2024-02 SUSTAINABLE BUS
In this issue, all the figures on the European e-bus market 2023 (hint: over 40 of the new city buses were electric!), a reporting on #battery manufacturing plans underway in Hungary and their impact on the European #electricbus landscape, a focus on powertrain values and strategies in the realm of e-mobility. Plus, a piece on the challenges faced by #BEV bus adoption in Germany (yes, it's also a matter of TCO).
In this issue, all the figures on the European e-bus market 2023 (hint: over 40 of the new city buses were electric!), a reporting on #battery manufacturing plans underway in Hungary and their impact on the European #electricbus landscape, a focus on powertrain values and strategies in the realm of e-mobility.
Plus, a piece on the challenges faced by #BEV bus adoption in Germany (yes, it's also a matter of TCO).
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Sustainable<br />
US<br />
VADO E TORNO EDIZIONI<br />
www.vadoetorno.com<br />
FEBRUARY <strong>2<strong>02</strong>4</strong><br />
€ 22,00<br />
KEEPING IN<br />
E-MOTION<br />
OUTLOOKS<br />
European battery<br />
landscape takes<br />
shape in Hungary<br />
SPOTLIGHT<br />
Isuzu lands in the<br />
12-meter e-bus<br />
segment<br />
COMPARISON<br />
Intercity Low Entry,<br />
new bus families<br />
under analysis
Sustainable<br />
<strong>BUS</strong><br />
CONTENTS<br />
<strong>SUSTAINABLE</strong>-<strong>BUS</strong>.COM FEBRUARY <strong>2<strong>02</strong>4</strong><br />
4<br />
POST-IT<br />
Sustainable Bus Tour <strong>2<strong>02</strong>4</strong>:<br />
conferences in Milan and Strasbourg<br />
6<br />
TECHNO<br />
BorgWarner got license<br />
to produce blade battery<br />
10<br />
40<br />
8<br />
10<br />
INFRASTRUCTURE<br />
Genoa will have a flash-charged<br />
line in operation by end 2<strong>02</strong>5<br />
OUTLOOKS<br />
2<strong>02</strong>3 European e-bus market<br />
exceeded 6,000 registrations<br />
14<br />
Trends in e-bus powertrains:<br />
pricing, competition, move to in-house<br />
18<br />
Hungary is becoming EU battery<br />
hotspot: projects and goals<br />
24<br />
Public transport in Germany is switching<br />
to zero-emissions, but support is needed<br />
28<br />
COMPARISON<br />
Iveco Crossway / Setra MultiClass, a look<br />
at newly-updated intercity bus families<br />
18<br />
36<br />
40<br />
IN THE SPOTLIGHT<br />
Isuzu Citivolt 12.<br />
Here it comes the 12-meter BEV!<br />
Next Modular Vehicles NX23.<br />
A startup aims to change mobility<br />
44<br />
PORTFOLIO<br />
All the zero-emission buses<br />
on the European market<br />
MAGAZINE<br />
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36<br />
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Wherever you are located,<br />
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3
POST-IT<br />
EUROPEAN MAIN PUBLIC TRANSPORT EXPOS IN <strong>2<strong>02</strong>4</strong><br />
The magnificent 11<br />
WHERE TO FIND A COPY OF <strong>SUSTAINABLE</strong> <strong>BUS</strong> MAGAZINE?<br />
The world of public transport and bus technology is poised for an<br />
exciting year ahead, with a lineup of European trade<br />
shows and exhibitions offering a glimpse into the future<br />
of mobility. You'll be able to pick up a copy of Sustainable<br />
Bus magazine in all of those!<br />
First up is the Mobility Move in Berlin, Germany, formerly<br />
known as ElekBu, from March 5 to 7. Backed by the<br />
VDV, highlights the topics of e-mobility and autonomous<br />
driving. In late April <strong>BUS</strong>2<strong>BUS</strong> goes live in Berlin again.<br />
Next, the spotlight shifts to Milan, Italy, for the second<br />
edition of Next Mobility Exhibition from May 8 to 10.<br />
Karlsruhe, Germany, hosts then UITP's IT-TRANS, putting<br />
IT technologies for public transport in the spotlight (as well<br />
as AI, payment, ticketing, cybersecurity). Busworld Turkey<br />
is then back to Istanbul for its 10th edition in late May. In<br />
September, Hannover, Germany, hosts IAA Transportation<br />
from the 17th to the 22nd, featuring for the first time a<br />
dedicated bus theme park within the leading platform for truck<br />
and logistics.<br />
Later that month, Berlin (again!) is home to InnoTrans from<br />
the 24th to the 27th, the world’s leading trade fair for public<br />
transport technology (where buses are playing an increasing<br />
role). Let's move to October. Euro Mobility Expo will be for<br />
the first time held in Strasbourg. Madrid, Spain, hosts FIAA<br />
from October 22 to 25, back to pre Covid dimension (two halls).<br />
In November, Birmingham, UK, set the stage for Euro Bus<br />
Expo, the nation’s premier event for bus and coach operators<br />
since Bus & Coach UK has been permanently cancelled. Finally, Lyon,<br />
France, hosts Autocar Expo from December 3 to 6, showcasing the<br />
latest innovations in buses, coaches, and sustainable mobility solutions,<br />
with a focus on the French market, the largest in EU. <strong>2<strong>02</strong>4</strong> promises to<br />
be an exciting year for the public transport and bus technology industry,<br />
offering valuable opportunities for industry professionals to gather, share<br />
knowledge, and witness the evolution of mobility.<br />
<strong>SUSTAINABLE</strong> <strong>BUS</strong> TOUR<br />
The Sustainable Bus Tour<br />
<strong>2<strong>02</strong>4</strong> will transition to in-person<br />
conferences within Next Mobility<br />
Exhibition in Milan (May) and the<br />
Euro Mobility Expo in Strasbourg<br />
(October). The May conference<br />
will focus on “Balance shifts in<br />
public transport: operators and<br />
industry in the energy transition<br />
era,” addressing topics such as<br />
internationalization and evolving<br />
business models. Macro trends<br />
like electrification and on-demand<br />
transportation are reshaping<br />
business models, prompting<br />
operators to embrace innovation<br />
and flexibility. Meanwhile, industry<br />
players are grappling with<br />
investments and the challenge of<br />
profitability.<br />
The October conference will<br />
delve into the journey towards a<br />
fully zero-emission European city<br />
bus market by 2035, discussing<br />
technological advancements,<br />
market uptake, and financing<br />
models. Questions indeed arise<br />
about supply chain localization,<br />
production scalability, financing,<br />
and battery recycling.<br />
ElekBu this year becomes Mobility Move<br />
THE CHINESE MARKET<br />
China remains the global powerhouse in the EV<br />
market. Recent data from consulting Interact<br />
Analysis show that Geely led both the truck and<br />
bus markets in China in 2<strong>02</strong>3 with sales figures<br />
surging to nearly 75,000 electrified vehicles (a<br />
3-fold increase compared to its closest competitor<br />
Chery Group). Tightening the focus on new<br />
energy buses, the leadership of Geely, Chery and<br />
Chang’an Auto is largely due to sales of smallsized<br />
electric buses (below 7-meter). Foton placed<br />
fourth with 15K units, King Long sold nearly 9,000<br />
e-buses and Yutong placed only 9th with 5.2K<br />
buses. Looking at large-sized buses only (above<br />
10-meter), King Long, Foton and Yutong have<br />
been covering the first positions. The total size of<br />
the Chinese new energy bus market is showed<br />
to be around 160,000 units in 2<strong>02</strong>3. BYD doesn’t<br />
appear in the top 10, as it registered only 1,441<br />
buses in 2<strong>02</strong>3, down by 42% YoY, as Interact<br />
Analysis reports.<br />
Charging<br />
forward<br />
to make zero-emission<br />
transportation work<br />
We make power<br />
last longer.<br />
Our battery technology<br />
makes cleaner power safe<br />
and scalable.<br />
4
TECNHO<br />
TECNHO<br />
A DRIVERLESS PILOT IN THE HEART OF BERLIN<br />
First autonomous steps<br />
BEINTELLI PROJECT SET TO GO LIVE IN SPRING<br />
BATTERY AND TRANSIT <strong>BUS</strong>INESS HAVE BEEN SPLIT<br />
Proterra’s fragmentation<br />
VOLVO GROUP TOOK OVER BATTERY <strong>BUS</strong>INESS<br />
MAN Truck & Bus is collaborating with the Technical<br />
University of Berlin and IAV GmbH to introduce an intelligent<br />
transport system with autonomous vehicles in the heart of Berlin<br />
by spring <strong>2<strong>02</strong>4</strong>. The project, named “BeIntelli,” aims to create a<br />
comprehensive and intelligent traffic solution that incorporates<br />
cutting-edge technologies and autonomous driving capabilities.<br />
The BeIntelli project relies on an interdisciplinary effort,<br />
combining expertise from both academia and industry.<br />
A designated urban test field, stretching from the iconic<br />
Brandenburg Gate across Ernst-Reuter-Platz to the Memorial<br />
Church, serves as a digitalized route for testing and<br />
implementing advanced transportation systems.<br />
The urban test field is equipped with state-of-the-art sensor<br />
technology, including 49 sensors monitoring traffic and the<br />
surrounding area, with 3D lidar radar sensors playing a pivotal<br />
role. This extensive sensor network creates a fully digitalized<br />
route, providing a platform for testing and showcasing the<br />
capabilities of an intelligent transport system.<br />
A key feature of the BeIntelli project is the deployment of<br />
an autonomous MAN electric bus fitted with an Automated<br />
Driving System (ADS) developed by the Technical University of<br />
Berlin. The project aims to lay the groundwork for seamlessly<br />
integrating ADS hardware and software into MAN’s future<br />
autonomous vehicle fleet: the company, according to Head<br />
of Product Strategy Bus Michael Roth, envisions having<br />
autonomous buses ready for series production in regular service<br />
by the end of the decade (in mid-2<strong>02</strong>2 a cooperation with Intelowned<br />
Mobileye was announced).<br />
The autonomous bus, referred to as the “explanatory bus”, is<br />
not only equipped with advanced sensors and communication<br />
components but also features screens within the bus to<br />
visually explain driving skills and technologies to passengers.<br />
This interactive approach enhances public understanding of<br />
autonomous driving systems and their capabilities.<br />
BORGWARNER’S BLADE<br />
BorgWarner has signed an<br />
agreement with BYD subsidiary<br />
FinDreams. BorgWarner will be<br />
in charge of manufacturing LFP<br />
battery packs for commercial<br />
vehicles utilizing blade cells<br />
in Europe, the Americas, and<br />
select regions of Asia Pacific.<br />
The duration of the agreement<br />
is 8 years. Blade battery will be<br />
used also in the bus business,<br />
as the Chinese<br />
giant presented<br />
at Busworld<br />
Europe 2<strong>02</strong>3<br />
a e-bus platform utilizing that<br />
technology.<br />
BorgWarner’s battery capabilities<br />
build back on the purchase<br />
of German battery module<br />
producer Akasol (supplier of<br />
Daimler Buses, among others)<br />
in 2<strong>02</strong>1. Within this deal,<br />
BorgWarner will also receive<br />
a license to use FinDreams’<br />
intellectual property related to its<br />
battery pack<br />
design and<br />
manufacturing<br />
process.<br />
MAN autonomous concept bus ready for use<br />
in Berlin is a Lion’s City E equipped with an<br />
Automated Driving System developed by the<br />
Technical University of Berlin.<br />
Battery diagnostics<br />
Enel X has select the German tech company<br />
Volytica for dedicated battery diagnostics for<br />
electric buses. The collaboration between the<br />
two companies will begin with the deployment<br />
of Latin America’s largest electric bus fleet,<br />
that of Mexico City, using an innovative battery<br />
diagnostic system for real-time monitoring.<br />
The partnership will not only improve battery<br />
performance and fleet efficiency, but also aims<br />
to implement predictive<br />
maintenance measures<br />
and possibly extend<br />
the life cycle of the<br />
batteries themselves. It<br />
also includes the study<br />
of potential second-life<br />
applications, such as<br />
reusing the batteries<br />
for renewable energy<br />
projects or integrating them into power grid<br />
stabilization systems. Volytica has also been<br />
selected by Bridgestone Mobility Solutions<br />
and Webfleet as one of the 12 partners for the<br />
launch of their comprehensive EV Services<br />
Platform. In total, the new platform brings<br />
together various industry leaders, each<br />
contributing unique services to optimize electric<br />
vehicle (EV) operations.<br />
On the 1st February <strong>2<strong>02</strong>4</strong> Volvo announced it has completed<br />
th acquisition of battery business from Proterra. The intention<br />
was announced in November 2<strong>02</strong>3, when Volvo Group had been<br />
selected as the highest bidder in an auction for the business and<br />
assets of the Proterra Powered unit.<br />
Volvo states in a press note that it “intends to run Proterra as a<br />
going concern and deliver to selected customers”.<br />
In August 2<strong>02</strong>3 Proterra filed for Chapter 11 bankruptcy<br />
protection. Phoenix Motorcars‘s bid has win the tender to<br />
acquire Proterra Transit business line.<br />
Volvo acquisition of Proterra battery business, which was<br />
made at a purchase price of USD 210M before adjustment for<br />
inventory level at closing, includes a development center for<br />
battery modules and packs in California and an assembly factory<br />
in Greer, South Carolina. Proterra stated in a Linkedin post: “We<br />
proudly bring more than 400 of our Proterra teammates to carry<br />
the same innovative spirit that has helped transform commercial<br />
vehicle electrification through our industry-leading battery<br />
technology. As a standalone, independent business operating as<br />
Proterra within Volvo Group, our mission remains steadfastly<br />
committed to building innovative battery technology to power a<br />
better, more sustainable world”. It’s worth noticing an apparent<br />
contradiction between Proterra stressing their business remaining<br />
“independent” and Volvo’s statement about the intention to<br />
deliver “to selected customers”.<br />
Concerning the other branch of Proterra’s activities, the bus<br />
manufacturing, Phoenix Motor and the Californian company<br />
have entered into an Asset Purchase Agreement in November 13<br />
2<strong>02</strong>3. Under the Purchase Agreement, Phoenix Motor stated, “the<br />
total cash consideration to be paid by Phoenix for the Proterra<br />
Transit business assets will be $10 million, consisting of $3.5<br />
million for the Proterra Transit operating company and $6.5<br />
million for the Proterra battery lease assets. In addition, Phoenix<br />
will pay certain cure payments and assume other liabilities,<br />
primarily warranties”.<br />
SINO-LITHUANIAN<br />
The Altas Novus City V7, electric novelty in the<br />
Lithuanian manufacturer’s portfolio, has been<br />
on a European roadshow in February, travelling<br />
through Trentino Alto-Adige region (Italy),<br />
Germany, Switzerland and Denmark. Following<br />
its presentation at Busworld in October 2<strong>02</strong>3, the<br />
European commercialization of the 7.5-metre<br />
electric vehicle branded by Altas (in collaboration<br />
with the Chinese Zhongtong) has begun. The<br />
vehicle, now in demo version, will be available to the<br />
European market in its definitive ‘shape’ from late<br />
summer <strong>2<strong>02</strong>4</strong>. The heart of this bus is the electric<br />
motor supplied by Dana TM4, with peak power of<br />
200 kW. The vehicle is powered by four LFP battery<br />
modules totalling 140 kWh, supplied by CATL.<br />
9-TON CAPABLE<br />
e-Bus front independent axle is the latest add in<br />
the product portfolio of BRIST, a supplier of axles,<br />
suspensions and gearboxes with lot of activities<br />
going on in the electric BRT, mini and midi bus<br />
sphere (Hyundai, Alexander Dennis, Karsan,<br />
Anadolu Isuzu, Arrival and CRRC). In late 2<strong>02</strong>3<br />
they launched a new front independent axle<br />
representing a 9 ton (20,000 lbs)-capable variant of<br />
the BRIST-made IFS, which is based on patented<br />
T-joint carrier geometry and has capacity for 8.2<br />
ton. Its core values, speaking of IFS, consist in<br />
the compact design in vertical direction, with low<br />
spring position<br />
and a maximum<br />
steering angle of<br />
56°. The company<br />
claims that this<br />
components<br />
is 7% lighter<br />
than the best<br />
competitor.<br />
6<br />
7
INFRASTRUCTURE<br />
A REAL FIRST FOR ITALY<br />
Flash-charged Genoa<br />
HITACHI FLASH-CHARGING TECHNOLOGY, HESS E-<strong>BUS</strong>ES<br />
Genoa will be the first city in Italy to have an urban line with<br />
a flash charging system in place before the end of 2<strong>02</strong>5. Hitachi<br />
Energy Grid-eMotion charging technologies will indeed support the<br />
electrification of the new bus line of the city of Genoa.<br />
Hitachi Energy announced in late 2<strong>02</strong>3 it has won an order from<br />
Colas Rail Italia, a leader in railway infrastructure, to supply its<br />
Grid-eMotion charging system to the Val Bisagno line, one of four<br />
new Bus Rapid Transit (BRT) lines to be implemented in the city.<br />
Genoa City Council has plan to fully electrify its public<br />
transport by 2<strong>02</strong>5 through the deployment of electric buses and<br />
trolleybuses. More than 70 percent of the new bus lanes will be<br />
reserved and protected.<br />
The Grid-eMotion Flash, the ultrafast charging technology already<br />
adopted for instance in Geneva (TOSA system), will be charging<br />
the buses in just five minutes at the terminals containing Terminal<br />
Feeding Stations. The tenders for the vehicles have been awarded to<br />
Solaris for the trollybuses (as many as 112) and Hess for the e-buses<br />
that are set to be flash-charged thanks to Hitachi technology.<br />
De Lijn future depots<br />
De Lijn‘s board of directors has given ‘green light’<br />
for a new order for charging infrastructure for its<br />
depots. This consists in a framework agreement for<br />
up to 1,600 charging stations to be sourced from two<br />
suppliers, SPIE-Ekoenergetyka and ABB.<br />
The conversion of the depots plays a crucial role<br />
in the greening of De Lijn’s bus fleet. De Lijn will<br />
purchase some 320 to 490 charging points in the first<br />
phase, representing an investment of €15.3 million<br />
for 490 charging points. The framework agreement<br />
allows De Lijn to order a maximum of 1,600 charging<br />
points from two suppliers, SPIE-Ekoenergetyka and<br />
ABB, over a period of up to eight years. In a first<br />
partial order, De Lijn expects to order 320 to 490<br />
charge points divided between the two suppliers.<br />
Concerning Northern Europe, Ekoenergetyka has<br />
selected in January <strong>2<strong>02</strong>4</strong> GodEnergi for distributing<br />
and servicing its products.<br />
8<br />
BORROWING CHARGERS<br />
First Bus announced a collaboration<br />
with the UK’s largest broadband<br />
network provider, Openreach, granting<br />
them access to its rapid EV charging<br />
infrastructure at bus depots nationwide.<br />
The initial phase of the partnership will<br />
witness up to 30 Openreach Electric<br />
Vehicles from its fleet charging at First<br />
Bus depots in Glasgow, Aberdeen,<br />
and Leicester while buses are in<br />
service. This enables Openreach<br />
engineers to cover more ground,<br />
reduce their environmental impact,<br />
and dedicate more time to the needs<br />
of their customers.<br />
Currently, Openreach has more than<br />
3,000 electric vehicles in its fleet – but it<br />
is aiming to convert all its diesel fleet to<br />
zero emissions by 2031 and stands as<br />
a founding member of EV100, a global<br />
initiative uniting companies dedicated<br />
to accelerating the transition to electric<br />
vehicles this decade.<br />
First Bus has the ambition of reaching<br />
a zero-emission bus fleet by 2035.<br />
Openreach joins the<br />
ranks of DPD and Police<br />
Scotland, plugging into<br />
this shared infrastructure<br />
initiative from one of the<br />
UK’s largest bus operators.<br />
The Crossway Low Entry ELEC marks a new step forward towards<br />
an even more sustainable mobility.<br />
12 m and 13 m long versions, available in Class I and Class II<br />
Central electric motor 290 kW output for a maximum torque of 3000 Nm<br />
NMC Lithium battery pack assembled by FPT Industrial<br />
Various charging interfaces, including optional pantograph bottom-up or rails for top-down
OUTLOOKS<br />
42 percent of city buses<br />
were zero-emission (BEV<br />
and hydrogen), growing<br />
3-fold compared to 15<br />
percent in 2<strong>02</strong>0. And<br />
2<strong>02</strong>3 was also a recordbreaking<br />
year for fuel cell<br />
bus deliveries, as many as<br />
207, growing 111 percent<br />
on 2<strong>02</strong>2 and 32 percent on<br />
former record-year 2<strong>02</strong>1.<br />
In 2<strong>02</strong>3, 13,466 buses featuring<br />
alternative drivelines<br />
were registered. This<br />
represents a substantial 41<br />
percent increase compared<br />
to the previous year,<br />
primarily fueled by the<br />
growing volume of electric<br />
and hybrid buses.<br />
THE SLOW GROWTH<br />
OF HYDROGEN <strong>BUS</strong>ES<br />
The year 2<strong>02</strong>3 saw a notable increase<br />
in the adoption of hydrogen-powered<br />
buses in Europe, with<br />
a total of 207 registrations—more<br />
than double the previous year’s<br />
count of 99 in 2<strong>02</strong>2, and surpassing<br />
the previous record of 158 set<br />
in 2<strong>02</strong>1. Solaris led the pack with<br />
77 registrations, followed by Van<br />
Hool and Caetano with 34 each. Behind:<br />
Alexander Dennis (20 units),<br />
the Polish Neso Bus with 20 vehicles<br />
delivered as well, Wrightbus<br />
with 15 H2 buses and, finally, the<br />
first 7 eCitaro fuel cell registered in<br />
the region.<br />
A fleet of 577 hydrogen buses (considering<br />
only those delivered from<br />
2012 on) was operational as of<br />
January 1st <strong>2<strong>02</strong>4</strong>. Solaris claimed<br />
the top position with 181 buses,<br />
followed by Van Hool with 140, and<br />
Wrightbus with 97.<br />
10<br />
ELECTRIC <strong>BUS</strong> MARKET 2<strong>02</strong>3. AND THE WINNER IS...<br />
IT’S RAINING EV<br />
Plot twist in the European e-bus market. MAN<br />
took the lead last year growing over 3-fold. Over<br />
6,000 battery-electric buses were registered,<br />
growing 53 percent on 2<strong>02</strong>2<br />
In recent years, the European bus<br />
market has undergone a paradigm<br />
transformation, and it’s not a figure<br />
of speech. Who would have<br />
thought, just a few years ago, that almost<br />
one out of two urban buses sold in<br />
Europe could be powered by batteries?<br />
But this is precisely what has already<br />
happened, and figures from consulting<br />
Chatrou CME Solutions on alternative<br />
drive bus registrations are a testament<br />
of such development.<br />
Absolute volume of battery-electric bus<br />
registrations grew from 4,152 in 2<strong>02</strong>2<br />
to 6,354 in 2<strong>02</strong>3 in EU27, UK, Iceland,<br />
Norway, and Switzerland: a 53 percent<br />
growth. 42 percent of city buses were zero-emission<br />
(BEV and hydrogen), growing<br />
3-fold compared to 15 percent in<br />
2<strong>02</strong>0. And 2<strong>02</strong>3 was also a record-breaking<br />
year for fuel cell bus deliveries<br />
(as many as 207, growing 111 percent<br />
on 2<strong>02</strong>2 and 32 percent on former record-year<br />
2<strong>02</strong>1. More info in the box).<br />
In 2<strong>02</strong>3, 13,466 buses featuring alternative<br />
drivelines were registered. This<br />
represents a substantial 41 percent increase<br />
compared to the previous year,<br />
primarily fueled by the growing volume<br />
of electric and hybrid buses.<br />
Three alternative buses every four<br />
Every four city buses registered in Europe,<br />
three are now ‘alternatively’-fueled<br />
(it was 62 percent in 2<strong>02</strong>2 and 52<br />
in 2<strong>02</strong>0).<br />
The shortlist of market leaders in the<br />
e-bus segment has just witness a plot<br />
twist, with MAN taking the lead of the<br />
PLOT TWIST ON THE PODIUM<br />
2<strong>02</strong>3** 2<strong>02</strong>2** 2<strong>02</strong>1** 2<strong>02</strong>0* 2019* Trend volumes Market Market Trend market<br />
2<strong>02</strong>3/2<strong>02</strong>2 % share 2<strong>02</strong>3 % share 2<strong>02</strong>2 % share 2<strong>02</strong>3/2<strong>02</strong>2 %<br />
MAN 785 230 134 25 0 241,3 12,4 5,5 6,9<br />
Solaris 725 342 390 416 145 112,0 11,4 8,2 3,2<br />
Yutong 483 479 303 164 105 0,8 7,6 11,5 -3,9<br />
Wrightbus 469 112 *** *** *** 318,8 7,4 2,7 4,7<br />
BYD - ADL 448 465 375 190 79 -3,7 7 11,2 -4,2<br />
Mercedes 446 405 333 99 126 10,1 7 9,8 -2,8<br />
BYD 358 322 257 424 236 11,2 5,6 7,8 -2,2<br />
Iveco Bus / Heuliez Bus 356 347 274 114 83 2,6 5,6 8,4 -2,8<br />
Volvo Buses 345 232 211 217 135 48,7 5,4 5,6 -0,2<br />
Zhongtong 249 *** *** *** *** - 3,9 *** -<br />
Zonson 232 *** *** *** *** - 3,7 *** -<br />
Irizar 211 110 201 24 127 91,8 3,3 2,6 0,7<br />
Ebusco 193 78 132 109 1<strong>02</strong> 147,4 3 1,9 1,1<br />
Karsan 187 135 36 23 *** 38,5 2,9 3,3 -0,4<br />
Golden Dragon 136 133 53 *** *** 2,3 2,1 3,2 -1,1<br />
VDL 108 344 178 127 386 -68,6 1,7 8,3 -6,6<br />
* Registrations in Estonia, Latvia, Lithuania, Czech Republic, Slovakia, Hungary, Croatia, Romania and Slovenia are not counted<br />
** Registrations EU27+UK+ICE+NO+CH<br />
*** Figure not available<br />
Based on Chatrou - CME Solutions data on battery-electric bus registrations (excluding trolley buses) above 8 ton.<br />
market thanks to 785 Lion’s City E registered<br />
in the continent, over three times<br />
the 2<strong>02</strong>2’s figure of 230. The Lion is<br />
followed by Solaris (725, doubling the<br />
previous year), Yutong (483) and the<br />
other surprise: Wrightbus (469 units,<br />
thanks to a striking +318 percent).<br />
However, looking at the ‘pie’ of zero<br />
emission bus providers and thus including<br />
fuel cell powered vehicles, Solaris<br />
keeps the lead with 8<strong>02</strong> vehicles.<br />
Looking at the wider 12-years period<br />
surveyed by Chatrou CME Solutions,<br />
as many as 19,000 e-buses have been<br />
registered, with Polish Solaris still at<br />
11
OUTLOOKS<br />
Looking at the 12-years<br />
period surveyed by Chatrou<br />
CME Solutions, 19,000<br />
e-buses have been registered,<br />
with Solaris at the<br />
helm of the market with<br />
2,188 vehicles and a share<br />
of 11.5 percent. BYD follows<br />
with 1,768 registrations,<br />
then BYD-ADL with 1,716.<br />
HYBRID’HUNGER (AS<br />
LONG AS THEY’RE MILD)<br />
A notable development involved<br />
hybrid bus registrations, that increased<br />
from 2,018 in 2<strong>02</strong>2 to<br />
4,<strong>02</strong>2. In the meanwhile, plug-in<br />
and full hybrid bus projects were<br />
largely abandoned.<br />
Such an increase is due to mild<br />
hybrid tractions, widely chosen as<br />
a funded alternative to combustion<br />
engine buses. On the other<br />
hand, gas-powered buses are facing<br />
though times in the Class 1<br />
segment. Their absolute volume<br />
dropped from 3,274 in 2<strong>02</strong>2 to<br />
2,883 in 2<strong>02</strong>3 (-12 percent), but<br />
CNG share in the interurban segment<br />
is still growing from 978 in<br />
2<strong>02</strong>2 to 1,187 in 2<strong>02</strong>3.<br />
EUROPEAN LANDSCAPE<br />
2<strong>02</strong>3 2<strong>02</strong>2 2<strong>02</strong>1 2<strong>02</strong>0 Trend e-bus<br />
registrations<br />
2<strong>02</strong>3/2<strong>02</strong>2 %<br />
UK 1,206 685 540 288 76.1<br />
Germany 753 581 555 350 29.6<br />
Norway 493 216 86 210 128.2<br />
Spain 491 136 127 42 261.0<br />
France 416 549 512 133 -24.2<br />
Italy 400 121 178 97 230.6<br />
Romania 368 161 65 0 128.6<br />
Portugal 364 52 31 8 600<br />
Poland 336 149 215 196 125.5<br />
Sweden 296 256 189 206 15.6<br />
Denmark 200 381 217 1 -47.5<br />
Belgium 172 42 19 12 309.5<br />
Netherlands 167 95 152 445 75.8<br />
Switzerland 145 81 37 7 79.0<br />
Finland 104 279 190 25 -62.7<br />
Based on Chatrou - CME Solutions data on battery-electric bus registrations (excluding trolley<br />
buses) above 8 ton.<br />
the helm of the market with 2,188 electric<br />
buses and a share of 11.5 percent.<br />
BYD follows with 1,768 registrations,<br />
then BYD-Alexander Dennis with a total<br />
of 1,716 buses.<br />
The UK is still leading the pie of coun-<br />
tries where most of the e-buses are<br />
deployed, with 1,206 electric buses<br />
registered in 2<strong>02</strong>3 (it means one out<br />
of five e-buses registered in Europe)<br />
and 3,041 delivered within 2012 and<br />
2<strong>02</strong>3. Germany is second with 753<br />
units (2,562 in the last 12 years), followed<br />
by the small Norwegian market,<br />
where 493 e-buses were registered in<br />
2<strong>02</strong>3. And it’s worth mentioning also<br />
the fourth country in the list: Spain had<br />
491 e-buses enrolled last year.<br />
Available in 2 or 3 doors version<br />
231 kWh Energy for up to 300 km Range<br />
HYDRON<br />
Fuel Cell Range Extender<br />
Hy4Drive System for up to 400 km Range<br />
12
OUTLOOKS<br />
Growth in electric bus<br />
sales leads to a subsequent<br />
increase in component<br />
sales. Europe, defined<br />
as the EU 27 plus the UK,<br />
had forecast component<br />
powertrain sales of $0.73<br />
billion in 2<strong>02</strong>3 (preliminary<br />
figures), with $1.03 billion<br />
forecast for 2<strong>02</strong>6 and $1.38<br />
billion for 2030. The fastest<br />
growth period is from 2<strong>02</strong>3<br />
to 2<strong>02</strong>5 as electric buses<br />
start to become the preferred<br />
choice (rather than<br />
diesel) in some countries<br />
in Europe.<br />
POWERTRAIN <strong>BUS</strong> REVENUE TO HIT $1BN IN EUROPE<br />
THE VALUE OF<br />
POWERTRAINS<br />
E-bus powertrain revenue are set to grow fast<br />
until 2<strong>02</strong>5. The princing issue and the move<br />
towards in-house production may upset the<br />
apple cart, according to Interact Anaysis<br />
The revenue from powertrain components<br />
is forecast to reach a billion<br />
US dollars in 2<strong>02</strong>6 in Europe<br />
(and a billion euros in 2<strong>02</strong>7 at the<br />
present exchange rates), according to Interact<br />
Analysis’ latest research. This is for<br />
BEV buses only, which dominate, and excludes<br />
a smaller amount of business in electrified<br />
hybrid and hydrogen buses.<br />
The fastest growth period is from 2<strong>02</strong>3 to<br />
2<strong>02</strong>5 as electric buses start to become the<br />
preferred choice (rather than diesel) in some<br />
countries in Europe. In countries with strong<br />
government support, battery electric buses<br />
have reached a point where they can be very<br />
successful, as product availability, low running<br />
cost and clean air targets should combine<br />
to see a lot of sales. Some places, such<br />
as the Netherlands and much of Scandinavia,<br />
already see battery electric as the default<br />
choice for a bus and we expect that this will<br />
steadily become the case in other countries<br />
over the next few years, including France,<br />
Germany and the UK.<br />
Electrification spreading in Europe<br />
It is not just Western Europe that is seeing<br />
bus electrification though. Eastern Europe is<br />
not necessarily slower and has seen some<br />
very significant deals, so understanding<br />
where growth will be faster and where it will<br />
be slower is arguably a case of analyzing<br />
country by country and city by city rather<br />
than looking at regions within Europe.<br />
From 2<strong>02</strong>6 we forecast slower growth for<br />
electric buses as some cities and countries<br />
will already have a high percentage of new<br />
buses electrified by 2<strong>02</strong>6.<br />
This growth in electric bus sales leads to a<br />
subsequent increase in component sales.<br />
Europe, defined as the EU 27 plus the UK,<br />
had forecast component powertrain sales of<br />
$0.73 billion in 2<strong>02</strong>3 (preliminary figures),<br />
with $1.03 billion forecast for 2<strong>02</strong>6 and<br />
$1.38 billion for 2030.<br />
Europe to stay behind China<br />
China already has a >$3 billion annual powertrain<br />
component market for buses (referring<br />
here to components sold for buses registered<br />
within China, not sales of Chinese<br />
buses or components to Europe). This is due<br />
to a much higher percentage of new buses<br />
being electric, so Europe will still be well behind<br />
China, even in 2<strong>02</strong>6. However, electric<br />
buses in Europe are becoming more common<br />
than in many other parts of the world.<br />
Of the total bus sales per year in Europe (40-<br />
50,000), we expect over 14,000 to be electric<br />
in 2030. This is mainly due to low adoption<br />
of electrification for rural and intercity buses.<br />
Urban buses will predominantly be battery<br />
electric by 2030, in line with negotiations<br />
at EU level (not yet concluded at the time<br />
of printing this magazine issue) for full zero<br />
emission city bus market in 2035 with intermediate<br />
target of 90% in 2030.<br />
China also has much lower component<br />
pricing than Europe. If Chinese companies<br />
manage to make inroads into the<br />
European market for completed battery<br />
packs (rather than just cells), motors and<br />
other products, prices could fall. In the<br />
long term, Chinese companies may be<br />
capable of winning a high share.<br />
However, at the moment, the political environment,<br />
the time to setup operations, and<br />
the fact some companies are not yet well<br />
Interact Analysis is a<br />
market research firm with<br />
a specific department for<br />
truck, bus and off-highway<br />
electrification. Here on<br />
Sustainable Bus Magazine<br />
we host a contribution<br />
from the research analyst<br />
Jamie Fox.<br />
known, means that in the next few years<br />
the share of Chinese companies will remain<br />
low for many products. However, the price<br />
gap is very large – as more people come<br />
to understand that Chinese products can<br />
be half price rather than 10% less – these<br />
products may eventually start to command<br />
attention. However, of course these are<br />
prices for sales within China. As Chinese<br />
companies have to pay for overseas sales<br />
and marketing, travel to Europe, shipping<br />
and the costs of complying with European<br />
regulations the price advantage does reduce<br />
substantially, but even so, Chinese products<br />
are likely to remain significantly less expensive<br />
than those from most other countries<br />
including from within Europe.<br />
Leading battery pack providers for on-road<br />
vehicles (including trucks and sales outside<br />
Europe) ranked in Interact Analysis’ 'Electrified<br />
truck and bus components – 2<strong>02</strong>3'<br />
report include BorgWarner (Akasol), BMZ,<br />
BYD, CATL, Forsee Power, Northvolt,<br />
SAFT and Xalt Energy. These companies<br />
have expanded their offerings, however the<br />
market is quite diverse and there are many<br />
smaller suppliers in-play with no single<br />
dominant company.<br />
For other components, ZF has excelled for<br />
several years with its portal axle products,<br />
although it currently faces strong competition<br />
in buses from central drive designs.<br />
Bosch is another company well placed to<br />
address the market for powertrain components<br />
in electric vehicles in on-road vehicles.<br />
There is also still time for new entrants<br />
to disrupt the market or for existing players<br />
to carve out a strong niche.<br />
A in-house trend?<br />
In addition, there are also some companies<br />
that produce components in-house<br />
(i.e. vehicle manufacturers that produce<br />
their own components). Interact Analysis<br />
forecast’s this trend to grow, with inverters,<br />
battery packs and PDUs being some<br />
of the components that are increasingly<br />
being planned for in-house production<br />
14<br />
15
outlooks<br />
Revenue ($B)<br />
DOUBLING REVENUES<br />
2,5<br />
2<br />
1,5<br />
1<br />
0,5<br />
0<br />
2019<br />
E-bus powertrain revenue<br />
Source: Interact Analysis<br />
in the future. In the 2030s, it’s possible<br />
that the in-house share of production is<br />
a similar share of the market to external<br />
purchasers, as OEMs look to replace lost<br />
revenue from diesel business and minimize<br />
job losses as electric vehicles have<br />
fewer moving parts and may require less<br />
maintenance. Once this is factored in, it’s<br />
not clear whether growth for components<br />
suppliers will continue after 2030.<br />
The move to in-house component production<br />
is more likely to happen at bigger companies<br />
where sales are high, such as bus<br />
OEMs that also have other divisions selling<br />
other types of vehicles, or the largest industry<br />
players. Smaller firms will purchase<br />
SPLITTING THE PRICE OF A BEV <strong>BUS</strong><br />
Battery BMS, Thermal<br />
16%<br />
Battery Pack<br />
71%<br />
2<strong>02</strong>1 2<strong>02</strong>3 2<strong>02</strong>5 2<strong>02</strong>7 2<strong>02</strong>9 2031 2033 2035<br />
Share of battery electric bus 2<strong>02</strong>6 powertrain revenue<br />
Source: Interact Analysis<br />
most products externally, although they<br />
may still buy cells and package them rather<br />
than buying a complete battery pack.<br />
The heavy role of battery<br />
The powertrain revenue is dominated by<br />
the battery pack – 71% of the forecast 2<strong>02</strong>6<br />
revenue, or as much as 87% if we include<br />
the battery BMS and battery thermal in the<br />
total. This is a higher share than is often the<br />
case: for trucks and off-road machinery the<br />
battery pack's related value is lower.<br />
Why is this? There are two main reasons.<br />
Firstly, buses need to have a long<br />
range so they can repeat the same route<br />
over and again, with either one or pref-<br />
Motor, Inverter, DC-DC,<br />
Transmission, Onboard Charger, PDU<br />
13%<br />
erably no charges during the day. This<br />
means that 200 miles is a typical needed<br />
range, with 400kWh being a common<br />
battery size in Europe. The battery size<br />
chosen for a bus also has to factor in a<br />
large cooling and/or heating demand for<br />
the passengers. The large battery, which<br />
often has to last well over 500,000 km,<br />
is what leads to the high value.<br />
Secondly, the power required for buses<br />
is not as high as some trucks or off-highway<br />
machinery as they often operate at<br />
In the 2030s, it’s possible<br />
that the in-house share<br />
of production is a similar<br />
share of the market to external<br />
purchasers, as OEMs<br />
look to replace lost revenue<br />
from diesel business and<br />
minimize job losses as<br />
electric vehicles have fewer<br />
moving parts and may<br />
require less maintenance.<br />
Components prices have peaked?<br />
Component prices, including battery<br />
packs, motors and inverters rose<br />
from 2<strong>02</strong>0 to 2<strong>02</strong>2/2<strong>02</strong>3 due to<br />
an increase in raw materials<br />
cost and supply chain<br />
difficulties that affected<br />
prices. However, raw materials<br />
costs and the supply<br />
chain returned to normality<br />
within 2<strong>02</strong>3 and we<br />
expect to see prices decline<br />
again in <strong>2<strong>02</strong>4</strong>, as would<br />
be expected in a growing,<br />
innovative market like this<br />
one. However, the unit growth<br />
in electric vehicles will be faster than<br />
price declines, so revenue of compolow<br />
speeds in cities and don’t need to<br />
climb over mountainous areas. Therefore,<br />
the value of motors and inverters<br />
is more modest than in the case of trucks<br />
and off-road vehicles.<br />
So, at first glance, buses are perhaps a<br />
better opportunity for battery manufacturers<br />
rather than for other components such<br />
as motors and inverters. However, a high<br />
profit margin is more difficult to achieve in<br />
the highly competitive battery pack market,<br />
whereas some other components have<br />
fewer suppliers and are more of an opportunity<br />
for manufacturers to carve out a<br />
strong position. This may be achieved<br />
through some technological innovation,<br />
or just having a well-run company<br />
with strong product development<br />
and good marketing.<br />
The powertrain revenue is<br />
dominated by the battery<br />
pack – 71% of the forecast<br />
2<strong>02</strong>6 revenue, or as much<br />
as 87% if we include BMS<br />
and battery thermal in the<br />
total. This is a higher share<br />
than is often the case: for<br />
trucks and off-road machinery<br />
the battery pack's<br />
related value is lower.<br />
The power required for<br />
buses is not as high as<br />
some trucks or off-highway<br />
machinery as they often<br />
operate at low speeds in<br />
cities. Therefore, the value<br />
of motors and inverters is<br />
more modest than in the<br />
case of trucks and off-road<br />
vehicles.<br />
nents is still forecast to increase. Some<br />
companies are trying to avoid cutting<br />
prices as the difficult environment of<br />
2<strong>02</strong>2 made it hard to make a profit and<br />
the hope is to return to profitability by<br />
maintaining prices at the same level in<br />
<strong>2<strong>02</strong>4</strong>. However, we believe that holding<br />
prices steady will be difficult as competitive<br />
pressures will likely return in<br />
<strong>2<strong>02</strong>4</strong>.<br />
Jamie Fox (Interact Analysis)<br />
16<br />
17
OUTLOOKS<br />
18<br />
BATTERY PRODUCTION PLANS IN HUNGARY. INVESTMENTS AND STRATEGIES<br />
INTO EUROPEAN<br />
BATTERY HEAVEN<br />
Hungary emerges as a key hub for EV battery<br />
production, attracting manufacturers and<br />
suppliers. Government aims to achieve 250<br />
GWh/year capacity (today it’s 87 GWh/year)<br />
Hungary - the future paradise for<br />
EV battery manufacturers?<br />
Over the last years, many of the<br />
leader EV traction battery manufacturers<br />
and their suppliers chose Hungary<br />
as the location of their newly established<br />
manufacturing plants. This is in line with<br />
the goal of the Hungarian government to<br />
become one of the main battery producer<br />
countries not only in Europe, but also at<br />
global level. We provide an insight into the<br />
background of the events and an overview<br />
about the companies involved.<br />
As we all know by now, the future of the automotive<br />
industry - including buses - is green<br />
and electric, but Europe, the former frontrun-<br />
Hungary economy minister<br />
Márton Nagy stated that the<br />
government has plans to<br />
build up an annual battery<br />
production capacity of 250<br />
GWh in the next few years,<br />
which, according to him,<br />
would cover 35 percent of<br />
the European needs and<br />
would put the country to<br />
the fourth place worldwide<br />
(after China, US, Germany).<br />
By November 2<strong>02</strong>3, battery<br />
production capacity in<br />
Hungary reportedly already<br />
reached 87 GWh/year.<br />
HUNGARIAN BATTERY LANDSCAPE TAKING SHAPE<br />
Name Origin Total annual Location of Starting year Main Use of the brand’s<br />
production output Hungarian plant(s) of operation customers products in e-buses<br />
BYD China t.b.a. Fót t.b.a. BYD BYD (with own<br />
and custom bodywork)<br />
CATL China 100 GWh Debrecen 2<strong>02</strong>5 BMW, Daimler, Yutong, Higer,<br />
Tesla, Toyota,<br />
King Long, Solaris,<br />
Volkswagen, Volvo etc. CaetanoBus, Ikarus etc.<br />
EVE Power China 28 GWh Debrecen 2<strong>02</strong>6 BMW<br />
Samsung SDI South Korea 40 GWh+ Göd 2017 BMW, Hyundai, Mercedes-Benz, Van Hool,<br />
Stellantis, Volkswagen Gillig, IIA, Otokar,Credobus etc.<br />
SK Innovation South Korea 47,3 GWh* Komárom, Iváncsa 2019 Daimler, Volkswagen<br />
Sunwoda China t.b.a. Nyíregyháza 2<strong>02</strong>5 t.b.a.<br />
*possibility to be increased to 53,5 GWh<br />
EV battery cell, module and pack manufacturers in Hungary<br />
ner of the industrial revolution, now seems<br />
to struggle to take part in the global transition.<br />
One of the key products of the future<br />
are traction batteries, essential components<br />
of any electric - or even fuel cell powered -<br />
vehicles. While the center of battery R&D<br />
is typically located in the Far East, Europe<br />
is trying to stay competitive by hosting local<br />
factories of the industry leading companies.<br />
Within the European Union, Hungary puts a<br />
particularly high stake on EV battery plants,<br />
in the hope that it will find itself among the<br />
leading countries of an emerging industry<br />
within a few years.<br />
A way to remain part of the game<br />
Commitment to green mobility is not the<br />
only motivation for attracting large battery<br />
manufacturers to the small Central European<br />
country. As automotive industry gradually<br />
turns to more sustainable - practically electric<br />
- drivelines, fear of change (and the loss<br />
of the combustion engine market) also increases<br />
in Hungary, whose economy is currently<br />
highly dependent on automotive industry.<br />
Today, according the the estimations of the<br />
government, the conventional automotive<br />
sector is responsible for nearly 20 percent<br />
of the country’s total GDP, which comes<br />
not only from the large OEMs present at the<br />
country - namely Suzuki, Audi, Mercedes-<br />
Benz, Stellantis (Opel), with a new BMW<br />
assembly plant being under construction -,<br />
but also the many local and multinational<br />
industry suppliers settled in Hungary during<br />
the last decades. However, producing traction<br />
batteries in large amounts seems to be a<br />
good card to remain part of the game in the<br />
future as well.<br />
For the above reasons, the establishment of<br />
factories related to the EV battery industry<br />
(including supplier products) enjoys huge<br />
financial and political support from the Hungarian<br />
government - a reason often mentioned<br />
by the battery manufacturers themselves<br />
when they are asked about their reasons why<br />
choosing Hungary as the location of their<br />
newest plants. The central position of the<br />
country within the region, the local big car<br />
factories and the relative proximity of others<br />
in the neighbouring countries - such as Slovakia,<br />
Romania or even the Czech Republic<br />
- also contributes in making Hungary a considerable<br />
place for such investments.<br />
The full EV supply chain<br />
In almost every month in 2<strong>02</strong>3, the Hungarian<br />
media could report on the announcement<br />
of the establishment of a new plant related to<br />
the EV battery industry. Márton Nagy, national<br />
economy minister of Hungary stated at a<br />
press event in September that the government<br />
has plans to build up an annual battery production<br />
capacity of 250 GWh in the next few<br />
years, which, according to him, would cover<br />
35 percent of the European needs and would<br />
put the country to the fourth place worldwide,<br />
right after China, the United States and<br />
Germany. Indeed, by November 2<strong>02</strong>3, battery<br />
production capacity in Hungary reportedly<br />
already reached 87 GWh/year, not including<br />
the newest SK Innovation plant, which is<br />
expected to begin production soon and to<br />
provide an additional output of 30 GWh/year<br />
alone when operating on full throttle.<br />
It is also worth mentioning that not only battery<br />
cell and module producers, but also all<br />
participants of the whole supply chain, such<br />
as electrolyte, anode, cathode, aluminum/<br />
copper foil, separator foil and battery part<br />
manufacturers, as well as industrial waste<br />
recycling firms are welcomed by the Hungarian<br />
government, which is well demonstrated<br />
by the various recent local investments of<br />
these companies. Moreover, there are even<br />
plans for local lithium extraction, by exploiting<br />
geothermic deposits.<br />
A hotspot of Eastern investments<br />
EV battery cell and module manufacturers<br />
currently present at Hungary come from the<br />
Far East - namely South Korea, Japan, and,<br />
first of all, China. The supplier segment is<br />
also dominated by these countries, for whom<br />
setting up a local production base in a relatively<br />
cheap but well-located EU-member<br />
state provides an entrance to the European<br />
market. Some political concerns raise at European<br />
level, especially in case of China.<br />
And where are all these batteries going, can<br />
we see them in e-buses? Well, although the<br />
products of some of these manufacturers,<br />
such as Samsung SDI or CATL can be found<br />
in electric buses too and some of the locally<br />
produced cells would be suitable for use in<br />
19
OUTLOOKS<br />
LOW-VOLTAGE BATTERY MANUFACTURERS<br />
Apart from the industry-flagship traction batteries, producers of low-voltage<br />
starter batteries also enjoy considerable support from the Hungarian<br />
government. Japanese battery manufacturer GS Yuasa opened its first<br />
European factory in Miskolc, northeastern Hungary, in 2019, where 12V<br />
automotive lithium-ion batteries are produced.<br />
The initial production capacity of<br />
500,000 units/year is planned to be increased<br />
soon, but the company’s future<br />
vision also include installation of lithium-ion<br />
cell manufacturing process in the<br />
plant. Jász-Plasztik - which is an exception<br />
in a context dominated by Far Eastern<br />
companies, since it is a Hungarian-owned<br />
firm - also received state financial support<br />
in recent years to increase its production<br />
capacity.<br />
electric or fuel cell powered buses as well, at<br />
the moment most customers of the battery industry<br />
products produced in Hungary are coming<br />
from the passenger car business. Some<br />
of the OEMs representing the main customer<br />
market also operate in Hungary, while the<br />
local Hungarian bus industry - which is currently<br />
a shadow of its former glory, although<br />
some developments have been done the<br />
last years - plays a negligible role for now.<br />
The only exception is BYD, which operates<br />
(among others) a bus assembly plant in Hungary<br />
and uses its own batteries.<br />
In below, we provide a slight overview about<br />
the EV battery producer companies which<br />
already operate manufacturing plants in<br />
Hungary or announced to do so in the near<br />
future. We also take a look at their products<br />
and manufacturing capacity.<br />
BYD<br />
An internationally well-known and respected<br />
Chinese company, BYD has special connections<br />
in Hungary. Its already mentioned bus<br />
assembly plant in Komárom started operations<br />
in 2017, and now is the only foreignowned<br />
bus factory in a country which has a<br />
huge heritage in bus and coach manufacturing.<br />
BYD is also the current leader of the<br />
local e-bus market, but buses will not be the<br />
only vehicles that roll off Hungarian production<br />
lines. On December 22, 2<strong>02</strong>3 it was officially<br />
confirmed that BYD will build up its<br />
first European electric passenger car assembly<br />
plant in the city of Szeged, in the southeastern<br />
corner of Hungary. Last but not least,<br />
BYD’s battery business branch also plans to<br />
establish a manufacturing unit in the country,<br />
namely at Fót, in the northeastern agglomeration<br />
of Budapest.<br />
It is important to note that unlike the previously<br />
mentioned EV battery makers, BYD<br />
would not manufacture battery cells in Hungary,<br />
but would establish an assembly plant<br />
for battery packs, without the use of harmful<br />
chemicals. When officially announcing<br />
the new plant’s arrival in June 2<strong>02</strong>3, Péter<br />
Szijjártó, minister of foreign affairs and trade<br />
of Hungary stated that the total value of the<br />
investment is 10 billion HUF (nearly 27 million<br />
euros), with a financial support of 1 billion<br />
HUF from the Hungarian government.<br />
The initial plans include a workforce of<br />
100 people. The battery modules and packs<br />
would be assembled from cells based on Li-<br />
FePO4 chemistry, which themselves would<br />
come to Fót from other BYD facilities. The<br />
Hungarian-assembled batteries are intended<br />
for use in various electric vehicles, including<br />
e-buses. However, neither the exact vehicle<br />
types, nor the factory’s planned production<br />
output has been confirmed yet.<br />
CATL<br />
The largest EV battery maker of the world for<br />
six consecutive years by now (according to<br />
the 2<strong>02</strong>2 report of the SNE Research market<br />
SK Innovation<br />
Another major player from South Korea,<br />
battery industry giant SK Innovation operesearch<br />
and consultant company from South<br />
Korea), CATL is a well known supplier of<br />
many electric cars and buses worldwide. The<br />
Chinese industry giant is also considered to<br />
be one of the most important company in the<br />
Hungarian economy in the future. Although<br />
not operating yet, it is already decided and<br />
officially announced that CATL will establish<br />
a huge battery cell manufacturing plant<br />
in Debrecen, the second most populous city<br />
of Hungary. This will be the second battery<br />
manufacturing base of the company outside<br />
China, after commissioning the first such<br />
unit in Erfurt, Thuringia, Germany.<br />
The project, which is the biggest greenfield<br />
investment to date in Hungary with its total<br />
value of 7.34 billion euros, enjoys great support<br />
from the Hungarian government, in order<br />
to create an estimated 9,000 jobs locally.<br />
According to the available industry news,<br />
CATL’s Debrecen plant will produce NMC<br />
cells in prismatic and cylindrical format. Production<br />
output in the first phase will be an<br />
impressive 40 GWh/year, with plans already<br />
announced to increase it to even 100 GWh/<br />
BYD plant is the only<br />
foreign-owned bus factory<br />
in Hungary. The group<br />
has plans to establish an<br />
assembly facility for battery<br />
packs. CATL will establish a<br />
battery cell manufacturing<br />
plant in Debrecen, the<br />
second most populous city<br />
of Hungary. This will be the<br />
2nd battery manufacturing<br />
base of the company<br />
outside China, after the one<br />
in Erfurt, Germany.<br />
year in the near future. Trial production is<br />
planned to start at the beginning of 2<strong>02</strong>5.<br />
Modules and cells produced at the Debrecen<br />
factory will appear in electric models of approximately<br />
30 different car manufacturers,<br />
including BMW, Daimler, Volkswagen, Toyota,<br />
Volvo and Tesla. CATL traction batteries<br />
are also widely used by e-bus manufacturers,<br />
among others the world’s largest<br />
bus and coach manufacturer Yutong and the<br />
Hungarian brand Ikarus.<br />
EVE Power<br />
In May 2<strong>02</strong>3, another major battery industry<br />
investment was officially announced on the<br />
Hungarian media: EVE Power, another powerful<br />
Chinese participant of the EV battery<br />
industry, will establish its first European production<br />
plant in Debrecen. It will supply 6thgeneration<br />
cylindrical lithium-ion battery<br />
cells, most probably in a 4695 format, for the<br />
future BMW battery module assembly plant<br />
located also in the same city, with a massive<br />
production capacity of 28 GWh/year. The total<br />
value of the investment exceeds 1 billion<br />
euros (from which 37.5 million euros come<br />
from the Hungarian government as financial<br />
support). The factory is expected to start operating<br />
in 2<strong>02</strong>6, with a workforce of more than<br />
1000 people.<br />
Samsung SDI<br />
Samsung SDI, one of the leading EV battery<br />
cell producers worldwide, can be considered<br />
as a pioneer of the traction battery industry<br />
in Hungary, as it started to construct its first<br />
traction battery plant in the country as early<br />
as 2016, located at Göd (sometimes written<br />
as „Goed” in the international media), a town<br />
about 25 kilometers north of Budapest. In<br />
fact, it was a brownfield investment by converting<br />
Samsung’s own former cathode ray<br />
tube factory, which was closed two years before,<br />
due to the market loss of the technology.<br />
The new battery plant’s inauguration ceremony<br />
was held in 2017, quickly followed by<br />
a further expansion investment of 1.2 billion<br />
euros in the same year. As a result, the second<br />
unit was completed in 2019 and reached full<br />
production capacity (more than 6 million<br />
cells/month) by January 2<strong>02</strong>2. By now the<br />
total manufacturing output increased to 40<br />
GWh/year. Prismatic battery cells produced<br />
here are are used in electric cars of BMW,<br />
Volkswagen and Stellantis. The Hungarian<br />
plant will also supply sixth-generation P6<br />
prismatic NCA cells for Hyundai Motor’s<br />
electric vehicles dedicated for the European<br />
market, starting from 2<strong>02</strong>6.<br />
In January 2<strong>02</strong>3, there were reports that<br />
Samsung SDI would expand its operations in<br />
Hungary with a new production plant, with<br />
a similar output as the previous two. According<br />
to the rumours, this facility would produce<br />
46120-type cylindrical cells, to be used<br />
exclusively in BMW cars - more precisely,<br />
the planned new manufacturing unit is expected<br />
to supply the also recently-announced<br />
BMW battery module assembly plant in Debrecen,<br />
Hungary.<br />
From an e-bus perspective, Samsung SDI<br />
cells are used in the traction battery packs of<br />
Akasol, which itself is a supplier of Mercedes-Benz,<br />
Van Hool and Industria Italiana<br />
Autobus. The current Hungarian market leader<br />
Credobus will also use these packs in<br />
its all-new zero emission bus family, scheduled<br />
to be introduced in <strong>2<strong>02</strong>4</strong>. Also, battery<br />
technology of Samsung SDI is used in Webasto<br />
batteries, which can be found for instance<br />
in Otokar e-buses.<br />
20<br />
21
OUTLOOKS<br />
THE CHAIN OF EV<br />
BATTERIES<br />
Not only the main cell and battery<br />
manufacturers, but also many<br />
supplier companies are already<br />
present in Hungary with manufacturing<br />
capacities, producing<br />
vital components of EV batteries.<br />
Just to list a few: cathode material<br />
(EcoPro, Huayou Cobalt, Toyo<br />
Ink), electrolyte (Soulbrain), separator<br />
film (LG Toray, Semcorp,<br />
W-Scope), aluminium and copper<br />
foil (Lotte Aluminium and Volta<br />
Energy Solutions/Doosan, respectively),<br />
housing (NICE LMS,<br />
Sangsin) and various other battery<br />
parts (Bumchun Precision,<br />
HALMS, INZI Controls, Mektec,<br />
Sang-A Frontec, Shenzen Kedali,<br />
Shinheung SEC), while recycling<br />
industry is represented by companies<br />
like Dongwha Electrolyte,<br />
JWH and SungEel Hitech.<br />
rates three plants in Hungary by now. Two<br />
of them are located in Komárom - the same<br />
northwestern Hungarian town which is the<br />
home of BYD’s now-only European bus assembly<br />
plant -, while the newest, third unit<br />
recently started operation at Iváncsa, with<br />
an almost twice higher production output<br />
than the former two combined.<br />
The original Komárom plant - which was<br />
the first European plant of the company,<br />
operating since the end of 2019 - produces<br />
third-generation pouch battery cells, with a<br />
manufacturing capacity of 7.5 GWh/year,<br />
on a total of five assembly lines. Capacity<br />
was increased by a further 9.8 GWh with<br />
the commission of the second manufacturing<br />
unit in 2<strong>02</strong>2, which has a capability<br />
to be scaled up to even 16 GWh/year.<br />
The number of employees, originally<br />
475, was also boosted by another 1,000.<br />
These two plants mainly supply battery<br />
cells for the electric vehicles of Daimler<br />
and Volkswagen.<br />
The company’s newest, third factory in<br />
Hungary will operate at Iváncsa, a small<br />
town 51 kilometers southwest of Budapest.<br />
Just in order to perceive the dimensions<br />
and the importance of this project,<br />
at the time of its official announcement<br />
in early 2<strong>02</strong>1, it was considered to be not<br />
only the largest green field investment in<br />
the history of Hungary up to that point<br />
(value: 1.9 billion euros), but also the largest<br />
EV battery plant in Europe.<br />
Although the factory buildings are ready<br />
and production is expected to start soon, various<br />
works are still remaining around the<br />
plant, such as the construction of road and<br />
industrial railway connections, and the set<br />
up of service infrastructure. When operating<br />
at full capacity (expected from mid-<strong>2<strong>02</strong>4</strong>,<br />
although the plant’s full completion is only<br />
scheduled for 2<strong>02</strong>8), the facility will provide<br />
an annual production output of 30 GWh,<br />
with a workforce of 2,500 people. SK Innovation<br />
has ambitious plans to increase<br />
its global annual production output to 125<br />
GWh by 2<strong>02</strong>5 and to 500 GWh by 2030, in<br />
which they assign a large role to their Hungarian<br />
manufacturing capacities, along with<br />
their facilities in South Korea, China and<br />
the United States.<br />
SK Innovation’s Hungarian plants were<br />
also involved in some safety issues: in<br />
June 2<strong>02</strong>3, dozens of workers experien-<br />
ced sickness during the construction of the<br />
Iváncsa plant after inhaling an unknown<br />
chemical. This incident was also widely reported<br />
in the local media.<br />
Sunwoda<br />
At the end of July Sunwoda also officially<br />
announced that it would build a new battery<br />
plant in Hungary. The Chinese company’s<br />
first European manufacturing facility will<br />
be established in Nyíregyháza, a city in<br />
the northeastern region of the country, with<br />
an initial investment of 245 million euros.<br />
However, in medium to long term this may<br />
increase to even nearly 1.5 billion euros,<br />
creating more than 1,000 jobs locally. The<br />
size of the planned production capacity and<br />
the type of battery cells to be produced have<br />
not yet been announced. Construction of the<br />
factory will start in <strong>2<strong>02</strong>4</strong>, with production is<br />
expected to begin at the end of 2<strong>02</strong>5.<br />
Sunwoda is considered among the top 10<br />
EV battery manufacturers worldwide based<br />
on market share, and is a supplier of<br />
Volkswagen, the Renault-Nissan group and<br />
Dongfeng, among others. However, customers<br />
of the products to be manufactured in<br />
Hungary have not yet been named, it was<br />
only communicated that the new plant will<br />
work for the “international market”.<br />
To sum up, the building up of the new industry<br />
(made not only of battery manufacturer<br />
but also of low-voltage modules providers<br />
and suppliers, as mentioned in the boxes) is<br />
well on its way in Hungary. The number of<br />
the settled companies is expected to increase<br />
even more in the near future, for example<br />
there are rumors about the possible arrival<br />
of Hangke Technology, another EV battery<br />
industry player from China.<br />
Gellért Patthy, Magyarbusz [Info]<br />
Sustainable mobility of the future<br />
FOR A<br />
BETTER<br />
LIFE.<br />
22<br />
www.irizar-emobility.com
OUTLOOKS<br />
A PWC STUDY LOOKS AT THE TCO OF ZERO EMISSION <strong>BUS</strong>ES<br />
THE COSTS OF E-MOBILITY<br />
THE AUTHORS<br />
Maximilian Rohs is Director<br />
Infrastructure & Mobility at<br />
PwC Germany<br />
(maximilian.rohs@pwc.com).<br />
Felix Krewerth is Senior<br />
Associate Infrastructure &<br />
Mobility at PwC Germany<br />
(felix.krewerth@pwc.com).<br />
Where now for Germany’s zero<br />
emission bus market? Can the decade<br />
of the e-bus be sustained? Financial<br />
support is crucial for hitting targets.<br />
Focus on TCO, procurement’s methods,<br />
standardization<br />
Around 2,900 buses affected<br />
by the Clean Vehicles<br />
Directive are procured each<br />
year in Germany. In the<br />
first period of the directive,<br />
which runs until the end<br />
of 2<strong>02</strong>5, at least 22.5% of<br />
these buses (approx. 650<br />
buses per year) must be<br />
zero-emissions. This figure<br />
will rise to 32.5% from 2<strong>02</strong>6<br />
onwards, or around 950<br />
zero-emissions buses per<br />
year. German operators<br />
have demonstrated that<br />
they can achieve these<br />
procurement targets if the<br />
conditions are right: 2<strong>02</strong>3<br />
saw over 770 zero-emissions<br />
buses enter service in<br />
Germany.<br />
For many German bus operators,<br />
the changeover to a zero-emissions<br />
fleet is in full swing. Many others<br />
have ambitious plans ready to go.<br />
But as with most things, this transition has<br />
a price: decarbonising bus fleets requires<br />
heavy investment. The Federal Ministry for<br />
Digital and Transport (Bundesministerium<br />
für Digitales und Verkehr, or BMDV) re-<br />
cently extended its comprehensive funding<br />
programme for zero-emissions buses, but<br />
has now had to cancel this programme following<br />
the high-profile ruling by the Federal<br />
Constitutional Court on 15 November 2<strong>02</strong>3<br />
concerning the German Federal Government’s<br />
Climate and Transformation Fund<br />
(Klima- und Transfomationsfonds, or KTF).<br />
The Federal Government had financed the<br />
KTF by transferring €60 billion of borrowing<br />
– authorised during the Covid-19 pandemic<br />
– into a Federal Special Fund for use<br />
over subsequent financial years, an action<br />
which the court declared unconstitutional.<br />
With this source of funding now having<br />
dried up, does this mean that operators in<br />
Germany will have to reconsider their plans<br />
for electric bus fleets?<br />
Federal subsidies’s role<br />
With the BMDV programme now having<br />
been withdrawn, continuing the changeover<br />
to electric buses is set to be a major economic<br />
challenge for the sector. The first three<br />
rounds of funding were massively oversubscribed,<br />
and analysing total cost of ownership<br />
(TCO) data explains why: despite<br />
electric buses being cheaper to operate than<br />
traditional types, these savings do not fully<br />
offset their much higher procurement costs –<br />
particularly in the case of battery buses.<br />
Based on PwC’s cost model, our TCO analysis<br />
factors in all costs that are directly associated<br />
with a bus and putting it into service,<br />
using an example which compares the<br />
capital costs (CAPEX) and operating costs<br />
(OPEX) of non-articulated diesel and battery-electric<br />
buses. All expected costs were<br />
aggregated and then divided by the bus’s<br />
service life (12 years) at the point of entry<br />
into service (<strong>2<strong>02</strong>4</strong>). The operating cost analysis<br />
included dynamic diesel and electricity<br />
prices – for example, it factored in the increases<br />
in carbon taxation which are expected<br />
to occur in Germany. The values shown<br />
in the diagram below are averages over the<br />
bus’s service life.<br />
Comparing the TCO clearly shows where the<br />
additional costs lie for battery buses: namely,<br />
in the capital costs of the buses and the<br />
necessary infrastructure. Based on current<br />
information, including more than 1,000 price<br />
points for battery buses, the average procurement<br />
price of a non-articulated battery-electric<br />
bus is around €600,000. This has to be<br />
financed by the operator, and is around 2.5<br />
times more than for a diesel bus of the same<br />
size, which has a price tag of only around<br />
€260,000. The now-withdrawn funding pro-<br />
grammes for electric buses provided subsidies<br />
for 80% of the additional capital costs,<br />
thus reducing the costs to be borne by the bus<br />
operator to around €330,000. Under the assumptions<br />
used for our analysis, this would<br />
bring the TCO of battery buses down very<br />
close to that of diesel buses.<br />
One-to-one replacement is possible<br />
Provided that vehicle schedules are suitably<br />
modified, practical experience has also<br />
shown that a gradual changeover to battery-electric<br />
buses (as generally practised in<br />
Germany) can usually be achieved without<br />
needing to procure a large number of additional<br />
vehicles to compensate for their shorter<br />
range. As the technology currently stands,<br />
however, a rapid changeover may require a<br />
certain number of extra buses (and therefore,<br />
COST PER KM<br />
1,80€<br />
1,60€<br />
1,40€<br />
1,20€<br />
1,00€<br />
0,80€<br />
0,60€<br />
0,40€<br />
0,20€<br />
0€<br />
0,32 €<br />
0,77 €<br />
0,36 €<br />
solo diesel<br />
vehicle capex<br />
charging infra capex<br />
workshop infrastructure capex<br />
energy opex<br />
maintenance vehicle/infra opex<br />
battery replacement opex<br />
0,<strong>02</strong> €<br />
0,14 €<br />
0,31 €<br />
0,41 €<br />
0,07 €<br />
0,82 €<br />
solo BEV<br />
Total Costs of Ownership by drivetrain<br />
in €/km (12 m bus, base year <strong>2<strong>02</strong>4</strong>, 60.000<br />
vehicle-km p.a., 12 year utilization)<br />
Source: PwC<br />
24<br />
25
OUTLOOKS<br />
A LOOK AT THE LEGAL FRAMEWORK<br />
A look at the legal framework<br />
– in particular, the Clean Vehicles<br />
Directive, in force since<br />
2<strong>02</strong>1 – shows that operators<br />
will have to keep up the current<br />
pace of change in order to<br />
comply with the procurement<br />
rules in force at the national<br />
level in Germany. Assuming<br />
a nationwide city bus fleet of<br />
around 35,000 buses (EU vehicle<br />
category M3, class I/A) and<br />
a working life of twelve years,<br />
around 2,900 buses affected<br />
by the Clean Vehicles Directive<br />
are procured each year in Germany.<br />
In the first period of the<br />
directive, which runs until the<br />
end of 2<strong>02</strong>5, at least 22.5% of<br />
these buses (approx. 650 buses<br />
per year) must be zero-emissions.<br />
This figure will rise to<br />
32.5% from 2<strong>02</strong>6 onwards, or<br />
around 950 zero-emissions<br />
buses per year. German operators<br />
have demonstrated<br />
that they can achieve these<br />
procurement targets if the<br />
conditions are right: 2<strong>02</strong>3<br />
saw over 770 zero-emissions<br />
buses enter service in Germany,<br />
around 730 powered<br />
by batteries and 40 by fuel<br />
cells. The procurement figures<br />
in 2<strong>02</strong>2 – 525 battery buses<br />
and 61 fuel cell buses – also<br />
came close to the Clean Vehicles<br />
Directive target. In total,<br />
more than 2,600 fully electric<br />
buses (battery-electric, fuel<br />
cell-electric and trolleybuses)<br />
were in service in Germany at<br />
the end of 2<strong>02</strong>3, the vast majority<br />
powered by batteries.<br />
The BMDV’s funding programme<br />
began in 2<strong>02</strong>1 and<br />
followed on from the first major<br />
federal funding programme<br />
for electric buses, launched by<br />
the Federal Ministry for the<br />
Environment, Nature Conservation,<br />
Nuclear Safety and<br />
Consumer Protection (Bundesministerium<br />
für Umwelt,<br />
Naturschutz, nukleare Sicherheit<br />
und Verbraucherschutz,<br />
or BMUV) in 2018. Following<br />
the change of government in<br />
2<strong>02</strong>1, this programme was<br />
transferred to the Federal<br />
Ministry for Economic Affairs<br />
and Climate Action (Bundesministerium<br />
für Wirtschaft<br />
und Klimaschutz, or BMWK).<br />
The importance of this initial<br />
programme for getting<br />
the German electric bus market<br />
moving can be seen from<br />
the number of buses it funded:<br />
around 1,450 of the 2,640<br />
electric buses in service today.<br />
The first two rounds of the<br />
BMDV programme also delivered<br />
funding for no fewer than<br />
2,250 additional eco-friendly<br />
buses by the end of 2<strong>02</strong>7. It<br />
remains to be seen how many<br />
will be funded by the third<br />
round. BMDV funding is not<br />
limited to particular technologies,<br />
but the three rounds of<br />
funding delivered to date have<br />
been dominated by demand<br />
for battery buses. Some of the<br />
buses funded by the BMDV are<br />
already in service.<br />
extra drivers), which would need to be appropriately<br />
factored in.<br />
Despite recent events, German bus operators<br />
have not been left entirely to their own<br />
devices to finance fleet decarbonisation.<br />
Many of Germany’s state governments already<br />
have their own programmes to fund<br />
electric buses and the necessary charging or<br />
fuelling infrastructure. For example, North-<br />
Rhine Westphalia – Germany’s most populous<br />
state – subsidises 60% of the additional<br />
capital costs for electric buses and 90% of<br />
total capital costs for charging infrastructure.<br />
However, there are also states which<br />
do not have any funding programmes for<br />
electric buses at present; these states should<br />
follow the trail blazed in North-Rhine West-<br />
With the BMDV programme<br />
now withdrawn, continuing<br />
the changeover to ZE buses<br />
is set to be a major economic<br />
challenge for the sector.<br />
The first 3 rounds of funding<br />
were oversubscribed,<br />
and analysing TCO data explains<br />
why: despite e-buses<br />
being cheaper to operate<br />
than ICE ones, savings do<br />
not fully offset their much<br />
higher procurement costs.<br />
phalia and elsewhere.<br />
Another important step came in November<br />
2<strong>02</strong>3: 14 out of Germany’s 16 state governments<br />
reached an industry-wide agreement<br />
with key industry associations and umbrella<br />
organisations in local government to work<br />
together to deliver the change required by<br />
the Clean Vehicles Directive. Only Berlin<br />
and Baden-Württemberg did not join the<br />
agreement, which initially apportions responsibility<br />
for complying with the first period<br />
of the Clean Vehicles Directive, up to<br />
the end of 2<strong>02</strong>5.<br />
How to cope with less funding?<br />
With less funding now available to go<br />
around, it is more important than ever for<br />
bus companies and transport authorities to<br />
make procurement of electric buses and<br />
related infrastructure as economic and efficient<br />
as possible. This increased focus<br />
on procurement price is likely to increase<br />
price pressure on established bus manufacturers<br />
– not least due to global competition,<br />
such as from China.<br />
Standardisation is another topic which needs<br />
more attention. Demand in the German bus<br />
market is currently very heterogeneous, hindering<br />
the development of economies of<br />
scale which would reduce production costs<br />
for manufacturers. New procurement models<br />
for pooling demand should be considered<br />
to reduce this problem – for example, a German<br />
version of Italy’s procurement authority<br />
(Consip). Building infrastructure for joint<br />
use by multiple operators – or even companies<br />
in other industries – would also be a<br />
common-sense way of generating synergies.<br />
There is also room for bus operators to improve<br />
efficiency when it comes to operating<br />
costs. Energy costs, for example, can<br />
be reduced by introducing an optimised,<br />
grid-friendly charging strategy while<br />
Based on current information,<br />
the average procurement<br />
price of a non-articulated<br />
battery-electric<br />
bus is around €600,000.<br />
This has to be financed<br />
by the operator, and is<br />
around 2.5 times more<br />
than for a diesel bus of the<br />
same size (€260,000). The<br />
now-withdrawn funding<br />
programmes for e-buses<br />
provided subsidies for<br />
80% of the additional capital<br />
costs, thus reducing<br />
the costs to be borne by<br />
the bus operator to around<br />
€330,000. This would bring<br />
the TCO of battery buses<br />
down very close to that of<br />
diesel buses.<br />
EVOLUTION OF THE GERMAN <strong>BUS</strong> MARKET<br />
2.500<br />
2.000<br />
1.500<br />
1.000<br />
500<br />
0<br />
67<br />
1.073<br />
19<br />
512<br />
14<br />
197<br />
2018 2019 2<strong>02</strong>0 2<strong>02</strong>1 2<strong>02</strong>2 2<strong>02</strong>3<br />
Development of zero emission bus fleet in Germany by drivetrain (Dec. 2<strong>02</strong>3)<br />
Source: Source: PwC<br />
84<br />
145<br />
1.598<br />
BEV FCEV PHEV Trolley<br />
185<br />
2.332<br />
also procuring power on the spot market.<br />
This does, however, require operators<br />
to develop the necessary processes and<br />
know-how. Carbon trading, by contrast,<br />
involves little bureaucracy for operators,<br />
unlocking additional revenue on the order<br />
of €5,000–€12,500 per battery bus per<br />
year, although the volatile price of carbon<br />
means that this income cannot be relied<br />
upon for planning.<br />
Maximilian Rohs, Felix Krewerth<br />
26<br />
27
COMPARISON<br />
IVECO <strong>BUS</strong> CROSSWAY LE - SETRA MULTICLASS S 500 LE<br />
FIGHT IN CLASS 2<br />
Accessibility, flexibility and<br />
‘readiness’ to host alternative<br />
tractions: this is why Low Entry buses<br />
are gaining more and more ground.<br />
Here we go with a technical ‘vis-à-vis’<br />
between two recently-renewed big<br />
names in the segment...<br />
The Low Entry is a type of bus<br />
that is destined to become more<br />
and more popular, at least in<br />
the Class II segment. The reasons<br />
for such popularity are essentially<br />
two: one is related to accessibility, the<br />
other to the ecological transition. The<br />
(partially) lowered floor enables fast<br />
passenger handling and only requires<br />
a practical and quick manual ramp for<br />
wheelchair access. Moreover, it proves<br />
more flexible to accommodate alterna-<br />
tive drive technologies, which are almost<br />
always positioned on the roof, perhaps<br />
taking advantage of a specially modified<br />
load-bearing structure in order to keep<br />
the overall height within acceptable values.<br />
On the other hand, Low Entry buses<br />
ID CARD<br />
Iveco Bus Crossway LE<br />
Setra MultiClass 500 LE<br />
Length mm 10,757 / 12,050 / 12,965 / 14,495 10,510 / 12,210 / 12,920 / 14,520<br />
Width mm 2,550 2,550<br />
Height mm 3,330 3,315<br />
Wheelbase mm From 6,030 to 6,945 4,500 / 6,200 / 6,910 / 6,910<br />
(1.530 mm axle 2 - axle 3 on 14,5m) (1.600 mm axle 2 - axle 3 on 14,5m)<br />
Front overhang mm 2,725 2,710<br />
Rear overhang mm 3,295 3,300<br />
Seats n. - / 42 / 48 / 57 From 39 to 63<br />
Tyres 275/70 R22.5 275/70 R 22.5 / 295/80 R 22.5<br />
Entrance height mm 320 / 330 314 / 335<br />
Fuel diesel, CNG, mild hybrid, BEV (12m e 13m) diesel, mild hybrid<br />
Engine brand model FPT Cursor 9 Mercedes OM 936 / OM 470<br />
Cylinders / displacement l 6 / 8.7 6 / 7.7 - 10.7<br />
Power output hp 360 299 - 354 - 394 (3 axles)<br />
Torque Nm/giri 1,600 / 1,200 1,200 - 1,900 -<br />
Transmission ZF Ecolife 2 / Voith Diwa NXT ZF Ecolife 2 / Voith NXT /<br />
Mercedes GO 190 / Mercedes GO 250 Powershift<br />
Mild hybrid version? Yes (also CNG-powered) Yes<br />
Output mild hybrid module kW 25 / 35 14<br />
Battery-electric version? Yes No<br />
Motor BEV model Cummins/Siemens ELFA (310 kW) -<br />
Traction batteries FPT Industrial (up to 459 kWh) -<br />
Front axle RI75E ZF RL82EC<br />
Rear axle Meritor U17X Mercedes RO 440<br />
Serbatoio gasolio / Adblue l 200 / 80 300 / 53<br />
A comparison<br />
between the<br />
two most<br />
representative LE<br />
models, recently<br />
updated: the<br />
Setra MultiClass<br />
contributed to<br />
the boom in<br />
this segment<br />
and now offers<br />
the revamped<br />
500 series; the<br />
Iveco Crossway<br />
is the European<br />
leader and offers<br />
versions with<br />
every type of fuel.<br />
must necessarily give up some seats in<br />
addition to the luggage compartment,<br />
while generally maintaining the overall<br />
passenger capacity.<br />
In addition, they cost more than the<br />
normal floor counterparts, positioning<br />
themselves almost behind the fully lowered<br />
buses.<br />
Suburban service is set to change<br />
So? The prevalence of the ecological<br />
factor will certainly make this segment<br />
grow, in an inevitable and definitive<br />
transformation of the ‘classic’ suburban<br />
service into a metro-suburban service.<br />
But at that point, the question will be<br />
whether it still makes sense to demand a<br />
Class II on certain lines, where the construction<br />
differences are probably not<br />
justified by the final use of the vehicle.<br />
For this ‘vis-à-vis’, we compare what are<br />
arguably the two most representative LE<br />
models, both of which have recently undergone<br />
a range update: the Setra Multi-<br />
Class, which contributed to the boom in<br />
this segment with its previous 400 series<br />
and now offers the revamped 500 series;<br />
and the Iveco Crossway, which is the undisputed<br />
European leader and offers versions<br />
with every type of fuel.<br />
28 29
COMPARISON<br />
IVECO CROSSWAY LE<br />
ALWAYS UP TO DATE<br />
A champion of<br />
variety in drivetrain<br />
technology, the<br />
Crossway has<br />
been launched in a<br />
updated version. The<br />
facelift is combined<br />
with the launch of<br />
the BEV version<br />
Europe’s most popular Low Entry<br />
has further strengthened its market<br />
position with natural gas (also<br />
accompanied by mild hybrid module)<br />
and even electric variants, thus meeting<br />
the growing demand for alternative fuels for<br />
extra-urban services. The modular structure<br />
includes a body with side panels in plastic<br />
material, as well as doors made entirely<br />
of aluminium. The windows are of two<br />
heights, but, unlike the Setra, they are joined<br />
by a black body finish. The rear door is twoleaf<br />
as standard, while the choice remains<br />
for the front door, single or double. In the<br />
case of the natural gas and electric versions,<br />
the structure and bodywork of the front are<br />
Built in Vysoke<br />
Myto, the<br />
Crossway LE is<br />
available in four<br />
lengths (10.8, 12,<br />
13, 14.5 meters)<br />
and has just<br />
benefited from<br />
a successful<br />
facelift that<br />
brings it closer<br />
to the Streetway.<br />
New LED light<br />
clusters, fully<br />
integrated in<br />
a single body,<br />
allow a better<br />
positioning of the<br />
ADAS systems.<br />
suitably modified, so that the cylinders and<br />
batteries respectively are recessed on the<br />
roof, without altering the overall dimensions<br />
in height. A truly wise choice.<br />
Successfully facelifted<br />
The interior is made with the utmost rationality<br />
through the use of smooth, easily<br />
cleaned plastic panelling and upholstery.<br />
Furthermore, there are various possibilities<br />
for customisation, both on the passenger<br />
seats (as standard, there is the Lineo model,<br />
made in-house, with fixed or reclining backrest<br />
and armrest; other brands and models<br />
are also available), as well as for the interior<br />
walls (in laminate or carpeted), and for the<br />
spacious overhead luggage rack (equipped<br />
with individual service sets on request). The<br />
low-floor section is either entirely flat or, at<br />
the side of the aisle, with two fairly comfortable<br />
bases. In the Class II layout, in order to<br />
achieve maximum capacity for seated passengers,<br />
four two-seaters are facing forward,<br />
two of which are fixed on the highest part of<br />
the front wheel arch. The interior layout allows<br />
up to 42 seats to be placed on the 12-meter<br />
version and 48 on the 13-meter model, in<br />
addition to 2 possible folding seats, to which<br />
at least twenty standing places can be added,<br />
depending on the number of batteries<br />
fitted. The air conditioning, in the diesel and<br />
natural gas variants, is entrusted to a 32 kW<br />
Thermoking series Athenia S805 system in<br />
cooling mode and integrates, for the heating<br />
function, unit heaters or wall-mounted convectors.<br />
Back to the electric version, there<br />
is currently a Thermoking E96I integrated<br />
rooftop unit, which from 2<strong>02</strong>5 will be joined<br />
by a Konvekta UL700 CO2 heat pump system<br />
that aims to optimise performance and<br />
efficiency. Wall heating by circulating water<br />
within convectors is managed by a Valeo<br />
auxiliary heater that can be diesel-powered<br />
(or HVO), electric or mixed (dual).<br />
At the driver’s seat<br />
The driver’s seat has recently been redesigned<br />
and optimised in terms of space,<br />
with a new dashboard featuring additional<br />
and more rational controls. The central<br />
dashboard integrates the traditional analogue<br />
gauges and a 7-inch digital colour<br />
display that shows the main vehicle<br />
status information as well as signalling<br />
any malfunctions, allowing good basic<br />
onboard diagnostics. The driver’s seat<br />
complies with VDV and EBSF (European<br />
Bus System of the Future) standards<br />
and can be separated from the passenger<br />
compartment with full-height locks and a<br />
flap for on-board ticket sales. Options for<br />
the driver include the camera mirror system,<br />
consisting of two views per side plus<br />
30<br />
31
COMPARISON<br />
an additional camera for approaching the<br />
right front corner.<br />
Any drivetrain you may want<br />
The Crossway LE is offered with diesel<br />
or natural gas<br />
(both with the<br />
360-horsepower<br />
Cursor 9)<br />
engines, as well<br />
as (since a few<br />
time) electric<br />
driveline. In<br />
case of internal<br />
combustion<br />
engine, the<br />
transmission is<br />
available as a<br />
six-speed ZF<br />
manual gearbox<br />
(for the<br />
12-meter model<br />
only), sixspeed<br />
ZF Ecolife<br />
6AP1700<br />
automatic or seven-speed Voith NXT automatic<br />
(four plus overdrive), to which the<br />
mild hybrid module can be coupled.<br />
On the other hand, as mentioned, the all-electric<br />
version was recently launched. It uses<br />
The Crossway LE is offered<br />
with diesel or CNG (with the<br />
360-hp Cursor 9) engines,<br />
as well as the new BEV<br />
driveline, that uses the<br />
technology of the E-Way.<br />
Available only in 12 and<br />
13m lengths, the Crossway<br />
Elec uses Siemens ELFA 3<br />
central motor.<br />
the already proven technology of the urban<br />
E-Way. Available only in 12- and 13-meter<br />
lengths, the Crossway Elec uses a central<br />
motor, thus retaining the drive shaft and rear<br />
axle of the engine-powered versions. The<br />
motor will be soon the Siemens ELFA 3,<br />
with 185 kW of maximum continuous power<br />
and 310 peak power, as well as a maximum<br />
torque of 3,000 Nm. The batteries are<br />
high energy density modules based on NMC<br />
chemistry, and they are partially assembled<br />
in Iveco’s European factories (the individual<br />
modules will also be made in-house in Turin<br />
soon) and with an in-house developed BMS.<br />
Each module has a capacity of 69 kWh and<br />
a minimum of five to a maximum of seven<br />
modules can be mounted. They are distributed<br />
between the former engine compartment<br />
(two) and the front of the roof (three to five).<br />
Thanks to a 95 per cent ‘depth of discharge’,<br />
the total usable capacity is an impressive<br />
459 kWh, with an expected lifetime of up<br />
to 15 years. Charging takes place via CCS2<br />
combo sockets, which can be installed in<br />
five different positions, or via direct or reverse<br />
pantograph, in which case the power<br />
delivered by the infrastructure can reach 450<br />
kW. We’re talking about a vehicle, therefore,<br />
that lends itself to both depot and Opportunity<br />
in-line charging. For all variants, the front<br />
axle is the Iveco RL75E with independent<br />
wheels, while the rear axle is a hypoid type<br />
with single reduction. In the three-axle configuration,<br />
the third axle features electronic<br />
control, which is active in forward and reverse<br />
at low to medium speeds. All axles<br />
also offer overload control, depending on<br />
the maximum technically permissible wheel<br />
load. The wheels only allow for 275/70<br />
R22.5” tyres, the same tyres as on urban<br />
vehicles but not those used on the Normal<br />
Floor Crossway, proving not always suitable<br />
for winding roads with frequent changes in<br />
gradient. The load index limits the maximum<br />
homologation mass to 19,100 kg, not<br />
allowing full use of the 19.5 tonne limit. And<br />
400 kg means at least five fewer passengers.<br />
SETRA MULTICLASS S 500 LE<br />
FOR THE DARING ONES<br />
The MultiClass<br />
500 LE is a<br />
new project<br />
that looks<br />
to the future<br />
thanks to an<br />
unconventional<br />
design. ADAS<br />
are top-notch<br />
Presented a few months ago and<br />
seen at Busworld in October,<br />
the new MultiClass 500 series<br />
is not the result of a simple<br />
restyling. On the contrary, it is a specific<br />
design that optimises weight and integrates<br />
all the safety devices that will become<br />
mandatory in the coming months.<br />
Design goes against the grain, avoiding<br />
(more or less clumsy) attempts to harmonise<br />
two different window heights, even<br />
highlighting the separation between the<br />
lowered front and the raised rear, inserting<br />
a body-coloured element behind the<br />
rear door. The front end benefits from the<br />
aesthetic changes recently applied to the<br />
Fog lights<br />
are set into a<br />
black panel,<br />
which houses<br />
the sensors<br />
for Preventive<br />
Brake Assist<br />
2, a driver<br />
assistance<br />
system capable<br />
of activating<br />
partial braking<br />
in the event<br />
of obstacles,<br />
while still<br />
taking standing<br />
passengers into<br />
account.<br />
turistic family, with new all-LED front<br />
light clusters with an overlying ‘bar’ integrating<br />
clearance lights, daytime running<br />
lights and direction indicators. Further<br />
down, the fog lights are set into a black<br />
panel, which houses the sensors for Preventive<br />
Brake Assist 2, a driver assistance<br />
system capable of activating partial brak-<br />
32<br />
33
COMPARISON<br />
ing in the event of obstacles, while still<br />
taking standing passengers into account.<br />
A modular redesign made it possible to<br />
obtain four lengths, as for the other models,<br />
all with a partially lowered floor.<br />
The modular structure envisages, for all<br />
variants, the same overhangs (2,710 mm<br />
at the front and 3,300 mm at the rear),<br />
just as the central door position remains<br />
unchanged, always 1,540 mm in front of<br />
the drive axle.<br />
ing and an outward-rolling movement.<br />
Seating capacities are interesting in configurations<br />
without wheelchairs’ area,<br />
from 39 to 63; in the case of a platform,<br />
however, there are four fewer seats (excluding<br />
any folding seats). Still speaking<br />
about seats, there are different types<br />
available on the MultiClass, depending<br />
on whether Class I or Class II homologation<br />
is requested. They range from the<br />
monocoque for urban use, to the classic<br />
fixed upholstered seat for short- and<br />
medium-haul scheduled services, to the<br />
Four sizes available<br />
As anticipated, there are four sizes: 10.51<br />
meters (S510 LE), 12.21 meters (S515<br />
LE) and 12.92 meters (S516 LE) for the<br />
two-axle versions, in addition to 14.52<br />
meters (S518 LE) for the three-axle version.<br />
The first vehicles in the intermediate<br />
lengths are already on delivery, while for<br />
the ‘normal’ and ‘extra-long’ models we<br />
have to wait a few more months.<br />
The two access doors in the lowered<br />
section can be single (900 or 1,150 mm<br />
compartment) or double doors (1,380 mm<br />
compartment), with an optional third single<br />
door behind the rear axle, with three<br />
steps inside. Depending on the door type,<br />
there is a choice between an inward-rollsemi-tourist<br />
seat equipped with all the accessories<br />
to cope with longer transfers in<br />
comfort. According to this principle, even<br />
the overhead luggage racks (available on<br />
request only in the lowered part) can include<br />
individual lights and air vents.<br />
Air conditioning is provided by a roof unit<br />
with a cooling capacity of between 32 and<br />
39 kW, supplemented by a driver’s front<br />
box with a separate evaporator, plus a set<br />
of unit heaters for the passenger compartment.<br />
There are even three types of dashboard<br />
in the driver’s seat: the Cockpit<br />
City (compliant with VDV regulations),<br />
the Cockpit Basic City (more suitable for<br />
scheduled service) and the Cockpit Basic<br />
(more similar to the ComfortClass touring<br />
range). Of course, each of these allows for<br />
further customisation in the number and<br />
position of individual controls.<br />
How to improve driver’s life...<br />
The rain sensor, the light sensor and the<br />
electronically controlled parking brake<br />
are standard equipment. The latter combines<br />
practicality of use with safety: to<br />
engage the brake, simply operate the<br />
brake lever or the ‘P’ button, while to<br />
release it, simply press the accelerator<br />
or press ‘P’ again, integrating the hill<br />
start assist function. Brake activation<br />
can also occur automatically when the<br />
driver unbuckles the seat belt while the<br />
vehicle is stationary.<br />
Options include an advanced 360° view<br />
system, consisting of four cameras (two<br />
on the sides and two on the heads) and<br />
a 10-inch monitor mounted to the left<br />
of the windscreen and divided into two<br />
parts: one shows the four sides of the<br />
bus at the same time, while the other<br />
switches automatically according to the<br />
direction taken or when reverse gear is<br />
engaged (or according to the driver’s<br />
choice). The device is normally active at<br />
speeds below 30 km/h and can take images<br />
up to a distance of 5-6 meters from<br />
the vehicle, i.e. more than an entire lane.<br />
The powertrain is made up of familiar<br />
and reliable components: the two-axle<br />
vehicles are equipped with the popular<br />
7.7-litre OM 936 inline six-cylinder engine,<br />
which is available in the two usual<br />
power ratings of 299 and 354 horsepower;<br />
the three-axle model, on the other<br />
hand, is fitted with the 10.7-litre OM<br />
470 inline six-cylinder engine with 394<br />
horsepower. Both can be powered by<br />
Seating capacities are interesting<br />
in configurations<br />
without wheelchairs’ area,<br />
from 39 to 63; in the case<br />
of a platform there are 4<br />
fewer seats (excluding any<br />
folding seats). Different<br />
types of seats are available,<br />
depending on the<br />
homologation class.<br />
HVO and the 7-litre model, like the Intouro,<br />
can be complemented by the mild<br />
hybrid module. In this case, a 14 kW auxiliary<br />
electric motor is installed between<br />
the engine and gearbox, acting as a current<br />
generator when releasing and braking,<br />
as well as supporting the heat engine<br />
at start-up, thanks to two small 48 VDC<br />
supercapacitors mounted on the roof. As<br />
many as four gearboxes are available, although<br />
not all of them can be matched<br />
to all models: the Mercedes GO 190 sixspeed<br />
manually-controlled mechanical<br />
gearbox (for two-axle models only), the<br />
ZF Ecolife 2 six-speed automatic gearbox,<br />
the Voith NXT seven-speed automatic<br />
gearbox, or the Mercedes GO 250<br />
PowerShift eight-speed automated mechanical<br />
gearbox. The GO 250 8 automated<br />
mechanical transmission is paired<br />
with the latest version of PPC (Predictive<br />
Powertrain Control), which is capable of<br />
adapting the gear shift programme to the<br />
driver’s driving style and, above all, to<br />
the topography of the road. The predictive<br />
function integrates a vehicle localisation<br />
system and a map archive for the<br />
whole of Europe, so that it acts not only<br />
when changing gears but also when approaching<br />
crossroads, road junctions and<br />
built-up areas; safety, driving comfort<br />
and fuel consumption all benefit from it.<br />
The axles remain the independent-wheel<br />
ZF RL82EC at the front and the hypoid-type<br />
Mercedes RO 440 at the rear,<br />
with numerous<br />
possible gear<br />
ratios, ranging<br />
from i = 3.1 to<br />
i = 5.87, depending<br />
on the<br />
chosen transmission<br />
and the<br />
standard route<br />
type. The third<br />
axle of the 518<br />
LE is independent-wheel<br />
drive<br />
and provides<br />
active steering<br />
control even<br />
in reverse. Depending<br />
on the<br />
type of service<br />
required, the<br />
wheels can be fitted with either 275/70 R<br />
22.5 city tyres or 295/80 R 22.5 extra-urban<br />
tyres, which bring the sill height to<br />
314 mm and 355 mm respectively, excluding<br />
kneeling.<br />
34<br />
35
IN THE SPOTLIGHT<br />
ISUZU CITIVOLT 12<br />
MADE FOR CITIES<br />
Isuzu enters the 12-meter e-bus<br />
segment. It’s the first European OEM<br />
relying on Proterra batteries, but<br />
it’s unclear wether the company’s<br />
‘splitting’ will affect contracts<br />
The fact that electric mobility is the center<br />
of gravity of bus manufacturers’ industrial<br />
strategies is no longer news, but an<br />
unstoppable macro trend. And Turkish<br />
manufacturers have taken the electrification issue<br />
head-on. Starting with Karsan, which has already<br />
launched an entirely zero-emission range in 2<strong>02</strong>1.<br />
Otokar is also present, with a 12-meter model and<br />
an electric mini, and the recent presentation of the<br />
e-Territo and Kent Hydrogen (which, however,<br />
will not be marketed immediately) at Busworld<br />
2<strong>02</strong>3. Isuzu Managing Director Tugrul Arikan<br />
told Sustainable Bus (in late 2<strong>02</strong>2) that the group<br />
would have 12- and 18-meter battery-electric<br />
buses in serial production by <strong>2<strong>02</strong>4</strong>. Grand Toro<br />
and Kendo will follow. The Novociti Volt 8-meter<br />
bus was launched in 2<strong>02</strong>1. Behold, the time for<br />
the Citivolt 12 has come.<br />
The issue of Proterra<br />
Let’s begin our description of this urban bus by<br />
providing some measurements: the length is 12,030<br />
mm, width is the standard 2,550 mm, while the<br />
maximum height is 3,400 mm. The wheelbase is<br />
5,850 mm, while the overhangs are 2,700 at the<br />
front and 3,480 at the rear. Everything is standard.<br />
Pulsating silently under the bodyshell are two motors<br />
keyed to the hubs from ZF, model AxTrax. The<br />
Friedrichshafen giant’s signature is a guarantee.<br />
The maximum motor power is 250 kW, while the<br />
continuous power is 120 kilowatts. The chemical<br />
formula chosen for the batteries - positioned on the<br />
roof - is NMC and their capacity varies from a minimum<br />
of 247.5 to a maximum of 495 kWh, passing<br />
through 330 and 412.5 options. The modules guarantee<br />
a manufacturer-declared range of up to 480<br />
kilometers. What about the supplier? At the end<br />
of 2<strong>02</strong>1, the manufacturer declared a partnership<br />
Isuzu Managing Director<br />
Tugrul Arikan told us that<br />
the group would have 12<br />
and 18m e-buses in serial<br />
production by <strong>2<strong>02</strong>4</strong>. The 8m<br />
Novociti Volt was launched<br />
in 2<strong>02</strong>1. The time for the<br />
Citivolt 12 has come.<br />
36<br />
37
IN THE SPOTLIGHT<br />
At the end of 2<strong>02</strong>1, the<br />
manufacturer declared a<br />
partnership with Proterra<br />
for battery modules for<br />
the 12-meter and 18-meter<br />
models (the Novociti<br />
Volt is CATL-equipped).<br />
It is unclear whether and<br />
in what way the ‘splitting’<br />
of Proterra’s business<br />
will affect supply contracts<br />
already signed<br />
with third-party manufacturers,<br />
as in the case of<br />
Isuzu.<br />
38<br />
with Proterra for battery modules for the<br />
12-meter and 18-meter models (the Novociti<br />
Volt is CATL-equipped). Then, the<br />
Californian company went bankrupt and<br />
its bus production branch was taken over<br />
by the American manufacturer Phenix<br />
Motorcars, while the battery business<br />
went to the Volvo group for $210 million.<br />
It is unclear whether and in what<br />
way the ‘splitting’ of Proterra’s business<br />
will affect supply contracts already<br />
signed with third-party manufacturers,<br />
as in the case of Isuzu.<br />
Back to the Citivolt. The batteries are recharged<br />
with direct current using a type<br />
2 CCS socket, with a maximum power<br />
output of 150 kW. The time necessary to<br />
fully recharge modules is estimated at two<br />
to three hours at maximum power.<br />
ID CARD<br />
Length mm 12,030<br />
Width mm 2,550<br />
Height mm 3,400<br />
Wheelbase mm 5,850<br />
Front overhang mm 2,700<br />
Rear overhang mm 3,480<br />
Passenger capacity n. 100<br />
Seats n. 28/34<br />
Doors n. 2/3<br />
Tyres 275/70 R 22.5<br />
Motor<br />
ZF AxTrax<br />
Motor type<br />
In-wheel<br />
Peak output kW 250<br />
Continuous output kW 120<br />
Battery formula<br />
NMC<br />
Battery capacity kWh 247.5 - 330 - 412.5 - 495<br />
Up to 34 seats on board<br />
Now, let’s get on board this urban electric<br />
bus. First, a note on the maximum<br />
passenger capacity, which Isuzu calculates<br />
at around 100. The standard version<br />
provides between 28 and 34 seats,<br />
depending on the configuration and seats<br />
reserved for people with disabilities.<br />
A ramp to facilitate wheelchairs getting<br />
on and off is standard. Passengers can<br />
access on board through three doors in<br />
the standard version of the Citivolt 12,<br />
or through two doors. Both the front and<br />
rear doors are double-leaf, pneumatic<br />
and open outwards. The seats can be up-<br />
holstered in fabric or plastic, with optional<br />
USB sockets. The digital display<br />
showing the destination is standard, as<br />
is the LCD screen, while wifi is optional.<br />
The large windows provide single<br />
glazing. The heating and cooling system<br />
is also standard.<br />
The braking system, which we have already<br />
mentioned, is complete with ABS,<br />
ASR, EBS and EBD as standard, as well<br />
as ESC/ESP as an option.<br />
A rich array of technologies is standard:<br />
speed limiter, tachograph, parking<br />
sensors, tire inflation kit, spare wheel,<br />
front-rear fog lights and reversing horn<br />
to signal the bus maneuver to other road<br />
users. Let’s end with the cockpit: it can<br />
be fully closed as an option or semiclosed<br />
as standard.<br />
Then, there is the manual or electric<br />
windscreen blind, electric and heated<br />
wing mirrors, pull-up mirror, seat light<br />
and an ad hoc USB socket for the driver.<br />
Last but not least is the independent air<br />
conditioning system for the driver.<br />
39
IN THE SPOTLIGHT<br />
NEXT MODULAR VEHICLES NX23<br />
COMING NEXT<br />
An Italian start-up has developed a<br />
pod for public transport applications.<br />
Pods hook up to each other and<br />
transform into buses. The dialogue is<br />
open for an “industrial partnership”.<br />
40<br />
A<br />
spaceship? A mobile home? None of the<br />
above. This strange object on wheels is called<br />
NX23, was created in Padua, is just over 3.6<br />
meters long but is extendable by hooking up<br />
several vehicles: that’s the great part! It has the ambition<br />
of revolutionising the concept of mobility in the name of<br />
modularity and on-demand services. Ten vehicles are on<br />
the road as of end 2<strong>02</strong>3, 50 are expected to roll off the<br />
production lines in <strong>2<strong>02</strong>4</strong>. The X-hour of mass commercialisation<br />
is set for 2<strong>02</strong>6. In partnership with «a major<br />
Italian bus manufacturer». But let’s move one step at a<br />
time.<br />
The minds behind the NX23 are those of Next Modular<br />
Vehicles, an all-Italian start-up founded by the CEO<br />
Tommaso Gecchelin, whom we met together with CCO<br />
Domenico Giudici, Chief Engineer Edoardo Fantin<br />
and Senior Automotive Advisor Giacomo Marra. We<br />
climbed together aboard the pod, taking a little urban<br />
trip, where it attracted the astonished and intrigued gazes<br />
of pedestrians and motorists. And it couldn’t be otherwise.<br />
Destination: on-demand transportation<br />
In Milan the company plans to launch a pilot project<br />
with the public transport authority AMAT, starting between<br />
the end of <strong>2<strong>02</strong>4</strong> and the beginning of 2<strong>02</strong>5, thanks<br />
to winning a European project. «AMAT will use our vehicles<br />
as part of a new on-demand service. Citizens will<br />
be able to call a vehicle via a mobile application. The<br />
shuttles will be grouped according to service needs and<br />
passengers will see on their mobile phones if they need<br />
to transfer to another shuttle to reach their destination»,<br />
Tommaso Gecchelin tells us.<br />
The Next capsules can operate as a single ‘wagon’ or<br />
connect to other modules according to real-time transport<br />
demand. During peak hours, the vehicle can connect<br />
to other ‘pods’ to cope with increased demand. During<br />
less congested hours, the configuration can adapt to a<br />
shorter and lighter layout, optimising energy use.<br />
How can roads be decongested?<br />
A step back. The starting idea «developed in my degree<br />
thesis», Gecchelin says, «was to hypothesize<br />
what would happen if people bottled up in traffic were<br />
to group together in shared vehicles according to destination.<br />
Since the results were incredible and the potential<br />
for optimisation was extreme, we tried to create<br />
a concept that would actually allow people to move<br />
easily between various vehicles, which is logically not<br />
possible between private cars». This is precisely the key<br />
feature of Next: several capsules (up to five) can be mechanically<br />
docked together (while alignment is enabled<br />
by a proprietary computerised robotic system). When<br />
docked together, up to three pods create a single vehicle<br />
without joints.<br />
When more than three pods are connected, the vehicles<br />
become selectively articulated. People can move from<br />
one pod to another through the front and rear door of<br />
each pod, as each module is equipped with doors on<br />
three sides. This ‘chain’ of pods hooked to each other<br />
is an application that the company hopes to launch on<br />
the road from 2<strong>02</strong>6, the year in which «we plan to start<br />
operating a public transport service with pods that dynamically<br />
connect and disconnect». At the moment, the<br />
target market «is VIP services, resorts, tourist destinations.<br />
We are also gathering interest from the airport sec-<br />
Ten vehicles are on the<br />
road as of end 2<strong>02</strong>3, 50 are<br />
expected to roll off the production<br />
lines in <strong>2<strong>02</strong>4</strong>. The<br />
X-hour of mass commercialisation<br />
is set for 2<strong>02</strong>6. In<br />
partnership with «a major<br />
Italian bus manufacturer».<br />
41
IN THE SPOTLIGHT<br />
Subscribe to Sustainable Bus Magazine.<br />
42<br />
Next capsules can operate<br />
as a single ‘wagon’ or<br />
connect to other modules<br />
according to real-time<br />
transport demand. During<br />
peak hours, the vehicle<br />
can connect to other ‘pods’<br />
to cope with increased<br />
demand. When docked<br />
together, up to three pods<br />
create a single vehicle without<br />
joints. When more than<br />
three pods are connected,<br />
the vehicles become selectively<br />
articulated.<br />
tor, where the vehicles could be used to connect<br />
the car parks to the terminal». The NX23<br />
model is currently undergoing homologation,<br />
while «the other pod module we have already<br />
tested in Padua has passed homologation tests<br />
for M1 Vat», the start-up’s founder explains.<br />
Between Italy and Dubai<br />
The company operates globally with headquarters<br />
in Padua, Veneto, in north-west Italy,<br />
and an assembly plant in Dubai, where<br />
Next has been collaborating with the transport<br />
agency RTA since 2016. 15 people are<br />
employed between the headquarters, where<br />
research and development and prototype production<br />
are located, and the Emirates. An important<br />
milestone was reached in mid-2<strong>02</strong>3<br />
with an investment agreement by Paradigma<br />
Management Consultancies, which injected<br />
2.5 million euros into Next Modular Vehicles.<br />
To date, around 10 vehicles are involved in<br />
pilot projects, while 50 vehicles will start rolling<br />
off the production lines in <strong>2<strong>02</strong>4</strong>, destined<br />
for the European and Middle Eastern markets.<br />
Next has so far concentrated on product<br />
validation. Small-series commercialisation is<br />
expected to start in mid-<strong>2<strong>02</strong>4</strong>, while «in 2<strong>02</strong>6<br />
we expect to start mass commercialisation.<br />
For marketing on public tenders and in the<br />
public transport sector, we are discussing a<br />
partnership with an Italian bus manufacturer,<br />
which will allow us to scale up this challenging<br />
market and move to larger production<br />
volumes, over 500 units per year», Gecchelin<br />
reveals.<br />
Coming to technical specifications, the vehicle<br />
features full electric drive with a peak<br />
power output of 90 kW. The lithium-ion<br />
battery operates at 400 volts and provides<br />
a maximum capacity of 47 kWh. But «the<br />
next model will have about twice the capacity»,<br />
Gecchelin guarantees. There are five<br />
passenger seats on board, to which is added<br />
free space capable of accommodating up to<br />
ten additional standing passengers, in compliance<br />
with the permitted masses, for a total<br />
capacity of 15 passengers.<br />
Offsetting some undeniable acerbity in production<br />
quality is the fact that the one we<br />
tried is a pre-series product still immersed in<br />
a process of progressive improvements and<br />
upgrades.<br />
But not only passenger transport is in the<br />
spotlight. Applications in the freight market<br />
are also in sight, particularly in last-mile services.<br />
Gecchelin tells us: «Another possible<br />
application is the connection between a first<br />
pod used for passenger transport and a second<br />
pod used for freight transport. In Padua, we<br />
are about to launch a dynamic locker project<br />
ID CARD<br />
Length mm 3,676<br />
Height mm 2,935<br />
Width mm 2,450<br />
Wheelbase mm 2,300<br />
Seatings n. 5 + 1<br />
Passenger capacity n. 15<br />
Doors width front/rear mm 730<br />
Side door width mm 1,120<br />
Entrance height mm 350<br />
Floor height from ground mm 650<br />
Glass-to-glass width mm 2,410<br />
Glass-to-glass length mm 3,200<br />
Interior height mm 2,270<br />
Empty weight kg 3,000<br />
Peak power kW 90<br />
Battery capacity kWh 47<br />
as part of a European tender that we won. The<br />
pods will be used for the delivery of goods.<br />
In the event that some packages are not delivered,<br />
they will be placed in a pod parked<br />
in a strategic location in the concerned area<br />
at the end of the day. The recipients will be<br />
informed of the locker location so that they<br />
can collect their parcels».<br />
And another project is about to start: «In the<br />
summer of <strong>2<strong>02</strong>4</strong>, we will launch a new project<br />
in the tourist destination of Courmayeur,<br />
through a partnership with the municipality<br />
and the operator Arriva».<br />
Your ticket to<br />
the latest in<br />
public transport<br />
innovation<br />
How to subscribe:<br />
www.sustainable-bus.com<br />
or write a e-mail to:<br />
abbonamenti@vadoetorno.com<br />
VADO E TORNO EDIZIONI via Brembo 27 20139 Milan Italy
PORTFOLIO<br />
ALL THE ZERO EMISSION <strong>BUS</strong> MODELS<br />
ON THE EUROPEAN MARKET.<br />
PORTFOLIO<br />
ALL THE ZERO EMISSION <strong>BUS</strong> MODELS<br />
ON THE EUROPEAN MARKET.<br />
ADL<br />
Enviro200EV<br />
Length m 9.6 / 10.2 / 10.9 / 11.6 / 12<br />
Passenger capacity n. 80<br />
Motor / output kW BYD / 90x2<br />
Battery type<br />
BYD / LFP<br />
Battery capacity max kWh 348<br />
Charging technology<br />
plug-in<br />
BMC<br />
eBus k7, k9UD<br />
Length mm 8,750 / 12,200<br />
Passenger seats n. -<br />
Motor / output kW BYD / 180 / 300<br />
Battery type<br />
BYD / LFP<br />
Battery capacity max kWh 174 / 422<br />
Charging technology plug-in/pant.<br />
e.City Gold 10/12<br />
Length mm 10,700 / 12,000<br />
Passenger capacity n. 64 / 87<br />
Motor / output kW Siemens / 180<br />
Battery type<br />
NMC / LTO<br />
Battery capacity max kWh 385<br />
Charging technology plug-in/pant.<br />
HESS<br />
Enviro 100 EV<br />
Length mm 8,500<br />
Passenger capacity n. 45<br />
Motor type / output kW Voith / 260<br />
Battery type<br />
NMC<br />
Battery capacity max kWh 354<br />
Charging technology plug-in/pant.<br />
Enviro 400 EV<br />
Length mm 11,100<br />
Passenger capacity n. 96<br />
Motor type / output kW Voith / 410<br />
Battery type<br />
NMC<br />
Battery capacity max kWh 472<br />
Charging technology plug-in/pant.<br />
Enviro 400 FCEV<br />
Length mm 11,100<br />
Passenger capacity n. 88<br />
Motor type / output kW Voith / 350<br />
Fuel cell system / kW Ballard / 60<br />
Battery type<br />
LTO<br />
Battery capacity max kWh 30<br />
Enviro 400 EV<br />
Length mm 10,300 / 10,800<br />
Passenger capacity n. 87<br />
Motor / output kW BYD / 150x2<br />
Battery type<br />
BYD / LFP<br />
Battery capacity max kWh 382<br />
Charging technology<br />
plug-in<br />
BLUE<strong>BUS</strong><br />
Bluebus 6<br />
Length mm 5,940<br />
Passenger capacity n. 35<br />
Motor type / kW Central / 140<br />
Battery<br />
Blue Solutions / LMP<br />
Battery capacity max kWh 126<br />
Charging technology<br />
plug-in<br />
Procity EV<br />
Length mm 12,090<br />
Passenger capacity n. 97<br />
Motor / kW Hsvm 287 Aselsan / 250<br />
Battery type<br />
LTO<br />
Battery capacity kWh 112<br />
Charging technology pantograph<br />
Neocity<br />
Length mm 8,500 / 10,000<br />
Passenger capacity n. 72 / 68<br />
Motor / kW TM4 Sumo MD / 235<br />
Battery type<br />
Akasol / NMC<br />
Battery capacity kWh 198<br />
Charging technology<br />
plug-in<br />
BYD<br />
BYD - Castrosua Nelec<br />
Length mm 12,200<br />
Passenger seats n. 92<br />
Motor / output kW BYD / 300<br />
Battery type<br />
BYD / LFP<br />
Battery capacity max kWh 422<br />
Charging technology plug-in/pant.<br />
BYD - UNVI DD13<br />
Length mm 13,700<br />
Passenger seats n. 77<br />
Motor / output kW BYD / 300<br />
Battery type<br />
BYD / LFP<br />
Battery capacity max kWh 484<br />
Charging technology<br />
plug-in<br />
Estimate range km 350<br />
CAETANO<strong>BUS</strong><br />
H2.City Gold 10/12 (hydrogen)<br />
Length mm 10,700 / 12,000<br />
Passenger capacity n. 64 / 87<br />
Motor / kW Siemens / 180<br />
Battery type<br />
LTO<br />
Fuel cell system<br />
Toyota<br />
Estimate range km 400<br />
E<strong>BUS</strong>CO<br />
Ebusco 2.2 (LE/LF)<br />
Length mm 12,000/12,900/13,500/18,00<br />
Passenger capacity n. 90/85/78/140<br />
Motor / kW ZF / 250<br />
Battery type<br />
LFP<br />
Battery capacity kWh 363/423/525<br />
Charging technology plug-in/pant.<br />
lighTram 10/12/19/25 DC<br />
Length mm 10,790/12,000/18,750/24,750<br />
Passenger capacity n. 58 / 103 / 136 / 224<br />
Motor / kW - / 150<br />
Battery type -<br />
Battery capacity max kWh<br />
510/610/710/820<br />
Charging technology plug-in/pant.<br />
HIGER<br />
Steed<br />
Length mm 8,500<br />
Passenger capacity n. 48<br />
Motor / kW -<br />
Battery type<br />
CATL / LFP<br />
Battery capacity kWh 174 / 210<br />
Charging technology<br />
plug-in<br />
Enviro 500 EV<br />
Length mm 12,000<br />
Passenger capacity n. 86<br />
Motor type / output kW Voith / 410<br />
Battery type<br />
NMC<br />
Battery capacity max kWh 472<br />
Charging technology<br />
plug-in<br />
Bluebus 12<br />
Length mm 12,068<br />
Passenger capacity n. 109<br />
Motor type / kW Central / 160<br />
Battery type Blue Solutions / LMP<br />
Battery capacity max kWh 441<br />
Charging technology<br />
plug-in<br />
eBus B11, B13, B15, B18, B19<br />
Length mm 10,816 / 13,275 /<br />
14,775 / 18,150 / 18,750<br />
Motor / output kW BYD / 300<br />
Battery type<br />
BYD / LFP<br />
Battery capacity max kW<br />
348 / 422 / 511 / 563<br />
Charging technology plug-in/pant.<br />
Ebusco 3.0<br />
Length mm 12,000/18,000<br />
Passenger n. 110/150<br />
Motor / kW Ebusco / 250<br />
Battery type<br />
LFP<br />
Battery capacity max kWh 350/500<br />
Charging technology<br />
plug-in<br />
Azure 7, 9, 12<br />
Length mm 7,000 / 9,000 / 12,000<br />
Passenger capacity n. 86<br />
Motor / kW Prestolite MD130D / -<br />
Battery type<br />
CATL / LFP<br />
Battery capacity kWh 355<br />
Charging technology<br />
plug-in<br />
44<br />
45
PORTFOLIO<br />
ALL THE ZERO EMISSION <strong>BUS</strong> MODELS<br />
ON THE EUROPEAN MARKET.<br />
PORTFOLIO<br />
ALL THE ZERO EMISSION <strong>BUS</strong> MODELS<br />
ON THE EUROPEAN MARKET.<br />
IIA<br />
IVECO <strong>BUS</strong><br />
ie bus<br />
Length mm 10,850 / 12,160 / 18,730<br />
Passenger capacity n. 76 / 95 / 155<br />
Motor / output kW Irizar / 235<br />
Battery type<br />
Lithium-ion<br />
Battery capacity max kWh 525<br />
Charging technology plug-in/pant.<br />
KARSAN<br />
KING LONG<br />
MELLOR<br />
Citymood 10e, 12e<br />
Length mm 10,620 / 12,100<br />
Passenger capacity n. 80<br />
Motor / kW Siemens 1DB2016 / 230<br />
Battery type<br />
NMC<br />
Battery capacity max. kWh 330<br />
Charging technology<br />
plug-in<br />
IKARUS<br />
E-WAY<br />
Length mm 9,510 / 10,735 / 12,060<br />
Passenger seats n. 16 - 26 - 35<br />
Motor / kW - /160<br />
Battery type<br />
NMC/LTO<br />
Battery capacity max kWh 416<br />
Charging technology plug-in/pant.<br />
Streetway Elec<br />
Length mm 12,000<br />
Passenger capacity. 90<br />
Motor type / kW Voith / 310<br />
Battery type<br />
NMC<br />
Battery capacity max kWh 485<br />
Charging technology<br />
plug-in<br />
ie tram<br />
Length mm 12,165 / 18,730<br />
Passenger capacity n. 99 / 155<br />
Motor / kW Irizar / 190-235<br />
Battery type<br />
Lithium-ion<br />
Battery capacity max kWh 350/525<br />
Charging technology plug-in/pant.<br />
ISUZU<br />
e-Jest<br />
Length mm 5,845<br />
Passenger capacity n. 25<br />
Motor / kW BMW / 125<br />
Battery type BMW / Lithium-ion<br />
Battery capacity max kWh 88<br />
Charging technology<br />
plug-in<br />
Pev 6/9/12<br />
Length mm 5,990 / 9.180 / 11,980<br />
Passenger n. 23 / 27 / 36<br />
Motor / kW King Long/Dana - 135/245/350<br />
Battery type<br />
LFP<br />
Battery capacity max kWh 89/282423<br />
Charging technology<br />
plug-in<br />
MAN<br />
Sigma 7, 8, 9, 10, 11<br />
Length mm 7,150/<br />
8.750 /9.400 / 10,250 / 11,275 / 11,950<br />
Passenger capacity n. from 33 to 80<br />
Motor/kW Dana / -<br />
Battery supplier<br />
CATL<br />
Battery capacity max kWh -<br />
Charging technology<br />
plug-in<br />
MERCEDES<br />
80E<br />
Length mm 8,545<br />
Passenger capacity n. 55<br />
Motor/kW - / 170<br />
Battery<br />
CATL / LFP<br />
Battery capacity max kWh 282<br />
Charging technology plug-in/pant.<br />
120E<br />
Length mm 12,190<br />
Passenger capacity n. 86<br />
Motor/kW - / 240<br />
Battery<br />
CATL / LFP<br />
Battery capacity max kWh 422<br />
Charging technology plug-in/pant.<br />
180E<br />
Length mm 18,750<br />
Passenger capacity n. 113<br />
Motor/kW - / 350<br />
Battery<br />
CATL / LFP<br />
Battery capacity max kWh 564<br />
Charging technology plug-in/pant.<br />
Crossway Elec<br />
Length mm 12,000 / 13,000<br />
Passenger seats n.. 44 / 48<br />
Motor type / kW Siemens / 330<br />
Battery type<br />
NMC<br />
Battery capacity max kWh 485<br />
Charging technology plug-in/pant.<br />
E-WAY H2<br />
Length mm 12,000<br />
Passenger seats n.. -<br />
Motor type / kW Siemens / 310<br />
Battery type<br />
NMC<br />
Fuel cell system<br />
Hyundai<br />
Battery capacity max kWh 485<br />
Estimate range km 350<br />
IRIZAR E-MOBILITY<br />
Novociti Volt<br />
Length mm 7,957<br />
Passenger capacity n. 48<br />
Motor / kW TM4 Sumo MD / 255<br />
Battery type<br />
CATL / LFP<br />
Battery capacity kWh 211 - 268<br />
Charging technology<br />
plug-in<br />
Citivolt 12<br />
Length mm 12,030<br />
Passenger capacity n. 100<br />
Motor / kW ZF / 250<br />
Battery type<br />
NMC<br />
Battery capacity kWh 495<br />
Charging technology<br />
plug-in<br />
Novo Volt<br />
Length mm 7,332<br />
Passenger capacity n. 29<br />
Motor / kW Allison / 320<br />
Battery type<br />
NMC<br />
Battery capacity kWh 165<br />
Charging technology<br />
plug-in<br />
e-Atak<br />
Length mm 8,315<br />
Passenger capacity n. 52<br />
Motor / kW TM4 / 230<br />
Battery type BMW / Lithium-ion<br />
Battery capacity max kWh 220<br />
Charging technology<br />
plug-in<br />
e-ATA 10/12/18<br />
Length mm 10,750/12,220/18,300<br />
Passenger capacity n. 79 / 89 / 135<br />
Motor / kW ZF AxTrax / 250-250-500<br />
Battery type<br />
LFP<br />
Batt. capacity max kWh 315/449/595<br />
Charging technology plug-in/pant.<br />
Lion’s City E 10/12/18<br />
Length mm 10,575 / 12,000 / 18,100<br />
Passenger capacity n. 67 / 85 / 120<br />
Motor / kW Traton - 240/270/540<br />
Battery type<br />
NMC<br />
Battery capacity max kWh 400/480/640<br />
Charging technology<br />
plug-in<br />
MCV<br />
MCV C127 LF<br />
Length mm 12,000<br />
Passenger capacity n. 90<br />
Motor / kW ACTIA - 250<br />
Battery type<br />
NMC<br />
Battery capacity max kWh 462<br />
Charging technology<br />
plug-in<br />
eCitaro 12/18<br />
Length mm 12,135 / 18,125<br />
Passenger capacity n. 80 / 136<br />
Motor / kW ZF AxTrax / 250<br />
Battery type<br />
Akasol / NMC**<br />
Battery capacity max kWh 396 / 441<br />
Charging technology<br />
plug-in<br />
eCitaro Fuel Cell 12/18<br />
Length mm 12,135 / 18,125<br />
Passenger capacity n. 88 / 128<br />
Motor / kW ZF AxTrax / 250<br />
Fuel cell system<br />
Toyota<br />
Battery type<br />
NMC<br />
Battery capacity max kWh 295/ 392<br />
Charging technology<br />
plug-in<br />
OTOKAR<br />
46<br />
47
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e-Centro C<br />
Length mm 6,605<br />
Passenger capacity n. 32<br />
Motor / kW Dana TM4 / 205<br />
Battery type<br />
Svolt / NMC<br />
Battery capacity kWh 110<br />
Charging technology<br />
plug-in<br />
e-Kent C 12/18<br />
Length mm 12,000/18,750<br />
Passenger capacity n. 74/99<br />
Motor / kW Voith / 410<br />
Battery type<br />
Webasto / NMC<br />
Battery capacity kWh 350/560<br />
Charging technology<br />
plug-in<br />
Kent C Hydrogen<br />
Length mm 12,000<br />
Passenger capacity n. 104<br />
Motor / kW - / 410<br />
Battery type<br />
- / NMC<br />
Fuel cell system<br />
Ballard<br />
Estimate range km 500<br />
e-Territo U<br />
Length mm 13,000<br />
Passenger capacity n. 63<br />
Motor / kW Voith / 410<br />
Battery type<br />
- / NMC<br />
Battery capacity kWh 450<br />
Charging technology<br />
plug-in<br />
QUANTRON<br />
RAMPINI<br />
Sixtron/Eltron<br />
Length mm 6,110 / 8,000 Passenger<br />
capacity n. 34 / 48<br />
Motor / kW Dana / 230<br />
Battery type<br />
LFP<br />
Batt. capacity max kWh 210<br />
Charging technology plug-in / pant.<br />
Hydron<br />
Length mm 8,000<br />
Passenger capacity n. 48<br />
Motor / kW Siemens / 230<br />
Battery type<br />
Rampini / LFP<br />
Fuel cell module / kW Loop Energy / 194<br />
Estimate range km 400<br />
SAFRA<br />
Hycity<br />
Length mm 11,857<br />
Passenger capacity n. +100<br />
Motor / kW ZF AxTrax / 250<br />
Fuel cell module / kW Symbio / 45<br />
Battery Microvast / NMC / 130 kWh<br />
SCANIA<br />
Scania-Castrosua 75 CS<br />
Length mm 13,065<br />
Passenger seats n. 44<br />
Motor / kW - / 300<br />
Battery type -<br />
Batt. capacity max kWh 520<br />
Charging technology<br />
plug-in<br />
SKODA<br />
Skoda E’City 9, 12<br />
Length mm 9,496 / 12,<strong>02</strong>0<br />
Passenger capacity n. 65 / 85<br />
Motor / kW 100 / 160<br />
Battery type -<br />
Battery capacity max kWh -<br />
Charging technology plug-in/plug-pant.<br />
Skoda H’city<br />
Length mm 12,<strong>02</strong>0<br />
Passenger capacity n. 85<br />
Motor / kW 100 / 160<br />
Battery type -<br />
Battery capacity max kWh -<br />
Estimate range km 350<br />
SOLARIS<br />
Urbino electric 15 LE<br />
Length mm 14,890<br />
Passenger seats max n. 65<br />
Motor Central asynchronous / 300<br />
Battery type<br />
LTO / NMC<br />
Battery capacity max kWh 470<br />
Charging technology plug-in/pant.<br />
Urbino electric 18/24<br />
Length mm 18,000 / 24,700<br />
Passenger capacity n. 145 / 155<br />
Motor kW ZF -240/250<br />
Battery type<br />
LTO<br />
Battery capacity kWh 800<br />
Charging technology plug-in/pant.<br />
Urbino 12/18 hydrogen<br />
Length mm 12,000 / 18,000<br />
Passenger seats max n. 37 / 52<br />
Motor / kW ZF AxTrax / 250<br />
Fuel cell module<br />
Ballard<br />
Fuel cell module power kW 70 / 100<br />
Battery High Power / 30 kWh<br />
Hydrogen capacity l 5 x 312/ (+3x190)<br />
Trollino<br />
Length mm 12,000/18,000/24,000<br />
Passenger seats max n. 39/53/69<br />
Motor / kW TSA-Skoda / 160-250<br />
Battery type<br />
Solaris LTO<br />
Battery capacity kWh 30-90<br />
Charging technologies Pant. / IMC<br />
TEMSA<br />
Avenue Electron<br />
Length mm 12,000<br />
Passenger seats n. 35<br />
Motor / kW TM4 Sumo / 250<br />
Battery type<br />
NMC<br />
Battery capacity kWh 240 - 300 - 360<br />
Charging technology<br />
plug-in<br />
MD9 electriCITY<br />
Length mm 9,496<br />
Passenger seats n. 26<br />
Motor / kW<br />
TM4/250<br />
Battery type<br />
NMC<br />
Battery capacity max kWh 200<br />
Charging technology<br />
plug-in<br />
LD SB E<br />
Length mm 2.365 / 13.080<br />
Passenger seats n. 57 / 61<br />
Motor / kW<br />
TM4/250<br />
Battery type<br />
NMC<br />
Battery capacity max kWh 350<br />
Charging technology<br />
plug-in<br />
VAN HOOL<br />
A12, A13, A18 Fuel Cell<br />
Length mm 12,225/13,525/18,195<br />
Passenger seats n. 41/47/51<br />
Motor / kW Siemens - 160/210<br />
Fuel cell Ballard / 70/100<br />
Battery capacity max kWh<br />
Actia / 24 - Akasol/132<br />
Exqui.City 18/24 Fuel Cell<br />
Length mm 18,610/23,820<br />
Passenger seats n.. 46 / 60<br />
Motor type 1 kW Siemens / 210<br />
Motor type 2/ kW Siemens 320<br />
Fuel cell<br />
Ballard<br />
Exqui.City 18/24 Trolley<br />
Length mm 18,610 / 23,820<br />
Passenger seats n. 46 / 61<br />
Motor type/kW Siemens /320<br />
Battery capacity max kWh 30 / 40<br />
VDL<br />
Citea new gen. LF-122 / LE-122<br />
Length mm 12,200<br />
Passenger capacity n. 110 / 105<br />
Motor/kW ZF AxTrax / 250<br />
Battery type<br />
NMC<br />
Battery capacity max kWh 490<br />
Charging technology plug-in/pant.<br />
Cizaris 12 EV<br />
Length mm 12,180<br />
Passenger capacity n. 81 to 95<br />
Motor / kW Dana TM4 / 245<br />
Battery type<br />
CATL / LFP<br />
Batt. capacity max kWh 242 to 424<br />
Charging technology<br />
plug-in<br />
Urbino electric 9 LE/12<br />
Length mm 9,270 / 12,000<br />
Passenger seats max n. 31 / 43<br />
Motor ZF AxTrax-TSA - 220 / 250-160<br />
Battery type<br />
LTO / NMC<br />
Battery capacity max kWh 350 / 395<br />
Charging technology plug-in/pant.<br />
A12, A13, A18, A24<br />
Length mm 12,225/13.525/18,195 78<br />
Passenger capacity n. 41 / 47 / 51 / 65<br />
Motor / kW ZF / 280 / 560<br />
Battery type<br />
Lithium-ion<br />
Battery capacity kWh Akasol / 588/686<br />
Charging technology<br />
plug-in<br />
Citea new gen. LE-135 / LE-149<br />
Length mm 13,500 / 14,900<br />
Passenger capacity n. 89 / 138<br />
Motor/kW ZF AxTrax / 250<br />
Battery type<br />
NMC<br />
Battery capacity max kWh 552 / 674<br />
Charging technology plug-in/pant.<br />
48<br />
49
PORTFOLIO<br />
Citea new gen. LE-181<br />
Length mm 18,100<br />
Passenger capacity n. 153<br />
Motor/kW ZF AxTrax / 250<br />
Battery type<br />
NMC<br />
Battery capacity max kWh 674<br />
Charging technology plug-in/pant.<br />
VOLVO<br />
U11DD<br />
Length mm 10,990<br />
Passenger seats n. 82<br />
Motor/kW Yutong TZ368XSYTB38/350<br />
Battery type<br />
CATL<br />
Battery capacity max kWh 385<br />
Charging technology<br />
plug-in<br />
WRIGHT<strong>BUS</strong><br />
The international media<br />
focusing on innovation and<br />
sustainability in public transport<br />
Established 2018<br />
Editor in chief<br />
Stefano Agnellini<br />
Managing editor<br />
Riccardo Schiavo<br />
Editorial staff<br />
Fabio Butturi, Ornella Cavalli,<br />
Alberto Gimmelli, Fabrizio Dalle Nogare,<br />
Stefano Eliseo, Fabio Franchini,<br />
Cristina Scuteri, Luca Vitali<br />
Layout & graphics<br />
Marco Zanusso (manager)<br />
Editorial management<br />
Fabio Zammaretti<br />
ALL GOOD THINGS<br />
COME IN THREES.<br />
MAN Lion’s City E.<br />
Printing<br />
Industrie Grafiche RGM srl,<br />
Rozzano (Mi)<br />
Milano City Court Authorization<br />
n. 109 – September 5th 2<strong>02</strong>3 National Press<br />
Register n. 4596 – April 20th 1994<br />
n. R.O.C. 2880 30-11-2001<br />
7900 Electric (MCV)<br />
Length mm 12,000/18,000/18,700<br />
Passenger capacity n. 95/150/145<br />
Electric motor / kW 200 / 400<br />
Battery type<br />
LTO<br />
Battery capacity max kWh 470 / 565<br />
Charging technology plug-in/pant.<br />
YUTONG<br />
StreetDeck Hydroliner FCEV<br />
Length mm 10,900<br />
Passenger capacity n. 86<br />
Motor / kW<br />
Voith VEDS<br />
Fuel cell module<br />
Ballard<br />
Fuel cell module power kW -<br />
Battery<br />
Forsee Power / NMC<br />
Battery capacity kWh 48<br />
Hydrogen capacity kg 27 (1,120 l)<br />
StreetDeck Electroliner BEV<br />
Length mm 10,900<br />
Passenger seats n. 95<br />
Motor / kW<br />
Voith VEDS<br />
Battery<br />
Forsee Power / NMC<br />
Battery capacity kWh 340 - 454<br />
Charging technology<br />
plug-in.<br />
VADO E TORNO<br />
EDIZIONI<br />
MANAGEMENT<br />
ADMINISTRATION<br />
via Brembo 27 - 20139 Milan - Italy.<br />
Tel. +39 <strong>02</strong> 55230950<br />
Website<br />
www.sustainable-bus.com<br />
ADVERTISING<br />
Management<br />
via Brembo 27<br />
20139 Milan - Italy<br />
tel. +39 <strong>02</strong> 55230950<br />
e-mail: pubblicita@vadoetornoedizioni.it<br />
Head of Sales<br />
Luca Brusegani<br />
Sales agents<br />
Roberto Menchinelli (Roma)<br />
Maurizio Candia<br />
Angelo De Luca<br />
Emanuele Tramaglino<br />
Sustainable Bus subscription 4 Issues<br />
80 euro<br />
Back issues<br />
25 euro<br />
E12 Pro<br />
Length mm 12,000<br />
Passenger seats n. 61<br />
Motor/kW Yutong YTM280-CV9-H/350<br />
Battery supplier<br />
CATL<br />
Battery capacity max kWh 422<br />
Charging technology<br />
plug-in<br />
GB Kite Hydroliner FCEV<br />
Length mm 12,000<br />
Passenger capacity n. 90<br />
Motor / kW<br />
Voith VEDS<br />
Fuel cell module Ballard FC Move<br />
Fuel cell module power kW 70 - 100<br />
Battery<br />
Forsee Power / NMC<br />
Battery capacity kWh 30 - 45<br />
Hydrogen capacity kg 35 - 50<br />
How to subscribe:<br />
www.sustainable-bus.com<br />
or write a e-mail to:<br />
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E-Mail<br />
info@sustainable-bus.com<br />
Copyright <strong>2<strong>02</strong>4</strong> Vado e Torno Edizioni<br />
50<br />
U12<br />
Length mm 12,170<br />
Passenger capacity n. 75<br />
Motor/kW Yutong TZ368XSYTB38/350<br />
Battery type<br />
CATL<br />
Battery capacity max kWh 422<br />
Charging technology<br />
plug-in<br />
GB Kite Electroliner BEV<br />
Length mm 12,000<br />
Passenger seats n. 90<br />
Motor / kW<br />
Voith VEDS<br />
Battery<br />
Forsee Power / NMC<br />
Battery capacity kWh 340 - 454 - 567<br />
Charging technology<br />
plug-in.<br />
Notice to subscribers<br />
Vado e Torno Edizioni srl, within the framework of its<br />
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We invite you to take a look at the new policy, which<br />
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Copyright <strong>2<strong>02</strong>4</strong> Vado e Torno Edizioni<br />
Available in three lengths, the MAN Lion’s City E offers your public transport company<br />
as well as your passengers far-reaching advantages: constantly high range, fast<br />
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