2024-02 SUSTAINABLE BUS

Sustainable
US
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FEBRUARY 2024
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KEEPING IN
E-MOTION
OUTLOOKS
European battery
landscape takes
shape in Hungary
SPOTLIGHT
Isuzu lands in the
12-meter e-bus
segment
COMPARISON
Intercity Low Entry,
new bus families
under analysis

Sustainable
BUS
CONTENTS
SUSTAINABLE-BUS.COM FEBRUARY 2024
4
POST-IT
Sustainable Bus Tour 2024:
conferences in Milan and Strasbourg
6
TECHNO
BorgWarner got license
to produce blade battery
10
40
8
10
INFRASTRUCTURE
Genoa will have a flash-charged
line in operation by end 2025
OUTLOOKS
2023 European e-bus market
exceeded 6,000 registrations
14
Trends in e-bus powertrains:
pricing, competition, move to in-house
18
Hungary is becoming EU battery
hotspot: projects and goals
24
Public transport in Germany is switching
to zero-emissions, but support is needed
28
COMPARISON
Iveco Crossway / Setra MultiClass, a look
at newly-updated intercity bus families
18
36
40
IN THE SPOTLIGHT
Isuzu Citivolt 12.
Here it comes the 12-meter BEV!
Next Modular Vehicles NX23.
A startup aims to change mobility
44
PORTFOLIO
All the zero-emission buses
on the European market
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3

POST-IT
EUROPEAN MAIN PUBLIC TRANSPORT EXPOS IN 2024
The magnificent 11
WHERE TO FIND A COPY OF SUSTAINABLE BUS MAGAZINE?
The world of public transport and bus technology is poised for an
exciting year ahead, with a lineup of European trade
shows and exhibitions offering a glimpse into the future
of mobility. You'll be able to pick up a copy of Sustainable
Bus magazine in all of those!
First up is the Mobility Move in Berlin, Germany, formerly
known as ElekBu, from March 5 to 7. Backed by the
VDV, highlights the topics of e-mobility and autonomous
driving. In late April BUS2BUS goes live in Berlin again.
Next, the spotlight shifts to Milan, Italy, for the second
edition of Next Mobility Exhibition from May 8 to 10.
Karlsruhe, Germany, hosts then UITP's IT-TRANS, putting
IT technologies for public transport in the spotlight (as well
as AI, payment, ticketing, cybersecurity). Busworld Turkey
is then back to Istanbul for its 10th edition in late May. In
September, Hannover, Germany, hosts IAA Transportation
from the 17th to the 22nd, featuring for the first time a
dedicated bus theme park within the leading platform for truck
and logistics.
Later that month, Berlin (again!) is home to InnoTrans from
the 24th to the 27th, the world’s leading trade fair for public
transport technology (where buses are playing an increasing
role). Let's move to October. Euro Mobility Expo will be for
the first time held in Strasbourg. Madrid, Spain, hosts FIAA
from October 22 to 25, back to pre Covid dimension (two halls).
In November, Birmingham, UK, set the stage for Euro Bus
Expo, the nation’s premier event for bus and coach operators
since Bus & Coach UK has been permanently cancelled. Finally, Lyon,
France, hosts Autocar Expo from December 3 to 6, showcasing the
latest innovations in buses, coaches, and sustainable mobility solutions,
with a focus on the French market, the largest in EU. 2024 promises to
be an exciting year for the public transport and bus technology industry,
offering valuable opportunities for industry professionals to gather, share
knowledge, and witness the evolution of mobility.
SUSTAINABLE BUS TOUR
The Sustainable Bus Tour
2024 will transition to in-person
conferences within Next Mobility
Exhibition in Milan (May) and the
Euro Mobility Expo in Strasbourg
(October). The May conference
will focus on “Balance shifts in
public transport: operators and
industry in the energy transition
era,” addressing topics such as
internationalization and evolving
business models. Macro trends
like electrification and on-demand
transportation are reshaping
business models, prompting
operators to embrace innovation
and flexibility. Meanwhile, industry
players are grappling with
investments and the challenge of
profitability.
The October conference will
delve into the journey towards a
fully zero-emission European city
bus market by 2035, discussing
technological advancements,
market uptake, and financing
models. Questions indeed arise
about supply chain localization,
production scalability, financing,
and battery recycling.
ElekBu this year becomes Mobility Move
THE CHINESE MARKET
China remains the global powerhouse in the EV
market. Recent data from consulting Interact
Analysis show that Geely led both the truck and
bus markets in China in 2023 with sales figures
surging to nearly 75,000 electrified vehicles (a
3-fold increase compared to its closest competitor
Chery Group). Tightening the focus on new
energy buses, the leadership of Geely, Chery and
Chang’an Auto is largely due to sales of smallsized
electric buses (below 7-meter). Foton placed
fourth with 15K units, King Long sold nearly 9,000
e-buses and Yutong placed only 9th with 5.2K
buses. Looking at large-sized buses only (above
10-meter), King Long, Foton and Yutong have
been covering the first positions. The total size of
the Chinese new energy bus market is showed
to be around 160,000 units in 2023. BYD doesn’t
appear in the top 10, as it registered only 1,441
buses in 2023, down by 42% YoY, as Interact
Analysis reports.
Charging
forward
to make zero-emission
transportation work
We make power
last longer.
Our battery technology
makes cleaner power safe
and scalable.
4

TECNHO
TECNHO
A DRIVERLESS PILOT IN THE HEART OF BERLIN
First autonomous steps
BEINTELLI PROJECT SET TO GO LIVE IN SPRING
BATTERY AND TRANSIT BUSINESS HAVE BEEN SPLIT
Proterra’s fragmentation
VOLVO GROUP TOOK OVER BATTERY BUSINESS
MAN Truck & Bus is collaborating with the Technical
University of Berlin and IAV GmbH to introduce an intelligent
transport system with autonomous vehicles in the heart of Berlin
by spring 2024. The project, named “BeIntelli,” aims to create a
comprehensive and intelligent traffic solution that incorporates
cutting-edge technologies and autonomous driving capabilities.
The BeIntelli project relies on an interdisciplinary effort,
combining expertise from both academia and industry.
A designated urban test field, stretching from the iconic
Brandenburg Gate across Ernst-Reuter-Platz to the Memorial
Church, serves as a digitalized route for testing and
implementing advanced transportation systems.
The urban test field is equipped with state-of-the-art sensor
technology, including 49 sensors monitoring traffic and the
surrounding area, with 3D lidar radar sensors playing a pivotal
role. This extensive sensor network creates a fully digitalized
route, providing a platform for testing and showcasing the
capabilities of an intelligent transport system.
A key feature of the BeIntelli project is the deployment of
an autonomous MAN electric bus fitted with an Automated
Driving System (ADS) developed by the Technical University of
Berlin. The project aims to lay the groundwork for seamlessly
integrating ADS hardware and software into MAN’s future
autonomous vehicle fleet: the company, according to Head
of Product Strategy Bus Michael Roth, envisions having
autonomous buses ready for series production in regular service
by the end of the decade (in mid-2022 a cooperation with Intelowned
Mobileye was announced).
The autonomous bus, referred to as the “explanatory bus”, is
not only equipped with advanced sensors and communication
components but also features screens within the bus to
visually explain driving skills and technologies to passengers.
This interactive approach enhances public understanding of
autonomous driving systems and their capabilities.
BORGWARNER’S BLADE
BorgWarner has signed an
agreement with BYD subsidiary
FinDreams. BorgWarner will be
in charge of manufacturing LFP
battery packs for commercial
vehicles utilizing blade cells
in Europe, the Americas, and
select regions of Asia Pacific.
The duration of the agreement
is 8 years. Blade battery will be
used also in the bus business,
as the Chinese
giant presented
at Busworld
Europe 2023
a e-bus platform utilizing that
technology.
BorgWarner’s battery capabilities
build back on the purchase
of German battery module
producer Akasol (supplier of
Daimler Buses, among others)
in 2021. Within this deal,
BorgWarner will also receive
a license to use FinDreams’
intellectual property related to its
battery pack
design and
manufacturing
process.
MAN autonomous concept bus ready for use
in Berlin is a Lion’s City E equipped with an
Automated Driving System developed by the
Technical University of Berlin.
Battery diagnostics
Enel X has select the German tech company
Volytica for dedicated battery diagnostics for
electric buses. The collaboration between the
two companies will begin with the deployment
of Latin America’s largest electric bus fleet,
that of Mexico City, using an innovative battery
diagnostic system for real-time monitoring.
The partnership will not only improve battery
performance and fleet efficiency, but also aims
to implement predictive
maintenance measures
and possibly extend
the life cycle of the
batteries themselves. It
also includes the study
of potential second-life
applications, such as
reusing the batteries
for renewable energy
projects or integrating them into power grid
stabilization systems. Volytica has also been
selected by Bridgestone Mobility Solutions
and Webfleet as one of the 12 partners for the
launch of their comprehensive EV Services
Platform. In total, the new platform brings
together various industry leaders, each
contributing unique services to optimize electric
vehicle (EV) operations.
On the 1st February 2024 Volvo announced it has completed
th acquisition of battery business from Proterra. The intention
was announced in November 2023, when Volvo Group had been
selected as the highest bidder in an auction for the business and
assets of the Proterra Powered unit.
Volvo states in a press note that it “intends to run Proterra as a
going concern and deliver to selected customers”.
In August 2023 Proterra filed for Chapter 11 bankruptcy
protection. Phoenix Motorcars‘s bid has win the tender to
acquire Proterra Transit business line.
Volvo acquisition of Proterra battery business, which was
made at a purchase price of USD 210M before adjustment for
inventory level at closing, includes a development center for
battery modules and packs in California and an assembly factory
in Greer, South Carolina. Proterra stated in a Linkedin post: “We
proudly bring more than 400 of our Proterra teammates to carry
the same innovative spirit that has helped transform commercial
vehicle electrification through our industry-leading battery
technology. As a standalone, independent business operating as
Proterra within Volvo Group, our mission remains steadfastly
committed to building innovative battery technology to power a
better, more sustainable world”. It’s worth noticing an apparent
contradiction between Proterra stressing their business remaining
“independent” and Volvo’s statement about the intention to
deliver “to selected customers”.
Concerning the other branch of Proterra’s activities, the bus
manufacturing, Phoenix Motor and the Californian company
have entered into an Asset Purchase Agreement in November 13
2023. Under the Purchase Agreement, Phoenix Motor stated, “the
total cash consideration to be paid by Phoenix for the Proterra
Transit business assets will be $10 million, consisting of $3.5
million for the Proterra Transit operating company and $6.5
million for the Proterra battery lease assets. In addition, Phoenix
will pay certain cure payments and assume other liabilities,
primarily warranties”.
SINO-LITHUANIAN
The Altas Novus City V7, electric novelty in the
Lithuanian manufacturer’s portfolio, has been
on a European roadshow in February, travelling
through Trentino Alto-Adige region (Italy),
Germany, Switzerland and Denmark. Following
its presentation at Busworld in October 2023, the
European commercialization of the 7.5-metre
electric vehicle branded by Altas (in collaboration
with the Chinese Zhongtong) has begun. The
vehicle, now in demo version, will be available to the
European market in its definitive ‘shape’ from late
summer 2024. The heart of this bus is the electric
motor supplied by Dana TM4, with peak power of
200 kW. The vehicle is powered by four LFP battery
modules totalling 140 kWh, supplied by CATL.
9-TON CAPABLE
e-Bus front independent axle is the latest add in
the product portfolio of BRIST, a supplier of axles,
suspensions and gearboxes with lot of activities
going on in the electric BRT, mini and midi bus
sphere (Hyundai, Alexander Dennis, Karsan,
Anadolu Isuzu, Arrival and CRRC). In late 2023
they launched a new front independent axle
representing a 9 ton (20,000 lbs)-capable variant of
the BRIST-made IFS, which is based on patented
T-joint carrier geometry and has capacity for 8.2
ton. Its core values, speaking of IFS, consist in
the compact design in vertical direction, with low
spring position
and a maximum
steering angle of
56°. The company
claims that this
components
is 7% lighter
than the best
competitor.
6
7

INFRASTRUCTURE
A REAL FIRST FOR ITALY
Flash-charged Genoa
HITACHI FLASH-CHARGING TECHNOLOGY, HESS E-BUSES
Genoa will be the first city in Italy to have an urban line with
a flash charging system in place before the end of 2025. Hitachi
Energy Grid-eMotion charging technologies will indeed support the
electrification of the new bus line of the city of Genoa.
Hitachi Energy announced in late 2023 it has won an order from
Colas Rail Italia, a leader in railway infrastructure, to supply its
Grid-eMotion charging system to the Val Bisagno line, one of four
new Bus Rapid Transit (BRT) lines to be implemented in the city.
Genoa City Council has plan to fully electrify its public
transport by 2025 through the deployment of electric buses and
trolleybuses. More than 70 percent of the new bus lanes will be
reserved and protected.
The Grid-eMotion Flash, the ultrafast charging technology already
adopted for instance in Geneva (TOSA system), will be charging
the buses in just five minutes at the terminals containing Terminal
Feeding Stations. The tenders for the vehicles have been awarded to
Solaris for the trollybuses (as many as 112) and Hess for the e-buses
that are set to be flash-charged thanks to Hitachi technology.
De Lijn future depots
De Lijn‘s board of directors has given ‘green light’
for a new order for charging infrastructure for its
depots. This consists in a framework agreement for
up to 1,600 charging stations to be sourced from two
suppliers, SPIE-Ekoenergetyka and ABB.
The conversion of the depots plays a crucial role
in the greening of De Lijn’s bus fleet. De Lijn will
purchase some 320 to 490 charging points in the first
phase, representing an investment of €15.3 million
for 490 charging points. The framework agreement
allows De Lijn to order a maximum of 1,600 charging
points from two suppliers, SPIE-Ekoenergetyka and
ABB, over a period of up to eight years. In a first
partial order, De Lijn expects to order 320 to 490
charge points divided between the two suppliers.
Concerning Northern Europe, Ekoenergetyka has
selected in January 2024 GodEnergi for distributing
and servicing its products.
8
BORROWING CHARGERS
First Bus announced a collaboration
with the UK’s largest broadband
network provider, Openreach, granting
them access to its rapid EV charging
infrastructure at bus depots nationwide.
The initial phase of the partnership will
witness up to 30 Openreach Electric
Vehicles from its fleet charging at First
Bus depots in Glasgow, Aberdeen,
and Leicester while buses are in
service. This enables Openreach
engineers to cover more ground,
reduce their environmental impact,
and dedicate more time to the needs
of their customers.
Currently, Openreach has more than
3,000 electric vehicles in its fleet – but it
is aiming to convert all its diesel fleet to
zero emissions by 2031 and stands as
a founding member of EV100, a global
initiative uniting companies dedicated
to accelerating the transition to electric
vehicles this decade.
First Bus has the ambition of reaching
a zero-emission bus fleet by 2035.
Openreach joins the
ranks of DPD and Police
Scotland, plugging into
this shared infrastructure
initiative from one of the
UK’s largest bus operators.
The Crossway Low Entry ELEC marks a new step forward towards
an even more sustainable mobility.
12 m and 13 m long versions, available in Class I and Class II
Central electric motor 290 kW output for a maximum torque of 3000 Nm
NMC Lithium battery pack assembled by FPT Industrial
Various charging interfaces, including optional pantograph bottom-up or rails for top-down

OUTLOOKS
42 percent of city buses
were zero-emission (BEV
and hydrogen), growing
3-fold compared to 15
percent in 2020. And
2023 was also a recordbreaking
year for fuel cell
bus deliveries, as many as
207, growing 111 percent
on 2022 and 32 percent on
former record-year 2021.
In 2023, 13,466 buses featuring
alternative drivelines
were registered. This
represents a substantial 41
percent increase compared
to the previous year,
primarily fueled by the
growing volume of electric
and hybrid buses.
THE SLOW GROWTH
OF HYDROGEN BUSES
The year 2023 saw a notable increase
in the adoption of hydrogen-powered
buses in Europe, with
a total of 207 registrations—more
than double the previous year’s
count of 99 in 2022, and surpassing
the previous record of 158 set
in 2021. Solaris led the pack with
77 registrations, followed by Van
Hool and Caetano with 34 each. Behind:
Alexander Dennis (20 units),
the Polish Neso Bus with 20 vehicles
delivered as well, Wrightbus
with 15 H2 buses and, finally, the
first 7 eCitaro fuel cell registered in
the region.
A fleet of 577 hydrogen buses (considering
only those delivered from
2012 on) was operational as of
January 1st 2024. Solaris claimed
the top position with 181 buses,
followed by Van Hool with 140, and
Wrightbus with 97.
10
ELECTRIC BUS MARKET 2023. AND THE WINNER IS...
IT’S RAINING EV
Plot twist in the European e-bus market. MAN
took the lead last year growing over 3-fold. Over
6,000 battery-electric buses were registered,
growing 53 percent on 2022
In recent years, the European bus
market has undergone a paradigm
transformation, and it’s not a figure
of speech. Who would have
thought, just a few years ago, that almost
one out of two urban buses sold in
Europe could be powered by batteries?
But this is precisely what has already
happened, and figures from consulting
Chatrou CME Solutions on alternative
drive bus registrations are a testament
of such development.
Absolute volume of battery-electric bus
registrations grew from 4,152 in 2022
to 6,354 in 2023 in EU27, UK, Iceland,
Norway, and Switzerland: a 53 percent
growth. 42 percent of city buses were zero-emission
(BEV and hydrogen), growing
3-fold compared to 15 percent in
2020. And 2023 was also a record-breaking
year for fuel cell bus deliveries
(as many as 207, growing 111 percent
on 2022 and 32 percent on former record-year
2021. More info in the box).
In 2023, 13,466 buses featuring alternative
drivelines were registered. This
represents a substantial 41 percent increase
compared to the previous year,
primarily fueled by the growing volume
of electric and hybrid buses.
Three alternative buses every four
Every four city buses registered in Europe,
three are now ‘alternatively’-fueled
(it was 62 percent in 2022 and 52
in 2020).
The shortlist of market leaders in the
e-bus segment has just witness a plot
twist, with MAN taking the lead of the
PLOT TWIST ON THE PODIUM
2023** 2022** 2021** 2020* 2019* Trend volumes Market Market Trend market
2023/2022 % share 2023 % share 2022 % share 2023/2022 %
MAN 785 230 134 25 0 241,3 12,4 5,5 6,9
Solaris 725 342 390 416 145 112,0 11,4 8,2 3,2
Yutong 483 479 303 164 105 0,8 7,6 11,5 -3,9
Wrightbus 469 112 *** *** *** 318,8 7,4 2,7 4,7
BYD - ADL 448 465 375 190 79 -3,7 7 11,2 -4,2
Mercedes 446 405 333 99 126 10,1 7 9,8 -2,8
BYD 358 322 257 424 236 11,2 5,6 7,8 -2,2
Iveco Bus / Heuliez Bus 356 347 274 114 83 2,6 5,6 8,4 -2,8
Volvo Buses 345 232 211 217 135 48,7 5,4 5,6 -0,2
Zhongtong 249 *** *** *** *** - 3,9 *** -
Zonson 232 *** *** *** *** - 3,7 *** -
Irizar 211 110 201 24 127 91,8 3,3 2,6 0,7
Ebusco 193 78 132 109 102 147,4 3 1,9 1,1
Karsan 187 135 36 23 *** 38,5 2,9 3,3 -0,4
Golden Dragon 136 133 53 *** *** 2,3 2,1 3,2 -1,1
VDL 108 344 178 127 386 -68,6 1,7 8,3 -6,6
* Registrations in Estonia, Latvia, Lithuania, Czech Republic, Slovakia, Hungary, Croatia, Romania and Slovenia are not counted
** Registrations EU27+UK+ICE+NO+CH
*** Figure not available
Based on Chatrou - CME Solutions data on battery-electric bus registrations (excluding trolley buses) above 8 ton.
market thanks to 785 Lion’s City E registered
in the continent, over three times
the 2022’s figure of 230. The Lion is
followed by Solaris (725, doubling the
previous year), Yutong (483) and the
other surprise: Wrightbus (469 units,
thanks to a striking +318 percent).
However, looking at the ‘pie’ of zero
emission bus providers and thus including
fuel cell powered vehicles, Solaris
keeps the lead with 802 vehicles.
Looking at the wider 12-years period
surveyed by Chatrou CME Solutions,
as many as 19,000 e-buses have been
registered, with Polish Solaris still at
11

OUTLOOKS
Looking at the 12-years
period surveyed by Chatrou
CME Solutions, 19,000
e-buses have been registered,
with Solaris at the
helm of the market with
2,188 vehicles and a share
of 11.5 percent. BYD follows
with 1,768 registrations,
then BYD-ADL with 1,716.
HYBRID’HUNGER (AS
LONG AS THEY’RE MILD)
A notable development involved
hybrid bus registrations, that increased
from 2,018 in 2022 to
4,022. In the meanwhile, plug-in
and full hybrid bus projects were
largely abandoned.
Such an increase is due to mild
hybrid tractions, widely chosen as
a funded alternative to combustion
engine buses. On the other
hand, gas-powered buses are facing
though times in the Class 1
segment. Their absolute volume
dropped from 3,274 in 2022 to
2,883 in 2023 (-12 percent), but
CNG share in the interurban segment
is still growing from 978 in
2022 to 1,187 in 2023.
EUROPEAN LANDSCAPE
2023 2022 2021 2020 Trend e-bus
registrations
2023/2022 %
UK 1,206 685 540 288 76.1
Germany 753 581 555 350 29.6
Norway 493 216 86 210 128.2
Spain 491 136 127 42 261.0
France 416 549 512 133 -24.2
Italy 400 121 178 97 230.6
Romania 368 161 65 0 128.6
Portugal 364 52 31 8 600
Poland 336 149 215 196 125.5
Sweden 296 256 189 206 15.6
Denmark 200 381 217 1 -47.5
Belgium 172 42 19 12 309.5
Netherlands 167 95 152 445 75.8
Switzerland 145 81 37 7 79.0
Finland 104 279 190 25 -62.7
Based on Chatrou - CME Solutions data on battery-electric bus registrations (excluding trolley
buses) above 8 ton.
the helm of the market with 2,188 electric
buses and a share of 11.5 percent.
BYD follows with 1,768 registrations,
then BYD-Alexander Dennis with a total
of 1,716 buses.
The UK is still leading the pie of coun-
tries where most of the e-buses are
deployed, with 1,206 electric buses
registered in 2023 (it means one out
of five e-buses registered in Europe)
and 3,041 delivered within 2012 and
2023. Germany is second with 753
units (2,562 in the last 12 years), followed
by the small Norwegian market,
where 493 e-buses were registered in
2023. And it’s worth mentioning also
the fourth country in the list: Spain had
491 e-buses enrolled last year.
Available in 2 or 3 doors version
231 kWh Energy for up to 300 km Range
HYDRON
Fuel Cell Range Extender
Hy4Drive System for up to 400 km Range
12

OUTLOOKS
Growth in electric bus
sales leads to a subsequent
increase in component
sales. Europe, defined
as the EU 27 plus the UK,
had forecast component
powertrain sales of $0.73
billion in 2023 (preliminary
figures), with $1.03 billion
forecast for 2026 and $1.38
billion for 2030. The fastest
growth period is from 2023
to 2025 as electric buses
start to become the preferred
choice (rather than
diesel) in some countries
in Europe.
POWERTRAIN BUS REVENUE TO HIT $1BN IN EUROPE
THE VALUE OF
POWERTRAINS
E-bus powertrain revenue are set to grow fast
until 2025. The princing issue and the move
towards in-house production may upset the
apple cart, according to Interact Anaysis
The revenue from powertrain components
is forecast to reach a billion
US dollars in 2026 in Europe
(and a billion euros in 2027 at the
present exchange rates), according to Interact
Analysis’ latest research. This is for
BEV buses only, which dominate, and excludes
a smaller amount of business in electrified
hybrid and hydrogen buses.
The fastest growth period is from 2023 to
2025 as electric buses start to become the
preferred choice (rather than diesel) in some
countries in Europe. In countries with strong
government support, battery electric buses
have reached a point where they can be very
successful, as product availability, low running
cost and clean air targets should combine
to see a lot of sales. Some places, such
as the Netherlands and much of Scandinavia,
already see battery electric as the default
choice for a bus and we expect that this will
steadily become the case in other countries
over the next few years, including France,
Germany and the UK.
Electrification spreading in Europe
It is not just Western Europe that is seeing
bus electrification though. Eastern Europe is
not necessarily slower and has seen some
very significant deals, so understanding
where growth will be faster and where it will
be slower is arguably a case of analyzing
country by country and city by city rather
than looking at regions within Europe.
From 2026 we forecast slower growth for
electric buses as some cities and countries
will already have a high percentage of new
buses electrified by 2026.
This growth in electric bus sales leads to a
subsequent increase in component sales.
Europe, defined as the EU 27 plus the UK,
had forecast component powertrain sales of
$0.73 billion in 2023 (preliminary figures),
with $1.03 billion forecast for 2026 and
$1.38 billion for 2030.
Europe to stay behind China
China already has a >$3 billion annual powertrain
component market for buses (referring
here to components sold for buses registered
within China, not sales of Chinese
buses or components to Europe). This is due
to a much higher percentage of new buses
being electric, so Europe will still be well behind
China, even in 2026. However, electric
buses in Europe are becoming more common
than in many other parts of the world.
Of the total bus sales per year in Europe (40-
50,000), we expect over 14,000 to be electric
in 2030. This is mainly due to low adoption
of electrification for rural and intercity buses.
Urban buses will predominantly be battery
electric by 2030, in line with negotiations
at EU level (not yet concluded at the time
of printing this magazine issue) for full zero
emission city bus market in 2035 with intermediate
target of 90% in 2030.
China also has much lower component
pricing than Europe. If Chinese companies
manage to make inroads into the
European market for completed battery
packs (rather than just cells), motors and
other products, prices could fall. In the
long term, Chinese companies may be
capable of winning a high share.
However, at the moment, the political environment,
the time to setup operations, and
the fact some companies are not yet well
Interact Analysis is a
market research firm with
a specific department for
truck, bus and off-highway
electrification. Here on
Sustainable Bus Magazine
we host a contribution
from the research analyst
Jamie Fox.
known, means that in the next few years
the share of Chinese companies will remain
low for many products. However, the price
gap is very large – as more people come
to understand that Chinese products can
be half price rather than 10% less – these
products may eventually start to command
attention. However, of course these are
prices for sales within China. As Chinese
companies have to pay for overseas sales
and marketing, travel to Europe, shipping
and the costs of complying with European
regulations the price advantage does reduce
substantially, but even so, Chinese products
are likely to remain significantly less expensive
than those from most other countries
including from within Europe.
Leading battery pack providers for on-road
vehicles (including trucks and sales outside
Europe) ranked in Interact Analysis’ 'Electrified
truck and bus components – 2023'
report include BorgWarner (Akasol), BMZ,
BYD, CATL, Forsee Power, Northvolt,
SAFT and Xalt Energy. These companies
have expanded their offerings, however the
market is quite diverse and there are many
smaller suppliers in-play with no single
dominant company.
For other components, ZF has excelled for
several years with its portal axle products,
although it currently faces strong competition
in buses from central drive designs.
Bosch is another company well placed to
address the market for powertrain components
in electric vehicles in on-road vehicles.
There is also still time for new entrants
to disrupt the market or for existing players
to carve out a strong niche.
A in-house trend?
In addition, there are also some companies
that produce components in-house
(i.e. vehicle manufacturers that produce
their own components). Interact Analysis
forecast’s this trend to grow, with inverters,
battery packs and PDUs being some
of the components that are increasingly
being planned for in-house production
14
15

outlooks
Revenue ($B)
DOUBLING REVENUES
2,5
2
1,5
1
0,5
0
2019
E-bus powertrain revenue
Source: Interact Analysis
in the future. In the 2030s, it’s possible
that the in-house share of production is
a similar share of the market to external
purchasers, as OEMs look to replace lost
revenue from diesel business and minimize
job losses as electric vehicles have
fewer moving parts and may require less
maintenance. Once this is factored in, it’s
not clear whether growth for components
suppliers will continue after 2030.
The move to in-house component production
is more likely to happen at bigger companies
where sales are high, such as bus
OEMs that also have other divisions selling
other types of vehicles, or the largest industry
players. Smaller firms will purchase
SPLITTING THE PRICE OF A BEV BUS
Battery BMS, Thermal
16%
Battery Pack
71%
2021 2023 2025 2027 2029 2031 2033 2035
Share of battery electric bus 2026 powertrain revenue
Source: Interact Analysis
most products externally, although they
may still buy cells and package them rather
than buying a complete battery pack.
The heavy role of battery
The powertrain revenue is dominated by
the battery pack – 71% of the forecast 2026
revenue, or as much as 87% if we include
the battery BMS and battery thermal in the
total. This is a higher share than is often the
case: for trucks and off-road machinery the
battery pack's related value is lower.
Why is this? There are two main reasons.
Firstly, buses need to have a long
range so they can repeat the same route
over and again, with either one or pref-
Motor, Inverter, DC-DC,
Transmission, Onboard Charger, PDU
13%
erably no charges during the day. This
means that 200 miles is a typical needed
range, with 400kWh being a common
battery size in Europe. The battery size
chosen for a bus also has to factor in a
large cooling and/or heating demand for
the passengers. The large battery, which
often has to last well over 500,000 km,
is what leads to the high value.
Secondly, the power required for buses
is not as high as some trucks or off-highway
machinery as they often operate at
In the 2030s, it’s possible
that the in-house share
of production is a similar
share of the market to external
purchasers, as OEMs
look to replace lost revenue
from diesel business and
minimize job losses as
electric vehicles have fewer
moving parts and may
require less maintenance.
Components prices have peaked?
Component prices, including battery
packs, motors and inverters rose
from 2020 to 2022/2023 due to
an increase in raw materials
cost and supply chain
difficulties that affected
prices. However, raw materials
costs and the supply
chain returned to normality
within 2023 and we
expect to see prices decline
again in 2024, as would
be expected in a growing,
innovative market like this
one. However, the unit growth
in electric vehicles will be faster than
price declines, so revenue of compolow
speeds in cities and don’t need to
climb over mountainous areas. Therefore,
the value of motors and inverters
is more modest than in the case of trucks
and off-road vehicles.
So, at first glance, buses are perhaps a
better opportunity for battery manufacturers
rather than for other components such
as motors and inverters. However, a high
profit margin is more difficult to achieve in
the highly competitive battery pack market,
whereas some other components have
fewer suppliers and are more of an opportunity
for manufacturers to carve out a
strong position. This may be achieved
through some technological innovation,
or just having a well-run company
with strong product development
and good marketing.
The powertrain revenue is
dominated by the battery
pack – 71% of the forecast
2026 revenue, or as much
as 87% if we include BMS
and battery thermal in the
total. This is a higher share
than is often the case: for
trucks and off-road machinery
the battery pack's
related value is lower.
The power required for
buses is not as high as
some trucks or off-highway
machinery as they often
operate at low speeds in
cities. Therefore, the value
of motors and inverters is
more modest than in the
case of trucks and off-road
vehicles.
nents is still forecast to increase. Some
companies are trying to avoid cutting
prices as the difficult environment of
2022 made it hard to make a profit and
the hope is to return to profitability by
maintaining prices at the same level in
2024. However, we believe that holding
prices steady will be difficult as competitive
pressures will likely return in
2024.
Jamie Fox (Interact Analysis)
16
17

OUTLOOKS
18
BATTERY PRODUCTION PLANS IN HUNGARY. INVESTMENTS AND STRATEGIES
INTO EUROPEAN
BATTERY HEAVEN
Hungary emerges as a key hub for EV battery
production, attracting manufacturers and
suppliers. Government aims to achieve 250
GWh/year capacity (today it’s 87 GWh/year)
Hungary - the future paradise for
EV battery manufacturers?
Over the last years, many of the
leader EV traction battery manufacturers
and their suppliers chose Hungary
as the location of their newly established
manufacturing plants. This is in line with
the goal of the Hungarian government to
become one of the main battery producer
countries not only in Europe, but also at
global level. We provide an insight into the
background of the events and an overview
about the companies involved.
As we all know by now, the future of the automotive
industry - including buses - is green
and electric, but Europe, the former frontrun-
Hungary economy minister
Márton Nagy stated that the
government has plans to
build up an annual battery
production capacity of 250
GWh in the next few years,
which, according to him,
would cover 35 percent of
the European needs and
would put the country to
the fourth place worldwide
(after China, US, Germany).
By November 2023, battery
production capacity in
Hungary reportedly already
reached 87 GWh/year.
HUNGARIAN BATTERY LANDSCAPE TAKING SHAPE
Name Origin Total annual Location of Starting year Main Use of the brand’s
production output Hungarian plant(s) of operation customers products in e-buses
BYD China t.b.a. Fót t.b.a. BYD BYD (with own
and custom bodywork)
CATL China 100 GWh Debrecen 2025 BMW, Daimler, Yutong, Higer,
Tesla, Toyota,
King Long, Solaris,
Volkswagen, Volvo etc. CaetanoBus, Ikarus etc.
EVE Power China 28 GWh Debrecen 2026 BMW
Samsung SDI South Korea 40 GWh+ Göd 2017 BMW, Hyundai, Mercedes-Benz, Van Hool,
Stellantis, Volkswagen Gillig, IIA, Otokar,Credobus etc.
SK Innovation South Korea 47,3 GWh* Komárom, Iváncsa 2019 Daimler, Volkswagen
Sunwoda China t.b.a. Nyíregyháza 2025 t.b.a.
*possibility to be increased to 53,5 GWh
EV battery cell, module and pack manufacturers in Hungary
ner of the industrial revolution, now seems
to struggle to take part in the global transition.
One of the key products of the future
are traction batteries, essential components
of any electric - or even fuel cell powered -
vehicles. While the center of battery R&D
is typically located in the Far East, Europe
is trying to stay competitive by hosting local
factories of the industry leading companies.
Within the European Union, Hungary puts a
particularly high stake on EV battery plants,
in the hope that it will find itself among the
leading countries of an emerging industry
within a few years.
A way to remain part of the game
Commitment to green mobility is not the
only motivation for attracting large battery
manufacturers to the small Central European
country. As automotive industry gradually
turns to more sustainable - practically electric
- drivelines, fear of change (and the loss
of the combustion engine market) also increases
in Hungary, whose economy is currently
highly dependent on automotive industry.
Today, according the the estimations of the
government, the conventional automotive
sector is responsible for nearly 20 percent
of the country’s total GDP, which comes
not only from the large OEMs present at the
country - namely Suzuki, Audi, Mercedes-
Benz, Stellantis (Opel), with a new BMW
assembly plant being under construction -,
but also the many local and multinational
industry suppliers settled in Hungary during
the last decades. However, producing traction
batteries in large amounts seems to be a
good card to remain part of the game in the
future as well.
For the above reasons, the establishment of
factories related to the EV battery industry
(including supplier products) enjoys huge
financial and political support from the Hungarian
government - a reason often mentioned
by the battery manufacturers themselves
when they are asked about their reasons why
choosing Hungary as the location of their
newest plants. The central position of the
country within the region, the local big car
factories and the relative proximity of others
in the neighbouring countries - such as Slovakia,
Romania or even the Czech Republic
- also contributes in making Hungary a considerable
place for such investments.
The full EV supply chain
In almost every month in 2023, the Hungarian
media could report on the announcement
of the establishment of a new plant related to
the EV battery industry. Márton Nagy, national
economy minister of Hungary stated at a
press event in September that the government
has plans to build up an annual battery production
capacity of 250 GWh in the next few
years, which, according to him, would cover
35 percent of the European needs and would
put the country to the fourth place worldwide,
right after China, the United States and
Germany. Indeed, by November 2023, battery
production capacity in Hungary reportedly
already reached 87 GWh/year, not including
the newest SK Innovation plant, which is
expected to begin production soon and to
provide an additional output of 30 GWh/year
alone when operating on full throttle.
It is also worth mentioning that not only battery
cell and module producers, but also all
participants of the whole supply chain, such
as electrolyte, anode, cathode, aluminum/
copper foil, separator foil and battery part
manufacturers, as well as industrial waste
recycling firms are welcomed by the Hungarian
government, which is well demonstrated
by the various recent local investments of
these companies. Moreover, there are even
plans for local lithium extraction, by exploiting
geothermic deposits.
A hotspot of Eastern investments
EV battery cell and module manufacturers
currently present at Hungary come from the
Far East - namely South Korea, Japan, and,
first of all, China. The supplier segment is
also dominated by these countries, for whom
setting up a local production base in a relatively
cheap but well-located EU-member
state provides an entrance to the European
market. Some political concerns raise at European
level, especially in case of China.
And where are all these batteries going, can
we see them in e-buses? Well, although the
products of some of these manufacturers,
such as Samsung SDI or CATL can be found
in electric buses too and some of the locally
produced cells would be suitable for use in
19

OUTLOOKS
LOW-VOLTAGE BATTERY MANUFACTURERS
Apart from the industry-flagship traction batteries, producers of low-voltage
starter batteries also enjoy considerable support from the Hungarian
government. Japanese battery manufacturer GS Yuasa opened its first
European factory in Miskolc, northeastern Hungary, in 2019, where 12V
automotive lithium-ion batteries are produced.
The initial production capacity of
500,000 units/year is planned to be increased
soon, but the company’s future
vision also include installation of lithium-ion
cell manufacturing process in the
plant. Jász-Plasztik - which is an exception
in a context dominated by Far Eastern
companies, since it is a Hungarian-owned
firm - also received state financial support
in recent years to increase its production
capacity.
electric or fuel cell powered buses as well, at
the moment most customers of the battery industry
products produced in Hungary are coming
from the passenger car business. Some
of the OEMs representing the main customer
market also operate in Hungary, while the
local Hungarian bus industry - which is currently
a shadow of its former glory, although
some developments have been done the
last years - plays a negligible role for now.
The only exception is BYD, which operates
(among others) a bus assembly plant in Hungary
and uses its own batteries.
In below, we provide a slight overview about
the EV battery producer companies which
already operate manufacturing plants in
Hungary or announced to do so in the near
future. We also take a look at their products
and manufacturing capacity.
BYD
An internationally well-known and respected
Chinese company, BYD has special connections
in Hungary. Its already mentioned bus
assembly plant in Komárom started operations
in 2017, and now is the only foreignowned
bus factory in a country which has a
huge heritage in bus and coach manufacturing.
BYD is also the current leader of the
local e-bus market, but buses will not be the
only vehicles that roll off Hungarian production
lines. On December 22, 2023 it was officially
confirmed that BYD will build up its
first European electric passenger car assembly
plant in the city of Szeged, in the southeastern
corner of Hungary. Last but not least,
BYD’s battery business branch also plans to
establish a manufacturing unit in the country,
namely at Fót, in the northeastern agglomeration
of Budapest.
It is important to note that unlike the previously
mentioned EV battery makers, BYD
would not manufacture battery cells in Hungary,
but would establish an assembly plant
for battery packs, without the use of harmful
chemicals. When officially announcing
the new plant’s arrival in June 2023, Péter
Szijjártó, minister of foreign affairs and trade
of Hungary stated that the total value of the
investment is 10 billion HUF (nearly 27 million
euros), with a financial support of 1 billion
HUF from the Hungarian government.
The initial plans include a workforce of
100 people. The battery modules and packs
would be assembled from cells based on Li-
FePO4 chemistry, which themselves would
come to Fót from other BYD facilities. The
Hungarian-assembled batteries are intended
for use in various electric vehicles, including
e-buses. However, neither the exact vehicle
types, nor the factory’s planned production
output has been confirmed yet.
CATL
The largest EV battery maker of the world for
six consecutive years by now (according to
the 2022 report of the SNE Research market
SK Innovation
Another major player from South Korea,
battery industry giant SK Innovation operesearch
and consultant company from South
Korea), CATL is a well known supplier of
many electric cars and buses worldwide. The
Chinese industry giant is also considered to
be one of the most important company in the
Hungarian economy in the future. Although
not operating yet, it is already decided and
officially announced that CATL will establish
a huge battery cell manufacturing plant
in Debrecen, the second most populous city
of Hungary. This will be the second battery
manufacturing base of the company outside
China, after commissioning the first such
unit in Erfurt, Thuringia, Germany.
The project, which is the biggest greenfield
investment to date in Hungary with its total
value of 7.34 billion euros, enjoys great support
from the Hungarian government, in order
to create an estimated 9,000 jobs locally.
According to the available industry news,
CATL’s Debrecen plant will produce NMC
cells in prismatic and cylindrical format. Production
output in the first phase will be an
impressive 40 GWh/year, with plans already
announced to increase it to even 100 GWh/
BYD plant is the only
foreign-owned bus factory
in Hungary. The group
has plans to establish an
assembly facility for battery
packs. CATL will establish a
battery cell manufacturing
plant in Debrecen, the
second most populous city
of Hungary. This will be the
2nd battery manufacturing
base of the company
outside China, after the one
in Erfurt, Germany.
year in the near future. Trial production is
planned to start at the beginning of 2025.
Modules and cells produced at the Debrecen
factory will appear in electric models of approximately
30 different car manufacturers,
including BMW, Daimler, Volkswagen, Toyota,
Volvo and Tesla. CATL traction batteries
are also widely used by e-bus manufacturers,
among others the world’s largest
bus and coach manufacturer Yutong and the
Hungarian brand Ikarus.
EVE Power
In May 2023, another major battery industry
investment was officially announced on the
Hungarian media: EVE Power, another powerful
Chinese participant of the EV battery
industry, will establish its first European production
plant in Debrecen. It will supply 6thgeneration
cylindrical lithium-ion battery
cells, most probably in a 4695 format, for the
future BMW battery module assembly plant
located also in the same city, with a massive
production capacity of 28 GWh/year. The total
value of the investment exceeds 1 billion
euros (from which 37.5 million euros come
from the Hungarian government as financial
support). The factory is expected to start operating
in 2026, with a workforce of more than
1000 people.
Samsung SDI
Samsung SDI, one of the leading EV battery
cell producers worldwide, can be considered
as a pioneer of the traction battery industry
in Hungary, as it started to construct its first
traction battery plant in the country as early
as 2016, located at Göd (sometimes written
as „Goed” in the international media), a town
about 25 kilometers north of Budapest. In
fact, it was a brownfield investment by converting
Samsung’s own former cathode ray
tube factory, which was closed two years before,
due to the market loss of the technology.
The new battery plant’s inauguration ceremony
was held in 2017, quickly followed by
a further expansion investment of 1.2 billion
euros in the same year. As a result, the second
unit was completed in 2019 and reached full
production capacity (more than 6 million
cells/month) by January 2022. By now the
total manufacturing output increased to 40
GWh/year. Prismatic battery cells produced
here are are used in electric cars of BMW,
Volkswagen and Stellantis. The Hungarian
plant will also supply sixth-generation P6
prismatic NCA cells for Hyundai Motor’s
electric vehicles dedicated for the European
market, starting from 2026.
In January 2023, there were reports that
Samsung SDI would expand its operations in
Hungary with a new production plant, with
a similar output as the previous two. According
to the rumours, this facility would produce
46120-type cylindrical cells, to be used
exclusively in BMW cars - more precisely,
the planned new manufacturing unit is expected
to supply the also recently-announced
BMW battery module assembly plant in Debrecen,
Hungary.
From an e-bus perspective, Samsung SDI
cells are used in the traction battery packs of
Akasol, which itself is a supplier of Mercedes-Benz,
Van Hool and Industria Italiana
Autobus. The current Hungarian market leader
Credobus will also use these packs in
its all-new zero emission bus family, scheduled
to be introduced in 2024. Also, battery
technology of Samsung SDI is used in Webasto
batteries, which can be found for instance
in Otokar e-buses.
20
21

OUTLOOKS
THE CHAIN OF EV
BATTERIES
Not only the main cell and battery
manufacturers, but also many
supplier companies are already
present in Hungary with manufacturing
capacities, producing
vital components of EV batteries.
Just to list a few: cathode material
(EcoPro, Huayou Cobalt, Toyo
Ink), electrolyte (Soulbrain), separator
film (LG Toray, Semcorp,
W-Scope), aluminium and copper
foil (Lotte Aluminium and Volta
Energy Solutions/Doosan, respectively),
housing (NICE LMS,
Sangsin) and various other battery
parts (Bumchun Precision,
HALMS, INZI Controls, Mektec,
Sang-A Frontec, Shenzen Kedali,
Shinheung SEC), while recycling
industry is represented by companies
like Dongwha Electrolyte,
JWH and SungEel Hitech.
rates three plants in Hungary by now. Two
of them are located in Komárom - the same
northwestern Hungarian town which is the
home of BYD’s now-only European bus assembly
plant -, while the newest, third unit
recently started operation at Iváncsa, with
an almost twice higher production output
than the former two combined.
The original Komárom plant - which was
the first European plant of the company,
operating since the end of 2019 - produces
third-generation pouch battery cells, with a
manufacturing capacity of 7.5 GWh/year,
on a total of five assembly lines. Capacity
was increased by a further 9.8 GWh with
the commission of the second manufacturing
unit in 2022, which has a capability
to be scaled up to even 16 GWh/year.
The number of employees, originally
475, was also boosted by another 1,000.
These two plants mainly supply battery
cells for the electric vehicles of Daimler
and Volkswagen.
The company’s newest, third factory in
Hungary will operate at Iváncsa, a small
town 51 kilometers southwest of Budapest.
Just in order to perceive the dimensions
and the importance of this project,
at the time of its official announcement
in early 2021, it was considered to be not
only the largest green field investment in
the history of Hungary up to that point
(value: 1.9 billion euros), but also the largest
EV battery plant in Europe.
Although the factory buildings are ready
and production is expected to start soon, various
works are still remaining around the
plant, such as the construction of road and
industrial railway connections, and the set
up of service infrastructure. When operating
at full capacity (expected from mid-2024,
although the plant’s full completion is only
scheduled for 2028), the facility will provide
an annual production output of 30 GWh,
with a workforce of 2,500 people. SK Innovation
has ambitious plans to increase
its global annual production output to 125
GWh by 2025 and to 500 GWh by 2030, in
which they assign a large role to their Hungarian
manufacturing capacities, along with
their facilities in South Korea, China and
the United States.
SK Innovation’s Hungarian plants were
also involved in some safety issues: in
June 2023, dozens of workers experien-
ced sickness during the construction of the
Iváncsa plant after inhaling an unknown
chemical. This incident was also widely reported
in the local media.
Sunwoda
At the end of July Sunwoda also officially
announced that it would build a new battery
plant in Hungary. The Chinese company’s
first European manufacturing facility will
be established in Nyíregyháza, a city in
the northeastern region of the country, with
an initial investment of 245 million euros.
However, in medium to long term this may
increase to even nearly 1.5 billion euros,
creating more than 1,000 jobs locally. The
size of the planned production capacity and
the type of battery cells to be produced have
not yet been announced. Construction of the
factory will start in 2024, with production is
expected to begin at the end of 2025.
Sunwoda is considered among the top 10
EV battery manufacturers worldwide based
on market share, and is a supplier of
Volkswagen, the Renault-Nissan group and
Dongfeng, among others. However, customers
of the products to be manufactured in
Hungary have not yet been named, it was
only communicated that the new plant will
work for the “international market”.
To sum up, the building up of the new industry
(made not only of battery manufacturer
but also of low-voltage modules providers
and suppliers, as mentioned in the boxes) is
well on its way in Hungary. The number of
the settled companies is expected to increase
even more in the near future, for example
there are rumors about the possible arrival
of Hangke Technology, another EV battery
industry player from China.
Gellért Patthy, Magyarbusz [Info]
Sustainable mobility of the future
FOR A
BETTER
LIFE.
22
www.irizar-emobility.com

OUTLOOKS
A PWC STUDY LOOKS AT THE TCO OF ZERO EMISSION BUSES
THE COSTS OF E-MOBILITY
THE AUTHORS
Maximilian Rohs is Director
Infrastructure & Mobility at
PwC Germany
(maximilian.rohs@pwc.com).
Felix Krewerth is Senior
Associate Infrastructure &
Mobility at PwC Germany
(felix.krewerth@pwc.com).
Where now for Germany’s zero
emission bus market? Can the decade
of the e-bus be sustained? Financial
support is crucial for hitting targets.
Focus on TCO, procurement’s methods,
standardization
Around 2,900 buses affected
by the Clean Vehicles
Directive are procured each
year in Germany. In the
first period of the directive,
which runs until the end
of 2025, at least 22.5% of
these buses (approx. 650
buses per year) must be
zero-emissions. This figure
will rise to 32.5% from 2026
onwards, or around 950
zero-emissions buses per
year. German operators
have demonstrated that
they can achieve these
procurement targets if the
conditions are right: 2023
saw over 770 zero-emissions
buses enter service in
Germany.
For many German bus operators,
the changeover to a zero-emissions
fleet is in full swing. Many others
have ambitious plans ready to go.
But as with most things, this transition has
a price: decarbonising bus fleets requires
heavy investment. The Federal Ministry for
Digital and Transport (Bundesministerium
für Digitales und Verkehr, or BMDV) re-
cently extended its comprehensive funding
programme for zero-emissions buses, but
has now had to cancel this programme following
the high-profile ruling by the Federal
Constitutional Court on 15 November 2023
concerning the German Federal Government’s
Climate and Transformation Fund
(Klima- und Transfomationsfonds, or KTF).
The Federal Government had financed the
KTF by transferring €60 billion of borrowing
– authorised during the Covid-19 pandemic
– into a Federal Special Fund for use
over subsequent financial years, an action
which the court declared unconstitutional.
With this source of funding now having
dried up, does this mean that operators in
Germany will have to reconsider their plans
for electric bus fleets?
Federal subsidies’s role
With the BMDV programme now having
been withdrawn, continuing the changeover
to electric buses is set to be a major economic
challenge for the sector. The first three
rounds of funding were massively oversubscribed,
and analysing total cost of ownership
(TCO) data explains why: despite
electric buses being cheaper to operate than
traditional types, these savings do not fully
offset their much higher procurement costs –
particularly in the case of battery buses.
Based on PwC’s cost model, our TCO analysis
factors in all costs that are directly associated
with a bus and putting it into service,
using an example which compares the
capital costs (CAPEX) and operating costs
(OPEX) of non-articulated diesel and battery-electric
buses. All expected costs were
aggregated and then divided by the bus’s
service life (12 years) at the point of entry
into service (2024). The operating cost analysis
included dynamic diesel and electricity
prices – for example, it factored in the increases
in carbon taxation which are expected
to occur in Germany. The values shown
in the diagram below are averages over the
bus’s service life.
Comparing the TCO clearly shows where the
additional costs lie for battery buses: namely,
in the capital costs of the buses and the
necessary infrastructure. Based on current
information, including more than 1,000 price
points for battery buses, the average procurement
price of a non-articulated battery-electric
bus is around €600,000. This has to be
financed by the operator, and is around 2.5
times more than for a diesel bus of the same
size, which has a price tag of only around
€260,000. The now-withdrawn funding pro-
grammes for electric buses provided subsidies
for 80% of the additional capital costs,
thus reducing the costs to be borne by the bus
operator to around €330,000. Under the assumptions
used for our analysis, this would
bring the TCO of battery buses down very
close to that of diesel buses.
One-to-one replacement is possible
Provided that vehicle schedules are suitably
modified, practical experience has also
shown that a gradual changeover to battery-electric
buses (as generally practised in
Germany) can usually be achieved without
needing to procure a large number of additional
vehicles to compensate for their shorter
range. As the technology currently stands,
however, a rapid changeover may require a
certain number of extra buses (and therefore,
COST PER KM
1,80€
1,60€
1,40€
1,20€
1,00€
0,80€
0,60€
0,40€
0,20€
0€
0,32 €
0,77 €
0,36 €
solo diesel
vehicle capex
charging infra capex
workshop infrastructure capex
energy opex
maintenance vehicle/infra opex
battery replacement opex
0,02 €
0,14 €
0,31 €
0,41 €
0,07 €
0,82 €
solo BEV
Total Costs of Ownership by drivetrain
in €/km (12 m bus, base year 2024, 60.000
vehicle-km p.a., 12 year utilization)
Source: PwC
24
25

OUTLOOKS
A LOOK AT THE LEGAL FRAMEWORK
A look at the legal framework
– in particular, the Clean Vehicles
Directive, in force since
2021 – shows that operators
will have to keep up the current
pace of change in order to
comply with the procurement
rules in force at the national
level in Germany. Assuming
a nationwide city bus fleet of
around 35,000 buses (EU vehicle
category M3, class I/A) and
a working life of twelve years,
around 2,900 buses affected
by the Clean Vehicles Directive
are procured each year in Germany.
In the first period of the
directive, which runs until the
end of 2025, at least 22.5% of
these buses (approx. 650 buses
per year) must be zero-emissions.
This figure will rise to
32.5% from 2026 onwards, or
around 950 zero-emissions
buses per year. German operators
have demonstrated
that they can achieve these
procurement targets if the
conditions are right: 2023
saw over 770 zero-emissions
buses enter service in Germany,
around 730 powered
by batteries and 40 by fuel
cells. The procurement figures
in 2022 – 525 battery buses
and 61 fuel cell buses – also
came close to the Clean Vehicles
Directive target. In total,
more than 2,600 fully electric
buses (battery-electric, fuel
cell-electric and trolleybuses)
were in service in Germany at
the end of 2023, the vast majority
powered by batteries.
The BMDV’s funding programme
began in 2021 and
followed on from the first major
federal funding programme
for electric buses, launched by
the Federal Ministry for the
Environment, Nature Conservation,
Nuclear Safety and
Consumer Protection (Bundesministerium
für Umwelt,
Naturschutz, nukleare Sicherheit
und Verbraucherschutz,
or BMUV) in 2018. Following
the change of government in
2021, this programme was
transferred to the Federal
Ministry for Economic Affairs
and Climate Action (Bundesministerium
für Wirtschaft
und Klimaschutz, or BMWK).
The importance of this initial
programme for getting
the German electric bus market
moving can be seen from
the number of buses it funded:
around 1,450 of the 2,640
electric buses in service today.
The first two rounds of the
BMDV programme also delivered
funding for no fewer than
2,250 additional eco-friendly
buses by the end of 2027. It
remains to be seen how many
will be funded by the third
round. BMDV funding is not
limited to particular technologies,
but the three rounds of
funding delivered to date have
been dominated by demand
for battery buses. Some of the
buses funded by the BMDV are
already in service.
extra drivers), which would need to be appropriately
factored in.
Despite recent events, German bus operators
have not been left entirely to their own
devices to finance fleet decarbonisation.
Many of Germany’s state governments already
have their own programmes to fund
electric buses and the necessary charging or
fuelling infrastructure. For example, North-
Rhine Westphalia – Germany’s most populous
state – subsidises 60% of the additional
capital costs for electric buses and 90% of
total capital costs for charging infrastructure.
However, there are also states which
do not have any funding programmes for
electric buses at present; these states should
follow the trail blazed in North-Rhine West-
With the BMDV programme
now withdrawn, continuing
the changeover to ZE buses
is set to be a major economic
challenge for the sector.
The first 3 rounds of funding
were oversubscribed,
and analysing TCO data explains
why: despite e-buses
being cheaper to operate
than ICE ones, savings do
not fully offset their much
higher procurement costs.
phalia and elsewhere.
Another important step came in November
2023: 14 out of Germany’s 16 state governments
reached an industry-wide agreement
with key industry associations and umbrella
organisations in local government to work
together to deliver the change required by
the Clean Vehicles Directive. Only Berlin
and Baden-Württemberg did not join the
agreement, which initially apportions responsibility
for complying with the first period
of the Clean Vehicles Directive, up to
the end of 2025.
How to cope with less funding?
With less funding now available to go
around, it is more important than ever for
bus companies and transport authorities to
make procurement of electric buses and
related infrastructure as economic and efficient
as possible. This increased focus
on procurement price is likely to increase
price pressure on established bus manufacturers
– not least due to global competition,
such as from China.
Standardisation is another topic which needs
more attention. Demand in the German bus
market is currently very heterogeneous, hindering
the development of economies of
scale which would reduce production costs
for manufacturers. New procurement models
for pooling demand should be considered
to reduce this problem – for example, a German
version of Italy’s procurement authority
(Consip). Building infrastructure for joint
use by multiple operators – or even companies
in other industries – would also be a
common-sense way of generating synergies.
There is also room for bus operators to improve
efficiency when it comes to operating
costs. Energy costs, for example, can
be reduced by introducing an optimised,
grid-friendly charging strategy while
Based on current information,
the average procurement
price of a non-articulated
battery-electric
bus is around €600,000.
This has to be financed
by the operator, and is
around 2.5 times more
than for a diesel bus of the
same size (€260,000). The
now-withdrawn funding
programmes for e-buses
provided subsidies for
80% of the additional capital
costs, thus reducing
the costs to be borne by
the bus operator to around
€330,000. This would bring
the TCO of battery buses
down very close to that of
diesel buses.
EVOLUTION OF THE GERMAN BUS MARKET
2.500
2.000
1.500
1.000
500
0
67
1.073
19
512
14
197
2018 2019 2020 2021 2022 2023
Development of zero emission bus fleet in Germany by drivetrain (Dec. 2023)
Source: Source: PwC
84
145
1.598
BEV FCEV PHEV Trolley
185
2.332
also procuring power on the spot market.
This does, however, require operators
to develop the necessary processes and
know-how. Carbon trading, by contrast,
involves little bureaucracy for operators,
unlocking additional revenue on the order
of €5,000–€12,500 per battery bus per
year, although the volatile price of carbon
means that this income cannot be relied
upon for planning.
Maximilian Rohs, Felix Krewerth
26
27

COMPARISON
IVECO BUS CROSSWAY LE - SETRA MULTICLASS S 500 LE
FIGHT IN CLASS 2
Accessibility, flexibility and
‘readiness’ to host alternative
tractions: this is why Low Entry buses
are gaining more and more ground.
Here we go with a technical ‘vis-à-vis’
between two recently-renewed big
names in the segment...
The Low Entry is a type of bus
that is destined to become more
and more popular, at least in
the Class II segment. The reasons
for such popularity are essentially
two: one is related to accessibility, the
other to the ecological transition. The
(partially) lowered floor enables fast
passenger handling and only requires
a practical and quick manual ramp for
wheelchair access. Moreover, it proves
more flexible to accommodate alterna-
tive drive technologies, which are almost
always positioned on the roof, perhaps
taking advantage of a specially modified
load-bearing structure in order to keep
the overall height within acceptable values.
On the other hand, Low Entry buses
ID CARD
Iveco Bus Crossway LE
Setra MultiClass 500 LE
Length mm 10,757 / 12,050 / 12,965 / 14,495 10,510 / 12,210 / 12,920 / 14,520
Width mm 2,550 2,550
Height mm 3,330 3,315
Wheelbase mm From 6,030 to 6,945 4,500 / 6,200 / 6,910 / 6,910
(1.530 mm axle 2 - axle 3 on 14,5m) (1.600 mm axle 2 - axle 3 on 14,5m)
Front overhang mm 2,725 2,710
Rear overhang mm 3,295 3,300
Seats n. - / 42 / 48 / 57 From 39 to 63
Tyres 275/70 R22.5 275/70 R 22.5 / 295/80 R 22.5
Entrance height mm 320 / 330 314 / 335
Fuel diesel, CNG, mild hybrid, BEV (12m e 13m) diesel, mild hybrid
Engine brand model FPT Cursor 9 Mercedes OM 936 / OM 470
Cylinders / displacement l 6 / 8.7 6 / 7.7 - 10.7
Power output hp 360 299 - 354 - 394 (3 axles)
Torque Nm/giri 1,600 / 1,200 1,200 - 1,900 -
Transmission ZF Ecolife 2 / Voith Diwa NXT ZF Ecolife 2 / Voith NXT /
Mercedes GO 190 / Mercedes GO 250 Powershift
Mild hybrid version? Yes (also CNG-powered) Yes
Output mild hybrid module kW 25 / 35 14
Battery-electric version? Yes No
Motor BEV model Cummins/Siemens ELFA (310 kW) -
Traction batteries FPT Industrial (up to 459 kWh) -
Front axle RI75E ZF RL82EC
Rear axle Meritor U17X Mercedes RO 440
Serbatoio gasolio / Adblue l 200 / 80 300 / 53
A comparison
between the
two most
representative LE
models, recently
updated: the
Setra MultiClass
contributed to
the boom in
this segment
and now offers
the revamped
500 series; the
Iveco Crossway
is the European
leader and offers
versions with
every type of fuel.
must necessarily give up some seats in
addition to the luggage compartment,
while generally maintaining the overall
passenger capacity.
In addition, they cost more than the
normal floor counterparts, positioning
themselves almost behind the fully lowered
buses.
Suburban service is set to change
So? The prevalence of the ecological
factor will certainly make this segment
grow, in an inevitable and definitive
transformation of the ‘classic’ suburban
service into a metro-suburban service.
But at that point, the question will be
whether it still makes sense to demand a
Class II on certain lines, where the construction
differences are probably not
justified by the final use of the vehicle.
For this ‘vis-à-vis’, we compare what are
arguably the two most representative LE
models, both of which have recently undergone
a range update: the Setra Multi-
Class, which contributed to the boom in
this segment with its previous 400 series
and now offers the revamped 500 series;
and the Iveco Crossway, which is the undisputed
European leader and offers versions
with every type of fuel.
28 29

COMPARISON
IVECO CROSSWAY LE
ALWAYS UP TO DATE
A champion of
variety in drivetrain
technology, the
Crossway has
been launched in a
updated version. The
facelift is combined
with the launch of
the BEV version
Europe’s most popular Low Entry
has further strengthened its market
position with natural gas (also
accompanied by mild hybrid module)
and even electric variants, thus meeting
the growing demand for alternative fuels for
extra-urban services. The modular structure
includes a body with side panels in plastic
material, as well as doors made entirely
of aluminium. The windows are of two
heights, but, unlike the Setra, they are joined
by a black body finish. The rear door is twoleaf
as standard, while the choice remains
for the front door, single or double. In the
case of the natural gas and electric versions,
the structure and bodywork of the front are
Built in Vysoke
Myto, the
Crossway LE is
available in four
lengths (10.8, 12,
13, 14.5 meters)
and has just
benefited from
a successful
facelift that
brings it closer
to the Streetway.
New LED light
clusters, fully
integrated in
a single body,
allow a better
positioning of the
ADAS systems.
suitably modified, so that the cylinders and
batteries respectively are recessed on the
roof, without altering the overall dimensions
in height. A truly wise choice.
Successfully facelifted
The interior is made with the utmost rationality
through the use of smooth, easily
cleaned plastic panelling and upholstery.
Furthermore, there are various possibilities
for customisation, both on the passenger
seats (as standard, there is the Lineo model,
made in-house, with fixed or reclining backrest
and armrest; other brands and models
are also available), as well as for the interior
walls (in laminate or carpeted), and for the
spacious overhead luggage rack (equipped
with individual service sets on request). The
low-floor section is either entirely flat or, at
the side of the aisle, with two fairly comfortable
bases. In the Class II layout, in order to
achieve maximum capacity for seated passengers,
four two-seaters are facing forward,
two of which are fixed on the highest part of
the front wheel arch. The interior layout allows
up to 42 seats to be placed on the 12-meter
version and 48 on the 13-meter model, in
addition to 2 possible folding seats, to which
at least twenty standing places can be added,
depending on the number of batteries
fitted. The air conditioning, in the diesel and
natural gas variants, is entrusted to a 32 kW
Thermoking series Athenia S805 system in
cooling mode and integrates, for the heating
function, unit heaters or wall-mounted convectors.
Back to the electric version, there
is currently a Thermoking E96I integrated
rooftop unit, which from 2025 will be joined
by a Konvekta UL700 CO2 heat pump system
that aims to optimise performance and
efficiency. Wall heating by circulating water
within convectors is managed by a Valeo
auxiliary heater that can be diesel-powered
(or HVO), electric or mixed (dual).
At the driver’s seat
The driver’s seat has recently been redesigned
and optimised in terms of space,
with a new dashboard featuring additional
and more rational controls. The central
dashboard integrates the traditional analogue
gauges and a 7-inch digital colour
display that shows the main vehicle
status information as well as signalling
any malfunctions, allowing good basic
onboard diagnostics. The driver’s seat
complies with VDV and EBSF (European
Bus System of the Future) standards
and can be separated from the passenger
compartment with full-height locks and a
flap for on-board ticket sales. Options for
the driver include the camera mirror system,
consisting of two views per side plus
30
31

COMPARISON
an additional camera for approaching the
right front corner.
Any drivetrain you may want
The Crossway LE is offered with diesel
or natural gas
(both with the
360-horsepower
Cursor 9)
engines, as well
as (since a few
time) electric
driveline. In
case of internal
combustion
engine, the
transmission is
available as a
six-speed ZF
manual gearbox
(for the
12-meter model
only), sixspeed
ZF Ecolife
6AP1700
automatic or seven-speed Voith NXT automatic
(four plus overdrive), to which the
mild hybrid module can be coupled.
On the other hand, as mentioned, the all-electric
version was recently launched. It uses
The Crossway LE is offered
with diesel or CNG (with the
360-hp Cursor 9) engines,
as well as the new BEV
driveline, that uses the
technology of the E-Way.
Available only in 12 and
13m lengths, the Crossway
Elec uses Siemens ELFA 3
central motor.
the already proven technology of the urban
E-Way. Available only in 12- and 13-meter
lengths, the Crossway Elec uses a central
motor, thus retaining the drive shaft and rear
axle of the engine-powered versions. The
motor will be soon the Siemens ELFA 3,
with 185 kW of maximum continuous power
and 310 peak power, as well as a maximum
torque of 3,000 Nm. The batteries are
high energy density modules based on NMC
chemistry, and they are partially assembled
in Iveco’s European factories (the individual
modules will also be made in-house in Turin
soon) and with an in-house developed BMS.
Each module has a capacity of 69 kWh and
a minimum of five to a maximum of seven
modules can be mounted. They are distributed
between the former engine compartment
(two) and the front of the roof (three to five).
Thanks to a 95 per cent ‘depth of discharge’,
the total usable capacity is an impressive
459 kWh, with an expected lifetime of up
to 15 years. Charging takes place via CCS2
combo sockets, which can be installed in
five different positions, or via direct or reverse
pantograph, in which case the power
delivered by the infrastructure can reach 450
kW. We’re talking about a vehicle, therefore,
that lends itself to both depot and Opportunity
in-line charging. For all variants, the front
axle is the Iveco RL75E with independent
wheels, while the rear axle is a hypoid type
with single reduction. In the three-axle configuration,
the third axle features electronic
control, which is active in forward and reverse
at low to medium speeds. All axles
also offer overload control, depending on
the maximum technically permissible wheel
load. The wheels only allow for 275/70
R22.5” tyres, the same tyres as on urban
vehicles but not those used on the Normal
Floor Crossway, proving not always suitable
for winding roads with frequent changes in
gradient. The load index limits the maximum
homologation mass to 19,100 kg, not
allowing full use of the 19.5 tonne limit. And
400 kg means at least five fewer passengers.
SETRA MULTICLASS S 500 LE
FOR THE DARING ONES
The MultiClass
500 LE is a
new project
that looks
to the future
thanks to an
unconventional
design. ADAS
are top-notch
Presented a few months ago and
seen at Busworld in October,
the new MultiClass 500 series
is not the result of a simple
restyling. On the contrary, it is a specific
design that optimises weight and integrates
all the safety devices that will become
mandatory in the coming months.
Design goes against the grain, avoiding
(more or less clumsy) attempts to harmonise
two different window heights, even
highlighting the separation between the
lowered front and the raised rear, inserting
a body-coloured element behind the
rear door. The front end benefits from the
aesthetic changes recently applied to the
Fog lights
are set into a
black panel,
which houses
the sensors
for Preventive
Brake Assist
2, a driver
assistance
system capable
of activating
partial braking
in the event
of obstacles,
while still
taking standing
passengers into
account.
turistic family, with new all-LED front
light clusters with an overlying ‘bar’ integrating
clearance lights, daytime running
lights and direction indicators. Further
down, the fog lights are set into a black
panel, which houses the sensors for Preventive
Brake Assist 2, a driver assistance
system capable of activating partial brak-
32
33

COMPARISON
ing in the event of obstacles, while still
taking standing passengers into account.
A modular redesign made it possible to
obtain four lengths, as for the other models,
all with a partially lowered floor.
The modular structure envisages, for all
variants, the same overhangs (2,710 mm
at the front and 3,300 mm at the rear),
just as the central door position remains
unchanged, always 1,540 mm in front of
the drive axle.
ing and an outward-rolling movement.
Seating capacities are interesting in configurations
without wheelchairs’ area,
from 39 to 63; in the case of a platform,
however, there are four fewer seats (excluding
any folding seats). Still speaking
about seats, there are different types
available on the MultiClass, depending
on whether Class I or Class II homologation
is requested. They range from the
monocoque for urban use, to the classic
fixed upholstered seat for short- and
medium-haul scheduled services, to the
Four sizes available
As anticipated, there are four sizes: 10.51
meters (S510 LE), 12.21 meters (S515
LE) and 12.92 meters (S516 LE) for the
two-axle versions, in addition to 14.52
meters (S518 LE) for the three-axle version.
The first vehicles in the intermediate
lengths are already on delivery, while for
the ‘normal’ and ‘extra-long’ models we
have to wait a few more months.
The two access doors in the lowered
section can be single (900 or 1,150 mm
compartment) or double doors (1,380 mm
compartment), with an optional third single
door behind the rear axle, with three
steps inside. Depending on the door type,
there is a choice between an inward-rollsemi-tourist
seat equipped with all the accessories
to cope with longer transfers in
comfort. According to this principle, even
the overhead luggage racks (available on
request only in the lowered part) can include
individual lights and air vents.
Air conditioning is provided by a roof unit
with a cooling capacity of between 32 and
39 kW, supplemented by a driver’s front
box with a separate evaporator, plus a set
of unit heaters for the passenger compartment.
There are even three types of dashboard
in the driver’s seat: the Cockpit
City (compliant with VDV regulations),
the Cockpit Basic City (more suitable for
scheduled service) and the Cockpit Basic
(more similar to the ComfortClass touring
range). Of course, each of these allows for
further customisation in the number and
position of individual controls.
How to improve driver’s life...
The rain sensor, the light sensor and the
electronically controlled parking brake
are standard equipment. The latter combines
practicality of use with safety: to
engage the brake, simply operate the
brake lever or the ‘P’ button, while to
release it, simply press the accelerator
or press ‘P’ again, integrating the hill
start assist function. Brake activation
can also occur automatically when the
driver unbuckles the seat belt while the
vehicle is stationary.
Options include an advanced 360° view
system, consisting of four cameras (two
on the sides and two on the heads) and
a 10-inch monitor mounted to the left
of the windscreen and divided into two
parts: one shows the four sides of the
bus at the same time, while the other
switches automatically according to the
direction taken or when reverse gear is
engaged (or according to the driver’s
choice). The device is normally active at
speeds below 30 km/h and can take images
up to a distance of 5-6 meters from
the vehicle, i.e. more than an entire lane.
The powertrain is made up of familiar
and reliable components: the two-axle
vehicles are equipped with the popular
7.7-litre OM 936 inline six-cylinder engine,
which is available in the two usual
power ratings of 299 and 354 horsepower;
the three-axle model, on the other
hand, is fitted with the 10.7-litre OM
470 inline six-cylinder engine with 394
horsepower. Both can be powered by
Seating capacities are interesting
in configurations
without wheelchairs’ area,
from 39 to 63; in the case
of a platform there are 4
fewer seats (excluding any
folding seats). Different
types of seats are available,
depending on the
homologation class.
HVO and the 7-litre model, like the Intouro,
can be complemented by the mild
hybrid module. In this case, a 14 kW auxiliary
electric motor is installed between
the engine and gearbox, acting as a current
generator when releasing and braking,
as well as supporting the heat engine
at start-up, thanks to two small 48 VDC
supercapacitors mounted on the roof. As
many as four gearboxes are available, although
not all of them can be matched
to all models: the Mercedes GO 190 sixspeed
manually-controlled mechanical
gearbox (for two-axle models only), the
ZF Ecolife 2 six-speed automatic gearbox,
the Voith NXT seven-speed automatic
gearbox, or the Mercedes GO 250
PowerShift eight-speed automated mechanical
gearbox. The GO 250 8 automated
mechanical transmission is paired
with the latest version of PPC (Predictive
Powertrain Control), which is capable of
adapting the gear shift programme to the
driver’s driving style and, above all, to
the topography of the road. The predictive
function integrates a vehicle localisation
system and a map archive for the
whole of Europe, so that it acts not only
when changing gears but also when approaching
crossroads, road junctions and
built-up areas; safety, driving comfort
and fuel consumption all benefit from it.
The axles remain the independent-wheel
ZF RL82EC at the front and the hypoid-type
Mercedes RO 440 at the rear,
with numerous
possible gear
ratios, ranging
from i = 3.1 to
i = 5.87, depending
on the
chosen transmission
and the
standard route
type. The third
axle of the 518
LE is independent-wheel
drive
and provides
active steering
control even
in reverse. Depending
on the
type of service
required, the
wheels can be fitted with either 275/70 R
22.5 city tyres or 295/80 R 22.5 extra-urban
tyres, which bring the sill height to
314 mm and 355 mm respectively, excluding
kneeling.
34
35

IN THE SPOTLIGHT
ISUZU CITIVOLT 12
MADE FOR CITIES
Isuzu enters the 12-meter e-bus
segment. It’s the first European OEM
relying on Proterra batteries, but
it’s unclear wether the company’s
‘splitting’ will affect contracts
The fact that electric mobility is the center
of gravity of bus manufacturers’ industrial
strategies is no longer news, but an
unstoppable macro trend. And Turkish
manufacturers have taken the electrification issue
head-on. Starting with Karsan, which has already
launched an entirely zero-emission range in 2021.
Otokar is also present, with a 12-meter model and
an electric mini, and the recent presentation of the
e-Territo and Kent Hydrogen (which, however,
will not be marketed immediately) at Busworld
2023. Isuzu Managing Director Tugrul Arikan
told Sustainable Bus (in late 2022) that the group
would have 12- and 18-meter battery-electric
buses in serial production by 2024. Grand Toro
and Kendo will follow. The Novociti Volt 8-meter
bus was launched in 2021. Behold, the time for
the Citivolt 12 has come.
The issue of Proterra
Let’s begin our description of this urban bus by
providing some measurements: the length is 12,030
mm, width is the standard 2,550 mm, while the
maximum height is 3,400 mm. The wheelbase is
5,850 mm, while the overhangs are 2,700 at the
front and 3,480 at the rear. Everything is standard.
Pulsating silently under the bodyshell are two motors
keyed to the hubs from ZF, model AxTrax. The
Friedrichshafen giant’s signature is a guarantee.
The maximum motor power is 250 kW, while the
continuous power is 120 kilowatts. The chemical
formula chosen for the batteries - positioned on the
roof - is NMC and their capacity varies from a minimum
of 247.5 to a maximum of 495 kWh, passing
through 330 and 412.5 options. The modules guarantee
a manufacturer-declared range of up to 480
kilometers. What about the supplier? At the end
of 2021, the manufacturer declared a partnership
Isuzu Managing Director
Tugrul Arikan told us that
the group would have 12
and 18m e-buses in serial
production by 2024. The 8m
Novociti Volt was launched
in 2021. The time for the
Citivolt 12 has come.
36
37

IN THE SPOTLIGHT
At the end of 2021, the
manufacturer declared a
partnership with Proterra
for battery modules for
the 12-meter and 18-meter
models (the Novociti
Volt is CATL-equipped).
It is unclear whether and
in what way the ‘splitting’
of Proterra’s business
will affect supply contracts
already signed
with third-party manufacturers,
as in the case of
Isuzu.
38
with Proterra for battery modules for the
12-meter and 18-meter models (the Novociti
Volt is CATL-equipped). Then, the
Californian company went bankrupt and
its bus production branch was taken over
by the American manufacturer Phenix
Motorcars, while the battery business
went to the Volvo group for $210 million.
It is unclear whether and in what
way the ‘splitting’ of Proterra’s business
will affect supply contracts already
signed with third-party manufacturers,
as in the case of Isuzu.
Back to the Citivolt. The batteries are recharged
with direct current using a type
2 CCS socket, with a maximum power
output of 150 kW. The time necessary to
fully recharge modules is estimated at two
to three hours at maximum power.
ID CARD
Length mm 12,030
Width mm 2,550
Height mm 3,400
Wheelbase mm 5,850
Front overhang mm 2,700
Rear overhang mm 3,480
Passenger capacity n. 100
Seats n. 28/34
Doors n. 2/3
Tyres 275/70 R 22.5
Motor
ZF AxTrax
Motor type
In-wheel
Peak output kW 250
Continuous output kW 120
Battery formula
NMC
Battery capacity kWh 247.5 - 330 - 412.5 - 495
Up to 34 seats on board
Now, let’s get on board this urban electric
bus. First, a note on the maximum
passenger capacity, which Isuzu calculates
at around 100. The standard version
provides between 28 and 34 seats,
depending on the configuration and seats
reserved for people with disabilities.
A ramp to facilitate wheelchairs getting
on and off is standard. Passengers can
access on board through three doors in
the standard version of the Citivolt 12,
or through two doors. Both the front and
rear doors are double-leaf, pneumatic
and open outwards. The seats can be up-
holstered in fabric or plastic, with optional
USB sockets. The digital display
showing the destination is standard, as
is the LCD screen, while wifi is optional.
The large windows provide single
glazing. The heating and cooling system
is also standard.
The braking system, which we have already
mentioned, is complete with ABS,
ASR, EBS and EBD as standard, as well
as ESC/ESP as an option.
A rich array of technologies is standard:
speed limiter, tachograph, parking
sensors, tire inflation kit, spare wheel,
front-rear fog lights and reversing horn
to signal the bus maneuver to other road
users. Let’s end with the cockpit: it can
be fully closed as an option or semiclosed
as standard.
Then, there is the manual or electric
windscreen blind, electric and heated
wing mirrors, pull-up mirror, seat light
and an ad hoc USB socket for the driver.
Last but not least is the independent air
conditioning system for the driver.
39

IN THE SPOTLIGHT
NEXT MODULAR VEHICLES NX23
COMING NEXT
An Italian start-up has developed a
pod for public transport applications.
Pods hook up to each other and
transform into buses. The dialogue is
open for an “industrial partnership”.
40
A
spaceship? A mobile home? None of the
above. This strange object on wheels is called
NX23, was created in Padua, is just over 3.6
meters long but is extendable by hooking up
several vehicles: that’s the great part! It has the ambition
of revolutionising the concept of mobility in the name of
modularity and on-demand services. Ten vehicles are on
the road as of end 2023, 50 are expected to roll off the
production lines in 2024. The X-hour of mass commercialisation
is set for 2026. In partnership with «a major
Italian bus manufacturer». But let’s move one step at a
time.
The minds behind the NX23 are those of Next Modular
Vehicles, an all-Italian start-up founded by the CEO
Tommaso Gecchelin, whom we met together with CCO
Domenico Giudici, Chief Engineer Edoardo Fantin
and Senior Automotive Advisor Giacomo Marra. We
climbed together aboard the pod, taking a little urban
trip, where it attracted the astonished and intrigued gazes
of pedestrians and motorists. And it couldn’t be otherwise.
Destination: on-demand transportation
In Milan the company plans to launch a pilot project
with the public transport authority AMAT, starting between
the end of 2024 and the beginning of 2025, thanks
to winning a European project. «AMAT will use our vehicles
as part of a new on-demand service. Citizens will
be able to call a vehicle via a mobile application. The
shuttles will be grouped according to service needs and
passengers will see on their mobile phones if they need
to transfer to another shuttle to reach their destination»,
Tommaso Gecchelin tells us.
The Next capsules can operate as a single ‘wagon’ or
connect to other modules according to real-time transport
demand. During peak hours, the vehicle can connect
to other ‘pods’ to cope with increased demand. During
less congested hours, the configuration can adapt to a
shorter and lighter layout, optimising energy use.
How can roads be decongested?
A step back. The starting idea «developed in my degree
thesis», Gecchelin says, «was to hypothesize
what would happen if people bottled up in traffic were
to group together in shared vehicles according to destination.
Since the results were incredible and the potential
for optimisation was extreme, we tried to create
a concept that would actually allow people to move
easily between various vehicles, which is logically not
possible between private cars». This is precisely the key
feature of Next: several capsules (up to five) can be mechanically
docked together (while alignment is enabled
by a proprietary computerised robotic system). When
docked together, up to three pods create a single vehicle
without joints.
When more than three pods are connected, the vehicles
become selectively articulated. People can move from
one pod to another through the front and rear door of
each pod, as each module is equipped with doors on
three sides. This ‘chain’ of pods hooked to each other
is an application that the company hopes to launch on
the road from 2026, the year in which «we plan to start
operating a public transport service with pods that dynamically
connect and disconnect». At the moment, the
target market «is VIP services, resorts, tourist destinations.
We are also gathering interest from the airport sec-
Ten vehicles are on the
road as of end 2023, 50 are
expected to roll off the production
lines in 2024. The
X-hour of mass commercialisation
is set for 2026. In
partnership with «a major
Italian bus manufacturer».
41

IN THE SPOTLIGHT
Subscribe to Sustainable Bus Magazine.
42
Next capsules can operate
as a single ‘wagon’ or
connect to other modules
according to real-time
transport demand. During
peak hours, the vehicle
can connect to other ‘pods’
to cope with increased
demand. When docked
together, up to three pods
create a single vehicle without
joints. When more than
three pods are connected,
the vehicles become selectively
articulated.
tor, where the vehicles could be used to connect
the car parks to the terminal». The NX23
model is currently undergoing homologation,
while «the other pod module we have already
tested in Padua has passed homologation tests
for M1 Vat», the start-up’s founder explains.
Between Italy and Dubai
The company operates globally with headquarters
in Padua, Veneto, in north-west Italy,
and an assembly plant in Dubai, where
Next has been collaborating with the transport
agency RTA since 2016. 15 people are
employed between the headquarters, where
research and development and prototype production
are located, and the Emirates. An important
milestone was reached in mid-2023
with an investment agreement by Paradigma
Management Consultancies, which injected
2.5 million euros into Next Modular Vehicles.
To date, around 10 vehicles are involved in
pilot projects, while 50 vehicles will start rolling
off the production lines in 2024, destined
for the European and Middle Eastern markets.
Next has so far concentrated on product
validation. Small-series commercialisation is
expected to start in mid-2024, while «in 2026
we expect to start mass commercialisation.
For marketing on public tenders and in the
public transport sector, we are discussing a
partnership with an Italian bus manufacturer,
which will allow us to scale up this challenging
market and move to larger production
volumes, over 500 units per year», Gecchelin
reveals.
Coming to technical specifications, the vehicle
features full electric drive with a peak
power output of 90 kW. The lithium-ion
battery operates at 400 volts and provides
a maximum capacity of 47 kWh. But «the
next model will have about twice the capacity»,
Gecchelin guarantees. There are five
passenger seats on board, to which is added
free space capable of accommodating up to
ten additional standing passengers, in compliance
with the permitted masses, for a total
capacity of 15 passengers.
Offsetting some undeniable acerbity in production
quality is the fact that the one we
tried is a pre-series product still immersed in
a process of progressive improvements and
upgrades.
But not only passenger transport is in the
spotlight. Applications in the freight market
are also in sight, particularly in last-mile services.
Gecchelin tells us: «Another possible
application is the connection between a first
pod used for passenger transport and a second
pod used for freight transport. In Padua, we
are about to launch a dynamic locker project
ID CARD
Length mm 3,676
Height mm 2,935
Width mm 2,450
Wheelbase mm 2,300
Seatings n. 5 + 1
Passenger capacity n. 15
Doors width front/rear mm 730
Side door width mm 1,120
Entrance height mm 350
Floor height from ground mm 650
Glass-to-glass width mm 2,410
Glass-to-glass length mm 3,200
Interior height mm 2,270
Empty weight kg 3,000
Peak power kW 90
Battery capacity kWh 47
as part of a European tender that we won. The
pods will be used for the delivery of goods.
In the event that some packages are not delivered,
they will be placed in a pod parked
in a strategic location in the concerned area
at the end of the day. The recipients will be
informed of the locker location so that they
can collect their parcels».
And another project is about to start: «In the
summer of 2024, we will launch a new project
in the tourist destination of Courmayeur,
through a partnership with the municipality
and the operator Arriva».
Your ticket to
the latest in
public transport
innovation
How to subscribe:
www.sustainable-bus.com
or write a e-mail to:
abbonamenti@vadoetorno.com
VADO E TORNO EDIZIONI via Brembo 27 20139 Milan Italy

PORTFOLIO
ALL THE ZERO EMISSION BUS MODELS
ON THE EUROPEAN MARKET.
PORTFOLIO
ALL THE ZERO EMISSION BUS MODELS
ON THE EUROPEAN MARKET.
ADL
Enviro200EV
Length m 9.6 / 10.2 / 10.9 / 11.6 / 12
Passenger capacity n. 80
Motor / output kW BYD / 90x2
Battery type
BYD / LFP
Battery capacity max kWh 348
Charging technology
plug-in
BMC
eBus k7, k9UD
Length mm 8,750 / 12,200
Passenger seats n. -
Motor / output kW BYD / 180 / 300
Battery type
BYD / LFP
Battery capacity max kWh 174 / 422
Charging technology plug-in/pant.
e.City Gold 10/12
Length mm 10,700 / 12,000
Passenger capacity n. 64 / 87
Motor / output kW Siemens / 180
Battery type
NMC / LTO
Battery capacity max kWh 385
Charging technology plug-in/pant.
HESS
Enviro 100 EV
Length mm 8,500
Passenger capacity n. 45
Motor type / output kW Voith / 260
Battery type
NMC
Battery capacity max kWh 354
Charging technology plug-in/pant.
Enviro 400 EV
Length mm 11,100
Passenger capacity n. 96
Motor type / output kW Voith / 410
Battery type
NMC
Battery capacity max kWh 472
Charging technology plug-in/pant.
Enviro 400 FCEV
Length mm 11,100
Passenger capacity n. 88
Motor type / output kW Voith / 350
Fuel cell system / kW Ballard / 60
Battery type
LTO
Battery capacity max kWh 30
Enviro 400 EV
Length mm 10,300 / 10,800
Passenger capacity n. 87
Motor / output kW BYD / 150x2
Battery type
BYD / LFP
Battery capacity max kWh 382
Charging technology
plug-in
BLUEBUS
Bluebus 6
Length mm 5,940
Passenger capacity n. 35
Motor type / kW Central / 140
Battery
Blue Solutions / LMP
Battery capacity max kWh 126
Charging technology
plug-in
Procity EV
Length mm 12,090
Passenger capacity n. 97
Motor / kW Hsvm 287 Aselsan / 250
Battery type
LTO
Battery capacity kWh 112
Charging technology pantograph
Neocity
Length mm 8,500 / 10,000
Passenger capacity n. 72 / 68
Motor / kW TM4 Sumo MD / 235
Battery type
Akasol / NMC
Battery capacity kWh 198
Charging technology
plug-in
BYD
BYD - Castrosua Nelec
Length mm 12,200
Passenger seats n. 92
Motor / output kW BYD / 300
Battery type
BYD / LFP
Battery capacity max kWh 422
Charging technology plug-in/pant.
BYD - UNVI DD13
Length mm 13,700
Passenger seats n. 77
Motor / output kW BYD / 300
Battery type
BYD / LFP
Battery capacity max kWh 484
Charging technology
plug-in
Estimate range km 350
CAETANOBUS
H2.City Gold 10/12 (hydrogen)
Length mm 10,700 / 12,000
Passenger capacity n. 64 / 87
Motor / kW Siemens / 180
Battery type
LTO
Fuel cell system
Toyota
Estimate range km 400
EBUSCO
Ebusco 2.2 (LE/LF)
Length mm 12,000/12,900/13,500/18,00
Passenger capacity n. 90/85/78/140
Motor / kW ZF / 250
Battery type
LFP
Battery capacity kWh 363/423/525
Charging technology plug-in/pant.
lighTram 10/12/19/25 DC
Length mm 10,790/12,000/18,750/24,750
Passenger capacity n. 58 / 103 / 136 / 224
Motor / kW - / 150
Battery type -
Battery capacity max kWh
510/610/710/820
Charging technology plug-in/pant.
HIGER
Steed
Length mm 8,500
Passenger capacity n. 48
Motor / kW -
Battery type
CATL / LFP
Battery capacity kWh 174 / 210
Charging technology
plug-in
Enviro 500 EV
Length mm 12,000
Passenger capacity n. 86
Motor type / output kW Voith / 410
Battery type
NMC
Battery capacity max kWh 472
Charging technology
plug-in
Bluebus 12
Length mm 12,068
Passenger capacity n. 109
Motor type / kW Central / 160
Battery type Blue Solutions / LMP
Battery capacity max kWh 441
Charging technology
plug-in
eBus B11, B13, B15, B18, B19
Length mm 10,816 / 13,275 /
14,775 / 18,150 / 18,750
Motor / output kW BYD / 300
Battery type
BYD / LFP
Battery capacity max kW
348 / 422 / 511 / 563
Charging technology plug-in/pant.
Ebusco 3.0
Length mm 12,000/18,000
Passenger n. 110/150
Motor / kW Ebusco / 250
Battery type
LFP
Battery capacity max kWh 350/500
Charging technology
plug-in
Azure 7, 9, 12
Length mm 7,000 / 9,000 / 12,000
Passenger capacity n. 86
Motor / kW Prestolite MD130D / -
Battery type
CATL / LFP
Battery capacity kWh 355
Charging technology
plug-in
44
45

PORTFOLIO
ALL THE ZERO EMISSION BUS MODELS
ON THE EUROPEAN MARKET.
PORTFOLIO
ALL THE ZERO EMISSION BUS MODELS
ON THE EUROPEAN MARKET.
IIA
IVECO BUS
ie bus
Length mm 10,850 / 12,160 / 18,730
Passenger capacity n. 76 / 95 / 155
Motor / output kW Irizar / 235
Battery type
Lithium-ion
Battery capacity max kWh 525
Charging technology plug-in/pant.
KARSAN
KING LONG
MELLOR
Citymood 10e, 12e
Length mm 10,620 / 12,100
Passenger capacity n. 80
Motor / kW Siemens 1DB2016 / 230
Battery type
NMC
Battery capacity max. kWh 330
Charging technology
plug-in
IKARUS
E-WAY
Length mm 9,510 / 10,735 / 12,060
Passenger seats n. 16 - 26 - 35
Motor / kW - /160
Battery type
NMC/LTO
Battery capacity max kWh 416
Charging technology plug-in/pant.
Streetway Elec
Length mm 12,000
Passenger capacity. 90
Motor type / kW Voith / 310
Battery type
NMC
Battery capacity max kWh 485
Charging technology
plug-in
ie tram
Length mm 12,165 / 18,730
Passenger capacity n. 99 / 155
Motor / kW Irizar / 190-235
Battery type
Lithium-ion
Battery capacity max kWh 350/525
Charging technology plug-in/pant.
ISUZU
e-Jest
Length mm 5,845
Passenger capacity n. 25
Motor / kW BMW / 125
Battery type BMW / Lithium-ion
Battery capacity max kWh 88
Charging technology
plug-in
Pev 6/9/12
Length mm 5,990 / 9.180 / 11,980
Passenger n. 23 / 27 / 36
Motor / kW King Long/Dana - 135/245/350
Battery type
LFP
Battery capacity max kWh 89/282423
Charging technology
plug-in
MAN
Sigma 7, 8, 9, 10, 11
Length mm 7,150/
8.750 /9.400 / 10,250 / 11,275 / 11,950
Passenger capacity n. from 33 to 80
Motor/kW Dana / -
Battery supplier
CATL
Battery capacity max kWh -
Charging technology
plug-in
MERCEDES
80E
Length mm 8,545
Passenger capacity n. 55
Motor/kW - / 170
Battery
CATL / LFP
Battery capacity max kWh 282
Charging technology plug-in/pant.
120E
Length mm 12,190
Passenger capacity n. 86
Motor/kW - / 240
Battery
CATL / LFP
Battery capacity max kWh 422
Charging technology plug-in/pant.
180E
Length mm 18,750
Passenger capacity n. 113
Motor/kW - / 350
Battery
CATL / LFP
Battery capacity max kWh 564
Charging technology plug-in/pant.
Crossway Elec
Length mm 12,000 / 13,000
Passenger seats n.. 44 / 48
Motor type / kW Siemens / 330
Battery type
NMC
Battery capacity max kWh 485
Charging technology plug-in/pant.
E-WAY H2
Length mm 12,000
Passenger seats n.. -
Motor type / kW Siemens / 310
Battery type
NMC
Fuel cell system
Hyundai
Battery capacity max kWh 485
Estimate range km 350
IRIZAR E-MOBILITY
Novociti Volt
Length mm 7,957
Passenger capacity n. 48
Motor / kW TM4 Sumo MD / 255
Battery type
CATL / LFP
Battery capacity kWh 211 - 268
Charging technology
plug-in
Citivolt 12
Length mm 12,030
Passenger capacity n. 100
Motor / kW ZF / 250
Battery type
NMC
Battery capacity kWh 495
Charging technology
plug-in
Novo Volt
Length mm 7,332
Passenger capacity n. 29
Motor / kW Allison / 320
Battery type
NMC
Battery capacity kWh 165
Charging technology
plug-in
e-Atak
Length mm 8,315
Passenger capacity n. 52
Motor / kW TM4 / 230
Battery type BMW / Lithium-ion
Battery capacity max kWh 220
Charging technology
plug-in
e-ATA 10/12/18
Length mm 10,750/12,220/18,300
Passenger capacity n. 79 / 89 / 135
Motor / kW ZF AxTrax / 250-250-500
Battery type
LFP
Batt. capacity max kWh 315/449/595
Charging technology plug-in/pant.
Lion’s City E 10/12/18
Length mm 10,575 / 12,000 / 18,100
Passenger capacity n. 67 / 85 / 120
Motor / kW Traton - 240/270/540
Battery type
NMC
Battery capacity max kWh 400/480/640
Charging technology
plug-in
MCV
MCV C127 LF
Length mm 12,000
Passenger capacity n. 90
Motor / kW ACTIA - 250
Battery type
NMC
Battery capacity max kWh 462
Charging technology
plug-in
eCitaro 12/18
Length mm 12,135 / 18,125
Passenger capacity n. 80 / 136
Motor / kW ZF AxTrax / 250
Battery type
Akasol / NMC**
Battery capacity max kWh 396 / 441
Charging technology
plug-in
eCitaro Fuel Cell 12/18
Length mm 12,135 / 18,125
Passenger capacity n. 88 / 128
Motor / kW ZF AxTrax / 250
Fuel cell system
Toyota
Battery type
NMC
Battery capacity max kWh 295/ 392
Charging technology
plug-in
OTOKAR
46
47

PORTFOLIO
ALL THE ZERO EMISSION BUS MODELS
ON THE EUROPEAN MARKET.
PORTFOLIO
ALL THE ZERO EMISSION BUS MODELS
ON THE EUROPEAN MARKET.
e-Centro C
Length mm 6,605
Passenger capacity n. 32
Motor / kW Dana TM4 / 205
Battery type
Svolt / NMC
Battery capacity kWh 110
Charging technology
plug-in
e-Kent C 12/18
Length mm 12,000/18,750
Passenger capacity n. 74/99
Motor / kW Voith / 410
Battery type
Webasto / NMC
Battery capacity kWh 350/560
Charging technology
plug-in
Kent C Hydrogen
Length mm 12,000
Passenger capacity n. 104
Motor / kW - / 410
Battery type
- / NMC
Fuel cell system
Ballard
Estimate range km 500
e-Territo U
Length mm 13,000
Passenger capacity n. 63
Motor / kW Voith / 410
Battery type
- / NMC
Battery capacity kWh 450
Charging technology
plug-in
QUANTRON
RAMPINI
Sixtron/Eltron
Length mm 6,110 / 8,000 Passenger
capacity n. 34 / 48
Motor / kW Dana / 230
Battery type
LFP
Batt. capacity max kWh 210
Charging technology plug-in / pant.
Hydron
Length mm 8,000
Passenger capacity n. 48
Motor / kW Siemens / 230
Battery type
Rampini / LFP
Fuel cell module / kW Loop Energy / 194
Estimate range km 400
SAFRA
Hycity
Length mm 11,857
Passenger capacity n. +100
Motor / kW ZF AxTrax / 250
Fuel cell module / kW Symbio / 45
Battery Microvast / NMC / 130 kWh
SCANIA
Scania-Castrosua 75 CS
Length mm 13,065
Passenger seats n. 44
Motor / kW - / 300
Battery type -
Batt. capacity max kWh 520
Charging technology
plug-in
SKODA
Skoda E’City 9, 12
Length mm 9,496 / 12,020
Passenger capacity n. 65 / 85
Motor / kW 100 / 160
Battery type -
Battery capacity max kWh -
Charging technology plug-in/plug-pant.
Skoda H’city
Length mm 12,020
Passenger capacity n. 85
Motor / kW 100 / 160
Battery type -
Battery capacity max kWh -
Estimate range km 350
SOLARIS
Urbino electric 15 LE
Length mm 14,890
Passenger seats max n. 65
Motor Central asynchronous / 300
Battery type
LTO / NMC
Battery capacity max kWh 470
Charging technology plug-in/pant.
Urbino electric 18/24
Length mm 18,000 / 24,700
Passenger capacity n. 145 / 155
Motor kW ZF -240/250
Battery type
LTO
Battery capacity kWh 800
Charging technology plug-in/pant.
Urbino 12/18 hydrogen
Length mm 12,000 / 18,000
Passenger seats max n. 37 / 52
Motor / kW ZF AxTrax / 250
Fuel cell module
Ballard
Fuel cell module power kW 70 / 100
Battery High Power / 30 kWh
Hydrogen capacity l 5 x 312/ (+3x190)
Trollino
Length mm 12,000/18,000/24,000
Passenger seats max n. 39/53/69
Motor / kW TSA-Skoda / 160-250
Battery type
Solaris LTO
Battery capacity kWh 30-90
Charging technologies Pant. / IMC
TEMSA
Avenue Electron
Length mm 12,000
Passenger seats n. 35
Motor / kW TM4 Sumo / 250
Battery type
NMC
Battery capacity kWh 240 - 300 - 360
Charging technology
plug-in
MD9 electriCITY
Length mm 9,496
Passenger seats n. 26
Motor / kW
TM4/250
Battery type
NMC
Battery capacity max kWh 200
Charging technology
plug-in
LD SB E
Length mm 2.365 / 13.080
Passenger seats n. 57 / 61
Motor / kW
TM4/250
Battery type
NMC
Battery capacity max kWh 350
Charging technology
plug-in
VAN HOOL
A12, A13, A18 Fuel Cell
Length mm 12,225/13,525/18,195
Passenger seats n. 41/47/51
Motor / kW Siemens - 160/210
Fuel cell Ballard / 70/100
Battery capacity max kWh
Actia / 24 - Akasol/132
Exqui.City 18/24 Fuel Cell
Length mm 18,610/23,820
Passenger seats n.. 46 / 60
Motor type 1 kW Siemens / 210
Motor type 2/ kW Siemens 320
Fuel cell
Ballard
Exqui.City 18/24 Trolley
Length mm 18,610 / 23,820
Passenger seats n. 46 / 61
Motor type/kW Siemens /320
Battery capacity max kWh 30 / 40
VDL
Citea new gen. LF-122 / LE-122
Length mm 12,200
Passenger capacity n. 110 / 105
Motor/kW ZF AxTrax / 250
Battery type
NMC
Battery capacity max kWh 490
Charging technology plug-in/pant.
Cizaris 12 EV
Length mm 12,180
Passenger capacity n. 81 to 95
Motor / kW Dana TM4 / 245
Battery type
CATL / LFP
Batt. capacity max kWh 242 to 424
Charging technology
plug-in
Urbino electric 9 LE/12
Length mm 9,270 / 12,000
Passenger seats max n. 31 / 43
Motor ZF AxTrax-TSA - 220 / 250-160
Battery type
LTO / NMC
Battery capacity max kWh 350 / 395
Charging technology plug-in/pant.
A12, A13, A18, A24
Length mm 12,225/13.525/18,195 78
Passenger capacity n. 41 / 47 / 51 / 65
Motor / kW ZF / 280 / 560
Battery type
Lithium-ion
Battery capacity kWh Akasol / 588/686
Charging technology
plug-in
Citea new gen. LE-135 / LE-149
Length mm 13,500 / 14,900
Passenger capacity n. 89 / 138
Motor/kW ZF AxTrax / 250
Battery type
NMC
Battery capacity max kWh 552 / 674
Charging technology plug-in/pant.
48
49

PORTFOLIO
Citea new gen. LE-181
Length mm 18,100
Passenger capacity n. 153
Motor/kW ZF AxTrax / 250
Battery type
NMC
Battery capacity max kWh 674
Charging technology plug-in/pant.
VOLVO
U11DD
Length mm 10,990
Passenger seats n. 82
Motor/kW Yutong TZ368XSYTB38/350
Battery type
CATL
Battery capacity max kWh 385
Charging technology
plug-in
WRIGHTBUS
The international media
focusing on innovation and
sustainability in public transport
Established 2018
Editor in chief
Stefano Agnellini
Managing editor
Riccardo Schiavo
Editorial staff
Fabio Butturi, Ornella Cavalli,
Alberto Gimmelli, Fabrizio Dalle Nogare,
Stefano Eliseo, Fabio Franchini,
Cristina Scuteri, Luca Vitali
Layout & graphics
Marco Zanusso (manager)
Editorial management
Fabio Zammaretti
ALL GOOD THINGS
COME IN THREES.
MAN Lion’s City E.
Printing
Industrie Grafiche RGM srl,
Rozzano (Mi)
Milano City Court Authorization
n. 109 – September 5th 2023 National Press
Register n. 4596 – April 20th 1994
n. R.O.C. 2880 30-11-2001
7900 Electric (MCV)
Length mm 12,000/18,000/18,700
Passenger capacity n. 95/150/145
Electric motor / kW 200 / 400
Battery type
LTO
Battery capacity max kWh 470 / 565
Charging technology plug-in/pant.
YUTONG
StreetDeck Hydroliner FCEV
Length mm 10,900
Passenger capacity n. 86
Motor / kW
Voith VEDS
Fuel cell module
Ballard
Fuel cell module power kW -
Battery
Forsee Power / NMC
Battery capacity kWh 48
Hydrogen capacity kg 27 (1,120 l)
StreetDeck Electroliner BEV
Length mm 10,900
Passenger seats n. 95
Motor / kW
Voith VEDS
Battery
Forsee Power / NMC
Battery capacity kWh 340 - 454
Charging technology
plug-in.
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Sustainable Bus subscription 4 Issues
80 euro
Back issues
25 euro
E12 Pro
Length mm 12,000
Passenger seats n. 61
Motor/kW Yutong YTM280-CV9-H/350
Battery supplier
CATL
Battery capacity max kWh 422
Charging technology
plug-in
GB Kite Hydroliner FCEV
Length mm 12,000
Passenger capacity n. 90
Motor / kW
Voith VEDS
Fuel cell module Ballard FC Move
Fuel cell module power kW 70 - 100
Battery
Forsee Power / NMC
Battery capacity kWh 30 - 45
Hydrogen capacity kg 35 - 50
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Copyright 2024 Vado e Torno Edizioni
50
U12
Length mm 12,170
Passenger capacity n. 75
Motor/kW Yutong TZ368XSYTB38/350
Battery type
CATL
Battery capacity max kWh 422
Charging technology
plug-in
GB Kite Electroliner BEV
Length mm 12,000
Passenger seats n. 90
Motor / kW
Voith VEDS
Battery
Forsee Power / NMC
Battery capacity kWh 340 - 454 - 567
Charging technology
plug-in.
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Copyright 2024 Vado e Torno Edizioni
Available in three lengths, the MAN Lion’s City E offers your public transport company
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