
range. We tested it
Deploying the concept of electric traction
even on a Class III bus, the King Long
C12 E combines modern technology
with classic styling, albeit updated with
some new details.
12.250 m long, the C12 E comes with a body that is
already familiar and, from an aesthetic standpoint,
appears to have come straight from the 2000s.
This feature, which is not necessarily a bad thing,
is smoothed out by a much more modern front
end, featuring a dark band that wraps around the
windshield and two pairs of overlapping headlamps
that evoke the winking gaze of oriental eyes.
Beyond the romantic suggestions, this is a truly
successful front end. Also pleasing to the eye is the
rear, which features a modern look albeit with completely
different stylings from the front.
The interior, in the passenger compartment, is also
very simple and classically designed, with no frills
or specific distinctive details. The traveler’s experience
is made comfortable by the soft, enveloping
seats, which, on the vehicle we tested, are in a combination
of fabric and leather in the always elegant
black and red colors.
An effective driver position
The driver’s seat is one of the most successful parts
of the C12 E. The driving position is comfortable,
there is ample room for adjustments to the driver’s
seat position, and you do not get the oppressive feeling
that sometimes comes even on emblazoned
brands. Seat springing and pedal angles are good,
and operating the pedals is not fatiguing or unnatural.
A special mention should be made, undoubtedly
in a positive meaning (at least in the opinion of the
writer and tester), of the parking brake control: finally
we found a traditional knob that endures in its
essential sobriety, dominating the cabinet on the left.
12.250 m long, the C12 E
comes with a body that is
already familiar and, from
an aesthetic standpoint,
appears to have come
straight from the 2000s.
This feature is smoothed
out by a much more
modern front end.
30
31

IN THE SPOTLIGHT
The digital instrumentation is housed in a
pentagonal display placed in a visible position
in the center of the dashboard, with
no interference with the steering wheel in
the field of view.
Tradition in innovation
The tools, although digital, feature a traditional
appearance, echoing the graphics
of dials with needles. All other gauges,
including those related to air pressure in
the pneumatic circuit and those dedicated
to motor and battery management, fill the
spaces vacated by the dials.
The initial impression is quite chaotic,
but you will change your mind after a
few minutes of driving when, once you
get your eye in it, everything takes on its
own logic. The size of the characters can
be improved: although well lit, they are
too small and might create non-negligible
focusing problems in people who are farsighted.
No difficulties noted, on the other
hand, in readability in various lighting
conditions. Another plus: the accessory
controls are real physical switches and
not menu items on a touch screen.
Although widely normalized on urban and
suburban vehicles, the electric motor still
ID CARD
Length mm 12,250
Width mm 2,550
Height mm 3,520
Wheelbase mm 6,300
Front axle load capacity kg 7.5
Rear axle load capacity kg 13
Curb weight kg 14,500
Doors n. 2
Passenger capacity max n.
53 seated
(51 + 10 standing in Class II version)
Luggage capacity m3 4.65
Tyres 195/80 R22,5
Motor
Central
Output peak kW 350
Torque peak Nm 3,500
Battery
CATL (LFP)
Battery capacity max kWh 423
Charging technology CCS2 up to 150 kW x 2
leaves a feeling of amazement when you
start traveling without noise or vibration on
the King Long. The motor, centrally-placed,
can deliver 195 kW of continuous power
and 350 kW of peak power, with a maximum
torque of 3,500 Nm. It manages to
briskly propel a bus that, when fully loaded,
can reach 19.5 tons and is more efficient in
standing starts compared to a combustion
engine-powered one. While driving, the feeling
is that the C12 E is well stuck to the
ground, it readily and easily obeys commands,
and follows set trajectories well.
The claimed range of 350 km made possible
by the 423 kWh battery (the supplier
is, again, CATL) is still a point of weakness
The claimed range of
350 km is still a point of
weakness but could prove
more than adequate in the
context of airport services,
as they are characterized
by relatively short routes
but need a large compartment
space, which only a
high floor configuration
can provide. In the case of
the C12 E, it is evidenced
by a capacity of 4.65 m3.
in the hypothesis of use on rental services.
However, it could prove more than adequate
in the context of airport services, as they
are characterized by relatively short routes
but need a large compartment space, which
only a high floor configuration can provide.
In the case of the C12 E, it is evidenced by a
capacity of 4.65 m3.
Driver’s feelings!
Even in taking tight turns, we are impressed
by the C12 E’s low tendency to roll, which,
however, is not accompanied by suspension
stiffness. The brakes are also quick
and very effective, despite the presence of
discs only on the front axle. The steering
wheel is responsive and sufficiently precise;
the calibration of power steering, which
makes it less soft than the average current
bus, is a distinctive feature that, on the one
hand, makes driving slightly less restful
but, on the other, gives a pleasant feeling of
control and robustness of the vehicle.
Overall, the C12 E gives the impression
that it has combined in the best possible
way the modernity of a battery-electric
vehicle, with sophisticated systems of control
and management electronics, and a
traditional-style layout from the vehicle’s
body to the layout and choice of controls
and indicators. The result is pleasing, the
vehicle is essential, and, today, this could
be its strong point within what seems to be
its operational field.
Alessandro Razze
32
33

COACH
YOUTONG T15E
TRAVELLING
AT... ZERO
We left Oulu and drove to Rovaniemi, in Finland, aboard of
Yutong's T15E battery-powered coach. An ‘extreme cold
challenge’ that the Chinese coach tackled and overcame,
consuming 45 per cent of the battery in 250 kilometres on the icy
and snowy roads of Lapland
dropped below -10°C: considering the
latitude, it could have been much worse.
After all, Yutong has won a certain reputation
in northern Europe, since Denmark,
Sweden, Norway, and Finland are to date
the most important European markets for
the Chinese manufacturer (besides Italy
and Eastern Europe). That said, the low
and very low temperatures are precisely
one of the main challenges of batterypowered
traction. And the Chinese manufacturer’s
T15E performed well on the approximately
250-kilometer journey from
Oulu to the heart of Lapland.
We made four long stops, during which
the coach was parked with the front and
middle doors open for at least 15 minutes,
much to the annoyance of the HVAC system
to which special attention is always
paid. But this aspect, too, was part of the
challenge the Chinese three-axle coach
faced on Finnish soil. It arrived at its destination
with 54 percent of the battery
still available.
The Chinese-made T15E
provides a capacity of 61
passengers (plus hostess).
Here, the battery: the T15E
can be equipped with 563
or 630 kWh (as in our case)
LFP modules supplied by
CATL, Yutong’s long-time
partner: the claimed maximum
range is 600 kilometers
on a single charge
under ideal operating conditions;
full charging of the
battery takes 140 minutes.
The author of this article never
thought he would one day reach
Santa’s village, in Rovaniemi,
in the Arctic Circle... aboard an
electric coach. Instead, here we are telling
the adventure we had in early December
2024 at a press presentation organized
by Chinese manufacturer Yutong. The
occasion was for an endurance test that
the OEM called the “Extreme cold challenge”.
It was designed to show the performance
of the T15E battery-powered
coach on the road in critical weather conditions.
However, the temperature never
The e-coach under the lens
The Chinese-made T15E provides a capacity
of 61 passengers (plus hostess/steward).
Here, the battery: the T15E can be
equipped with 563 or 630 kWh (as in our
case) LFP modules supplied by CATL,
Yutong’s long-time partner: the claimed
maximum range is 600 kilometers on a
single charge under ideal operating conditions;
full charging of the battery takes
140 minutes, and the advantage of this
model is the dual CCS2 charging sockets,
which can be used simultaneously.
Aesthetically speaking, the electric coach
presents a harmonious and sinuous design,
which is further softened by the mirrorcams
in place of traditional mirrors.
This makes the driver’s work easier, with
the additional help of a 360-degree bird’s
eye view on the side monitor.
Turning to the interior, the excellent passenger
capacity is noteworthy, but it comes
somewhat at the expense of comfort,
which is nonetheless sufficient and aided
by the zero-emission powertrain and minimized
vibration. The rows of recliner
seats (with armrests only on the aisle side)
are close together, and for those who are
significantly tall (this is not the case of
the writer...), legroom is a bit small, but
still superior to what we find on a lowcost
flight, for instance. In addition, the
reclining seats are slightly narrow, and if
you are traveling with a seatmate, comfort
is somewhat lost (there is no footrest in
the model tested). The USB and type-C
socket for charging devices is useful. The
interior height of the Yutong-branded battery
coach is 2,030 millimeters, while the
volume of the luggage compartment is remarkable:
8.5 cubic meters.
Two days later, the T15E traveled 607 kilometers
from Oulu to Helsinki: starting
with 100 percent of the charge, according
to company's statements, it arrived at destination
with 2 percent.
Fabio Franchini
34
35

TROLLEYBUSES
EU TROLLEYBUS MARKET’S DEVELOPMENTS IN 2024 AND EARLY 2025
EUROPE OF TROLLEYS
Trolleybuses are resurging in Europe, with
major deliveries and new tenders across
multiple countries. We delved into a European
tour highlighting main investments, projects
and deployments
A
mode of transport that has been
neglected for too long, trolleybuses
have made a comeback
in recent years as a topical
technology, thanks to battery-powered
operations and the ability to travel long
distances in wireless mode.
Projects and tender announcements have
been coming from various networks all
around Europe.
However, Van Hool’s bankruptcy has significantly
narrowed the offer on the market
for trolley vehicle manufacturers. Not
to mention that Iveco abandoned the Crealis
project in recent years. This benefited
Solaris and Hess, which remained the only
players in the European trolleybus market,
along with Skoda and Bozankaya. Although
other players loom on the horizon, wanting
to listen to some gossip.
An important factor is that almost all
vehicles delivered in Europe today are
equipped with battery packs and in-line
battery charging technology.
In these pages we look back over 2024 of
trolleybuses in Europe, listing projects,
tenders, deliveries.
Hess dominant in Switzerland
Deliveries aimed at fleet expansion and
modernization continue in Switzerland. In
Zurich, Hess has delivered two 18-meter
Lightram 19 DC trolleybuses, bringing the
Bellach-based company’s latest generation
€35
million for
trolleybus project
in Nancy (FR)
of trolleybuses to 12. The newly designed
trolleybuses are expected in 2025.
More Lightram 19 DCs were delivered
to Winterthur: the 7 new 134-140 series
trolleybuses made it possible to convert
Line 5 to trolleybus operation and design
the new Line 5.
In St. Gallen, on the other hand, two new
24-meter Hess Lightram 25 DC trolleybuses
have taken service. They will be
used on the extended Line 3 to the Wittenbach
train station.
In Neuchatel, deliveries of the 30
Lightram 19 DC, two-box trolleybuses
built by Hess and destined for both Neuchatel
and La Chaux de Fonds are virtually
complete. La Chaux de Fonds has
decided to reintroduce the trolleybus as a
zero-emission vehicle after several years
of suspension of trolleybus service.
Happening in Germany and France
In Germany, there are new trolleybuses
also in Eberswalde. In April 2024, two
Solaris Trollino 18 numbers 064 and 065
with autonomous battery-powered running
were unveiled. They will be used on
36
Projects and tender
announcements have
been coming from various
networks all around Europe.
However, Van Hool’s
bankruptcy has narrowed
the offer. Not to mention
that Iveco abandoned the
Crealis project. This benefited
Solaris and Hess, which
remained the only players
in the European trolleybus
market, along with Skoda
and Bozankaya. Although
other players might be looming
on the horizon...
37

TROLLEYBUSES
38
the 910 line, which is partially equipped
with overhead infrastructure.
Good news also come from France, specifically
from Nancy, where one unit of
the new Lightram 25 DC trolleybus was
delivered by Hess on March 12, 2024. It
is the first of 25 units ordered in 2022 by
Métropole du Grand Nancy, which will
replace the previous captive-guided system
stopped on March 12, 2023.
The new vehicles feature Hess’s new
look, and most of them have already
been delivered, such that operation on
the renovated Line 1 is scheduled for
early 2025. The total investment for the
vehicles is 35 million euros, plus work on
upgrading the line.
There is something new also for the Dutch
network in Arnhem, which has received
10 Metrostyle-look Trollinos. They are
quite similar to the models in operation in
Esslingen and Salzburg. The Trollinos are
being used on line 352 Arnhem - Wageningen,
which is only partially equipped
with two wires.
Bologna to buy up to 70 trolleys
Let’s jump to Italy. In 2024, there were
no new tenders for trolleybuses… until
Christmas Eve. Indeed, TPER Bologna’s
tender for a maximum of 70 trolleybuses
(35 on order, as many on option) was published
on December 24.
Otherwise, it has been a year of deliveries.
Milan is rapidly modernizing its trolleybus
fleet: all the ‘orange’ 100-, 200-
and 900-series trolleybuses, dating from
the 1980s and 1990s, were put aside, as
well as Irisbus’ 400-series Cristalis.
The delivery of the 90 Solaris Trollino
800 series has almost been completed,
and a good part of the 60 vehicles of the
second tranche (830-889 series) have
been put into service in 2024. Currently,
about 10 are missing. The Trollinos are
now assigned a large part of the services
of circular routes 90, 91, 92, 93, and also
the night runs of 90/91 lines.
New 18-meter Trollinos, registered in the
2200 series, are currently being delivered
to Genoa. There will be a total of 112 vehicles
in operation. The first line tests have
begun, and they are expected to be put into
service in the future on the current line 20
(Foce - Sampierdarena); in the future, the
trolleybuses will work on the lines included
in the ‘Four Axes of Strength’ plan,
which envisages a major expansion of the
Genoa trolleybus network.
In Modena, two Trollino 12 entered servi-
ce, bringing to 10 the number of Trollinos
in service.
Eastern Europe on the wire
The situation in the Czech Republic
is very dynamic, with
many new developments
related to trolleybus deliveries
and the introduction
of new trolleybus lines.
Among the most active networks
is Prague, which has
inaugurated its new trolleybus
service with 20 double-articulated,
24-meter Solaris Trollino trolleybuses registered
in the 400 series (No. 401-420).
Deliveries were completed during 2024,
as were the 15 Sor-made articulated units
with Cegelec electric parts, registered in
the 100 series (No. 101-115). Two lines,
58 and 59, are currently in operation, and
construction work has been awarded on
the infrastructure of line 52. This is part
of the trolleybus network development
90
Solaris Trollino
being delivered in
Milan
Skoda was awarded in
early 2025 a 40-units
trolleybuses tender in the
Estonian capital Tallin (with
option for further 30). The
Czech company will deliver
22 eighteen-metre 33Tr
trolleybuses and 18 twelvemetre
32Tr vehicles. The
contract value, including
service and maintenance
for up to 400,000 km
and the 30-units option,
exceeds €50 million.
plan that includes 14 lines,
almost all of which are derived
from the conversion of
bus lines.
A major contract in Prague
And in the same Prague, in January 2025,
Turkish OEM Bozankaya has been officially
awarded a 70-units trolleybus
tender. Ankara-based manufacturer has
secured the €43.5 million contract with
its SNG 12 model, featuring Medcom’s
electrical equipment and 15 km off-wire
mileage capability. In Pardubice, also in
Czech Republic, ten new model 32 Tr
trolleybuses (with Sor body and Skoda
electric system) ordered in 2023, were
delivered and put into operation between
June and July 2024.
The ongoing renewal for Ceske Budejovice
is also important. On December 10,
the city received the first of 35 new articulated
trolleybuses mod. 33 Tr with Sor
body and Skoda electric technology. Cur-
70
Bozankaya
SNG 12 awarded
in Prague
rently, the vehicle has begun line trials.
Let’s move on to Slovakia. Deliveries of a
fleet of 23 double-articulated trolleybuses
have been completed in Bratislava. These
are Solaris Trollino similar to the Prague
vehicles. Deliveries of the 11 12-meter
trolleybuses produced by Skoda with Sor
body and the 18-meter version Trollino
have also been virtually completed. Regarding
the 24-meter models registered in
the 6900 series, they are scheduled to be
operated on line 71. A curiosity for enthusiasts:
in May 2024, the 6903 vehicle was
tested on the Zilina (Sk) network.
Good news also comes from the Romanian
capital Bucharest. As many as 100
new 12-meter Solaris Trollino trolleybuses
were ordered by operator STB and
registered in the 5400 series; the first
unit arrived in Bucharest on January 19,
2024, and delivery was completed in
August. The new vehicles are assigned
to six lines, including the new line 63,
which takes the place of two bus lines.
On weekends, according to availability,
the Trollinos are also being used on other
lines in the network. The city administration
has now launched a market test for a
tender to purchase 100 18-meter articulated
trolley vehicles.
Sgezed’s network in Hungary
is also involved in the process
of modernizing its trolleybus
fleet. On October
10, 2024, the four new Sor
32 Tr trolleybuses ordered
in 2022 and registered under
company numbers T 400
- T 403 were presented.
A major fleet renewal also took
place in the Lithuanian capital Vilnius,
whose transport company JSC ordered
as many as 91 Skoda 32 Tr trolleybuses
with Sor body in 2023, with a total value
of more than 52 million euros. The first
vehicle was delivered in March 2024, and
began regular service on August 22, 2024,
along with 19 trolleybus vehicles delivered
in the meantime. Deliveries will be completed
in 2025. And Skoda announced it
won a 40-units trolleybuses tender in Tallin
(with option for further 30) earlier this
year. Deliveries will begin in 2026.
All in all, it was a positive year, and we
look to the future with optimism. The
agreements developed during 2024 are
important, as they will lead to the delivery
within Europe of hundreds of new trolleybuses
in the coming years.
Stefano Alfano
39

PORTFOLIO
ALL THE ZERO EMISSION BUS MODELS
ON THE EUROPEAN MARKET.
MADE FOR THE CITY
ALFABUS EUROPE
Battery capacity max kWh 354
Charging technology plug-in/pant.
Enviro 400 EV (in-house)
Length mm 11,100
Passenger capacity n. 96
Motor type / output kW Voith / 410
Battery type
NMC
Battery capacity max kWh 472
Charging technology plug-in/pant.
Bluebus 12
Length mm 12,068
Passenger capacity n. 109
Motor type / kW Central / 160
Battery type Blue Solutions / LMP
Battery capacity max kWh 441
Charging technology
plug-in
BMC
Ecity L12
Length mm 12,200
Passenger capacity n. 85
Motor / kW Ecar / 210
Battery type
CATL / LFP
Battery capacity 422
Charging technology
plug-in
ALTAS
Novus City V7
Length mm 7,490
Passenger capacity n. 33
Motor / kW Dana TM4 / 200
Battery type
CATL / LFP
Battery capacity 140
Charging technology
plug-in
ALEXANDER DENNIS
Enviro 400 FCEV (in-house)
Length mm 11,100
Passenger capacity n. 88
Motor type / output kW Voith / 350
Fuel cell system / kW Ballard / 60
Battery type
LTO
Battery capacity max kWh 30
Enviro 500 EV (in-house)
Length mm 12,000
Passenger capacity n. 86
Motor type / output kW Voith / 410
Battery type
NMC
Battery capacity max kWh 472
Charging technology
plug-in
BLUEBUS
Procity EV
Length mm 12,090
Passenger capacity n. 97
Motor / kW HSVM 287 Aselsan / 250
Battery type
LTO
Battery capacity kWh 112
Charging technology pantograph
Neocity EV
Length mm 8,500 / 10,000
Passenger capacity n. 72 / 68
Motor / kW Dana TM4 Sumo MD / 235
Battery type BorgWarner / NMC
Battery capacity kWh 198
Charging technology
plug-in
BYD
THE ALL-ELECTRIC C127 EV
DESIGNED TO LEAD . .
BUILT TO LAST
The synthesis of design and functionality leads to comfortable and flexible
options that both passengers and drivers appreciate - with safety.
The framework made of high-strength stainless steel and extensive standard
Enviro 100 EV (in-house)
Length mm 8,500
Passenger capacity n. 45
Motor type / output kW Voith / 260
Battery type
NMC
Bluebus 6
Length mm 5,940
Passenger capacity n. 35
Motor type / kW Central / 140
Battery
Blue Solutions / LMP
Battery capacity max kWh 126
Charging technology
plug-in
eBus B11, B13, B15, B18, B19
Length mm 10,816 / 13,275 /
14,775 / 18,150 / 18,750
Motor / output kW BYD / 300
Battery type
BYD / LFP
Battery capacity max kWh
348 / 422 / 511 / 563
Charging technology plug-in/pant.
equipment underlines the quality. The ability to carry up to 90 passengers with
a maximum battery capacity of 462 kWh and its overall height of 3.20 meters
make it an efficient and economical representative in the all-electric city bus
segment.
Provider: MCV Deutschland GmbH, Ziegelwiese 1c, 59909 Bestwig
www.mcv-de.com
40

PORTFOLIO
ALL THE ZERO EMISSION BUS MODELS
ON THE EUROPEAN MARKET.
eBus k7, k9UD
Length mm 8,750 / 12,200
Passenger seats n. -
Motor / output kW BYD / 180 / 300
Battery type
BYD / LFP
Battery capacity max kWh 174 / 422
Charging technology plug-in/pant.
e.City Gold 10/12
Length mm 10,700 / 12,000
Passenger capacity n. 64 / 87
Motor / output kW Siemens / 180
Battery type
NMC / LTO
Battery capacity max kWh 385
Charging technology plug-in/pant.
HESS
BYD - Castrosua Nelec
Length mm 12,200
Passenger seats n. 92
Motor / output kW BYD / 300
Battery type
BYD / LFP
Battery capacity max kWh 422
Charging technology plug-in/pant.
H2.City Gold 10/12 (hydrogen)
Length mm 10,700 / 12,000
Passenger capacity n. 64 / 87
Motor / kW Siemens / 180
Battery type
LTO
Fuel cell system
Toyota
Estimate range km 400
EBUSCO
lighTram 10/12/19/25 DC
Length mm 10,790/12,000/18,750/24,750
Passenger capacity n. 58 / 103 / 136 / 224
Motor / kW - / 150
Battery type -
Battery capacity max kWh
510/610/710/820
Charging technology plug-in/pant.
HIGER
BYD - UNVI DD13
Length mm 13,700
Passenger seats n. 77
Motor / output kW BYD / 300
Battery type
BYD / LFP
Battery capacity max kWh 484
Charging technology
plug-in
Estimate range km 350
Ebusco 2.2 (LE/LF)
Length m 12 / 12.9 / 13.5 / 18,00
Passenger capacity n. 90/85/78/140
Motor / kW ZF / 250
Battery type
LFP
Battery capacity kWh 363 / 423 / 525
Charging technology plug-in/pant.
Steed
Length mm 8,500
Passenger capacity n. 48
Motor / kW -
Battery type
CATL / LFP
Battery capacity kWh 174 / 210
Charging technology
plug-in
CAETANOBUS
42
Ebusco 3.0
Length mm 12,000 / 18,000
Passenger n. 110/150
Motor / kW Ebusco / 250
Battery type
LFP
Battery capacity max kWh 350/500
Charging technology
plug-in
Azure 7, 9, 12
Length mm 7,000 / 9,000 / 12,000
Passenger capacity n. 86
Motor / kW Prestolite MD130D / -
Battery type
CATL / LFP
Battery capacity kWh 355
Charging technology
plug-in
The Crossway Low Entry ELEC marks a new step forward towards
an even more sustainable mobility.
12 m and 13 m long versions, available in Class I and Class II
Central electric motor 290 kW output for a maximum torque of 3000 Nm
NMC Lithium battery pack assembled by FPT Industrial
Various charging interfaces, including optional pantograph bottom-up or rails for top-down

PORTFOLIO
ALL THE ZERO EMISSION BUS MODELS
ON THE EUROPEAN MARKET.
IKARUS
80E
Length mm 8,545
Passenger capacity n. 55
Motor/kW - / 170
Battery
CATL / LFP
Battery capacity max kWh 282
Charging technology plug-in/pant.
120E
Length mm 12,190
Passenger capacity n. 86
Motor/kW - / 240
Battery
CATL / LFP
Battery capacity max kWh 422
Charging technology plug-in/pant.
Streetway Elec
Length mm 12,000
Passenger capacity. 90
Motor type / kW Voith / 310
Battery type
NMC
Battery capacity max kWh 485
Charging technology
plug-in
Crossway Elec
Length mm 12,000 / 13,000
Passenger seats n.. 44 / 48
Motor type / kW Siemens / 330
Battery type
NMC
Battery capacity max kWh 485
Charging technology plug-in/pant.
E-Way H2
Length mm 12,000
Passenger seats n.. -
Motor type / kW Siemens / 310
Battery type
Fuel cell system
NMC
Hyundai
Battery capacity max kWh 69
IRIZAR E-MOBILITY
ie tram
Length mm 12,165 / 18,730
Passenger capacity n. 99 / 155
Motor / kW Irizar / 190-235
Battery type
Lithium-ion
Battery capacity max kWh 350/525
Charging technology plug-in/pant.
ISUZU
Novociti Volt
Length mm 7,957
Passenger capacity n. 48
Motor / kW Dana TM4 Sumo MD / 255
Battery type
CATL / LFP
Battery capacity kWh 211 - 268
Charging technology
plug-in
Otokar electromobility to meet
the new urban challenges
180E
Length mm 18,750
Passenger capacity n. 113
Motor/kW - / 350
Battery
CATL / LFP
Battery capacity max kWh 564
Charging technology plug-in/pant.
IVECO BUS
ie bus
Length mm 10,850 / 12,160 / 18,730
Passenger capacity n. 76 / 95 / 155
Motor / output kW Irizar / 235
Battery type
Lithium-ion
Battery capacity max kWh 525
Charging technology
plug-in/pant.
Citivolt 12
Length mm 12,030
Passenger capacity n. 100
Motor / kW ZF AxTrax / 250
Battery type
NMC
Battery capacity kWh 495
Charging technology
plug-in
Novo Volt
Length mm 7,332
Passenger capacity n. 29
Motor / kW Allison / 320
Battery type
NMC
Battery capacity kWh 165
Charging technology
plug-in
KARSAN
e-CENTRO C e-KENT C
6.60 m
Up to 32 passengers
10.80 - 12 m - 18 m
Up to 146 passengers
100% electric Zero emission Low noise pollution
44
E-WAY
Length mm 9,510 / 10,735 / 12,060
Passenger seats n. 16 - 26 - 35
Motor / kW - /160
Battery type
NMC/LTO
Battery capacity max kWh 416
Charging technology plug-in/pant.
www.otokareurope.com
1.-03. April in Berlin
Stand 76

PORTFOLIO
ALL THE ZERO EMISSION BUS MODELS
ON THE EUROPEAN MARKET.
e-Jest
Length mm 5,845
Passenger capacity n. 25
Motor / kW BMW / 125
Battery type BMW / Lithium-ion
Battery capacity max kWh 88
Charging technology
plug-in
Pev 6/9/12
Length mm 5,990 / 9.180 / 11,980
Passenger n. 23 / 27 / 36
Motor / kW King Long/Dana - 135/245/350
Battery type
LFP
Battery capacity max kWh 89/282423
Charging technology
plug-in
MAN
Sigma 7, 8, 9
Length mm 7,150 / 8.750 / 9.400
Passenger capacity n. from 33
Motor/kW Dana / -
Battery supplier
CATL
Battery capacity max kWh -
Charging technology
MENARINI
plug-in
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e-Atak
Length mm 8,315
Passenger capacity n. 52
Motor / kW Dana TM4 Sumo MD / 230
Battery type
BMW / Lithium-ion
Battery capacity max kWh 220
Charging technology
plug-in
Lion’s City E 10/12/18
Length mm 10,575 / 12,000 / 18,100
Passenger capacity n. 67 / 85 / 120
Motor / kW Traton - 240/270/540
Battery type
NMC
Battery capacity max kWh 400/480/640
Charging technology
plug-in
MCV
Citymood 10e, 12e
Length mm 10,620 / 12,100
Passenger capacity n. 80
Motor / kW Siemens 1DB2016 / 230
Battery type
NMC
Battery capacity max. kWh 330
Charging technology
plug-in
10,000
Attendees
110
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40,000m 2
70+
Sessions
e-ATA 10/12/18
Length mm 10,750/12,220/18,300
Passenger capacity n. 79 / 89 / 135
Motor / kW ZF AxTrax / 250-250-500
Battery type
LFP
Batt. capacity max kWh 315/449/595
Charging technology
KING LONG
plug-in/pant.
MCV C127 EV
Length mm 12,000
Passenger capacity n. 90
Motor / kW ACTIA - 250
Battery type Forsee Power / NMC
Battery capacity max kWh 462
Charging technology
plug-in
MELLOR
MERCEDES
eCitaro K/12/18
Length mm 10,633 / 12,135 / 18,125
Passenger capacity n. 84 / 88 / 136
Motor / kW ZF AxTrax / 250
Battery type BorgWarner / NMC**
Batt. capacity max kWh 491 / 588 / 686
Charging technology plug-in / pant.
250 250
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eCitaro fuel cell 12/18
Length mm 12,135 / 18,125
Passenger capacity n. 88 / 128
Motor / kW ZF AxTrax / 250
Fuel cell system
Toyota
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PORTFOLIO
ALL THE ZERO EMISSION BUS MODELS
ON THE EUROPEAN MARKET.
PORTFOLIO
ALL THE ZERO EMISSION BUS MODELS
ON THE EUROPEAN MARKET.
Battery type
NMC
Battery capacity max kWh 295/ 392
Charging technology
OTOKAR
plug-in
Motor / kW Voith / 410
Battery type
- / NMC
Battery capacity kWh 450
Charging technology
plug-in
QUANTRON
SAFRA
Battery capacity max kWh -
Charging technology plug-in/plug-pant.
Skoda H’city
Length mm 12,020
Passenger capacity n. 85
Motor / kW 100 / 160
Battery type -
Motor kW ZF / 240/250
Battery type NMC / LTO / LFP
Battery capacity kWh 800
Charging technology plug-in/pant.
Avenue Electron
Length mm 12,000
Passenger seats n. 35
Motor / kW TM4 Sumo / 250
Battery type
NMC
Battery capacity kWh 240 - 300 - 360
Charging technology
plug-in
e-Centro C
Length mm 6,605
Passenger capacity n. 32
Motor / kW Dana TM4 / 205
Battery type
Svolt / NMC
Battery capacity kWh 110
Charging technology
plug-in
Cizaris 12 EV
Length mm 12,180
Passenger capacity n. 81 to 95
Motor / kW Dana TM4 / 245
Battery type
CATL / LFP
Batt. capacity max kWh 242 to 424
Charging technology
plug-in
RAMPINI
Hycity
Length mm 11,857
Passenger capacity n. +100
Motor / kW ZF AxTrax / 250
Fuel cell module / kW Symbio / 45
Battery Microvast / NMC / 130 kWh
SCANIA
Battery capacity max kWh -
Estimate range km 350
SOLARIS
Urbino electric 9 LE/12
Length mm 9,270 / 12,000
Passenger seats max n. 31 / 43
Urbino 12/18 hydrogen
Length mm 12,000 / 18,000
Passenger seats max n. 37 / 52
Motor / kW ZF AxTrax / 250
Fuel cell module
Ballard
Fuel cell module power kW 70 / 100
Battery High Power / 30 kWh
Hydrogen capacity l 5 x 312/ (+3x190)
MD9 electriCITY
Length mm 9,496
Passenger seats n. 26
Motor / kW
Battery type
TM4/250
NMC
Battery capacity max kWh 200
Charging technology
plug-in
LD SB E
Length mm 2.365 / 13.080
Passenger seats n. 57 / 61
Motor / kW
TM4/250
Battery type
NMC
Battery capacity max kWh 350
Charging technology
plug-in
Motor ZF AxTrax - TSA - 220 / 250-160
Battery type NMC / LTO / LFP
VDL
e-Kent C 12/18
Length mm 12,000/18,750
Passenger capacity n. 74/99
Motor / kW Voith / 410
Battery type
Webasto / NMC
Battery capacity kWh 350/560
Charging technology
Kent C Hydrogen
plug-in
Length mm 12,000
Passenger capacity n. 104
Motor / kW - / 410
Battery type
Fuel cell system
- / NMC
Ballard
Estimate range km 500
e-Territo U
Length mm 13,000
Passenger capacity n. 63
Sixtron/Eltron
Length mm 6,110 / 8,000
Passenger capacity n. 34 / 48
Motor / kW Dana / 230
Battery type
LFP
Batt. capacity max kWh 210
Charging technology plug-in / pant.
Hydron
Length mm 8,000
Passenger capacity n. 48
Motor / kW Siemens / 230
Battery type
Rampini / LFP
Batt. capacity max kWh 175
Fuel cell module / kW Loop Energy
Scania-Castrosua 75 CS
Length mm 13,065
Passenger seats n. 44
Motor / kW - / 300
Battery type -
Batt. capacity max kWh 520
Charging technology
plug-in
SKODA
Skoda E’City 9, 12
Length mm 9,496 / 12,020
Passenger capacity n. 65 / 85
Motor / kW 100 / 160
Battery type -
Battery capacity max kWh 350 / 600
Charging technology plug-in/pant.
Urbino electric 15 LE
Length mm 14,890
Passenger seats max n. 65
Motor Central asynchronous / 300
Battery type NMC / LTO / LFP
Battery capacity max kWh 470
Charging technology plug-in/pant.
Urbino electric 18/24
Length mm 18,000 / 24,700
Passenger capacity n. 145 / 155
Trollino
Length mm 12,000/18,000/24,000
Passenger seats max n. 39/53/69
Motor / kW TSA-Skoda / 160-250
Battery type
Solaris LTO
Battery capacity kWh 30-90
Charging technologies Pant. / IMC
TEMSA
Citea new gen. LF-122 / LE-122
Length mm 12,200
Passenger capacity n. 110 / 105
Motor/kW ZF AxTrax / 250
Battery type
NMC
Battery capacity max kWh 490
Charging technology plug-in/pant.
Citea new gen. LE-135 / LE-149
Length mm 13,500 / 14,900
Passenger capacity n. 89 / 138
Motor/kW ZF AxTrax / 250
Battery type
NMC
Battery capacity max kWh 552 / 674
Charging technology plug-in/pant.
48
49

PORTFOLIO
Citea new gen. LE-181
Length mm 18,100
Passenger capacity n. 153
Motor/kW ZF AxTrax / 250
Battery type
NMC
Battery capacity max kWh 674
Charging technology plug-in/pant.
VOLVO
U11DD
Length mm 10,990
Passenger seats n. 82
Motor/kW Yutong TZ368XSYTB38/350
Battery type
CATL
Battery capacity max kWh 385
Charging technology
plug-in
WRIGHTBUS
The international media
focusing on innovation and
sustainability in public transport
Established 2018
Editor in chief
Stefano Agnellini
Managing editor
Riccardo Schiavo
Editorial staff
Fabio Butturi, Ornella Cavalli,
Alberto Gimmelli, Fabrizio Dalle Nogare,
Stefano Eliseo, Fabio Franchini,
Cristina Scuteri, Luca Vitali
Layout & graphics
Marco Zanusso (manager)
Editorial management
Fabio Zammaretti
Printing
Industrie Grafiche RGM srl,
Rozzano (Mi)
Milano City Court Authorization
n. 109 – September 5th 2023 National Press
Register n. 4596 – April 20th 1994
n. R.O.C. 2880 30-11-2001
50
7900 Electric (MCV)
Length mm 12,000/18,000/18,700
Passenger capacity n. 95/150/145
Electric motor / kW 200 / 400
Battery type
LTO
Battery capacity max kWh 470 / 565
Charging technology plug-in/pant.
YUTONG
E12 Pro
Length mm 12,000
Passenger seats n. 61
Motor/kW Yutong YTM280-CV9-H/350
Battery supplier
CATL
Battery capacity max kWh 422
Charging technology
plug-in
U12
Length mm 12,170
Passenger capacity n. 75
Motor/kW Yutong TZ368XSYTB38/350
Battery type
CATL
Battery capacity max kWh 422
Charging technology
plug-in
StreetDeck Hydroliner FCEV
Length mm 10,900
Passenger capacity n. 86
Motor / kW
Voith VEDS
Fuel cell module
Ballard
Fuel cell module power kW -
Battery
Forsee Power / NMC
Battery capacity kWh 48
Hydrogen capacity kg 27 (1,120 l)
StreetDeck Electroliner BEV
Length mm 10,900
Passenger seats n. 95
Motor / kW
Voith VEDS
Battery
Forsee Power / NMC
Battery capacity kWh 340 - 454
Charging technology
plug-in.
GB Kite Hydroliner FCEV
Length mm 12,000
Passenger capacity n. 90
Motor / kW
Voith VEDS
Fuel cell module Ballard FC Move
Fuel cell module power kW 70 - 100
Battery
Forsee Power / NMC
Battery capacity kWh 30 - 45
Hydrogen capacity kg 35 - 50
GB Kite Electroliner BEV
Length mm 12,000
Passenger seats n. 90
Motor / kW
Voith VEDS
Battery
Forsee Power / NMC
Battery capacity kWh 340 - 454 - 567
Charging technology
plug-in.
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