magazine 2010/3 - Mercedes-Benz UK

www.mercedes-benz.com | December 2010
Mercedes-Benz
Omnibus3 The magazine for people on the move.
l 2010
High tech in spectacular colours
The double-axled Mercedes-Benz Sprinter 77
in stunning lilac grabs the limelight at the IAA.
Integrated: BHNS concept | Improved: Hamburg’s central bus station | Inspired: Essen’s got culture

2 Editorial Omnibus 3·2010
Dear Reader,
The IAA Commercial Vehicles Show has just finished. Held every two
years, it reflects the underlying trends and the advances being made
on the commercial vehicles market. This year’s show once again
featured lots of interesting new releases from Mercedes-Benz.
One of the show’s real highlights was the world premiere of the new
Sprinter City 77. Despite its slim design, it offers room for 40
passenger in comfort. The flagship Travego M coach, incorporating
all currently available safety features and driver assistance systems,
represented the embodiment of maximum safety on the
Mercedes-Benz stand. The colourful livery in which all our buses were
shown was doubtless a major feature of the show, attracting even
more interest than usual from the many visitors.
True to our motto “Responsibility demands commitment”, we regard
ourselves as groundbreakers in paving the way for the mobility of
the future. We are pursuing a strategy of investing in a sustained
manner in innovative technology and research. However, we will only
be able to achieve success if we base all our efforts on mutual
dialogue. High cost pressures, more stringent environmental requirements,
and the need for efficient, affordable technologies: those are
the major challenges which all parties involved must confront.
The future is already here. Check out pages 12 and 13 to see for yourself.
With the introduction of the BRT (Bus Rapid Transit) system we
have demonstrated that improving transport services by incorporating
rail-bound local networks works superbly – and not just in major cities.
I very much hope you enjoy reading this issue.
Best regards,
Michael Göpfarth
Vice-President, Sales, of the Mercedes-Benz
Buses and Coaches division of EvoBus GmbH
Cover Story
06 Mercedes-Benz Buses and
Coaches presented a wide range
of products and lots of innovative
solutions at this year’s IAA.
Photo: Markus Bollen

News
04 Mercedes-Benz Bank with bus competence centre. Offer tailored to bus customers
And it just keeps on going. One million kilometres with the Mercedes-Benz O 408
First-hand information. Mercedes-Benz bus operator workshop in Cologne
Easy-access travel from Hamburg. Stambula tour company acquires second bus
Sardinia orders 239 buses. Major order for Mercedes-Benz Buses and Coaches
05 Enhanced environmental protection with EEV. Now also without diesel
particulate filter
Editorial Details.
Cover Story
06 Looking ahead. The highlights of the Mercedes-Benz show stand
10 It came, it shone, it conquered. World premiere of the Mercedes-Benz Sprinter City 77
Transport of the Future
12 Emblematic of the city. Successful BHNS concept in France
14 In the fast lane heading for the future. Cochem-Zell: a model of success
Market + Industry
16 Always getting better. Development of service networks brings lots of benefits
18 A success story. All under one roof at Hamburg’s central bus station
20 Shaping the future. Interview with Holger Suffel on mega-trends
Daimler Worldwide
22 BRT ¬ Major events as drivers of local public transport projects. Whether
Olympic games or football World Cups: the legacy of such events is more often than
not an intact, well developed local public transport system.
Service
26 Self-help for bus experts. Effective OMNIplus WorkshopTraining courses
28 Costs in focus. Top-class quality assurance
The Company and its People
30 An addictive sport. Teeing-off in the Mercedes Trophy golf tournament
Destination
34 A mining town rejuvenated. A visit to European Capital of Culture Essen
Travel tip
38 Languid beauty on the Tejo. Insider tips for the Portuguese capital Lisbon
Drive In
39 Smooth power. High levels of ride comfort with the PowerShift transmission
Photo: left: Daimler, top right: EvoBus France,
2nd from top: Rüdiger Schreiber, 3rd from top:
Daimler, bottom: City of Essen
12
18
30
34
Omnibus 3·2010 Contents 3

4 News Omnibus 3·2010
Mercedes-Benz Bank now also with
Bus Competence Centre
Mercedes-Benz Bank, one of Germany’s leading finance
houses operated by an industrial manufacturer, recently
consolidated its bus competencies in Stuttgart. The new
competence centre will provide bus customers with
backup from a qualified team of bus industry specialists,
able to provide assistance on matters ranging from
finance and insurance, to contract management and tailored
loans. The Bank’s bus specialists combine commercial
acumen with accounting and tax expertise. They
will also work closely with their colleagues at EvoBus,
who will contribute the necessary industry-specific and
technical know-how. Bus customers will continue to have
a personal adviser at their disposal on-site. This is a key
factor, because personalised assistance and advice will
always be the foundation stone for the provision of tailored
financial services packages, meeting customers’
needs both today and long into the future.
www.mercedes-benz-bank.de
bus-koc@daimler.com Photo: Daimler
And it just keeps on going
The Mercedes-Benz O 408 has an impressive one million
kilometres on the clock. The bus was acquired by operator
Diesch from Bad Schussenried back in 1992. “Since
then the bus has been running mainly scheduled services,”
explains Fridolin Heß from the Diesch management
team. The proud owners are especially pleased with how
robust their bus has been: it still has its original transmission
and engine, and shows virtually no signs of rust.
Its supreme reliability has made it a star of the company’s
operations for many years. Even the bus’s underbody is
still in original condition. “We have not had to carry out
any major repairs, other than replacing wearing parts.
And we would come back time and again to buy a
Mercedes-Benz,” Heß asserts. Reliability is immensely
important to a small tour operator such as Diesch, for
whom running an in-house service workshop would simply
not be commercially viable. Minor repairs and servicing
are done by the company’s staff themselves. We wish
the bus a continued long life!
www.diesch-reisezeit.de Photo: Fridolin Heß
First-hand information
The 36th RDA Workshop held in
Cologne on July 29th this year saw
large numbers of bus company operators
gather to exchange news, views
and experiences. The workshop was
initiated by Mercedes-Benz, under
the motto “Responsibility demands
commitment”.
At the event, Professor Dr. Polzin
presented the results of his extensive
bus study. His conclusion: the
image of bus travel is negative, and so in need of
a boost. As a solution, Polzin proposed marketing
support from bus manufacturers for their customers.
Only if the entire value creation chain
works together will success be possible. Forging
links between manufacturers’ and dealers’ mar-
239 buses for Sardinia
keting operations might well be a promising approach.
Mercedes-Benz presented the workshop
with some ideas on that front which it is going to
be implementing over the coming months. More
workshops on specific topics are scheduled. t
www.mercedes-benz.com Photo: Bus Blickpunkt
Easy-access travel from Hamburg
Some six and a half million people in Germany
have a physical disability classed as at least 50 %
impairment. Over 700,000 people are confined
to a wheelchair, and as a result their mobility is
An electric lift
behind the front
axle provides for
quick and safe
entry and exit.
greatly restricted. Hamburg-based tour company
Stambula Bustouristik GmbH has recently enhanced
passenger accessibility by acquiring a
specially equipped Mercedes-Benz Tourismo
coach. “In this day and age travel should not be
an insurmountable obstacle for people with disabilities,”
stated Uwe Stambula on the occasion
of the official key handover ceremony held at the
Mercedes-Benz Hamburg dealership. The accessibility
features of the Mercedes-Benz Tourismo
are factory-fitted, and as such ensure high
levels of stability and safety. The bus has a
49 + 2 passenger seat configuration. t
www.mercedes-benz.com Photo: Daimler
In 2010 Daimler Buses has delivered a total of 239 buses to Sardinia. The order came from the
four publicly owned transport operators on the island: CTM Cagliari, ATP Nuoro, ASPO Olbia and
ATP Sassari. It comprises 137 Citaro and 80 Citaro K city buses, and 22 Sprinter City 65 minibuses.
Hartmut Schick, head of Daimler Buses, comments: “We are delighted to have received this major
order from Sardinia. It reaffirms that there remains strong demand from customers for our highquality,
environmentally friendly buses and coaches even in times of economic constraint. It will
enable us to maintain healthy levels of capacity utilisation at our European bus production centres.”
The economical, low-emission buses are powered by Mercedes-Benz BlueTec SCR diesel technology
and conform to the EURO 5 and EEV emissions standards. t
www.mercedes-benz.com

Enhanced environmental protection with EEV
The EEV emissions standard stipulates even more stringent limits than the current
EURO 5 norm.
Mercedes-Benz buses and coaches will in future be
available in an even more environmentally friendly variant.
It is made possible by conforming to the EEV
(Enhanced Environmentally Friendly Vehicle) emissions
standard without the use of a diesel particulate filter.
That level of conformance is now technically feasible
based solely on in-engine measures. So voluntary application
of EEV ensures conformance to the most stringent
current European emissions standard. Particulate
emissions are cut by some 30 % compared to EURO 5
conforming engines, without increasing fuel
consumption. A particularly pleasing feature is that
Mercedes-Benz BlueTec ® engines are capable of meeting
the standard with no additional particulate filter installed.
The engineering necessary to conform to the EEV voluntary
emissions standard is based on Mercedes-Benz
BlueTec ® 5 diesel technology. The modifications made
were primarily in relation to the fuel injection. No exhaust
gas cleaning other than SCR is needed. The EEV
solution for Mercedes-Benz buses and coaches is on a
par with the tried and proven BlueTec ® 5 technology
in terms of maintenance, durability, fuel consumption
and weight.The Mercedes-Benz Citaro had previously already
been available in an EEV variant, though only in
conjunction with SCR (Selective Catalytic Reduction)
and an additional diesel particulate filter. That combination
is still available.
Benefits for bus operators
The new EEV technology with no diesel particulate filter
offers a number of benefits for operators: the lack of
diesel particulate filter means the
purchase price is lower. It also
means service costs are reduced
because there is no need for filter
cleaning, and bus availability is
improved for day-to-day public
service duties. The vehicle’s kerb
weight is lower, and on the Citaro
as many as three additional passenger
seats can be installed compared
to EEV conforming buses
with a diesel particulate filter
fitted.
And the new EEV feature provides
bus tour operators with another
attraction: the environmentally
friendly vehicles are free to enter
any of the restricted eco-zones in force in some of
Europe’s major cities and urban conurbations. They are
also eligible for reduced road tolls when passing through
countries such as Austria. t
www.mercedes-benz.com Photos: Daimler
Omnibus 3·2010 News 5
Editorial Details
Mercedes-Benz Omnibus –
The magazine for people on the move
Published by:
EvoBus GmbH
Mercedes-Benz Omnibusse L 22
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Phone: +49/(0)6 21/7 40-43 19
Fax: +49/(0)6 21/7 40-53 54
www.mercedes-benz.com
Responsible for publishing:
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under the terms of German Press Law)
Project management:
Christian Bonfert
Production:
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Springer Fachmedien München GmbH
Corporate Publishing
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Fax: +49/(0)89/20 30 43-3 25 70
Springer Fachmedien München GmbH
is part of the Springer Science+Business
Media specialist publishing group.
Editorial:
Thomas Maier (editor-in-chief)
Project coordination:
Thomas Maier, Matthias Pioro
Authors in this issue:
Michael Bäter, Martin Heying,
Susanne Löw, Thomas Maier,
Saskia Meier, Rüdiger Schreiber,
Tanja Strauß, Karin Weidenbacher
Art direction/graphics:
Dierk Naumann
Cover photo:
Markus Bollen
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6 Cover Story Omnibus 3·2010
Looking ahead
Fresh, bold and colourful was how Mercedes-Benz presented
itself at the 2010 IAA Commercial Vehicles Show.

THE MERCEDES-BENZ BUSES AND COACHES STAND at the 63rd IAA
Commercial Vehicles Show was more colourful than ever before. The
mustard, lavender and orange liveried vehicles bearing the three-pointed
star made for a spectacular attraction – in terms of their engineering too
of course. The five buses on show were real eye-catchers. The
Mercedes-Benz team’s primary focus was on its customers and other
interested visitors how ever. The stand design and accompanying programme
of events aimed to demonstrate the future of the bus industry in
the company’s ever unique, customer-friendly style.
Almost the entire Mercedes-Benz sales team was on the stand during
the show. Engineers, developers and specialist advisers were on hand
to provide customers with the necessary advice and support. A visitor
management system developed specially for Mercedes-Benz ensured that
everyone was directed to exactly the right point of contact. “We wanted to
make sure that all our customers were greeted and dealt with on a
personal, one-to-one basis as soon as possible,” explains Michael
Göpfarth, Vice-President, Sales, of the Mercedes-Benz Buses and
Coaches division of EvoBus GmbH. The show team also implemented the
concept efficiently in handling groups of visitors too, with two members
of staff assigned to organise and coordinate parties visiting the stand.
“We pay great attention to providing the right advice and support. It is
our way of showing our respect for our customers.”
Focus on safety, service and the environment
The Mercedes-Benz Forum presented daily features by specialists on hot
industry topics and company product attractions such as electro-mobility,
life cycle costs and OMNIplus BusFleet. These events also reflected the
Mercedes-Benz focus – alongside safety and comfort – on issues including
the environment, economy, and service. “Our buses featuring alternative
drive systems combine innovation, environmental protection and
mobility in an ideal way. One of our primary goals is to enable local
public service buses to run at zero emission levels,” explains Ulrich
ü
Whether elegant, luxurious, or refreshingly modern: the interior
outfitting options are unlimited.
Omnibus 3·2010 Cover Story 7

8 Cover Story Omnibus 3·2010
Piotrowski, who is responsible for the market launch of the company’s
hybrid buses.
Heading for a bright future together
It was in order to keep ahead of such trends, and to ensure sustainable
long-term mobility, that the Daimler Buses division instigated its
“Shaping Future Transportation” initiative. As part of that initiative, the
cross-brand expertise of Daimler Buses – incorporating Mercedes-Benz,
Setra and Fuso – was for the first time presented as a single, unified
entity in hall 14/15 at the show. The very look of the stand underscored
the concept at first glance: the linking and unifying element was the
so-called “Shaping Future Transportation Boulevard”, via which visitors
were routed to the various brand presentations. The core ideas behind
the initiative are to conserve resources, cut emissions and ensure
maximum road safety.The fact that such aspirations have already been
turned into reality by Mercedes-Benz is demonstrated by the Citaro
FuellCELLHybrid. With what is now its third-generation fuel cell powered
bus, the company is moving ever closer to its goal of zeroemission
mobility. The power for these vehicles is supplied by a fuel cell linked to
a serial hybrid drive. The combustion engine is rendered superfluous.
In demonstrating its safety prowess, Mercedes-Benz highlighted the
flagship of its coach range, the Travego M. Incidentally, that model has
been awarded the title of 2010 “Coach of the Year”. Alongside its unique
safety features, the high-spec coach also impressed with its distinctive
exterior design and luxurious interior. The special Travego “Safety Edition”
incorporates all currently available safety systems. It also features
the Mercedes GO 240-8 PowerShift automated eight-speed manual gearbox
with hydro-dynamic retarder, developed for the first time for a bus.
Other highlights from the Mercedes-Benz bus family on show included
the Tourismo coach, with its high levels of economy and safety and
wide range of variants; the Citaro LE overland bus, with its hugely
versatile low-floor design concept; and – celebrating its world premiere
at the IAA – the Sprinter City 77 (see pages 10 and 11).
Liveried in trendy, funky colours, and fitted out with stylish applications,
they were all real eye-catchers. “Our aim was to stand out from all
the other exhibitors at the first glance. And that is what we did,” states
a de lighted Michael Göpfarth. The buses and coaches already sold prior
to the IAA show will soon be seen on roads across Europe – and then
many more people will be able to enjoy the delights of these eye-catchers.t
www.mercedes-benz.com Photos: Markus Bollen

Busy and lively: the Mercedes-Benz Lounge was a meeting point
and a place to find all the latest information (top right).
Green character: with the Citaro FuelCELL-Hybrid Mercedes-Benz
is well on the way to delivering zero-emission mobility (middle).
Whether Citaro, Travego, Tourismo or Sprinter: the buses, coaches
and complementary solutions attracted lots of visitors
to the stand in hall 15 (bottom).
IAA 2010 AS A DRIVER OF ECONOMIC GROWTH
Efficient, flexible, fit for the future: that was the motto of the 63rd IAA Commercial
Vehicles Show. The focus of the world’s leading mobility fair was once again
on innovation from all across the international commercial vehicles sector.
Matthias Wissmann, president of the German automotive industry association
VDA, judged the IAA Commercial Vehicles Show to be a major sign of an upturn
for the global commercial vehicles industry following the crisis year in 2009.
Omnibus 3·2010 Cover Story 9

10 Cover Story Omnibus 3 2010
It came, it shone, it conquered
It was the most sought-after bus bearing the three-pointed star at the 63rd IAA Commercial Vehicles
Show: the new Mercedes-Benz Sprinter City 77, launched at the September exhibition in Hanover.

WITH THIS NEW MODEL the minibus specialist within the
Daimler Group is opening up a new chapter in the history
of city service buses based on the Mercedes-Benz Sprinter.
Accordingly, the vehicle featured prominently on the Daimler
stand at this year’s IAA Commercial Vehicles Show. After all,
a model celebrating its world premiere deserves to steal a
little of the limelight from its stablemates. And there was
certainly lots of interest in the new minibus, which will be
going into production in second quarter 2011. Indeed,
industry insiders and media representatives flocked to see
the newcomer, liveried in matt metallic lilac, inspecting it
from all sides and checking out its seats, its easy access, its
good all-round visibility, and its comfort.
Mercedes-Benz is setting new standards in this vehicle
class with the Sprinter City 77. Its spaciousness is particularly
striking. The new model has capacity for up to 40 passengers,
making it the biggest city bus in the Mercedes-Benz
minibus range. This unmatched capacity is achieved thanks
to the vehicle’s comparatively large passenger compartment,
its stepless low-floor design throughout, and its 6.8 t gross
vehicle weight rating. At approximately 8.7 m, the Sprinter
City 77 is almost a metre longer than the Sprinter City 65,
which offers capacity for 30 passengers. The technical foundation
for the vehicle’s high capacity is its low-floor chassis,
featuring two air-sprung rear axles – a proprietary design
of the specialist in minibuses bearing the three-pointed star,
developed exclusively for the Sprinter City 77. Both rear axles
have single tyres, making the wheel arches correspondingly
slimmer inside the passenger compartment. And the road
resistance of the three-axle minibus also keeps within the
range of the two-axed City 65, which has twin tyres on its
rear axle.
Optimum ease of entry and exit
The stepless low-floor design throughout the bus extends the
principle of unhindered access in the City programme even
further. As a result, the interior provides easy access for
disabled passengers. Up to nine passenger seats can be configured
for access without barriers. As on the City 65, a
wheelchair space at the double-wing outward-swinging door
is part of the standard configuration. A second wheelchair
Omnibus 3 2010 Cover Story 11
space can optionally be installed at the rear door. Disabled
access is aided optionally by manually operated folding
ramps or electric-powered lift ramps at the passenger doors.
And about the doors: with its two double-wing outwardswinging
doors the Sprinter City 77 not only offers optimum
ease of entry and exit, it also means passenger flow is
faster and smoother. Another new feature of the doors is
their electric drive system, installed in the swivel columns,
so making for a neater look and also saving space. The
diesel tank of the City 77 is positioned virtually flush
between the rear axles, providing ideal weight distribution
and keeping the vehicle’s centre of gravity low. The tank’s
100 l capacity also enables a more than acceptable range to
be covered between refuelling stops.
Ideal for a wide range of applications
Like the other City models, the Sprinter City 77 is ideal
for use in tight city centre streets and suburban neighbourhoods
as well as on overland and night-bus routes with low
passenger volumes. “The combination of its relatively slim
design, through-going low-floor comfort and high passenger
capacity also makes the minibus an attractive option for airport
and trade fair shuttle services,” adds Dr. Ulrich Hesselmann,
Chief Executive of Mercedes-Benz Minibus GmbH.
A final impression from the show: with the Sprinter City 77,
Europe’s most successful city minibus range has not only
gained a new addition to enhance its range of capabilities,
but has also seen the birth of an absolute highlight. t
www.mercedes-benz.com Photos: Markus Bollen
THE SPRINTER CITY 77 AT A GLANCE
Length: 8,700 mm
Width: 1,993 mm
Height: 2,875 mm
Wheelbase: 4,100/990 mm
Gross vehicle weight rating: 6,800 kg
Passenger capacity: max. 40
Fuel tank capacity: 100 l

12 Transport of the Future Omnibus 3·2010
Emblematic of the city
In France, the “Bus à Haut Niveau de Service” (BHNS) concept is a cornerstone of public transport infrastructure in many
towns and cities. The romantic-sounding name embodies a simple yet remarkable idea.
THE BHNS CONCEPT seeks to combine the
benefits of tram and bus transportation in an
efficient way. The idea stems from an initiative
by GART, the association of local public
transport authorities in France. In France as
elsewhere, funding for local public transport,
to build new and develop existing road-tram
systems, is no longer as widely available as
it once was. Maintaining and enhancing the
attractiveness of local public transport over
the long term is a key aspect of the debate surrounding
urbanisation and harmonisation of
towns and cities in France.
The declared aim of the BHNS concept is
to enhance mobility based on a coherent
approach, developing the infrastructure, vehicle
fleet, operations and services offered in a
unified way, but differentiated with regard to
each operator. Despite many common factors
nationally, France has no unified bus-based
mobility concept. Looking at the existing
services on offer, it is clear that all of them
GLOBAL SUPPORT
The Brazilian city of Curitiba introduced a Bus Rapid Transit (BRT)
system as far back as 1972. Since that time, cities all over the world
have been employing a variety of approaches in pursuit of a single goal:
to improve their service offer, including an attempt to approach the
quality standards of rail-borne local public transport systems while
at the same time achieving significant cost savings. But it is not only
in major international cities with multi-million populations such as
Los Angeles (USA), Bogota (Colombia), Curitiba (Brazil), Guayaquil
(Equador), Jakarta (Indonesia), Lagos (Nigeria), Adelaide (Australia),
Istanbul (Turkey) and Guangzhou (China) that BRT systems are a viable
solution. In France, the city of Nantes has impressively demonstrated
that the concept can also be successfully implemented in smaller
settings. With a tailored design, it can be integrated perfectly into
any cityscape. Daimler Buses has established a team of experts to
provide assistance and support in introducing and advancing such
systems worldwide.
have devised their solutions with differing
objectives and meeting differing requirements.
In terms of infrastructure, tried and
proven methods are proving most popular.
A number of French cities have installed –
or are planning to install – primary axis routes
for their public transport systems, served by
attractive articulated buses running at high
frequencies. Separate lanes kept apart from
the rest of the traffic and easy-access entrylevel
stops are employed to speed up services.
Off-board ticketing and access controls help
cut stopping times, while an intelligent computerised
traffic management program provides
for highly flexible control of the overall
system.
The customer-friendliness and enhanced
service offered by the BHNS concept is
reflected not only in visually appealing, easyto-read
timetables and a simplified fares system.
The vehicle design and outfitting, especially,
are intended to convey the operators’
The Citeo provides plenty
of interior space and
a pleasant ambience.
The 3D panoramic
ceiling offers a varying
imagescape.
The vehicle incorporates
a dynamic passenger
management system,
which can be linked to
existing ticketing and
telematics systems.
respect for their customers. The Mercedes-
Benz Citeo offered them a high-quality solution.
Its design makes an unmistakable statement:
eye-catching, appealing and innovative.
Fully in keeping with the high standards of
the BHNS concept.
A tailored solution, but based on a tried and
proven foundation
Despite all its individuality, the exterior and
interior design of the Citeo remains true to
one key principle: form follows function. And
in line with the philosophy, that means individuality,
high quality and everyday practicality.
The large, smooth side surfaces, with the
tinted glass windows and the harmoniously
roof-integrated mountings, imbue the vehicle
with a look which is immediately symbolic of
the BHNS concept.
The Citeo is a stand-alone development,
but employing many components of the
Mercedes-Benz scheduled service bus kit.

Comfort and passenger-friendliness were key
demands of the system operators. This is
embodied in the Citeo, for example, by its high
seat backs and colourful upholstery. It also
features a new audio system, with speakers
built-in to the hanger rail, which likewise conforms
to the required high-quality ambience.
Sometimes it is just a simple yet remarkable
idea – like the one underlying the BHNS concept
itself – which gives a vehicle that certain
The Citaro marked a historic milestone.
With the concept underlying the Citeo,
Mercedes-Benz is opening a new chapter
in its history. With its elegant looks
and roof-integrated mountings,
the bus embodies a stand-alone design
concept which more than meets all
the high demands of the BHNS system
in operation around France, and which
once again demonstrates how flexible
the Citaro component kit is.
something extra: the motifs on the ceiling of
the Citeo, for example, more than adequately
reflect the French spirit of “liberté”.
Despite its individualistic personality, the
Citeo remains hugely practical in everyday
operations, maintaining high levels of availability
based on components which have been
tried and proven many thousands of times
over – but always in distinctive style. t
www.mercedes-benz.fr Photos: EvoBus France
A pleasurable environment: the interior of the
Citeo is bright, friendly and spacious. Customers
have a free hand in terms of interior design.

14 Transport of the Future Omnibus 3·2010
In the fast lane heading for the future
How has Cochem-Zell been able to turn itself from an
economically weak rural district into a model of public
transport success? The recipe explained.
DESPITE BEING WELL AWAY FROM MAJOR URBAN CONURBATIONS
and tourist centres, the rural district of Cochem-Zell has succeeded in
increasing passenger numbers by 25 % in the last eight years alone. And
at the same time, this picturesque but economically weak area nestling
between the Eifel, Mosel and Hunsrück regions of Germany has significantly
boosted its image. It was all made possible by a experienced man at
the helm – public transport planning expert Edi Reiz.
Up until the mid-1990s, the area’s public transport system had been
finding it hard to attract more passengers, despite its integrated schools
service and seasonal timetables for tourists. There was a shortage of allyear-round
scheduled services. Mobility needs in the evenings and at
weekends were not being served. “It was obvious that the public transport
system in Cochem-Zell was not meeting the needs of the local populace
and its visitors; routes and timetables were often difficult to understand”,
Edi Reiz recalls. His colleague Manfred Peckart adds: “Many routes were
served only two or three times a day. That was clearly inadequate, and we
had to change things.”
Impetus came from the grass-roots
The control, coordination and implementation of measures to integrate
infrastructure and public transport planning procedures were handled
from the beginning by the local district council. Reiz says: “The impetus
has to come from below. If developments are imposed from above, there is
a lack of consultation and local feel, and so new measures are less well
accepted.”
The state of Rheinland-Pfalz also joined in the efforts. Part of the solution
involved finding a partner to develop a close-knit local public transport
network. Major effort was focused on obtaining assistance in implementing
new service offers by taking up all available grants and subsidies, utilising
available marketing resources and introducing a system of ongoing
performance monitoring. A more service-oriented public transport system
was established from 1998 onwards: most bus routes ran to an hourly
timetable; a leisure-time transport service was set up; and better links
were provided to the small and medium-sized centres around the district.
All of those measures represented first key steps on the road to success.
Over the following years an on-demand group-travel taxi service filled the
gaps in low-demand periods. Later, similar taxi services aimed specifically
at young people and a bus service for senior citizens were successfully
introduced. In the next step, all school bus services were integrated into
the public transport system.
The increased demand enabled the network of bus routes to be
extended further. Unattractive public transport offers and additional off-
Demographic shifts, new school structures, changing leisure trends. Local public
transport must meet such new challenges, and offer flexible services.
Cochem-Zell has been able
to increase passenger numbers
by 25 % in eight years thanks to
a number of constructive measures.

Ulmen
Kaisersesch
Cochem-Zell
Cochem
Zell (Mosel)
Treis-Karden
The rural district of Cochem-Zell covers an area of 719.42 km 2 ,
comprising 92 local communities, with a total population of 66,000 people.
Omnibus 3·2010 Transport of the Future 15
peak leisure-time services were abolished. Services were more efficiently
timed with, and integrated into, state-wide transport services around
Rheinland-Pfalz; weekend services were extended; and the bus fleet
underwent comprehensive modernisation.
The idyllic countryside around the district was also recognised as a
major driver of economic prosperity, and was exploited more effectively
by providing bus and rail links to designated walking paths and excursion
destinations. “Today we are finally able to transport more tourists to our
region’s sightseeing highlights, including our ancient castles, the spectacular
bend in the Mosel river, and the Hunsrück and Eifel hills,” reports a
delighted Manfred Peckart. Supporting measures undertaken by the state
government included reactivating the rail route across the Eifel and setting
up a shuttle bus service to Hahn Airport. It also established regional
bus services run on a system similar to the railway network.
Clearly structured and attractive service offers
The establishment of the Rhine-Mosel public transport network resulted in
unified, and cheaper, fares. Bus services were clearly structured, adapted
to changing needs, and more closely interlinked. Rhein-Mosel-Bus, under
its operations manager Timo Henes, Moselbahn GmbH and an increasing
number of private bus operators also helped in building up an attractive bus
network. Rhein-Mosel-Bus runs almost 80 % of the local public transport
services around the district, operating some 64 buses, of which only six
belong to the company itself. “Private bus operators, with their own concessions,
have been better integrated and assigned specific routes,” explains
Reinhard Kochems from Mesenich, who operates route number 717. Small
and medium-sized bus operators around the region today account for 80 %
of the public transport bus fleet in the rural district of Cochem-Zell.
Academic backing was provided by the Institute for Mobility and Transport
(imove) at the Technical University of Kaiserslautern. It has been advising
the district council for many years, and in 2009 integrated the district
into its pilot project aimed at setting forth recommendations for establishing
attractive, environmentally friendly and efficient rural public transport
services. Oliver Dümmler from imove explains: “The project was instigated
on the initiative of the Ministry of Trade and Industry, the local district
council and the Institute. The state of Rheinland-Pfalz is providing financial
backing”. A key vision of the joint pilot project is to improve transport
connections based on innovative telematics concepts. Where is the nearest
stop? When does the bus go? No problem – all that information can today
be obtained using a mobile phone. No regular bus service available? “That,
too, might not be a problem soon,” asserts Edi Reiz. “We are looking to set
up dynamic stops, equipped with an electronic on-demand bus ordering
system.” Cochem-Zell is also pursuing the goal of zero emissions. “We are
increasingly pushing our bus suppliers not only about comfort but, especially,
to deliver lower-emission engines. Particulate filters are becoming
more and more the standard, and we are also observing developments in
electric-powered vehicles very closely,” Reiz concludes.
In another project, imove is working on a recommendation for the future
financing of local public transport specifically with a view to rural areas.
All local public transport services will continue to be coordinated by the
district council in future. Rhein-Mosel-Bus has just in the last few days
moved into the council building as a tenant. t
www.cochem-zell.de Photos: Edi Reiz

ON JULIEN CALLOUD’S DESK there is a model
of a historic Mercedes-Benz bus. Ever since
Carl Benz built the world’s first omnibus back
in 1895, the buses bearing the three-pointed star
have always come with a special sense of responsibility.
“That’s exactly what my job is about,”
states the passionately committed service manager
of EvoBus France S.A.S. “A business relationship
is founded on mutual trust and confidence.”
But how is such a foundation built?
Service is key
For the manager, trust is based on service. “The
term ‘service’ covers a lot,” he reflects, pushing
the model bus into the middle of his desk.
With over 600 service centres around
Europe, premium manufacturer Mercedes-Benz
operates the continent’s largest and tightestknit
bus and coach service network. Alongside
the company’s bus products, the concept of
service plays a key role. There are 71 service
centres in France alone. “While other manufacturers
in France are dramatically cutting back
their service networks, Mercedes-Benz is
Always getting better
The goal of improving day by day is embedded in the corporate culture
of Mercedes-Benz. Service expertise is something which grows and
develops over years. That fact is demonstrated by the example of France.
investing in providing full geographical coverage,”
Julien Calloud reports. “We are leading
the way in terms of service.” The current total
of 71 service centres has grown up from a base
of just 11 six years ago. And it is still growing,
according to the head of the French operation,
reflecting a strategy aimed at assuring premium
service to accompany a premium product.
As Calloud asserts: “The EvoBus service brand
OMNIplus provides the largest and most efficient
bus-specific service network of any player
on the French market. And the multi-level
service network comprising BusWorlds, Bus-
Ports and BusPoints delivers the right expertise
and know-how whenever and wherever it is
needed.”
In line with this categorisation, every service
centre has to conform to specific, Europe-wide
service standards, stipulating all aspects of
their operations, including available workshop
equipment and special tools. What sounds good
in theory is in practice being continuously
improved in keeping with the corporate culture.
Calloud goes on: “Once we had established
a truly national service network, we set about
optimising service quality.” This was done by
means of systematic monitoring and ongoing
training and qualification procedures. All
employees working in the service network in
France were provided with the necessary training
and support in order to create a genuine
service culture for buses and coaches.
The quality philosophy put into practice in
France also entails staff being responsible for
organising and continuously improving their
own work. Conformance to standards is regularly
monitored. “In order to utilise additional
potential for improvement, at least two network
audits a year are carried out,” Calloud explains.
A major factor is the ability to offer a broad
range of services which are nevertheless closely
tailored to bus operators’ needs. That is vital
when it comes to providing customers with
comprehensive, expert backup in all areas.
For Calloud, however, the quality of the
service network does not depend only on the
backup provided, but also on how it continues
to develop and grow. Calloud states that

Mercedes-Benz has
continually expanded its
European service network.
Today it operates over
600 service centres
across Europe – 71 of
them in France alone.
They provide customers
with comprehensive,
expert service backup.
Mercedes-Benz will continue to invest in new
service centres along France’s main traffic
routes and at major transport hubs, as well as in
areas with high densities of buses in operation.
“We are looking to add more service centres
to our network,” Calloud assures. “We have no
intention of resting on our laurels. Customers
can give us no greater compliment than to keep
coming back and buying more and more buses
Premium products need to be backed by premium
service: standards are set uniformly Europe-wide.
from us”. Bus and coach sales in France have
more than doubled since the service network
was established, and as it has grown. The ser -
vice quality which Mercedes-Benz cultivates in
France has also been a major factor in that success.
“Responsibility demands commitment”,
asserts Calloud, glancing down at his model of
the world’s first ever bus. t
www.mercedes-benz.fr Photos: Martin Heying
Omnibus 3·2010 Market and Industry 17
Right: checked down to the smallest detail:
is the clamp fitted properly, and is everything leak-tight?
OMNIPLUS SERVICE NETWORK
With over 600 authorised OMNIplus service centres,
Mercedes-Benz offers the largest and tightest-knit
bus service network in Europe. The service centres
are classified according to the range of services
they offer as OMNIplus BusWorld, OMNIplus
BusPort or OMNIplus BusPoint. The base version
of the service centre, forming the heart of the
network, is the OMNIplus BusPort, which provides
bus-specific service backup meeting the high
standards underlying the OMNIplus brand. The
title of OMNIplus BusWorld, or BusWorldHome for
manufacturer-owned service centres, is awarded
to premium service centres offering an even
broader range of services. BusPoints complement
the service offer in export markets where there
are only small numbers of buses in operation. The
OMNIplus bus specialists service and repair buses
and coaches, fit original parts and accessories,
and carry out livery and paintwork jobs. All in line
with top OMNIplus standards.

18 Market and Industry Omnibus 3·2010
A success story
Hamburg’s central bus station is today more than just a place to
catch a bus. Lots of different services are provided in and
around the station, freely based on the motto:
“All under one roof.” That concept is also
reflected by the building’s architecture.

EARLY IN A MORNING and late in an evening, it’s always the same: the
Hamburg BusPort is always busy. There are hundreds of travellers waiting
for the buses. People sit on suitcases, eager to head off on holiday, or
visiting friends and family. Those not waiting at the stops themselves are
enjoying the comforts inside the building, and relying on the state-of-theart
info column, with its touch-screen display, or the large-format display
board, to keep them up to the minute on all the comings and goings. All
incoming and departing buses are detailed to the minute, as are any possible
delays. And anyone who’s not quite so conversant with modern technology
can simply ask one of the travel office staff, who are happy to
answer customers’ questions as well as selling tickets.
All covered over, with lots of service facilities packed inside
Something else is strikingly apparent: the almost 300 m² glass roof – the
highly visible feature making Hamburg’s BusPort such a landmark. The
roof is an impressive 11 metres high, and appears to float above the facility
like a suspended sculpture. Travellers and people coming to collect
them are not only protected from the elements beneath the transparent
roof, the three light and airy glazed buildings comprising the complex
offer all the services to be expected of such a state-of-the-art facility: plenty
of shops offering sustenance or something to read for the journey, as
well as two restaurants; and a dozen or so travel agents, selling bus tours
and other holiday trips to anywhere in the world. There are also modern,
clean toilets of course, including a disabled facility, shower rooms and
baby-changing facilities, as well as luggage lockers and public telephones.
A state-of-the-art feature that no modern-day facility of this kind can do
without is of course an internet cafe. A car-hire office offers private mobility
to arriving travellers. And there are change machines and banking
facilities at the BusPort too.
“The main service facilities are open every day from 5 a.m. to 10 p.m.,
and on Wednesdays and Fridays even until midnight,” reports Wolfgang
Marahrens, general manager of the BusPort. The Hamburg-born qualified
engineer regards the bus station as an all-round service facility. “The old
bus station would have been modern for its time, but it simply could not
handle new trends in long-distance bus travel especially. Fluorescent
tubes flickering on the ceiling and hard bucket seats were no longer in
keeping with modern needs.” That was why the decision was taken to
build a new bus station. After all, bus transportation is a key pillar of Hamburg’s
long-distance transport infrastructure, alongside its airport and
railway station. “The main question was what the new bus station would
need to offer customers,” Marahrens recalls. “Those considerations had to
be thorough and wide-ranging, because the station’s customers are not
only the travellers passing through it, but also tour operators’ guides and
– most especially – the bus drivers”. The drivers and other bus company
personnel are particularly warm in their praise of the shower facilities the
new station offers.
Bay design ensures stress-free entry and exit
The new station’s technical features are just as modern as its architecture
and outfitting. Passengers can log on to the internet at home to find out
when their bus departs, and from what bay. At the BusPort itself there are
information columns with touch-screen displays as well as the main largeformat
display board pointing travellers in the right direction. “There is
also an electronic display board at each bay,” Marahrens adds. The local
Omnibus 3·2010 Market and Industry 19
BusPort general manager
Wolfgang Marahrens:
“Everything under one
roof, and keeping a close
focus on the needs of all
users. That is our recipe
for success.”
bay displays indicate the current and next scheduled bus departures. The
station general manager is particularly proud of the bay design. It is a
tried and proven system at many bus stations in other countries, and as
such can only be a good thing for Hamburg. Instead of parking as at a normal
stop, buses pull into the bay facing forwards, and reverse out when
departing. Marahrens expands: “The key benefit is that passengers do not
have to cross a road to get to and from their bus”. The system also enables
luggage to be loaded and unloaded safely on both sides of the bus. As soon
as the bus pulls out of the bay, the red lamps inset in the ground start
flashing to warn vehicles behind.
The display boards announce a wide variety of European destinations,
particularly in Eastern Europe. But Marahrens believes that will soon be
changing. In view of the new long-distance bus travel offers now on the
market, the BusPort general manager believes the establishment of 20 to
30 new connections within Germany itself is a realistic prospect for Hamburg
alone. He is confident of being able to handle such an expansion,
because the facility’s capacities are nowhere near exhaustion levels as yet.
“We’ve literally got everything covered here,” Marahrens comments with
a grin, “and the same goes for our capacity reserves.” t
www.zob-hamburg.de Photos: Rüdiger Schreiber
A BRIGHT FUTURE FOR LONG-DISTANCE BUS TRAVEL
In its coalition agreement, the German Federal Government has set out proposals to
amend the law and open up the long-distance bus service market. If all goes to plan,
by the end of 2010 there will be a draft new Passenger Transport Act which will
authorise long-distance bus services to be set up with effect from August 1, 2011.
Section 13, paragraph 2, of the Act stipulates that long-distance rail travel is to be
largely protected against competition from buses. Long-distance bus services have
long been a well-established part of the transport network not only in the USA,
but also in other parts of Europe, such as Spain, the UK and Sweden. Such services
provide affordable mobility for price-conscious travellers, and open up new markets
targeting new customer groups. Some bus operators believe they can also attract
business travellers, and so are looking to offer free internet access and other
business-related facilities on-board. Other advantages are self-evident: compared
to the train, a bus journey may take a quarter longer, but it is only half as expensive.
Compared to regional rail services, buses would even be cheaper and a third faster.
Long-distance bus services are among the most environmentally friendly means of
transport, and cautious estimates predict that they might attain a market share of
over five percent.

20 Interview Omnibus 3·2010
Shaping the future
Anyone who fails to keep up with current trends now will not be able to grow in future. The mega-trends being confronted
by EvoBus through Mercedes-Benz are outlined by Holger Suffel, Vice-President, Marketing, Sales and After-Sales, of
Daimler Buses and Vice-President, Sales, of EvoBus GmbH .
Mr. Suffel, what are the issues of tomorrow
which you are already thinking about today?
Holger Suffel: In order to retain a leadership
role on international markets in future, vehicle
manufacturers’ research and development
activities absolutely have to come up with
sustainable innovations such as in relation to
hybrid and fuel cell drives. A number of new
regulations which are current already the
subject of intensive debate by the competent
authorities will soon make new design concepts
essential.
With regard to green technology: how efficient
are the alternative drive systems
already currently available, in your view?
Suffel: Measured against its 115-year history
and experience, the bus industry as a whole
is still at a very early stage of development in
terms of alternative drive systems. In view of
that, it is all the more remarkable that we are in
fact already successfully deploying the technologies
concerned. But we still have a lot of
potential to realise. That instills me with great
confidence. I expect to see a tough battle to safeguard
limited supplies of commodities, such as
lithium. The companies best able to deploy the
required raw material commodities most efficiently
for their purposes in future will doubtless
dictate the trends. Eco-friendliness, efficiency,
economy and availability must be combined
to perfection.
Are the engineering issues the most important
ones?
Suffel: Definitely not! In urban centres, especially,
an integrated urban and infrastructure
planning is vital. More efficient urban public
mobility can only be attained by way of a longterm
partnership between vehicle manufacturers,
operators, and transport and town planners.
The objective must be to design and integrate
local public transport services by a
process of joint dialogue. Cost pressures, more
stringent environmental requirements, financial
constraints on local authorities, and the
need to come up with affordable, efficient technologies
for the future pose major challenges to
all involved. An increasingly important consideration
will be the rating of transport solutions
based on a balanced view of both ecological
and economic costs and benefits. And in that
respect the bus will in future take on a much
more prominent role as an efficient and economical,
comfortable, flexible, very safe and –
above all – highly eco-friendly means of transportation.
Do you expect to see even more consolidation
on the global market in future?
Suffel: Yes. The competitive landscape, too, is
changing increasingly dynamically: ultimately,
what will remain, apart from some local niche
providers, will be just a small number of global
players. Firstly, large manufacturers from India
and China will continue to drive forward their
sales – especially in emerging economies –
based on low prices. Secondly, more stringent
carbon and exhaust emissions legislation will

in future pose virtually insurmountable economic
and technological challenges to many
smaller manufacturers.
And how can you, as a premium manufac -
turer, keep up?
Suffel: The initial experience of some customers
who have tried out vehicles from the
Far East indicates that in future they are likely
to return to looking for absolute reliability in
the products they buy – even if they are higherpriced.
Smart operators who place value in
quality – and above all have a close eye on their
fleets’ life cycle costs – will sooner or later come
to a greater appreciation of the merits of highquality
products and system solutions.
And when I say system solutions, I mean
the efficient combination of vehicle quality and
service backup all from a single source, founded
on many decades of experience.
From wide-area service network coverage,
through assured parts supply, to the fleet management
tool.
That is to say, the professionally coordinated
interaction of all elements essential to costeffective,
lastingly successful service backup.
How important are the passengers?
Suffel: Vital. I believe the currently still underrated
image of the bus as a means of transport
can be rapidly boosted. In major urban conurbations
especially, a new trend is emerging: not
having a car is “in”. Among other factors, such
trends demand attractive alternative local public
transport offers. Congestion-free running
in dedicated bus lanes, ground-level access at
stops and advance electronic ticketing permit
fast access, fast travel and permanent bus availability.
Those are just a few examples of how
the attractiveness of bus travel can be greatly
enhanced. We have been pursuing such an
approach for a number of years already by way
of the BRT (Bus Rapid Transit) concept. Information
and entertainment – online connections
for e-mail and delivering news updates, for
example – is also an increasingly key factor in
Omnibus 3·2010 Interview 21
Fast, congestion-free travel in dedicated bus lanes, such as in Turkey (left) is a trend which Holger Suffel (right), Vice-President, Marketing, Sales and After-Sales, of Daimler Buses
and Vice-President, Sales, of EvoBus GmbH , believes will become the norm in urban conurbations. “We have been pursuing such an approach for a number of years already by way
of the BRT (Bus Rapid Transit) concept”, he comments.
travellers’ choice of transport. And there is a
great deal more scope for increasing awareness
in terms of passengers’ sense of their own worth
with regard to comfort, safety and reliability in
relation to bus travel. That starts with school
buses, extends into coach travel, and culminates
in the local public transport service.
What role will other means of transport play?
Suffel: We can only meet people’s increasing
mobility needs by adopting a multi-modal
approach and by making the transport system
as a whole more efficient and attractive. It is a
proven fact that top-class transport services can
only be assured based on intelligent interlinking
with other local and long-distance networks.
There are some very good approaches being
adopted to that challenge around the world. And
the BRT system in Nantes, France, demonstrates
that it is not only in mega-cities such as Istanbul
that such systems can be successfully deployed.
Thank you for talking to us. t
www.daimler.com Photos: Daimler AG

22 Daimler Worldwide Omnibus 3·2010
BRT – Major events as drivers of local
public transport projects
What do Athens, Johannesburg – and soon Rio de Janeiro too – have in common? They have all recently hosted,
or will soon be hosting, major global events. Such events create a lasting legacy for every host city, because they
not only produce medals, ranking lists or new stadiums – for their residents, an efficient local public transport
system is a much greater concern.
The planned BRT system
in Johannesburg was only
partially completed in time
for the football World Cup.

WHAT IS BRT (BUS RAPID TRANSIT)?
� Dedicated BRT lanes, guaranteeing buses priority passage through traffic
� Stop platforms at bus entry level, providing unhindered, stepless entry and exit
� Prepaid ticketing to reduce stopping times
� Custom fleet management concepts tailored to demand and the needs of the city
� Optimised traffic management of BRT buses using ITS systems
� Integration into the existing transport system based on optimum interlinking of the
various transport modes
� Complete system laid out along primary axes, accessed by feeder routes
Omnibus 3·2010 Daimler Worldwide 23
MAJOR EVENTS THRILL the masses. Whether Olympic Games, the football World Cup or an
Expo – each demands an efficient, coordinated transport concept. The preconditions imposed on
host venues in order to be awarded such events are one thing; the impact of new local public
transport systems on the economic and social life of the city after the event is another.
Brazil is committing to BRT
A total of 20 BRT systems, 11 bus projects entailing partial traffic prioritisation and five railbound
solutions are planned for the 12 Brazilian cities chosen as venues for the 2014 World Cup.
The total investment in these developments and for the next major global event in Brazil –
the 2016 Olympic Games – will be some 45 billion Euro. Most of that investment (around 53 %)
will be committed to transport: underground railway lines; upgrading of motorway networks;
new city transport and traffic systems, etc. The run-down city of Rio might well see a genuine
renaissance if many of its urban problems can be solved. New underground lines, dedicated bus
lanes, improved security, more hotels and a reinvigorated port area are intended to make Rio
more attractive. With a view to the upcoming events, Governor Sergio Cabral is looking to triple
passenger numbers using suburban light rail and underground systems from the present level
of one million a day over the next six years. A six-lane highway is being planned, as well as a
dedicated bus lane linking the eastern and northern districts. Dr. Eckerhart Ehrenberg from the
State Institute of Social Research in Dortmund sums up the underlying thinking: “The extent
to which the public at large accept and identify with major global events being hosted by their ü

24 Daimler Worldwide Omnibus 3·2010
Quick and easy access: entry-level platforms or automatically deploying steps
mean disabled passengers also have unhindered access.
Separate, dedicated lanes are a fundamental aspect of the BRT concept.
The TransMilenio BRT system in Bogotá clearly demonstrates how this
can ease traffic congestion.
home city is clearly linked to the legacy benefit once the event is over”.
Key factors in this include improvements in quality of life with regard
to public transport, clean air and leisure facilities.
Rio de Janeiro has already felt the positive effects of such major events
from its hosting of the Panamerican Games in 2007. However, a key lesson
of that experience was that hosting such events is not just about
providing the necessary investment; there also has to be public transparency
with regard to how funds are being spent. Brazil has learnt
from that experience in its preparations for the World Cup, and is providing
the general public with extensive information on the planned
investments well in advance. Previous hosts of World Cups and Olympic
Games have also profited from the boost they deliver: the public transport
system in Athens, for example, was completely revitalised. Both
forms of transportation – the metro and the bus network – played a
major role in relieving traffic congestion around the city. By contrast,
the outcome in South Africa was much more modest than expected.
The planned BRT system in Johannesburg was only partially completed
in time for the football World Cup.
BRT means thinking in terms of solutions
An intact, well developed local public transport system is one of the
essential prerequisites for growth, and also offers a means of counteracting
the steady rise in urban pollution from car emissions. “BRT is
about much more than just buses. It is about effective and efficient
mobility concepts and, ultimately, about enhancing quality of life”,
explains Holger Suffel, head of Marketing, Sales & Aftersales with
Daimler Buses. Major events are often merely the catalyst for innovative
mobility concepts such as BRT. They do demonstrate clearly, however,
that cities which actively confront the question of how public
transport needs to be organised in future in order to safeguard quality
of life and deliver growth will profit in the medium to long term.
“Experience gained in other countries enables us to develop tailored
solutions for BRT systems in line with specific requirements. Our
activities in this field are only just beginning, but the rapidly rising
demand instills me with confidence,” Holger Suffel concludes.
The benchmark was set back in 1974
There are indeed many BRT solutions which have been established
independently of major event hosting. The world’s first BRT system –
and the most widely studied example of urban development sparked by
new and upgraded transport systems – is Curitiba in Brazil, as head of
BRT in Latin America Gustavo Nogueira affirms. Having been running
successfully for almost 40 years, the system today carries more than
2.5 million passengers a day. That makes the Curitiba BRT system one
of the most efficient in the world. In view of that long-standing success,
and based on our extensive specialist know-how, we are providing valuable
advice and support to the World Cup host venues in finding and
implementing solutions. The close interchange between Daimler Buses
and the parties involved in planning BRT systems was intensified this
year by a BRT seminar held during the Show Bus 2010 event in Campinas,
Brazil. Among the 2,000 customers, representatives of public agencies,
transport operators, vehicle body manufacturers and suppliers were
also respected BRT experts such as Jaime Lerner, Mayor of the city of

Curitiba and co-founder of its BRT system, and Victor Raul, President
of UITP Latin America and Chief Executive of TransMilenio in Bogotá,
Colombia. Stefan Sahlmann, Daimler Buses head of BRT Team, Design,
maintains close links with his regional BRT colleagues at Mercedes-Benz
do Brasil. The most recent visit of the ‘Green Mobility Brazil’ delegation
to Germany was focused on knowledge transfer. As well as touring the
Mercedes-Benz plant in Untertürkheim, the delegation attended presentations
on BRT solutions and received extensive advice from the
Daimler Buses global BRT team.
Bogotá: more public transport – better quality of life
The TransMilenio BRT system completed in the year 2000 in Bogotá,
Colombia, is a shining example of a successful transport solution, and
as such is in many ways a benchmark for implementing such systems.
The entire city has profited from improved, and now eco-friendly,
mobility. The BRT system has delivered an enormous boost to everyone’s
quality of life. By transferring much of its car traffic to local public
transport services, Bogotá has substantially relieved traffic congestion.
Apart from conserving resources, that means fewer accidents and
less dust, noise and pollution. It has also enabled pedestrians and
Omnibus 3·2010 Daimler Worldwide 25
The buses run around city centres according to flexibly adaptable timetables. As a result, optimum transport service is guaranteed at all times and buses never run empty.
The BRT system in São Paulo is called “Expresso Tiradentes”. The system’s major public transport hubs feature separate access routes to the individual buses and also enable
quick transfer to other transport modes.
cyclists to reclaim the streets. The BRT system in Bogotá demonstrates
that a well-run local public transport system can be implemented even
without hosting a major global event. There is no doubt, however,
that such events often serve as a driving force – a prospect that will be
highly beneficial for the future of Brazil, in particular. t
www.mercedes-benz.com/brt Photos: action press, Mercedes-Benz
WHAT ARE THE KEY FEATURES OF BRT SYSTEMS?
� Major cost advantages over other transport modes offering
comparable capacity
� Environmentally friendly, thanks to high efficiency
� Rapid implementation compared to rail-bound solutions
� Flexible adaptation to rush-hour volumes and high degree
of system customisation

26 Service Omnibus 3·2010
Self-help for bus experts
OMNIplus offers highly effective WorkshopTraining courses to bus and coach operators and public transport corporations
at three OMNIplus training centres as well as on-site at customers’ locations. Mobility service provider BOGESTRA also
makes use of the offer.
BUS OPERATORS AND DRIVERS are never afraid to get their hands
dirty. When an oil change is due, if the clutch is grinding or the air-conditioning
fails, bus experts will often know how to help themselves.
To assist in carrying out repairs and servicing work quickly and
economically at customers’ in-house workshops, OMNIplus, the
Mercedes-Benz service brand, offers highly effective WorkshopTraining
courses. These are specially tailored to operators in the local public
transport and coach tour sectors, as well as to drivers and service
personnel. The specialist courses cover all aspects of the necessary
know-how, from electrics and engine/transmission components to
suspension and comfort systems. OMNIplus WorkshopTraining courses
are held in Mannheim, Dortmund or Ulm. OMNIplus also operates dedicated
training centres in 16 other countries, providing on-site training
in all those locations too. The offer is also utilised by Bochum and
Gelsenkirchen district public transport corporation BOGESTRA for its
workshop staff. Bernd Sommer, vehicle training manager, explains
OMNIplus always conducts training based on the latest
vehicle models. Professional trainers teach in a
challenging, highly motivational climate.

On-site training courses are very popular with customers, because they are based on
existing vehicle models and use available workshop equipment.
why: “We found that – compared to other vendors – the OMNIplus training
courses were ideally suited to our vehicles and to the level of existing
know-how of our staff.” Also, the trainers take into account the
on-site workshop facilities available, using the actual diagnostic and
service equipment to hand in presenting their tutorials. And Bernd
Sommer has discovered a further benefit of the CMT customised training
programme: “The needs-based content not only saves us time, it
saves money too. There are no overnight accommodation, additional
training or travel expenses to pay.”
Effective training based on accurate assessment of ability
But Udo Mache, Service Training Manager , is well aware that this concept
only works if all participants are accurately assessed in terms of
their existing capabilities: “Otherwise some will find it boring, while others
will be overstretched. Either way: no one learns anything.” Mache has
experience in conducting numerous training courses
himself all over the world. OMNIplus WorkshopTraining courses are classified
as “Fundamental”, “Professional” and
“Master”, in ascending order of qualification:
� The Fundamental level establishes a basic
know-how.
� Professional level courses build on the
basics learned and focus on specific topics.
� The Master courses are intended for highlevel
specialists.
Online tests help to identify existing know-how
levels and so determine which class of course
a participant should undergo. Workshop foremen,
technicians or apprentices, or service
personnel, can log on to the TrainingPortal at
www.training.omniplus.de to book an online
test in the desired discipline. They are provided
with a personalised user name and password
to access the facility. Once the test has
HOW TO BOOK AN OMNIplus
WORKSHOPTRAINING COURSE:
Variant 1: Visit www.training.omniplus.de to
find out about all the courses on offer, locations
and timetables. Click a link on the page to access
the TrainingPortal, from which courses can be
selected from a pick list. Training courses can
also be booked online.
Variant 2: Renate Pfetsch, on +49 731 181-21 89,
will be pleased to answer any questions you may
have, to provide information on the structure and
content of courses, and to accept bookings.
Omnibus 3·2010 Service 27
OMNIplus operates its own training centres in 17 countries. It trainers are multilingual
and are highly qualified in their subjects and in all applicable teaching techniques.
been passed, participants are provided with their assessments and a
recommendation as to the course they should undertake. “The great
thing about the test system also is that it allows people to start at any
level,” Mache explains. So if someone cruises through, answering all
the questions perfectly, they can start their course immediately at the
Professional level.
The Virtual Classroom facility is also a help to those starting at
higher levels. After a period of self-study using brochures and books,
they can get together with other course participants online on the
Learning Platform. There they work with a trainer, who answers all
their substantive questions, sets them new tasks and encourages them
to interchange ideas among themselves. This means the material is
taught in a personalised manner, wherever the individual participants
may be.
But the quality of a training provider is not just about what it does,
and where, it is also about how the training is conducted. Expert Udo
Mache explains: “The number of people on each course varies,
according to the topic, between eight and a
maximum of 14 for theory classes. What we
aim to deliver is intensive teaching, not costintensive
services for the participants.
” OMNIplus has learned its trade based on
years of experience in the field, and specifically
in direct collaboration with manufacturer
Mercedes-Benz. That strong partner at its side
also enables OMNIplus always to deploy the
latest bus models on its training courses.
And if the bus happens to have any problems
along the way, OMNIplus can help sort
that too. With over 600 bus-specific service
centres and a professional parts supply
system, the service brand is on hand locally
wherever it is needed, Europe-wide. t
www.omniplus.de Photos: OMNIplus

28 Service Omnibus 3·2010
Costs in focus
Capital servicing, workshop repairs, fuel consumption, fleet management: bus operators
have to calculate life-cycle costs just as closely as the actual price of acquiring a vehicle.
Mercedes-Benz helps to keep life-cycle costs down.

THERE ARE unavoidable costs. Such as fleet
maintenance. Fuel consumption as well as
workshop repairs and servicing are major cost
factors. But it is the life-cycle costs which ultimately
determine just how economical a vehicle
is. Mercedes-Benz takes all life-cycle cost factors
into account, as a closer look at bus production
operations at the Evobus plant in Mannheim
reveals: a sophisticated quality management
concept assures high standards of manufacturing.
In conjunction with innovative engine
technology, this is vital in keeping life-cycle
costs to a minimum.
Buses are genuinely hand-crafted products
“The challenge of bus and coach production is to
combine state-of-the-art mass production with
the ability to deliver highly individualised
ve hicles,” states Jürgen Birkmeyer, quality
engineer with EvoBus GmbH in Mannheim.
“Quality control and assembly processes must
be carefully coordinated and be consistently
applied to all vehicle types,” Birkmeyer goes on.
Whether a coach or scheduled service bus, a
low-floor model or articulated bus – the quality
management concept must cover them all. It
also has to incorporate all the different drive
systems (diesel, natural gas, fuel cell, hybrid),
as well as custom outfitting options. Buses are
manufactured to order, with each one being
fitted out to the customer’s specification.
This poses major challenges to the craft skills
employed in the assembly process, which must
be effectively monitored and controlled by the
quality procedures. One fundamental method
employed in achieving this is the concept of
“quality gates”. In practice, this means that
quality control is implemented throughout the
various stages of the production process, and
not just at the end. The vehicles must pass
through virtual “gates” at pre-determined intervals
in their production.
All assembly staff share responsibility for
quality in their respective work segments. This
practice of self-monitoring is the first quality
control stage, or loop, involving checks by the
operatives themselves. At the second – the
quali ty gate – a “gate-keeper” checks the result
of the production stage which has just been
completed to ensure all required work has been
done to the correct standards. At the end of the
production line the buses are checked once
again by Quality Assurance in a third quality
control loop, based on defined function groups
(running gear, electrics, etc.). This stage also
incorporates dynamic testing, whereby the
buses are put through their paces under real
conditions. The interaction of the individual
quality control loops assures the high quality of
the vehicles.
Quality Assurance also conducts random
audits of individual vehicles. This involves subjecting
the finished bus to intensive scrutiny.
This check focuses on the question: “How would
the customer judge the vehicle?” The Quality
Assurance function performs other inproduction
roles (including assuring the quality of
purchased parts for example) as part of the
overall concept.
Quality is a key consideration right from the
start of development of a new bus. Quality
Assurance staff are involved in the Simultaneous
Engineering process for all new models,
from the concept phase through to production
maturity. Complete vehicles and components
are subjected to intensive testing based on mod-
Omnibus 3·2010 Service 29
Every bus that rolls off the production line has
undergone a whole series of tests. The staff assigned
to carry out that vital stage of post-production must
be specially trained and qualified. A team of 100
is responsible for testing at the Mannheim plant.
Because quality saves customers money.
elling and prototyping. The object is to ensure
that the standards of quality required to meet
customers’ operational needs are fully attained.
In the case of a new model start-up, all the workstations
planned for the production line are
simulated in real production operations, with
each process being repeatedly run through and
optimised. This results in standardised assembly
processes which deliver consistently high
product quality in subsequent production.
Special induction
The high demands placed on the bus assembly
personnel make it necessary for them to undergo
special induction procedures in addition to
their thorough training. New employees are
integrated onto the line by means of a mentoring
concept. This involves experienced
colleagues teaching them the job in a direct,
hands-on way, so all staff staff develop the
necessary skills and knowledge to handle the
work practices within their particular assembly
group. Any errors are caught by the group’s
quality gate and returned for rectification. This
is beneficial to the indi vidual employees, who
undergo continuous improvement, and also
optimises the production process as a whole,
based on the idea: mistakes can happen; if
something goes wrong, it goes wrong – and is
put right – here, not when the bus is being used
by the customer. Customers can then be
assured that the high quality standards of
Mercedes-Benz buses will minimise the need
for workshop repairs. Though of course, if they
are needed at any time, they too will be carried
out based on the same stringent quality control
procedures. t
www.mercedes-benz.com Photos: Martin Heying

30 The Company and its People Omnibus 3·2010

An addictive sport
Omnibus 3·2010 The Company and its People 31
The basic idea underlying golf is really very simple of course: hit a ball
with a club towards a hole – that might be 100, or maybe 500, yards away –
and get it in the hole using as few shots as possible. Do that around 18 holes,
taking fewer shots than anyone else, and win. Sounds easy, doesn’t it?
AND YET: Golf is a highly complex and difficult game to master. The complicated motion of a golf
swing brings into play about 80 different muscles. Perfecting that coordination, targeting the
whole body’s movement onto a tiny point of impact – the ball – is one of the challenges which
makes golf so fascinating. Fascinating or addictive? Golfers mostly avoid the question, preferring
instead to keep on practising, searching for that perfect swing. The annual MercedesTrophy offers
golfers the opportunity to pit their skills against others who share their passion. And of course,
what can be more fun than sharing your hobby with others who love it too?
The tournament
More than 57,000 golfers in over 50 countries take part in the MercedesTrophy every year.
All of them are customers and friends of Mercedes-Benz. The MercedesTrophy is an exclusive
golf tournament series which helps to maintain and strengthen existing business relationships.
Within what is probably the world’s largest customer series, customers of Mercedes-Benz Buses
and Coaches have a tournament all of their own. Their aim: to qualify for the MercedesTrophy
WorldFinal in Stuttgart.
The international series involves three levels of tournament golf. The first stage is an invitation
tournament at local level, offering the chance to qualify for a national or regional final. ü

32 The Company and its People Omnibus 3·2010
The competitors travelled to the prestigious tournament in appropriate style, on-board an exclusive four-star Travego. The Winner is: Winfried Heckt, with winners Uwe Marx,
Gerdi Gerlach, Carsten Pülm and Thomas Unholzer (from left).
The culmination of the entire series is the World Final, traditionally
held at the “birthplace of the automobile”, around Stuttgart. After all,
tradition is a commitment that has to be sustained.
The World Final features players who qualified by winning the finals
in their respective countries or regions. The international character of
the MercedesTrophy is demonstrated most clearly by the people who
compete in it: every year, the Stuttgart final attracts golfers from over
50 different nations.
In good company
It is not only the course which makes the MercedesTrophy so appealing
to golfers. It is also the history behind the event; the several hours’
healthy exercise; the tournament competition; and of course, above all,
the sense of belong to a growing global group. It was back in 1989 that
Mercedes-Benz began hosting a series of tournaments for amateurs at
national level in conjunction with the German Golf Association (DGV).
In 1991 the event was modified to become a competition for customers
and friends of the company, and renamed: the MercedesTrophy was
born. The series has since grown into an event which is spread across
every continent. Nevertheless, its charm lies very much in the fact that
it focuses on amateur golfers.
More important than life and death
“It’s a real experience just taking part,” comments Thomas Zeiler, a bus
operator from Munich. He is thoroughly enjoying the unique atmosphere
at the Seddiner See course near Potsdam, which is hosting the
2010 MercedesTrophy “Bus Day”. “It’s all perfectly organised, and there’s
plenty of time for the social side alongside the golf. And I have to say,
we don’t just talk about buses either!” It’s as the Scots tend to say: Golf
is not a matter of life and death – it’s more important than that.
By the time the evening comes around, the competitors are all too
aware that the old prejudice about golf not being a proper sport cannot
be true. Over the last four hours – the average time taken for a round
at the Seddiner See course – each one of them will have walked more
than 8 kilometres, swung anywhere between 100 and 200 times, and
burned off around 1,200 calories. Those attending the event but not
competing are also well catered for. They have the chance to get a few
lessons from European Senior Tour player and former World Cup
winner Torsten Giedeon, together with the great Bernhard Langer. So
who knows, maybe they will be back next year competing themselves
in the 2011 MercedesTrophy. After all, it’s quite easy: all they have to
do is put the ball in the hole 18 times. t
www.mercedes-benz.com Photos: Daimler

A MINI-LEXICON OF GOLF:
Caddy: The person who carries the player’s golf bag.
Dead: A ball is deemed to be “dead” at the flag
when it has come so close to the hole that the next
shot is certain to see it sunk.
Driving range: Practice area next to the course.
Fore: Warning cry yelled whenever a shot poses a
hazard to other players or spectators.
Girly shot: Slang term for a weak shot by a male
player, whereby the ball does not even get beyond
the shortest ladies’ tee. Anyone playing a “girly
shot” usually stands a round of drinks for the
other players in the clubhouse afterwards.
Green: The green is the short-mown lawn-like area.
The hole, with the flag in it, is located on the green.
Greenkeeper: The specialist responsible for
maintaining the golf course.
Hacker: A bad golfer (someone who hacks around
in the grass more than hitting the ball).
Handicap: A player’s handicap indicates his or
her standard. The lower the handicap, the better
the golfer. The handicap is the number of shots
over par in which a player might be expected to
complete a round.
Hole-in-one: Tee shot which goes straight in the
hole.
Honour: The right to tee-off first. At the first
tee this is granted to the player with the lowest
handicap; subsequently the player who shot the
lowest score on the last hole.
Nineteenth hole: The clubhouse (usually the next
port of call after completing the 18th).
Pitch: A short, high approach shot towards the
flag.
Platzreife (permit): A kind of licence required by
golfers in Germany to play any course. To obtain
such a permit, players must convince the club
professional that they are competent in the basics
of golf (in practice and in theory).
Rabbit: Term for a golf beginner who hacks around
the course, zigzagging back and forth like a rabbit.
Spin: Rotating the ball around its own axis (may
be a fade or a draw shot, depending on direction).
Tee (I): The place from which the first shot is
played on each hole. Gentlemen generally tee-off
from the yellow or white markers, and ladies and
juniors from the red or black.
Tee (II): A tee is not only the term for where each
hole is started, but also a small peg, made of wood
or plastic, which is planted in the ground and on
which the ball can be placed (teed-up). This small
elevation makes the ball easier to hit. Teeing-up is
only allowed when playing the first shot on a hole.
Underhit: A shot which fails to go the desired
distance.
Waggle: A motion executed by players when
positioning themselves prior to making a shot in
order to loosen up their muscles, or perhaps
merely as a ritual, to ensure a smoother swing.

34 Destinations Omnibus 3·2010
A mining town
rejuvenated
Essen is the designated European Capital
of Culture 2010. Essen? Yes, that’s right.
In fact, this location in the heart of the
industrial Ruhr region has more charms
than many people might suspect. A visit
to a changing and hugely interesting city.

Omnibus 3·2010 Destinations 35
ESSEN: A CITY characterised by coal and steel; by hard work and solidarity. And nevertheless,
it has been awarded the title of European Capital of Culture 2010. The honour is all down to the
efforts of the Ruhr regional authorities. It was they who elected to throw Essen’s hat into the ring.
In a region comprising 53 towns and cities, with a population of 5.3 million people, it was not an
automatic choice. The North Rhine-Westphalia cities of Cologne and Münster had also expressed
interest in bidding for the title. To resolve the issue, the state’s Minister of Culture, Michael Vesper,
set up a commission to visit all three cities and check out their cultural highlights. Their votes
came out clearly in favour of Essen.
There then followed a battle at national level within Germany. In that contest, too, Essen swept
aside a number of leading cities, including such cultural hotspots as Potsdam, Karlsruhe,
Regensburg, Bremen and Lübeck – cities which could easily have taken on the mantle, and indeed
would have merited it. Yet once again, the decision was clear.
“We were complete outsiders,” recalls Ulrike Vetter, Essen’s Press and Public Relations officer.
“Initially the national media totally ignored us. Later the reaction was one of disdain.” Indeed, few
could imagine a city of such industrial grime being awarded such a prestigious cultural honour.
Even jury member Adolf Muschg, president of the Academy of Arts in Berlin in 2006 and a highranking
cultural ambassador, subsequently apologised publicly for his reservations concerning
Essen by way of a lengthy article in the weekly “Die Zeit”. He had at one point given the Ruhr no
chance, and his team of experts had been in no doubt that such a dirty industrial heartland could
never become a capital of culture. Today Muschg says: “The former coalfield is no longer coughing
up dust; it is breathing the future.” It really is the case that Essen’s problem is one of image
rather than of substance. So from 2007 through to the end of 2009 that image had to be reshaped
and burnished. After all, Essen was once a centre of the iron and steel industry in Germany.
Essen was long ruled by noble women
Like many other towns and cities in the Ruhr, Essen is undergoing a difficult and bitter process of
structural change. The heavy industries which still dominate the consciousness of everyone living
in Essen were actually a feature of the city for “just” 150 years of its history. The structural
character of the city began to change after the Second World War. The famous Alfred Krupp steelworks
had been partially destroyed in the war, and the rest was subsequently dismantled. In
place of steel, coal became king, as a major fuel for Germany’s post-war reconstruction. The
gradual ending of that reconstruction phase in the late 1950s saw the first pits close down.
Global trade was slowly but surely getting back into gear, and imported coal was becoming
cheaper. The last Essen coal mine to close was the “Zollverein” pit in 1986. Today it is a UNESCO
World Heritage Site. It is solely the dewatering system which keeps the wheels above the pit in
motion. The reason is that former operator Ruhrkohle AG – today partially embodied in successor
companies Evonik and RAG – has an ongoing obligation, for all time, to ensure that no water
incursion occurs and to keep pumping water out of the pits. Any such incursion might destabilise
the huge underground “mole tunnels” and cause land and buildings to subside. Appropriately, the
costs of this operation are designated “eternity costs”. The coking plant shut down in 1993. There
was no longer a need for its coke – processed from coal – as a fuel for steel production.
Essen’s foundations stretch far back. The present city was established in 852 as a nunnery, and
for some 1,000 years the place was ruled by women – to be precise, by nuns, raised up to nobility
and designated as Princess-Abbesses. Their influence, power and wealth has meant that Essen
still today has some of the most significant ecclesiastical treasures in Europe. Essen’s Minster
includes what is the oldest fully sculptural Madonna figure in the western world. It is a real
treasure trove for anyone interested in church heritage.
ü

36 Destinations Omnibus 3·2010
The region’s standing was boosted by the
establishment of a Duchy in the Werden district
– nowadays a suburb of Essen. Werden was a
male-dominated realm, and one of the
features of its Ducal Abbey was the “Musica
enchiriades” – the oldest surviving written
documentation of polyphonic music in Europe.
It formed the basis for all subsequent developments
in polyphonic music.
A cultural groundbreaker
The process of change in Essen has not been
underway merely for the last 30 years. In 1892,
industrialist Friedrich Grillo donated to the
city of Essen the first municipal theatre in
Germany. And in the early years of the last century
there were a number of quite revolu -
tionary developments in the city. The
Folkwang School was established for example,
featuring the dance class of Kurt Jooss who, in
conjunction with Merry Wigman, invented and
established modern expressive dance. It is a
form considered to be the origin of dance
theatre. In the 1920s Essen saw the creation of
a centre for modern art, funded primarily by
industrialists. In Hagen, Karl Ernst Osthaus
founded the famous Folkwang collection – the
first museum of contemporary art in Germany.
His philosophy was that art should not be
elitist; in fact, that that would be contrary to its
true function. He believed that art had to be
present wherever hard physical labour was
being done – as a counterweight, or balance,
so to speak.
After Osthaus’s death, the city of Hagen put
his collection up for sale, and the wealthy Essen
immediately took its chance. That wealth was
founded on the contributions of a large number
of local industrialists who established an art
society. Its members included Alfred Krupp
and Friedrich Grillo. It was the latter benefactor
who funded the construction of the Grillo
Theatre – today one of the oldest theatres in
the Ruhr region. The Hagen purchase greatly
expanded the collection of Essen‘s existing Art
Museum. On a visit to what was now known
as the Folkwang Museum in 1932, Paul Sachs,
co-founder of the Museum of Modern Art in
New York, described it as “the finest museum
in the world”.
Sadly, the Nazis had little time for what they
called “degenerate” art. When the new regime
came to power, some 1,400 pieces from the
Folkwang collection were either destroyed or
sold off. Some of those pieces are on temporary
show in Essen this year. Large numbers of
museums from all over the world have loaned
art works which they acquired at the time of
the sell-off. Today the museum’s administration
is supervised by 96-year-old Bertold Beitz,
chairman of the Alfred Krupp von Bohlen und
Halbach Foundation, who donated the Museum
– worth some 55 million euro – to the city of
Essen.
Another major sightseeing recommendation
is the Ruhr Museum at the Zollverein site. It
is built-in to the former coal-washing plant –
a machine in which the coal is separated from
the rock by being transported from top to
bottom by conveyor belts. Today’s visitors to
the museum undergo the same journey as the
coal back then. That they come out cleaner at
the bottom is just a rumour.
A further highlight is the Aalto Theatre. The
opera house, opened in 1988, was voted in a
poll of 50 independent critics as the best opera
house in the German-speaking world, and in
2008 was elected “Opera House of the Year”.
Just down the road from Essen: the Gasometer
in Oberhausen, constructed in the late 1920s,
is a reminder of the region’s heavy industrial past.

Creativity is booming
Sustainability is in demand. And Essen’s
nomination as Capital of Culture has delivered
some positive momentum. Essen sees genuine
prospects in culture as a driver of economic
growth. For good reason: even in the crisis
years of 2008 and 2009, the creative industries
boomed. That boom has been sustained, and
gives grounds for plenty of optimism. It appears
that people really do need more cheering-up
when things are not going so well economi -
cally.
The cultural sphere not only encompasses
musicals and museums, but also film producers,
publishers, computer game developers,
event hosting companies and advertising
agencies, all of whom are profiting from the
new trend, and helping to cut what are still
high levels of unemployment in the area. The
discernible increase in tourist numbers and
the boost to the hotel and catering sector is an
optimistic sign of the Ruhr’s potential for
growth. Ulrike Vetter comments: “Tourist
enquiries are up 130 %. The number of city
sightseeing tours has increased accordingly –
from around five a week to five a day”. Guided
tours are booked up many months in advance.
And the Ruhr is also adopting novel ways of
changing its image. One example of that was
the A40 still-life project. On July 18, 2010,
along a 60 kilometre stretch of the A40 motorway,
a “culture zone” was established between
the cities of Duisburg and Dortmund. 20,000
tables were hired out to clubs, societies,
cultural organisations and the like. Each
exhibitor then had the opportunity to place its
organisation and the work it does on show.
Whether singing, drama, presenting extracts
from their arts programmes: no limits were
placed on creativity. Ulrike Vetter goes on: “The
cultural landscape has only just recently
started to really blossom. And of course, this
relatively new business sector will not be able
to replace the historic heavy industries of steel
and coal. But its success to date gives grounds
for great hope.”
Now everyone is pulling in the same direction
What will definitely be retained beyond 2010
will be the many new and effective networks
which have been created at a wide variety of
levels. Cultural representatives from different
Omnibus 3·2010 Destinations 37
Essen’s first theatre and opera house
was donated to the city by industrialist
Friedrich Grillo in 1888. After the war
it was rebuilt with a simplified facade.
The Villa Hügel, built in 1873 for industrialist
Alfred Krupp, is the former official residence
and private home of the Krupp family,
situated within a 28 hectare park (left).
areas are now starting to get together to
discuss and exchange projects and plans.
People who previously had no contact with
each other are linking up.
The region is strong when it works
to gether: firstly, in formulating offers which
enable money to be saved; and secondly, in
attracting more visitor interest. The Capital of
Culture award has created a positive climate
and engendered a can-do spirit which might
well have a positive influence on business
decision- making too.
There have been quite a few developments
in terms of infrastructure too: after 15 years,
the city’s run-down central railway station
was finally renovated in early 2010; the
development of the most important Jewish
synagogue in Germany into a cultural centre is
progressing; and the redevelopment of the
university quarter is also well underway.
Coincidence? No, because lots of urban
development projects have been instigated as a
result of Essen’s nomination, and others will
follow. It is a positive trend, and one well worth
coming and taking a look at. t
www.essen.de Photos: City of Essen

38 Travel tip Omnibus 3·2010
Languid beauty on the Tejo
Lisbon, like Rome, is built on seven hills. But the Portuguese capital on the shores
of the Tejo offers many highlights of its own which make it unique and well worth
a visit (or indeed several).
What special attractions does
a city built on hills have to offer?
That’s right: spectacular views. Visitors
looking to soak up the panorama while
enjoying Argentinian specialities should
try out the restaurant “La Paparrucha”.
Its meat dishes are particularly
recommended.
www.lapaparrucha.com
w
Birdwatching is another popular
pastime in and around Lisbon.
A more than 14,000 hectare reserve
half an hour’s drive out of town offers
an opportunity to see many different
species.
www.birds.pt
w
A legendary delight: “Pastel de
Belém”. The traditional pastry,
which has been on sales at the “Casa
Pastéis de Belém” since 1837, is thought
to have been created by the monks of
the Mosteiro dos Jerónimos monastery
in Belém.
www.pasteisdebelem.pt
w
The figures speak for them -
selves: the Oceanário, opened
in 1998 to coincide with the World Expo,
attracts over one million visitors a year.
It presents the fascinating world of the
ocean, from shells to sharks.
www.oceanario.pt
w
In 1995 UNESCO declared
the cultural landscape of Sintra,
not far from the centre of Lisbon,
a World Heritage Site. And rightly so,
as those who have seen the ruined
castle of Castelo dos Mouros
can testify.
www.parquesdesintra.pt
w
Lisbon
Photos: Theresia Gläser
“Bem-vindo a Lisboa!” – Welcome to
Lisbon, the city of languid, soulful music.
But even if you are not interested in
“fado” (lat.: fatum = fate), there’s plenty
to do and see. A walk along the beach
at Belém for example, from where
Vasco da Gama set off in search of
the sea route to India in 1497, provides
a hint of the eventful thousand-year
history of the city. The “Parque das
Nações” on the site of the Expo 1998,
will bring you right back up to the
present. From there, you have a splendid
view of the 17 kilometre long Ponte
Vasco da Gama, Europe’s longest bridge.
By then you’re sure to have become
a fado fan ...

Smooth power
Thanks to PowerShift, even tricky manoeuvres in challenging environments are no longer a problem.
“THE RAPID GEAR-SHIFT, which despite its quick action is very
pas senger-friendly, is a major plus,” was how many PowerShift testers
appraised the new transmission on its market launch back in the Spring
of 2009. The terrain chosen by Daimler to test its new transmission was
the Harz mountains region. With its many bends, and plenty of ups and
downs, it was the ideal environment in which to separate the wheat
from the chaff. So the testers’ high praise is all the more remarkable:
“PowerShift assists the driver without taking away his sense of control.
The intelligent shift strategy
means even tricky manoeuvres
are no longer a problem.” As
opposed to its competitors, in
developing the automated transmission
Daimler did not rely
on an adapted truck box, but
instead developed a dedicated
bus unit. While retaining the
small size of the six-speed manual
gearbox, the developers succeeded
in producing a compact
automatic unit with a light aluminium
housing. PowerShift
works without a clutch pedal, and its wide range allows it to smoothly
handle any commonly encountered bus operations: from tight
manoeuvring to economical motorway cruising. The overdrive design, in
conjunction with the new, long rear axle transmission ratio, allows for
moderate engine speeds.
Compared to other transmissions, the GO 240-8 PowerShift’s shifting
is progressive. That means pick-up on acceleration is very assured
whatever the size of engine, plenty of power is transmitted to the road,
and lots of engine torque is provided when shifting down on uphill
stretches. In contrast to a truck box, the unit is designed not to skip any
gear. Start-up on the flat is always effected in second gear. A wide range
of sensors aid transmission control, ensuring that the optimum gear and
shift point are always found.
“When driving an automated box for the first time, or if you are
familiar with competitors’ units, you tend to have reservations about the
shift speed,” commented one skeptic. “But by the end I had to admit that
the shift delay with the GO 240-8 really is very short!” That is an
Omnibus 3·2010 Drive In 39
With its GO 240-8 PowerShift automated gearbox, Daimler is the only manufacturer to date
to have brought out an automatic transmission optimised specially for buses. Its advantages
include added comfort, greater fuel economy, lighter weight and ease of use.
impression confirmed by objective measurements. Even under full
acceleration, passengers notice virtually nothing when the vehicle is
changing gear. “The bus does not jerk or discernibly slow on shifting,
and it also remains very quiet,” one PowerShift professional sums up.
How well the new automated transmission works is demonstrated on
a steep uphill hairpin bend. In spite of the control system electing to
change down in mid-bend, the bus handles the tight manoeuvre smoothly
thanks to its transmission’s extremely high shift speed. Experienced
bus drivers avoid such marginal
situations by changing
down manually beforehand.
PowerShift is ideally equipped
to handle that too. A push on
the ergonomically positioned
dash-mounted gear stick switches
the transmission to manual
mode. The driver can then
change up or down by tapping
the gear stick forward or back.
There is no possibility of error,
as PowerShift does not execute
any gear-shifts which would
result in excessively high or too low engine speeds. The central display
indicates the engaged gear. Incidentally, the driver does not generally
have to switch to manual mode to change gear. It is also possible while
still in automatic mode. When the gear is changed manually while in
automatic mode, PowerShift subsequently resumes control of the
system. After over a year in practice on the market, users affirm that the
automated transmission is a major aid to the driver. They report that its
continual adjustment of engine speeds, more sustained power feed and
smooth gear-shift, helping to preserve the clutch, delivers significant
reductions in consumption and leads to less wear. The transmission is
also praised for being somewhat quieter.
Over 20 years’ experience in automated transmissions is paying
dividends for Daimler. PowerShift delivers major advantages in terms
of economy and ride comfort. The interior layout and classification
according to the “Gütegemeinschaft Buskomfort” standard are also
retained for example. t
www.mercedes-benz.com Photo: Daimler

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