2024-05 SUSTAINABLE BUS

Sustainable
US
VADO E TORNO EDIZIONI
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MAY 2024
€ 22,00
FOREVER
YOUNG
OUTLOOKS
Inside Forsee
Power facility and
the new VDL’s plant
SPOTLIGHT
On a test drive
with the Mercedes
eCitaro G fuel cell
STRATEGIES
Volvo Buses’ bet
on the intercity
e-bus market

Sustainable
BUS
CONTENTS
4
SUSTAINABLE-BUS.COM MAY 2024
POST-IT
A 18-meter e-bus challenge
took place in Bonn
6
TECHNO
Hybrid module for the intercity:
Iveco Bus Crossway has a new version
FOR A
BETTER
LIFE.
32
12
10
12
16
INFRASTRUCTURE
RVK Cologne and EMT Madrid have
launched new or revamped depots
OUTLOOKS
Our visit at Forsee Power’s plant
in Poitiers. Buses cover 2/3 of sales
VDL new factory in Roeselare (Belgium)
aims at producing +800 e-buses/year
20
UK, public ownership of bus
services is back on the rise
16
24
28
32
36
40
IN THE SPOTLIGHT
Volvo BZR and 8900 Electric:
a bet on the intercity segment
Solaris Urbino 12 Electric:
new update for a champion of flexibility
Mercedes eCitaro G fuel cell:
the marriage between BEV and FCEV
Altas Novus City V7:
the 7.5-meter on Zhongtong’s platform
PORTFOLIO
All the zero-emission buses
on the European market
24
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FOR INFO
3

POST-IT
THE E-BUS TEST 2024
A gathering of giants
SIX 18M BEV BUSES AND THREE ‘GUESTS’ TESTED IN BONN
LESS IS OFTEN MORE.
The new all-electric MAN Lion’s City 10 E.
4
Mercedes eCitaro G, Solaris Urbino 18 Electric, MAN Lion’s City
18 E, Ebusco 3.0 18-meter. These manufacturers have
converged in Bonn (Germany) in mid-April to subject
their 18-meter electric buses to scrutiny and driving
performance evaluations during the yearly E-Bus test
initiative, promoted since 2017 by German trade media
Omnibusspiegel. Sustainable Bus has been on-site covering
the event, and a complete overview will be published in the
next issue of Sustainable Bus magazine, which will be
out in September.
In addition to the headline participants, the E-Bus test in
Bonn has also welcomed a selection of ‘guest’ e-buses
available for test drives (therefore vehicles outside the
category of articulated BEV buses then no subject to
comparison). Among these are the Mellor Sigma 7 (that has
entered the German market), MCV C127 EV (‘crowned’
earlier this year with its first order), and the Italian-made
Rampini Eltron.
Among the highlights of the event, we must mention the
newly-updated version Solaris 18-meter e-bus equipped
with as many as 800 kWh of Solaris High Energy battery
modules (with capacity for 105 passengers). Details of the new
layout and technological equipment, which have also been
implemented on the solo version, are explored in the Spotlight
report on pages 28-31.
MAN brought in Bonn one of the units commissioned by VAG
Nuremberg, with 640 kWh battery capacity and room for 116
passengers. Ebusco joined the initiative with its first 3.0 pre series
articulated model (presented in late 2022, with major contracts awarded
in Sweden and France). The Dutch company is currently switching
(or better, going back) to a business model that includes assembly
operations held in China by a local partner, the name of which has
not been disclosed. The initiative is supported by the public transport
company of Bonn (SWB), which is making depot space available.
OUR TOUR BEGINS IN MILAN
The Sustainable Bus Tour 2024
will consist of two conference
sessions focusing on the evolving
landscape of public transport.
Scheduled for May 9th, at
Milan-based expo Next Mobility
Exhibition, the first session aims
to offer insights on the challenges
posed by macro trends such as
electrification and digitalization to
transport operators and industry
players (and their business
models), as stakeholders are
prompted to embrace innovation,
develop new skills, and maintain
a high degree of flexibility
The session entitled ‘Balance
shifts in public transport:
operators and industry in the
energy transition era’ will be
introduced by UITP and will
feature speakers from ATM
Milano, RATP Dev, ZF and
Iveco Group. Topics covered
in the session will include
industry insights, technological
advancements, and the
challenges and opportunities
associated with transitioning to
new technologies.
From left to right: Rampini Eltron, Mellor Sigma
7, MCV C127 EV, Ebusco 3.0 18m, Solaris Urbino 18
Electric, MAN Lion’s City 18 E, Mercedes eCitaro G
GOOD BYE VAN HOOL
The trustees selecting VDL – Schmitz
Cargobull’s proposal for takeover of the
company on April 10th means the end of Van
Hool’s 77-years long history as an independent
company. The decision, aimed at securing the
company’s future post-bankruptcy, underscores
the urgency for a swift restart to prevent further
setbacks for customers and employees. Van
Hool’s initial announcement (dated 11th March)
of ceasing city bus production and plans to
relocate operations to Macedonia marked the
beginning of a tumultuous period. Following
subsequent bankruptcy declaration on April
8th, various bids were tabled, including one
from Dumarey Group and Van Hool North
American dealer ABC Companies. Despite
concerns about job preservation, the approval
of VDL – Schmitz Cargobull’s proposal is
motivated as trustees “believe a much faster
start-up can be achieved”.
With a record-breaking turning circle of 17.2 metres, compact dimensions and a wheelbase
of only 4.4 metres, the new fully-electric MAN Lion's City 10 E is the ideal solution for narrow
inner-city streets. In combination with our integrated customized eMobility solutions,
you benefi t from more value and less effort. www.man.eu/lionscity-e

TECNHO
IVECO BUS LAUNCHES THE CROSSWAY HYBRID
Intercity gets the module
VOITH TECHNOLOGY FOR THE CROSSWAY
After unveiling the Crossway Low Entry Hybrid in late 2022
at the FIAA in Madrid (and the same LE configuration is also the
first in the Crossway range equipped with a BEV powertrain),
Iveco Bus is now introducing the mild hybrid version of the
Crossway normal floor intercity bus. It’s available in three
lengths: 10.7, 12, 13 meters; Pop and Line versions. It will be
initially available in 12 and 13 meters options powered by natural
gas, biomethane-compatible.
The new model is already available for orders, Iveco stated in mid
April, with the first units set to be delivered in Spain next July.
The Crossway Hybrid is manufactured in the traditional
Crossway plant of Vysoké Myto, Czech Republic, and features
the new front end presented at Busworld in 2023, that introduces
full LED lights, ADAS devices and the brand’s identity with the
new Iveco logo.
The hybrid technology is available with the Voith Diwa NXT
gearbox combined with a 35 kW peak electrical recovery motor.
It’s the same technology already available on the Urbanway and
Crossway LE hybrid. The motor acts as a starter and generator to
recover the kinetic energy accumulated during the deceleration
and braking phases with a high-energy LTO battery (48 V)
mounted on the roof. The electric motor supports the Cursor 9
engine during the starting phases.
Looking at the market, alternative drives are gaining in volume
year on year also in the intercity segment. As far as CNG is
concerned, growth in the Class II segment is in contrast to
the stall of volumes of the same technology in Class I, on a
European level. The availability of mild hybrid drivetrains
also in the intercity segment led to a remarkable increase in
registrations in 2023: during last year over 1,000 hybrid bus
registrations were indeed collected in the intercity segment,
massively growing from 19 in 2022 and 15 in 2021, as a
testament of the high popularity of mild hybrid application as
alternative to diesel for intercity bus operations.
A RECORD SUPPLY
Solaris has put its mark on the
largest order of fuel cell modules
in Ballard’s history. The two
companies have indeed signed
a Long Term Supply Agreement
aimed at the supply of 1,000
hydrogen fuel cell engines through
2027 for the European transit bus
market (made up of approximately
80 percent FCmove-HD 70 kW
and 20 percent FCmove-HD+
100 kW engines
to address both
the 12-metre and
18-metre bus
markets). Deliveries are set to start
in 2024 and run through the end
of 2027. The deal “consolidates
existing orders for approximately
300 fuel cell modules, while
adding after-market and extended
warranty services to such existing
orders, with a new supply
commitment for an incremental
approximately 700 fuel cell
engines and related after-market
extended
warranty
services”,
Ballard states.
After the Low Entry, now also the normal floor
configuration of the Crossway is available in a
mild hybrid version. The bus is ready for orders.
Deliveries are starting next July.
On the future of batteries
BorgWarner’s showcase at VDV-backed
Mobility Move in Berlin, in March, has been a
first opportunity to get in touch with the group’s
battery division following the agreement signed
with BYD’s FinDreams, that awarded BorgWarner
the licence to produce Blade Battery packs based
on FinDreams’ cells. “The design of the LFP
battery packs is done by BorgWarner, using some
intellectual property of FinDreams”, explained us
Martin Busche, Director
Global R&D at BorgWarner
Battery Systems. “The
abundancy of the chemical
components as well as
intrinsic higher safety of
LFP battery cells gives
rise to bigger and cheaper
cells - Busche says -. Bigger
cells, and in the case of
the LFP battery cell especially longer cells, can
even increase the structural stability of the battery
pack”. Competition is becoming quite an issue:
“The commercial vehicle market is becoming
increasingly price-sensitive, and this naturally
increases the focus on cost-optimized products.
Thanks to our experience in the automotive sector,
we at BorgWarner are used to always keeping an
eye on cost optimization for our products”.
Your power
partner,
whichever
route
you take
Our planet faces a significant challenge
as we recognise the realities of climate
change. That’s why were taking
action to progress the widest range of
power technologies to fuel industry
decarbonisation.
• Advanced Diesel
• Hybrid
• Natural Gas
• Hydrogen Internal Combustion Engines
• Hydrogen Fuel Cell
• Battery-Electric
Visit us at Busworld Türkiye
Hall 1, Booth D36
29-31 May 2024
Learn more.
cummins.com
accelerazero.com
6
©2024 Cummins Inc.

TECNHO
MAN IS ESTABLISHING A BATTERY REPAIR CENTER NETWORK IN EUROPE
Repairing batteries quickly
A SERIES OF CENTERS WILL BE READY WITHIN 2025
MAN is establishing a network of battery repair centres in
Europe: two first hubs are already in operation, in Germany
(Hanover-Laatzen) and Spain (Barcelona) – more are to follow
in Europe during 2024 and 2025 (specifically in Italy, Denmark/
Norway, Austria, Belgium, Netherlands, France, Poland and UK,
with further countries in Europe being planned). The investment is
forecasted to be in the range of “millions”, MAN states.
MAN has been leading the e-bus market in Europe in 2023 thanks
to 785 Lion’s City E registered in the continent, over three times
the 2022’s figure of 230 (a 12.4 market share). The roll-out of the
battery repair hubs in Europe is necessary because the first units
of the new MAN eTruck generation will be delivered to customers
within 2024. Over 1,000 battery-electric MAN city buses
(following launch in 2020) and more than 2,400 all-electric MAN
vans are already on Europe’s roads, according to MAN.
The aim is to operate a battery repair hub in every market in
which MAN is represented with BEV commercial vehicles. Short
transport routes and highly trained technicians on site will ensure
that the battery can be repaired quickly, MAN points out.
The aim is to operate a battery repair hub in
every market in which MAN is represented with
BEV commercial vehicles. The investment is
forecasted to be in the range of “millions”.
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INFRASTRUCTURE
MADE FOR THE CITY
10
KVB AIMS TO CONVERT THE FLEET BY 2030
Cologne has a new e-bus depot
63,000 SQUARE METERS, ROOM FOR OVER 100 E-BUSES
Cologne public transport operator KVB inaugurated in mid-
March its new Porz electric bus depot, housing over 100 electric buses.
Value of the investment? 35 million euros (12.2 provided by the state).
The company is pursing the goal of transitioning its entire bus fleet to
alternative drive systems by 2030.
The 63,000 square metre site – as nine football pitches – was the heart of
the former Dielektra site, manufacturing transformers and insulators for
the electrical industry. Now KVB is bringing a new innovation to Porz.
Besides charging infrastructure, the depot features a workshop,
washing facility and a transport service building. KVB sister company
RheinEnergie currently supplies the required alternating current via two
10 kV lines. From the transfer station, the energy is divided between the
depot’s own requirements (workshop, transport service building, etc.) and
RVK’s charging infrastructure. In two transformer buildings, alternating
current is transformed to 750 V, distributed to chargers and converted
into direct current by these. The current flows are then distributed to the
charging bonnets via cables along the traverses, whereby each charger
can control two charging bonnets.
FROM BUSES TO INFRASTRUCTURE
Daimler Buses Solutions, the latest
subsidiary of Daimler Buses launched in
June 2023, is electrifying the bus depot
of HTM Personenvervoer in The Hague
(NL). The project covers the entire socalled
‘e-system’ and thus the installation
of all 41 charging stations with a total
of 122 charging points, providing the
charging management, the software and
the operating concept, as Daimler Truck
states. Commissioning is scheduled for
the third quarter of 2024.
As part of the overall package, Daimler
Buses will be also delivering at least 95
battery-electric buses.
In this case Daimler Buses Solutions
is setting up the entire e-infrastructure
together with local partners ABB
E-mobility and Batenburg Techniek. The
UP TO 260 E-BUSES
A new inverted pantograph electric charging
station has been inaugurated at the Carabanchel
operations centre of EMT Madrid. Now the depot
has been enhanced with further 118 electric bus’
chargers, enabling a total of 260 vehicles to be
charged simultaneously.
With the fourth phase of charging station’s
conversion still to be completed, the Carabanchel
operations centre (undergoing a process of
complete transformation) is expected to have a
total of 320 charging points in operation within the
end of this year and the beginning of next year: 230
through inverted pantograph system and 90 by plugin.
The cost of the conversion of the depot amounts
to 6.7 million euros and the total investment budget
– which also includes chargers and pantographs
– is 11.3 million euros (90 percent financed by the
European Next Generation EU funds).
software for charging management will
be supplied by Daimler Buses Solutions
together with IVU Traffic Technologies.
During the operations, buses will be
charged with 360 kW output. During
the night, the same capacity will be split
between several buses.
28 charging stations will be installed
for 109 e-buses. The plan is to
install 13 charging stations at 3
other sites. In total, 122 charging
points will be installed.
THE ALL-ELECTRIC C127 EV
The synthesis of design and functionality leads to comfortable and flexible
options that both passengers and drivers appreciate - with safety.
The framework made of high-strength stainless steel and extensive standard
equipment underlines the quality. The ability to carry up to 90 passengers with
a maximum battery capacity of 462 kWh and its overall height of 3.20 meters
make it an efficient and economical representative in the all-electric city bus
segment.
Provider: MCV Deutschland GmbH, Ziegelwiese 1c, 59909 Bestwig
DESIGNED TO LEAD . .
BUILT TO LAST
www.mcv-eg.com

OUTLOOKS
3,000
E-buses in
operation
OUR VISIT AT FORSEE POWER’S PLANT IN POITIERS, FRANCE
4 GWh
Target
capacity 2028
2024 is expected to be the year of
break-even in terms of EBITDA
for Forsee Power, a manufacturer
of battery modules ‘made
in France’ whose core business is public
transport (two-thirds of sales can be attributed
to the bus sector). At the end of
February, we had the opportunity to visit
the Poitiers production plant, where the
company aims to double its production
capacity to reach 4 GWh by 2028.
The French factory, opened in 2022, is
the pivot of a global network that includes
a second European plant in Wroclaw
(Poland), a plant in Ohio (USA), and two
Asian factories: in Pune, India, and in
Zhongshan, China.
A high-tech plant
The Poitiers plant stands on the ashes of
an industrial complex where the American
group Federal Mogul produced pistons for
diesel vehicles before ceasing operations
in 2014. Forsee Power, in short, made a
brownfield operation with substantial help
from the institutions (government, Grand
Poitiers agglomeration, Nouvelle-Aquitaine
region), which helped finance the renovation
and redevelopment of the factory
in order to attract new players in the tech
sphere. Forsee Power is actually renting
in Poitiers for a total of twelve years. On
the other end, the technological equipment
is entirely borne by the group (which in
2021 benefited from a 50 million euro loan
from the EIB, the European Investment
Bank). The equipment is distributed over
the 10,000 square metres dedicated to
production, to which are added 2.5 square
kilometres dedicated to components,
housed in a building constructed from
scratch. To conclude our space overview,
here is another 2,000 square metres dedicated
to shipping operations.
Safety issue are considered
Our journey through the company’s production
lines starts in the safety room. A
squad of the company’s workers is trained
to intervene in the event of a fire, including
the qualification to drive a forklift in order
to move any critical components quickly.
Between the buildings there is a pool of
water where suspicious ‘pieces’ can be
thrown. A precaution, that of training workers
to manage the fire risk, which the
company assures us was adopted entirely
voluntarily, without being required (incredible
but true) by regulations.
The production lines, five in all, feature
a high level of automation. The technical
check on the integrity and good condition
of the cells, the first step in the production
process, is the prerogative of a robot, as is
the arrangement of the cells in ‘stacks’ (a
kind of cell column), which are then arranged
in modules and battery packs. Instead,
the workforce of the French plant is responsible
for the installation of the electrical
and electronic components: from wires
to the PDU (Power Distribution Unit), the
electrical infrastructure is manually assembled
and controlled. The same approach is
implemented at Forsee Power’s plants in
China and the United States.
The factory employs around 200 workers
CARRYING BUSES
IN ITS HEART
In Poitiers the battery modules provider Forsee
Power has an installed capacity of 2 GWh, with
the aim of expanding to 4 in 2028. The bus sector
accounts for two-thirds of sales. EBITDA
is expected to break even this year
At the end of February,
we had the opportunity to
visit the Poitiers production
plant, where the
company aims to double
production capacity to
reach 4 GWh by 2028.
The French factory, opened
in 2022, is the pivot
of a global network that
includes a second European
plant in Wroclaw
(Poland), a plant in Ohio
(USA), and two Asian factories:
in Pune, India, and
in Zhongshan, China.
12
13

OUTLOOKS
and has enough installed capacity to reach
2 GWh per year at maximum operation
(three shifts). At present, the factory works
in two shifts and in 2023, 1 gigawatthour
of batteries (equivalent to more than
2,500 e-bus batteries, assuming a likely
allocation of 400 kWh per bus) will be
‘churned out’.
Not just focusing on the ‘first’ life
Forsee Power’s focus is not only on the
development and manufacturing of batteries
for the so-called ‘first life’, i.e.
use as traction accumulators for electric
vehicles, but extends to the management
of ‘second life’ applications. Outside
the French company’s perimeter remain
cell production (for which the company
sources from a number of partners among
which LG, Toshiba and CALB have a
prominent position, in addition to wellknown
names such as Samsung SDI,
Northvolt, Panasonic, Blue Solutions)
and recycling management.
At the moment, Forsee Power is a company
that has buses as its real core business:
public transport accounts for twothirds
of its sales. In Europe there are now
over 3,000 e-buses equipped with Forsee
Power modules. Certainly, according to
the company’s own figures, 135,000 vehicles
are equipped worldwide, an overall
Christophe Gurtner, e-buses
today cover a big share in
Forsee Power’s sales…
“City buses are ideal candidates
for BEV applications,
considering their typical routes
are under 200 km. For intercity
travel, the viability depends on
the availability of charging infrastructure.
If daily charging
is possible, batteries can be a
feasible option. However, for
long-distance coaches covering
500 to 800 km per day,
embedding sufficient batteries
is technically possible but economically
challenging. Alternative
solutions like hydrogen
hybrid technology, which is still
embedding batteries, might be
more suitable. Nonetheless,
the market for city buses or
figure ‘drugged’ by large volumes of scooters
and 3-wheelers for the Asian market.
Around 50 percent of Forsee Power’s business
comes from exports outside Europe.
The company’s strategy does not include
the car segment and focuses on heavy
vehicles (not only buses and trucks, but
also construction and rail) and light vehicles
(the aforementioned scooters and tuktuks
for which the Far East markets are voracious).
Commercial vehicles accounted
for 85 percent of sales in 2023, up from 79
per cent in 2022.
It is a strategy that is in fact articulated
between markets with high added value
and large profit potential (heavy vehicles,
excluding trucks) and applications harbouring
large volumes and smaller margins
(light vehicles), with trucks in between.
Buses are driving Forsee’s business
As we were saying, buses are the most successful
application for Forsee’s business.
The company is a partner of brands such
as Wrightbus (which ranked fourth in the
European e-bus market 2023), Van Hool,
Iveco Bus (on the new range also modules
made in-house are however offered), CaetanoBus
and MCV.
In terms of business performance, revenue
growth in 2023 was 54 percent. The
turnover is 171 million euros. As mentio-
STRATEGIES, MARKET, SUPPLY CHAIN: CEO’S SPEAKING
short intercity and suburban
transportation (both buses and
trucks) is such a big market
that just focusing on that will
feed our business for the coming
ten years”.
How do you build up your supply
chain and which is your approach
towards partners?
“We need tested and qualified
suppliers, it needs one to
three years to decide to select
a product from a supplier. Our
approach involves establishing
framework agreements, at
least for 5 years. We qualified
several suppliers but we have
preferred suppliers that can
bring us the right technology at
the right cost and in sufficient
volume. These preferred suppliers
are integral to our supply
chain, and we maintain intimate
relations with them over
many years to ensure continuity
and reliability. Despite global
crises like the Ukraine conflict
in 2022, we’ve managed to
maintain stable supply thanks
to these robust partnerships”.
What are your thoughts on
the projects underway in order
to create a EU-based cell
supply base?
“We’re actively engaged with
different companies that are
establishing European gigafactories.
We hope that these
company will be able to produce
in the coming years as
it’d simplify our supply chain.
However, these European companies
face stiff competition
from established players. The
Buses are the most
successful application
for Forsee’s business,
partner of brands such
as Wrightbus, Van Hool,
Iveco Bus (on the new
range also modules made
in-house are however
offered), CaetanoBus and
MCV. In terms of business
performance, revenue
growth in 2023 was 54
percent. The turnover is 171
million euros.
fight will be tough, we hope to
have some European winning
newcomers and we’ll of course
balance our supply among different
companies”.
You have been sharing promising
figures and the market
for e-mobility is clearly on a
rise. However, Forsee Power’s
performance on the stock
exchange show a decrease in
shares’ value…
“Since we made our IPO in
2021, we delivered the performances
we had announced.
Unluckily, in spite of that, the
share value of the company is
indeed declining. Today financial
investors do not invest in
small and medium tech companies
in Europe. We are dealing
with this macro trend and
we need to be patient, keep doing
what we are doing. Macro
trends change and we’ll be benefiting
from this”.
Do you fear that the next European
Parliament might delay
the phase-out of ICE?
“Out of political comments, I
can say that, practically speaking,
the targets that have been
defined by European policymakers
are not achievable
from the industry. We have
to face reality. There could be
some postponement of the
targets, as they are so drastic.
But even if some targets will be
postponed, we don’t feel we’ll
be impacted by this, there is
so much business to be done.
It’s just matching the decisions
with the reality of the industry”.
R&D, what are you
working on at the moment?
“We are working
on four sides. One is
making battery with
always higher energy
density, second is
having longer-life batteries so
that TCO of vehicles can benefit.
Third battle is of course to
reduce costs. Fourth battle is
about data: it’s really a data
war, it’s crucial to use data
from deployment of batteries
on vehicles to learn and optimize,
sharing these data with
vehicles’ users. Batteries are
the hearth. Performances of
electric vehicles depend on the
health of battery”.
R.S.
54%
Revenue
growth 2023
ned at the beginning, 2024 is expected
to be the first year with
positive EBITDA in the history
of Forsee Power, which
has in its shareholding structure
the Japanese investment
company Mitsui & Co (the
majority shareholder with 26
percent) and its French counterpart
Eurazeo (24 percent). There is
also a 7 percent stake by Canadian fuel
cell giant Ballard Power Systems. The
company’s target is to reach a 7 percent
EBITDA margin in 2028.
Looking at the company’s strategies globally,
the Chinese factory, operational
since 2003, has a similar production capacity
target of 4 GWh per year over a fouryear
period, also on five production lines
spread over 10,000 square metres. What
about India? Two lines on 2,000 square
metres, focus on light vehicles (the electric
tuk-tuk market is very promising),
target of 2 GWh in 2028, up significantly
from 0.4 in 2022. The US plant, with
the same extension as the French factory,
started operations at the end of 2023
and is expected to ’give birth’ to 1 GWh
of modules this year, with a target of 3
GWh in 2028. In Poland, Forsee Power
maintains production of around one million
small battery packs for various uses,
including service centres.
The product portfolio is broad: NMC and
LTO (the latter is reserved mainly for
fuel cell vehicles or pantograph electric
vehicles, where high recharging power is
required) have been on the list for some
time; the latest novelty is the foray into
LFP, which has been introduced in the second
half of 2023. This news is in response
to a general trend whereby LFP is gaining
significant ground (a similar move was
recently made by BorgWarner). BloombergNEF
analysts wrote this in black and
white two years ago (“LFP batteries have
significantly increased their market share
over the past three years and are expected
to account for 40 percent of EV sales in
2022”). Among the company’s ‘jewels’
are the ZEN Slim modules, which are
characterised by their extra-slim design
and intended for direct integration into
the chassis. Wrightbus’s choice, which
is almost a must for a double-decker, responds
to a well-defined trend that sees
more and more manufacturers aiming to
move the heavy modules from the roof to
the lower part of the vehicle.
Riccardo Schiavo
14 15

OUTLOOKS
VDL OPENED A NEW E-BUS PLANT IN BELGIUM
MANUFACTURING THE FUTURE
840
Units per year
capacity
A brand new plant for electric buses in
Roeselare will help VDL Bus & Coach to regain
shares in the market? The plant’s production
capacity is over 800 units per year. In 2023
registrations were stuck at 108
Seventy-seven thousand square
metres of floor space, 27,000
of which are reserved for the
production lines: here VDL Bus
& Coach will exclusively build the e-
buses of the Citea range, in Low Entry
and Low Floor configurations, in all four
length variants. The factory ‘firepower’
is 840 units per year, with the aim of regaining
market share.
Will the new factory (“the most modern
in Europe”, according to announcements)
be helpful in achieving a recovery
of the shaky VDL bus division?
On April 10th, VDL inaugurated the new
production plant in Roeselare, Flanders
(Belgium), just two years, two months
and two days after the foundation stone
was laid on February 8th, 2022.
For the Dutch manufacturer, this is a
springboard for (re)launch after a dif-
In Roeselare (Belgium) VDL
Bus & Coach will exclusively
build the e-buses
of the Citea range, in Low
Entry and Low Floor configurations,
in all four length
variants. The Dutch group
has been a front runner in
e-bus sales in Europe, but
2023 has seen a significant
decrease in registrations.
However, over 1,400 BEV
buses by VDL are currently
in operation (the sixth position
in the European chart
of e-bus OEM 2012 - 2023).
16
17

OUTLOOKS
18
ficult 2023 - not that 2022, to be fair,
was any different - for the bus & coach
business, whose sales fell sharply: -33
percent. A significant drop that the OEM
blames on the shortage of materials to
manufacture the new generation of the
Citea, the in-house electric city bus; a
shortage that has caused the assembly
line to work intermittently and, in turn,
delayed vehicle deliveries.
2024 - 2025: VDL turns page?
However, 2024 looks to be potentially
the year of revitalisation for VDL. Not
only for the opening of the plant in Belgium
and the arrival of the new generation
of the Futura coach (which, however,
will perhaps be postponed to 2025),
but also for having taken over, together
with Schmitz-Cargobull, the assets of the
bankrupt Van Hool. So, the opening of
a new factory in Belgium dedicated entirely
to e-buses, takes on further social
and industrial significance.
We were attending the ribbon-cutting ceremony,
together with colleagues from
the trade press from all over Europe, customers
and suppliers of the brand. The
Krommebeekpar site in Roeselare covers
an area of 77,000 square metres and
houses the production lines - which take
up 27,000 square metres - the workshop,
warehouse and offices. The workforce
currently numbers around 600 employees,
500 of whom are blue collar workers, but
new hires are planned: who knows, maybe
Roeselare will be the home for some of the
people who found themselves out of work
(even though it is 150 kilometres away
from Koningshooikt, nest of Van Hool).
New Citea’s goal: over 800 units/year
The plant, as already mentioned, is dedicated
exclusively to the production of
the Citea e-bus range, and programmed to
reach the perhaps all too ambitious goal,
which was set some time ago by the board,
of supplying the market with
between 800 and 1,000 batterypowered
urban buses per year.
As Alain Doucet, managing
director of the newly founded
company VDL Bus Roeselare,
told us, the factory’s production
capacity is around 800
units every twelve months, 840
to be exact, equal to fifteen per
week. But, currently, the production
line pace is set at seven units every
seven days, equal to a yearly projection
600
Workers
of 340 units. Despite the
fact that the plant alone can
churn out the entire Citea range
- Low Entry and Low Floor, in
all four length variants (12, 13.5, 14
and 18 metres) -, the company said it deliberately
and strategically chose to share
manufacturing of the electric Class I bus
with the other plant in Valkenswaard (in
the mother country), in order to maximise
production capacity.
The phrase repeated like a mantra throughout
the day, starting with VDL Group
CEO Willem Van Der Leegte, is “the
most modern bus factory in Europe”.
Several pieces of evidence support this
claim, starting with the fact that the factory
is said to be carbon neutral: solar
panels make it largely self-sufficient in
terms of energy needs. But that’s not all:
less artificial lighting and more natural
light coming in through the large glass
façades, reuse of rainwater, mediumheavy
concrete construction (which flat-
77K
Square
meters
The workforce currently
numbers around 600
employees, 500 of
whom are blue collar
workers, but new hires
are planned: who knows,
maybe Roeselare will be
the home for some of
the people who found
themselves out of work
(even though it is 150
kilometres away from
Koningshooikt, nest of
Van Hool).
tens the heating and cooling
cycle curve in summer) and
green roofs on the offices,
which not only contribute to the
building’s aesthetics, but also make
the air cleaner and act as natural insulation,
providing a cooling effect on the
indoor environment.
The production lines are high-tech and
partly robotised, and like the rest of the
building, have underfloor heating and
ventilation systems that ensure efficient
use of energy and are synonymous with
healthy air. In short, the Roeselare plant
has been designed and built in the name
of sustainability and innovation, with a
strong focus on the well-being of workers
and employees, as well as on building
electric buses as efficiently as possible.
The premises are good, very good: we
will see how many vehicles “the most
modern factory in Europe” will be rolling
out production lines in the coming
months.
Fabio Franchini
19

OUTLOOKS
Margaret Thatcher, UK Prime Minister
between 1979 and 1990,
was once rumoured to have said
something like “If a man finds
himself a passenger on a bus at the age of 26,
he’s a failure in life”. Evidence doesn’t support
whether Thatcher said this, but for some
critics of today’s largely privatised UK bus
network, the meaning is more important. In
1986, Thatcher’s government de-regulated
the UK bus network outside of London,
transferring publicly run ownership and
management to privately run bus operators.
The rationale was that private ownership
and market competition would improve services
– unless you believe the sentiment of
the quotation, rightly or wrongly attributed to
The Iron Lady.
Since de-regulation, in general, private bus
operators in the UK have provided services
based on commercial viability. However,
patronage across most areas of the UK has
continued to decline since de-regulation, and
governments over recent years have tacitly
accepted the need for improvement in the
model. This has seen stages of adjustment,
most significantly drawing on powers presented
in the Bus Services Act of 2017, where
the government’s Bus Back Better national
bus strategy of 2021 acknowledged the need
to change from a situation where services are
planned on a purely commercial basis.
Today, local transport authorities must provide
services via two main options. The first
involves an agreement with bus operators
known as an Enhanced Partnership, that includes
shared goals on service improvement.
Crucially, operators still retain control – and
financial risk – over operational decisions
like routes and frequency. Alternatively,
Mayoral Combined Authorities, covering
10 areas in England outside of the capital,
mainly focussed on large urban areas, can
also use franchising powers. Franchising gives
greater control to regional government
with freedom over service provision similar
to that granted to London. Under franchised
powers, authorities can choose and amend
routes, frequencies, and operational hours,
and control ticket pricing. To achieve this,
authorities buy the service from operators,
issuing contracts to run routes according to
negotiated prices. As such, franchising forms
a middle option between a privatised system
and state-controlled operation.
Emerging franchised services
So far, Greater Manchester has launched a
franchised service, with Liverpool City Region
to follow, and this March, West Yorkshire
also recently announced its intentions to
franchise. Wider in the UK, the devolved governments
are also progressing the opportunity.
The Strathclyde Partnership for Transport
in the west of Scotland, including Glasgow,
also announced in March that it would launch
franchising. In Wales, the government is set to
decide on new legislation, which if successful
could see franchising starting from 2026.
Authorities set to exercise franchising believe
that its people will be better served with a
bus service run with greater local government
control. Transport for Greater Manchester
(TfGM) says that since 1986, the number
of bus journeys across city districts dropped
from around 355m to 182m in 2019, whereas
in London, where buses were not deregulated,
the number of bus journeys roughly doubled
in the same period. Instead, TfGM’s Bee
Network franchised service, launched in September
2023, has objectives to grow bus patronage
by 30 percent by 2030, and says the
volume of bus users are already up, alongside
service punctuality.
The increased public accountability of a franchised
service also has the potential to accelerate
the zero-emissions transition. Greater
Manchester aims to deliver a fully electric
bus fleet by 2032, and towards this goal, since
launching bus franchising, the Bee Network
is running 50 new zero-emission buses,
with a further 120 requested for delivery by
January 2025.
To achieve its objectives, TfGM has received
more than £1bn from the UK central
government’s City Region Sustainable
Transport Settlement, where £5.7bn in total
has been awarded to eight city regions outside
of London. The Manchester authority
will also allocate government-issued Bus
Service Improvement Plan (BSIP) funding.
While TfGM says that route specifications
and fares will need to be set at a sustainable
level that keeps buses attractive to customers,
it confirms the need to balance
commercial viability. Moreover, its strategy
acknowledges the requirement for additional
government investment.
“One reading of Andy Burnham’s (Mayor of
Greater Manchester) Bee Network is that it
is a direct challenge to Keir Starmer to say:
this needs to be funded”, says Professor Jon
Shaw, University of Plymouth, who specialises
in the geography of transport, travel and
mobility. Andy Burnham is a Labour party
member, and Keir Starmer, leader of the
UK’s left-centre party, the traditional adversary
to the Conservative party that de-regulated
the bus service, is currently in a strong
position in the opinion polls to win the next
UK election, taking place later this year.
The economics of franchising
Jon Shaw adds: “If Manchester runs its
network well, it will be expensive, but this
investment should bring back revenue long
term because more people will be using it”.
Meanwhile, this April, the Labour party
has just announced that if it forms a UK
government, it will effectively extend the
option of franchising powers to all local authorities
that want it. Already, areas not designated
a Mayoral Combined Authority can
apply for franchising powers, but they have
to meet criteria relating to reliability in service
delivery and financial management.
“The economics of franchising comes down
to who bears the risk”, says Professor Graham
Parkhurst, Director, Centre for Transport
and Society at University of the West
of England, Bristol. “Currently, the UK bus
network is operated at pretty low cost, even
though it receives a lot of subsidy, because
the risk is in the private sector. If you’re
going to take that away, the public sector will
take on the risk premium, and this is sometimes
lost in the public discourse. Revenue is
key, so the issue comes back to fair pricing,
UK, PUBLIC OWNERSHIP IS TAKING BACK CONTROL ON BUS SERVICES
IS FRANCHISING
THE ANSWER?
In the UK outside London, there’s growing media
attention on the prospect of public ownership of
the bus network via franchised services. Can this
hybrid model of public ownership with private
operation arrest the decline in bus patronage?
So far, Greater Manchester
has launched a franchised
service, with Liverpool
City Region to follow. This
March, West Yorkshire also
announced its intentions to
franchise. Wider in the UK,
the Strathclyde Partnership
for Transport in the west of
Scotland, including Glasgow,
also announced in
March that it would launch
franchising. In Wales, a new
legislation, if approved,
could see franchising starting
from 2026.
20
21

OUTLOOKS
This April, the Labour party
has announced that if it
forms a UK government,
it will extend the option
of franchising powers to
all local authorities that
want it. Already, areas
not designated a Mayoral
Combined Authority can
apply for franchising
powers, but they have to
meet criteria relating to
reliability in service delivery
and financial management.
and franchising doesn’t automatically mean
that fares will be lower”.
Vital to establishing commercial viability is
increasing patronage, which largely depends
on service reliability.
Increasing patronage will be key
Buses need to be on time, whether through
prioritisation, plus improvements that
reduce dwell times, or by minimising congestion.
TfGM’s strategy includes plans to
increase bus average speeds on key routes.
However, between 2011 and 2021, the number
of cars available for household use in
Greater Manchester grew by 13 percent. The
city has stopped short of introducing schemes
to disincentivise car driving, like those
in London and other urban UK areas, but to
increase bus ridership, authorities who believe
in greater public control have difficult
decisions to make.
“In order to run a bus service effectively, it
comes with politically difficult issues, like
reallocating road space to buses, so there is
still massive constraint within which an incoming
government would be able to make
franchising fully work, even if they had
more sympathy to a regulated model”, says
Jon Shaw. While comparisons to the relative
success of London’s franchised system and
high patronage is contrasted against the large
subsidy allocated to the capital, a key factor
is the city’s relatively low car ownership
per household.
“Is that low car ownership caused by external
factors, like lack of road and parking
space, or is it that a far more comprehensive
public transport system makes it possible for
people to manage with a lower level of car
ownership in London?”, asks Professor Peter
White, expert on public transport systems,
University of Westminster. “Many cities like
Manchester, for example, have a higher level
of car ownership that’s grown since the mid
‘80s. I don’t think franchising on its own is
going to reverse the car ownership level”.
London’s success in bus ridership is also
down to the city’s integrated transport, and
franchising presents the opportunity to enhance
the passenger experience, similar to
London’s more joined-up approach.
“London has a very longstanding multioperator
ticket and this is the one area where
franchising could unlock significant change
if there is real willingness to fund it”, says
Graham Parkhurst.
“Franchising might enable better coordination
of timetables to give regular headways
along a route where several operators operate”,
adds Peter White. “That could offer the
convenience of integrated ticketing systems,
and it would also reduce dwell time”.
Is franchising the only way?
Some UK areas have seen some modal shift
from car to bus without requiring franchising.
Oxfordshire is the best performing
English ‘county’ region in terms of bus use
per capita, with 59 journeys per head of population
in the county as a whole, including
rural areas, according to recent figures. The
city of Oxford also has an effective and longstanding
park and ride system.
“Small, independent operators may find it’s
very difficult to operate under a franchised
framework in terms of the financial risks
they would take when bidding for service
contracts, especially in rural areas”, says
Peter White. “Larger operators may be
able to take on more risk in bidding for that
work, and that could squeeze out smaller
operators. Long term, that could be quite
harmful: they do play a very useful role in
service provision”.
The Confederation of Passenger Transport
(CPT) that represents the bus industry in the
UK also says that outside the large cities,
local leaders may find they can meet their
ambitions for local transport more quickly
and with less risk by continuing to work in
close partnership with bus operators, rather
than opting for franchising. The organisation
adds that whether a region is franchised or
not, the priorities are the same: making sure
passengers have more buses going to more
places, more quickly and reliably.
“What matters is how well an operation is
run, rather than ownership as such”, says Peter
White. “The issue is more about factors
like reliability. Authorities need to look at the
outcome that’s being produced. Franchising
is a means to an end, rather than an end itself”.
So far, the uptake for franchising remains relatively
restrained, and is still very much in a
period of emergence. In this respect, the situation
is largely untested so far in the UK.
“Both the initial deregulation in the ‘80s and
franchising are, in effect, experiments in how
you run a bus service”, says Peter White. “It’s
a pity that we didn’t experiment with franchising
when buses were deregulated in the
first place, so that we might have had some
long-term conclusions from franchising in
some of the large metropolitan areas outside
London. Instead, we need to allow a couple
more years to make any sensible judgment
on the outcome”.
Alex Byles
Charging
forward
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One drives all.
Our Integrated Drive Module
simplifies the electrification
of all kinds of vehicles.
22

IN THE SPOTLIGHT
VOLVO BZR & VOLVO 8900 ELECTRIC
OUT OF TOWN
Two launches in one: Volvo Buses
presented the new Low Entry and High
Floor electric chassis named BZR. The
first model based on the new platform
(sharing batteries with the group’s
electric truck) is the intercity 8900
Electric, which will be bodied by MCV
Exactly one year after the announcement of
the strategic change in its European business
model (stop production of complete buses,
focus on partnerships with bodybuilders),
Volvo Buses is relaunching with the presentation of a
new electric platform for Low Entry and High Floor
buses, effectively marking the company’s debut in the
intercity electric segment. A projection that will see the
Volvo 8900 Electric as its first ‘standard-bearer’: the
new model, based on the new BZR chassis (that joins
the low-floor platform BZL in the OEM’s offer), will be
launched in ‘selected European markets’ in 2025.
Away from Germany
A peripheral but not meaningless third piece of news: the
group is leaving Germany. Both public transport buses
and Volvo coaches will henceforth not be offered on the
Teutonic market, as a consequence of strategic choices.
In Germany, after all, Volvo’s share in the bus and coach
in recent years has always been below 1 percent. An
early concept of the future 8900 Electric was previewed
to the trade press in mid-March within an event orga-
The Volvo 8900 Electric
will land on the European
market in 2025. Size? 12.3
and 14.9 m. A 13-metre
model will soon come. The
LE vehicles have capacity
of 88 and 110 passengers
respectively.
nized by the manufacturer in Gothenburg, in the context
of the brand new World of Volvo convention and
event center (officially opened mid-April). The vehicle
shown to journalists features Volvo bodywork, and is in
fact bound to be a unique example: as is well known,
the company has signed a partnership agreement with
MCV that envisages the production in Egypt of bodies
for electric city buses, starting with the 7900 Electric.
A collaboration that, even at the time of signing, included
an effort in the “development of an electric intercity
platform”. These words have now become a reality.
As we were saying, the Volvo 8900 Electric, which can
be homologated in Class I and II, will land on the European
market no earlier than 2025. Size? There will be
two: 12,296 and 14,896 mm (but the chassis also lends
itself to 9.5-metre and articulated or bi-articulated ver-
24
25

IN THE SPOTLIGHT
Where on the urban BZL
chassis (and the 9700
Electric range) battery
modules bear BorgWarner
(formerly Akasol)
logos, the BZR features
cube-shaped battery
modules signed by Volvo
Penta, combined with
a new 600 Volt cooling
system. What about the
formula? NCA. Volvo is
planning to establish
a production plant for
battery cells.
sions, while the 13-metre model will soon
enrich the range). The vehicle, in Low Entry
configuration, will be offered in two and
three-axle versions, with a capacity of 110
passengers on the longest version, where up
to 57 seats can be fitted. On the 12-metre bus,
the capacity is 88 people (43 of them seated).
A bet on the intercity e-bus market
In terms of design, the front end bears a striking
resemblance to the urban 7900 Electric
(the only difference is the height of the ‘strip’
above the windscreen, which is more pronounced
on the intercity), while the rear end
is the same as on the 8900 with combustion
engine. The bus features all the elements of
Volvo’s active safety platform, including
side sensors for monitoring the blind spot.
They are clearly visible close to the front
wheels. Compliance with R29 and R93 safety
regulations is optional and will only be
standard in certain markets. Mirror cams are
also available on request.
Part of the batteries are located on the
roof. Specifically, two modules, while the
remainder (two or three modules on the
12-metre bus, three or four on the 15-metre
bus) are housed at the rear, under the
seats of the raised part of the bus.
A total of four to five and five to six modules
is available on the two versions respectively
(although the platform allows future customisation
possibilities and space to place up
to eight modules, the Gothenburg engineers
guarantee). Considering a single module capacity
of 90 kWh, two capacities are available
for each ‘size’: 360 or 450 kWh on the
12-metre bus, 450 or 540 on the three-axle.
Of course, in the case of battery equipment
below the maximum available, space is freed
up for a minimum of luggage space: up to
0.9 cubic metres on the 15-metre bus. There
might be two or three doors: the front is
single sliding or double sliding inwards, the
middle door is double or single (in the ‘long’
version) sliding, for the third door (available
on request), there is only single sliding.
The 8900 lends itself to fitting both 305/70
and 295/80 tyres.
What about charging connectors? Customers
can choose one or two, to be placed
on the right side just behind the front door
or on the left at the same height. Rooftop
charging is also possible, in which case
Volvo continues to espouse the OppCharge
paradigm, with pantographs dropping down
from the charger. In this case, charging power
can be up to 450 kW.
A common e-mobility platform
The driveline offers a choice of one or two
motors, developed in-house, connected to
the drive axle via a two-speed transmission,
for a peak power of up to 400 kW.
This is the same powertrain used on the
articulated electric urban 7900.
The BZR platform was presented as the
first to be created through extensive sharing
of components within the group. And
indeed, where on the urban BZL chassis
(and the 9700 Electric range) the modules
bear BorgWarner (formerly Akasol) logos,
the BZR features cube-shaped battery modules
signed by Volvo Penta, combined
with a new 600 Volt cooling system. What
VOLVO 8900 ELECTRIC, THE ID CARD
Length mm 12,296 14,896
Width mm 2,550 2,550
Height mm 3,625 3,625
Wheelbase mm 6,100 7,000 - 1,400
Front overhang mm 2,899 2,899
Rear overhang mm 3,297 3,597
Seats max n 43 57
Passenger capacity max n 88 110
Tyres 305/70 R22.5 - 295/80 R22.5 305/70 R22.5 - 295/80 R22.5
Motor supplier Volvo Volvo
Output max / cont. kW 2x200 / 2x167 2x200 / 2x167
Torque max / cont. Nm (at wheel) 31,000 31,000
Front axle Volvo RFS-L Volvo RFS-L
Rear axle Volvo RS1228C Volvo RS1228C
Battery supplier Volvo Penta Volvo Penta
Battery formula NCA NCA
Battery capacity max kWh 450 540
Energy density Wh/kg 168 168
Charging technology Plug-in / OppCharge Plug-in / OppCharge
about the formula? NCA. It is related to the
more common NMC: the only difference is
the use of aluminium instead of manganese.
They are the same as those fitted to the
BEV truck range. In any case, the future
opens up interesting questions, since, at a
group level, Volvo is planning to establish a
production plant for battery cells (this is not
a typo: it will not be a matter of assembling
modules from externally purchased cells,
as is prevalent in Europe to date). In the
meantime, Proterra’s battery business has
been officially taken over by the Swedish
group, which, however, plans to use it only
for the US market.
Focus on climate
The Volvo 8900 Electric can be equipped
with an extensive suite of active safety systems,
now in its third generation, developed
in-house by Volvo, whose notifications
are fully integrated into the cockpit: from
Forward Collision Warning to Intelligent
Speed Assist, from Blind Spot Monitoring
to Lane Keeping Support and Tyre Pressure
Monitoring. Let’s talk about air conditioning.
It is performed mainly by the Valeo Revo-E-
HP R744 system, which is capable of 28 kW
in cooling and 25 in heating. If needed in heating,
two Thermo HV units, also by Valeo,
can be added to it for an additional 24 kW.
For colder climates, a 23 kW fuel-powered
system remains available.
26
27

IN THE SPOTLIGHT
SOLARIS URBINO 12 ELECTRIC
I’M UP TO DATE
At Mobility Move in Berlin Solaris
unveiled the ‘new’ 12-metre
electric Urbino, the company’s
best-seller, with a modular
driveline and new batteries
The New Solaris Urbino, a highly successful
model launched eight years ago, have been
available in a BEV version right from the
start (while the previous-generation electric
Urbino had already been presented in 2011), allowing
the dynamic Polish manufacturer to gain great experience
in this type of alternative drive. With more than
2,500 e-buses delivered, Solaris is today the leading
European player in the zero-emission bus sector, with
a clear desire to continue to update the product from
the technical point of view, thus increasing the possible
choices and customisation.
For all tastes
As an alternative to the ZF AxTrax e-powered axle, a
central motor from Austria’s TSA (model TMF35-28-
4) or ZF’s CeTrax Cx220 110B have been available for
a few years now, so that supporters of one or the other
solution can be satisfied. The performance of the three
variants ranges from 160 kW of power for the TSA,
to 220 of the CeTrax and up to 2x125 kW of the ZF’s
“motor wheels” (with as much as 22,000 Nm of total
maximum torque downstream of the integrated hub reduction).
If one of the central motors is chosen, one can
logically intervene on the transmission ratio, opting for
a greater or lesser reduction depending on the mission
profile required. The position of the central motor is,
curiously enough, in front of the rear deck, on the lefthand
side; a solution that requires a forward extension
of the base close to the wheels and the positioning of a
rearward-facing two-seater behind the disabled seat. As
for the drive, both solutions have their pros and cons.
Among the advantages of the motorised axle is certainly
the smaller internal size. In favour of the mid-axle
motor, on the other hand, there is quieter operation and
decidedly easier maintenance, as well as (it seems)
greater efficiency in energy recovery during braking.
In any case, letting the customer choose the preferred
The rear structure has
changed completely. The
engine tower inherited from
thermal vehicles, which
housed part of the batteries,
the inverter and the
cooling units are gone. The
batteries are all at the roof.
28
29

IN THE SPOTLIGHT
The collaboration with
Impact Clean Power
Technology has led to the
development of new NMCbased
High Energy 100
batteries, with a capacity
of 102.9 kWh per module,
featuring the same size
of the previously fitted
range, capable of 88 kWh.
The weight is also similar
(just about ten kilos
more), for a 14 percent
benefit in terms of
energy capacity.
driveline already puts Solaris in an advantageous
position compared to competitors who
go their own way, sometimes without being
sure of which solution is actually the best.
ID CARD
Length mm 12,000
Width mm 2,550
Height mm 3,300
Wheelbase mm 5,900
Front overhang mm 2,700
Rear overhang mm 3,400
Passenger capacity n. 100 (with 300 kWh battery and GVW of 20t)
Seats max n. 41
Doors n. 2 - 3
Tyres 275/70 R 22.5
Motor
ZF AxTrax / ZF CeTrax / TSA
Motor type
In-wheel / central / central
Peak output kW 2 x 125 / 200 / 160
Battery model High Energy 100*
Battery supplier
Impact Clean Power Technologies*
Battery formula
NMC*
Battery capacity kWh
up to 600 kWh (6 modules)
*also available: LFP modules (140 kWh each) and LTO (30 kWh per module)
The new generation
Let’s talk about the updates introduced at
VDV-backed Mobility Move exhibition,
held in Berlin at the beginning of March.
The increasingly strong collaboration with
Impact Clean Power Technology, a Warsaw-based
company specialising in batteries
and charging systems, has led to the development
of new High Energy 100 batteries,
with NMC chemistry and a capacity of 102.9
kWh per module. This modules have the
same size of the previously fitted range, capable
of 88 kWh. The weight is also similar
(just about ten kilos more), for a 14 percent
benefit in terms of energy capacity. The new
batteries also make it possible to upgrade vehicles
born with the 88 kWh Impact modules
or even the first-generation 40 kWh modules,
in this case more than doubling the range.
In addition, the Berlin fair was also an opportunity
to make official the new arrangement
of the drive components, as already
anticipated at Busworld in Brussels on the
18-metre. Basically, the rear structure of
the vehicle changes completely. The engine
tower inherited from thermal vehicles,
which housed part of the batteries,
the inverter and the cooling units are gone.
The batteries are therefore all transferred
to the roof. They are distributed between
the front and rear areas, similarly to what
other manufacturers have already done.
This layout, which is decidedly more orderly,
allows up to six 100 kWh modules
to be accommodated on the 12-metre and
up to eight on the 18-metre. This enables
the Urbino to achieve respectable capacities
(and therefore range), even taking into
account a DoD (= depth of discharge, i.e.
the energy that can actually be used) of 80
percent. The greatest benefits of the new
layout can be seen inside, where four to
seven more passenger seats can be found
in the area previously occupied by part of
the batteries. The entire passenger compartment
is also surrounded by windows,
with no more cabinets or closing panels.
Flexibility is the key
However, all other types of batteries remain
on the list: 140 kWh LFP batteries
(the cheapest) for plug-in recharging, and
30 kWh LTO batteries for flash and opportunity
recharging by direct or reverse
pantograph. On this point too, there is
maximum flexibility. The standard position
of the CCS2 socket is near the right
front wheel, to which a second specular
recharging point can be coupled to the
left, front centre or rear right. With the
exception of a few minor optimisations
on components and production costs, the
Urbino otherwise retains all the characteristics
that have taken it to the third place
of the European market for city buses.
The self-supporting reticular structure is
still made of stainless steel profiles and
tubulars welded together, onto which the
reinforced fibreglass headers, roof cladding
sheet and windows are glued. The
modular side panels, on the other hand,
are interlocking and screwed, and they are
easy and quick to replace. The aluminium
doors, all fitted with specific hinges that
allow almost total rotation, contain the
overall size in the open position.
Let’s get on board
The driver’s seat is of a fairly traditional
design, with an adjustable dashboard integral
with the steering wheel and compliant
with VDV standards. It is supplemented by
a practical dashboard to the left of the driver
and room for additional controls and control
units above the driver’s head. The ISRI
or Grammer brand seat is pneumatic with
lumbar adjustment, which can be combined
with cushion heating and backrest ventilation
functions.
The passenger compartment is very spacious,
also thanks to the new battery arrangement,
and only partially affected by the
presence of the motor, if any. The windows
can all be fitted with a vasistas or sliding
opening, with a choice of two levels of transparency,
single or double-glazed. Evening
lighting is provided by two rows of LED
lamps arranged longitudinally and pointing
downwards at approximately 45 degrees,
with transparent plastic covers featuring a
rather classic appearance. Handrails are in
painted steel or stainless steel, with an intelligent
modular assembly system. The basic
seats are the Kiel Ideo or Ster 8MU, made
of plastic with or without velour covers; alternatively,
the Ruspa Citipro. Yet another
example of Solaris flexibility.
30
31

IN THE SPOTLIGHT
MERCEDES ECITARO G FUEL CELL
BETWEEN TWO WORLDS
The eCitaro fuel cell is an ‘atypical’
fuel cell bus, as it features a normalsize
battery equipment coupled with
the fuel cell module, trying to get the
best from BEV and FCEV technologies
When it comes to electric vehicles, one of
the key issues is range, which is the biggest
point of vulnerability to date. For a
18m articulated vehicle that can weigh
up to 30 tonnes and carry almost 130 passengers, the
demand for power becomes quite significant and mileage
is essential for being able to complete a day’s
service. With this in mind, Daimler Buses offers the
new eCitaro G fuel cell.
From a technological point of view, the base remains
that of the eCitaro, with a modular set of NMC3
lithium ion batteries by BorgWarner for a total of 392
kWh. Six (with the possibility of adding a seventh as
an option) hydrogen cylinders (5 kg capacity each)
are installed to ‘feed’ the fuel cell module, capable
of generating a maximum power output of 60 kW;
the combination of the two technologies makes it
possible to extend the range to 400 km under normal
conditions. Inside the fuel cell, as is well known, an
exothermic reaction takes place between hydrogen
and oxygen that produces water as an end product,
thus generating energy.
Daimler Buses turned to Toyota
The fuel cell, manufactured by Toyota, is sized for
heavy-duty use and designed for maximum efficiency.
In particular, it is optimised to work between
20 and 30 kW and in a voltage range between 400
and 750 V. Under these conditions, with relatively
low hydrogen consumption, the expected service life
is around 40,000 hours.
When it comes to hydrogen, the concern is always
transport safety. In this case, the cylinders are type 4,
consisting of a plastic inner container and a carbonfibre
outer casing that combines very high strength
characteristics with low weight and long service life.
Hydrogen refueling takes place only on the right side
of the vehicle, at the height of the second axle, via a
We had the opportunity to
drive the eCitaro G fuel cell
on the Jarama test track,
in Madrid. The vehicle is
equipped with a set of
NMC3 batteries for 392
kWh coupled with a 60 kW
Toyota fuel cell module.
32
33

IN THE SPOTLIGHT
DRIVING FEELINGS
specific nozzle. Refueling time is approximately
10 minutes for the single bus. For
the articulated bus, it is slightly longer due
to the larger cylinder capacity.
ID CARD
Length mm 18,125
Width mm 2,550
Height mm 3,400
Wheelbase mm 5,900 / 5,990
Front overhang mm 2,805
Rear overhang mm 3,430
Passenger capacity n. 130
Seats n. 47
Internal height mm 2,313 / 2,021
Permitted axle load kg 7,500 / 10,000 / 13,000
Tyres 275/70 R 22.5
Motor
ZF AxTrax
Motor type
In-wheel 3-phase asynchronous
Peak output kW 125 x 4
Peak torque at wheel Nm 11,000 x 4
Battery supplier
BorgWarner
Battery formula
NMC3
Battery capacity kWh 392
Charging power max kW 150
Hydrogen capacity kg 6 x 5 = 30
Fuel cell module provider
Toyota
Fuel cell output kW 60
Front axle
ZF RL 82 EC
Rear axle
2 x ZF AxTrax
Battery technology improved
The heat generated inside the cell is then
used, in the winter, to heat the interior of
the bus and to manage the NMC3 battery
temperature. The batteries were launched
last year and are still supplied by the historical
partner Akasol (which, in the meantime,
was acquired by the BorgWarner group).
They are characterized by the liquid electrolyte
and graphite anode, and now have
a compact cylindrical shape: each cell has
a diameter of only 21 mm and a height of
70 mm, which is in fact an increase in energy
density in the order of 50 percent compared
to the previous polygonal structure
cells. One module consists of 600 cells, 9
modules make up a battery pack (total of
5,400 cells) with a nominal capacity of 98
kWh. The battery equipment is modular
and scalable; on the articulated version, it
is possible to mount three or four packs alternatively.
The traction of the eCitaro G is
on the centre and rear axles, and it is entrusted
to the now customary ZF AxTrax axle.
The axle, combined with the motors on the
hubs, allows a power output of 141 kW and
torque of around 11,000 Nm for each drive
wheel. This is achieved thanks to a favourable
multiplication ratio from the 494 Nm
delivered by the three-phase asynchronous
motors. The batteries, with a maximum
charging power of 150 kW, can be recharged
on both sides, at front wheel height. It
is possible to have an additional socket at
the front or rear. The safety features of the
new eCitaro G fuel cell include, besides
the usual ones, the Preventive Brake Assist
(PBA) technology, specifically designed
to mitigate stress on standing passengers,
and the Sideguard Assist, which is aimed
Batteries now have a
compact cylindrical shape:
each cell has a diameter of
only 21 mm and a height of
70 mm, which is in fact an
increase in energy density
in the order of 50 percent
compared to the previous
polygonal structure cells.
One module consists of
600 cells, 9 modules make
up a battery pack (total of
5,400 cells) with a nominal
capacity of 98 kWh.
at protecting pedestrians and cyclists in the
blind spot during turns and lane changes. In
view of the significant weight carried on the
roof, the vehicle is equipped with a roll and
pitch control system as part of its standard
equipment.
Alessandro Razze
Testing an eCitaro G fuel cell on the test track is an
exciting experience. The differences compared to an
eCitaro are minimal, as is the configuration of the
driver’s seat, which is ergonomic and comfortable,
and features one more indicator than the corresponding
electric version: the hydrogen level in the
tanks, which is indicated in percentage fill. Striking
is the brightness of the passenger compartment,
both in the driver’s seat and in the passenger area.
This feature was already evident in the first generations
of the Citaro (which is now more than twenty
years old), but it has been further improved without
detriment to the robustness of the structure. From
a vehicle with the torque and power features of the
eCitaro, one expects a hard-to-manage sprint and
tends to accelerate with caution; however, the performance
delivery is gradual even with a more casual
action on the pedal.
As you take the first bend at speed, you start feeling
the heavier weight on the top: as you enter the
curved section, you can distinctly feel the shift in the
centre of gravity, with a consequent onset of roll.
But the rolling control systems immediately come
into play and the vehicle seems to forgive even some
excesses when approaching the turn. Naturally, this
triggers a kind of challenge that is repeated on the
next turn, which this time is made more demanding
by a slightly sloping approach: an excellent way of
testing the systems that help maintain the stability
of the articulated bus. Here too, a test passed with
flying colours, as our eCitaro stays right on track. No
abnormal movement from the rear section either,
which, indeed, seems to hold the road even better
than the front section. Having satisfied our curiosity
about the bus’ behaviour at the limit, when driving
in more ordinary conditions its brio and lightness
almost make one forget that it is still an 18-metre,
almost 30-tonne vehicle. Weight doesn’t seem to be
a problem when it comes to braking: the regenerative
system is a great help in this respect, allowing
you to drive along the track at speeds that are
objectively not low, using the brakes only on a few,
very rare occasions and setting the brakes to slow
down in advance, just lifting your foot off the accelerator.
The actual braking is correctly designed in
relation to the greater masses involved; being simple
and pleasant to drive even in slow sections, the
new eCitaro G easily disentangles itself in narrow
passages. The stability experienced when driving
is also confirmed in the passenger feelings: even
when sitting on the seats at the back, the stresses
are absolutely bearable and not comparable with
those of a traditional articulated, albeit in decidedly
more demanding travel conditions. A.R.
34
35

IN THE SPOTLIGHT
ALTAS NOVUS CITY V7
QUITE UNIQUE
A 7.5-metre bus candidate to play a role in the
European market, in a segment that is almost devoid
of competitors. Its commercialisation is the first step
in a new partnership between Altas and Zhongtong. Its
ideal habitat is that of challenging mission profiles
Zhongtong, Altas, D’Auria. This
is the trio of brands behind the
Novus City V7, the Lithuanian
manufacturer’s latest novelty
presented at last October’s Busworld and
the protagonist, at the beginning of February,
of a roadshow between Trento and
Bolzano, in Italy, organised by Altas’ Italian
dealer, the D’Auria group. The model
is made by the Chinese Zhongtong (249
e-buses registered in Europe in 2023 for
a non-negligible 3.9 percent market share
in the e-bus segment) and is delivered to
Altas in the form of a complete vehicle
without interiors, which are made in the
factories of the Baltic manufacturer. Atlas
is a specialist in minibuses with annual
production volumes of around 800
Sprinter bodies. It is now in the process
of diversifying its business model with
growing interest in electric traction,
which has been the company’s focus since
2022.
Altas’ electric bet
Altas’ declared goal is to offer the market
a full electric range by 2025. The Novus
Cityline, based on the Mercedes Sprinter,
which was already seen in roadshows in
our latitudes, is already on the list. With
the Novus City V7, Altas has set itself
ambitious goals: at least 40 vehicles sold
in 2024 and 120 in 2025.
The Zhongtong partner is not exactly a
beginner. It is one of the bus ‘branches’
of the huge Shandong Heavy Industry
group, together with Asiastar. Under
the umbrella of the Chinese company is,
among others, a motoring leader like Wei-
chai, which is a shareholder of the Canadian
fuel cell group Ballard. Zhongtong’s
production capacity is (listen up) 30 thousand
buses a year, 5 thousand employees.
The partnership with Altas, launched in
2023, also aims at marketing an 8.7-metre
electric model in Europe. The Altas Novus
City V7 is basically the declination
adapted for the European market of the
The model is made by the
Chinese Zhongtong (249
e-buses registered in Europe
in 2023) and is delivered
to Altas in the form of
a complete vehicle without
interiors, which are made in
Lithuania.
Zhongtong V7, which is already on the
market in China.
A 7.5 metre for Europe
What we saw in Trentino is a model at the
prototype stage, evidenced by the presence
of a door on the left side at the access
platform. The seating arrangement will be
reversed: pair of seats on the left, single
seats on the right.
The first transition step between the platform
and the rear of the bus will also be
eliminated, a change urged by Altas and
made possible by moving the air compressors
to the rear. In this way, it will
also be possible to gain a few centimetres
in height at the rear of the platform.
When will we see the finished product? At
the end of summer. At the Next Mobility
Exhibition in Milan, in May, the D’Auria
36
37

IN THE SPOTLIGHT
The Altas fits into an
intermediate segment that
is practically devoid of
competitors (if we exclude
derivatives), between the
six-metre mini, from which
it broadly draws its layout,
and the 8-metre vehicles
that can easily accomodate
two (or even three) doors.
MILAN
PARIS
LONDON
HELSINKI
WARSAW
AMSTERDAM
stand will host the prototype, while at Ibe,
Rimini, in November, the final model customised
for the European market will be
presented according to plan.
Almost 7.5 metres long, the Novus City
V7 has a particularly pronounced wheelbase
of 4,100 millimetres, while the front
overhang is almost zero (1,205 mm). A design
architecture that, on the one hand, allows
the accommodation of a generously
sized double door (almost 130 centimetres
of span), and, on the other, prevents
the addition of a second access door. The
Altas fits into an intermediate segment
that is practically devoid of competitors
(if we exclude derivatives), between the
six-metre mini, from which it broadly
draws its profile (small overhangs, large
central platform with access door) and
the eight-metre vehicles that can easily
accommodate two (or even three) doors.
Passenger capacity is good: there is room
on board for up to 33 passengers, 16 of
whom are seated, with the prospect of
increasing to 37 once homologation processes
are completed in compliance with
GSR2 standards.
Top notch suppliers
Among the vehicle’s pluses is undoubtedly
the peak power of the Dana
TM4 electric motor, a standard for ‘midi’
size electric buses, which is decidedly high-performance
on the 7 1/2-meter Altas
(peak torque is 2,450 Newtonmeters). A
feature that we personally got to appreciate
on the tortuous altimetries of the
Rovereto surroundings. The technology
used for propulsion is the central motor
in the back of the rear axle. For batteries,
the world leader CATL was the preferred
choice, which provided to the constructor
LFP modules that are distributed between
rear and roof. 140 kilowatt hours are
available. Recharging can be performed
through socket CCS2 (in the vehicle we
tested, it is arranged in the right rear part),
which can reach 120 kW power.
The seats, in the tested vehicle, are Ster
New City upholstered in fabric and fixed
to the wall, equipped with an armrest.
They are accessed by crossing the floor,
which is lowered in the central part and
covered with non-slip PVC. A folding
ramp for wheelchair access is also present.
Let’s talk about air conditioning. 23 kW
in cooling and 9 kW in heating for the system
serving the passenger compartment.
It is supplied by Valeo and divided into
four convectors. For the driver, there is
an extra charge of 2 and 4.5 kW, respectively.
Complementing this is an additional
air fan installed in the cockpit ceiling. The
ID CARD
Length mm 7,490
Width mm 2,095
Height mm 3,025
Wheelbase mm 4,100
Front overhang mm 1,205
Rear overhang mm 2,185
Distance entrance from ground mm 300
Height internal steps mm 240 / 180 / 180
Internal height mm 2,200 / 1,750 / 1,620
Width corridor mm 500
Width door mm 1,280
Passenger capacity n. 33
Seats n. 16
Empty weight kg 9,900
Motor supplier
Dana TM4
Peak output kW 200
Continuous output kW 145
Peak torque Nm 2,450
Continuous torque Nm 1,100
Battery supplier
CATL
Battery capacity kWh 140
cockpit is illuminated with LED technology
and ‘dotted’ with USB sockets (11
plus an additional one for the driver).
Stop buttons are well distributed. The interior
brightness, aided by the large rear
window, is excellent. Now, we just have
to wait until summer, when the vehicle
will enter our market in its final form.
SYDNEY
NEW YORK
AUCKLAND
MEXICO CITY
we welcome
millions of people
every day.
38
SINGAPORE
TOKYO
HONG KONG

PORTFOLIO
ALL THE ZERO EMISSION BUS MODELS
ON THE EUROPEAN MARKET.
ALTAS
Novus City V7
Length mm 7,490
Passenger capacity n. 33
Motor / kW Dana TM4 / 200
Battery type
CATL / LFP
Battery capacity 140
Charging technology
plug-in
ALEXANDER DENNIS
Enviro 100 EV (in-house)
Length mm 8,500
Passenger capacity n. 45
Motor type / output kW Voith / 260
Battery type
NMC
Battery capacity max kWh 354
Charging technology plug-in/pant.
Enviro 400 EV (in-house)
Length mm 11,100
Passenger capacity n. 96
Motor type / output kW Voith / 410
Battery type
NMC
Battery capacity max kWh 472
Charging technology plug-in/pant.
Enviro 400 FCEV (in-house)
Length mm 11,100
Passenger capacity n. 88
Motor type / output kW Voith / 350
Fuel cell system / kW Ballard / 60
Battery type
LTO
Battery capacity max kWh 30
Enviro 500 EV (in-house)
Length mm 12,000
Passenger capacity n. 86
Motor type / output kW Voith / 410
Battery type
NMC
Battery capacity max kWh 472
Charging technology
plug-in
Enviro 200 EV
Length m 9.6 / 10.2 / 10.9 / 11.6 / 12
Passenger capacity n. 80
Motor / output kW BYD / 90x2
Battery type
BYD / LFP
Battery capacity max kWh 348
Charging technology
plug-in
Enviro 400 EV
Length mm 10,300 / 10,800
Passenger capacity n. 87
Motor / output kW BYD / 150x2
Battery type
BYD / LFP
Battery capacity max kWh 382
Charging technology
plug-in
BLUEBUS
Battery capacity max kWh 126
Charging technology
plug-in
Bluebus 12
Length mm 12,068
Passenger capacity n. 109
Motor type / kW Central / 160
Battery type Blue Solutions / LMP
Battery capacity max kWh 441
Charging technology
plug-in
BMC
Procity EV
Length mm 12,090
Passenger capacity n. 97
Motor / kW HSVM 287 Aselsan / 250
Battery type
LTO
Battery capacity kWh 112
Charging technology pantograph
Neocity EV
Length mm 8,500 / 10,000
Passenger capacity n. 72 / 68
Motor / kW Dana TM4 Sumo MD / 235
Battery type BorgWarner / NMC
Battery capacity kWh 198
Charging technology
plug-in
BYD
40
Bluebus 6
Length mm 5,940
Passenger capacity n. 35
Motor type / kW Central / 140
Battery
Blue Solutions / LMP
eBus B11, B13, B15, B18, B19
Length mm 10,816 / 13,275 /
14,775 / 18,150 / 18,750
Motor / output kW BYD / 300
Battery type
BYD / LFP
Battery capacity max kWh
348 / 422 / 511 / 563
Charging technology plug-in/pant.

PORTFOLIO
ALL THE ZERO EMISSION BUS MODELS
ON THE EUROPEAN MARKET.
eBus k7, k9UD
Length mm 8,750 / 12,200
Passenger seats n. -
Motor / output kW BYD / 180 / 300
Battery type
BYD / LFP
Battery capacity max kWh 174 / 422
Charging technology plug-in/pant.
BYD - Castrosua Nelec
Length mm 12,200
Passenger seats n. 92
Motor / output kW BYD / 300
Battery type
BYD / LFP
Battery capacity max kWh 422
Charging technology plug-in/pant.
e.City Gold 10/12
Length mm 10,700 / 12,000
Passenger capacity n. 64 / 87
Motor / output kW Siemens / 180
Battery type
NMC / LTO
Battery capacity max kWh 385
Charging technology plug-in/pant.
H2.City Gold 10/12 (hydrogen)
Length mm 10,700 / 12,000
Passenger capacity n. 64 / 87
Motor / kW Siemens / 180
Battery type
LTO
Fuel cell system
Toyota
Estimate range km 400
EBUSCO
HESS
lighTram 10/12/19/25 DC
Length mm 10,790/12,000/18,750/24,750
Passenger capacity n. 58 / 103 / 136 / 224
Motor / kW - / 150
Battery type -
Battery capacity max kWh
510/610/710/820
Charging technology plug-in/pant.
HIGER
42
BYD - UNVI DD13
Length mm 13,700
Passenger seats n. 77
Motor / output kW BYD / 300
Battery type
BYD / LFP
Battery capacity max kWh 484
Charging technology
plug-in
Estimate range km 350
CAETANOBUS
Ebusco 2.2 (LE/LF)
Length m 12 / 12.9 / 13.5 / 18,00
Passenger capacity n. 90/85/78/140
Motor / kW ZF / 250
Battery type
LFP
Battery capacity kWh 363 / 423 / 525
Charging technology plug-in/pant.
Ebusco 3.0
Length mm 12,000 / 18,000
Passenger n. 110/150
Motor / kW Ebusco / 250
Battery type
LFP
Battery capacity max kWh 350/500
Charging technology
plug-in
Steed
Length mm 8,500
Passenger capacity n. 48
Motor / kW -
Battery type
CATL / LFP
Battery capacity kWh 174 / 210
Charging technology
plug-in
Azure 7, 9, 12
Length mm 7,000 / 9,000 / 12,000
Passenger capacity n. 86
Motor / kW Prestolite MD130D / -
Battery type
CATL / LFP
Battery capacity kWh 355
Charging technology
plug-in

PORTFOLIO
ALL THE ZERO EMISSION BUS MODELS
ON THE EUROPEAN MARKET.
IIA
IVECO BUS
ie bus
Length mm 10,850 / 12,160 / 18,730
Passenger capacity n. 76 / 95 / 155
Motor / output kW Irizar / 235
Battery type
Lithium-ion
Battery capacity max kWh 525
Charging technology plug-in/pant.
44
Citymood 10e, 12e
Length mm 10,620 / 12,100
Passenger capacity n. 80
Motor / kW Siemens 1DB2016 / 230
Battery type
NMC
Battery capacity max. kWh 330
Charging technology
plug-in
IKARUS
80E
Length mm 8,545
Passenger capacity n. 55
Motor/kW - / 170
Battery
CATL / LFP
Battery capacity max kWh 282
Charging technology plug-in/pant.
120E
Length mm 12,190
Passenger capacity n. 86
Motor/kW - / 240
Battery
CATL / LFP
Battery capacity max kWh 422
Charging technology plug-in/pant.
180E
Length mm 18,750
Passenger capacity n. 113
Motor/kW - / 350
Battery
CATL / LFP
Battery capacity max kWh 564
Charging technology plug-in/pant.
E-WAY
Length mm 9,510 / 10,735 / 12,060
Passenger seats n. 16 - 26 - 35
Motor / kW - /160
Battery type
NMC/LTO
Battery capacity max kWh 416
Charging technology plug-in/pant.
Streetway Elec
Length mm 12,000
Passenger capacity. 90
Motor type / kW Voith / 310
Battery type
NMC
Battery capacity max kWh 485
Charging technology
plug-in
Crossway Elec
Length mm 12,000 / 13,000
Passenger seats n.. 44 / 48
Motor type / kW Siemens / 330
Battery type
NMC
Battery capacity max kWh 485
Charging technology plug-in/pant.
E-Way H2
Length mm 12,000
Passenger seats n.. -
Motor type / kW Siemens / 310
Battery type
NMC
Fuel cell system
Hyundai
Battery capacity max kWh 69
IRIZAR E-MOBILITY
ie tram
Length mm 12,165 / 18,730
Passenger capacity n. 99 / 155
Motor / kW Irizar / 190-235
Battery type
Lithium-ion
Battery capacity max kWh 350/525
Charging technology plug-in/pant.
ISUZU
Novociti Volt
Length mm 7,957
Passenger capacity n. 48
Motor / kW Dana TM4 Sumo MD / 255
Battery type
CATL / LFP
Battery capacity kWh 211 - 268
Charging technology
plug-in
Citivolt 12
Length mm 12,030
Passenger capacity n. 100
Motor / kW ZF AxTrax / 250
Battery type
NMC
Battery capacity kWh 495
Charging technology
plug-in
Novo Volt
Length mm 7,332
Passenger capacity n. 29
Motor / kW Allison / 320
Battery type
NMC
Battery capacity kWh 165
Charging technology
plug-in

PORTFOLIO
ALL THE ZERO EMISSION BUS MODELS
ON THE EUROPEAN MARKET.
KARSAN
KING LONG
MELLOR
e-Jest
Length mm 5,845
Passenger capacity n. 25
Motor / kW BMW / 125
Battery type BMW / Lithium-ion
Battery capacity max kWh 88
Charging technology
plug-in
Pev 6/9/12
Length mm 5,990 / 9.180 / 11,980
Passenger n. 23 / 27 / 36
Motor / kW King Long/Dana - 135/245/350
Battery type
LFP
Battery capacity max kWh 89/282423
Charging technology
plug-in
MAN
Sigma 7, 8, 9
Length mm 7,150 / 8.750 / 9.400
Passenger capacity n. from 33
Motor/kW Dana / -
Battery supplier
CATL
Battery capacity max kWh -
Charging technology
plug-in
MERCEDES
MOBILEcharge
e-Atak
Length mm 8,315
Passenger capacity n. 52
Motor / kW Dana TM4 Sumo MD / 230
Battery type BMW / Lithium-ion
Battery capacity max kWh 220
Charging technology
plug-in
Lion’s City E 10/12/18
Length mm 10,575 / 12,000 / 18,100
Passenger capacity n. 67 / 85 / 120
Motor / kW Traton - 240/270/540
Battery type
NMC
Battery capacity max kWh 400/480/640
Charging technology
plug-in
MCV
eCitaro 12/18
Length mm 12,135 / 18,125
Passenger capacity n. 80 / 136
Motor / kW ZF AxTrax / 250
Battery type
Akasol / NMC**
Battery capacity max kWh 396 / 441
Charging technology
plug-in
eCitaro fuel cell 12/18
Length mm 12,135 / 18,125
Passenger capacity n. 88 / 128
Motor / kW ZF AxTrax / 250
Fuel cell system
Toyota
Battery type
NMC
Battery capacity max kWh 295/ 392
Charging technology
plug-in
Intelligent charging of e-buses
OTOKAR
e-ATA 10/12/18
Length mm 10,750/12,220/18,300
Passenger capacity n. 79 / 89 / 135
Motor / kW ZF AxTrax / 250-250-500
Battery type
LFP
Batt. capacity max kWh 315/449/595
Charging technology plug-in/pant.
MCV C127 EV
Length mm 12,000
Passenger capacity n. 90
Motor / kW ACTIA - 250
Battery type Forsee Power / NMC
Battery capacity max kWh 462
Charging technology
plug-in
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Phone: +49 7251-7240 0 | info@carmedialab.com | www.carmedialab.com
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PORTFOLIO
ALL THE ZERO EMISSION BUS MODELS
ON THE EUROPEAN MARKET.
PORTFOLIO
ALL THE ZERO EMISSION BUS MODELS
ON THE EUROPEAN MARKET.
e-Centro C
Length mm 6,605
Passenger capacity n. 32
Motor / kW Dana TM4 / 205
Battery type
Svolt / NMC
Battery capacity kWh 110
Charging technology
plug-in
e-Kent C 12/18
Length mm 12,000/18,750
Passenger capacity n. 74/99
Motor / kW Voith / 410
Battery type
Webasto / NMC
Battery capacity kWh 350/560
Charging technology
plug-in
Kent C Hydrogen
Length mm 12,000
Passenger capacity n. 104
Motor / kW - / 410
Battery type
- / NMC
Fuel cell system
Ballard
Estimate range km 500
e-Territo U
Length mm 13,000
Passenger capacity n. 63
Motor / kW Voith / 410
Battery type
- / NMC
Battery capacity kWh 450
Charging technology
plug-in
QUANTRON
RAMPINI
Sixtron/Eltron
Length mm 6,110 / 8,000
Passenger capacity n. 34 / 48
Motor / kW Dana / 230
Battery type
LFP
Batt. capacity max kWh 210
Charging technology plug-in / pant.
Hydron
Length mm 8,000
Passenger capacity n. 48
Motor / kW Siemens / 230
Battery type
Rampini / LFP
Batt. capacity max kWh 175
Fuel cell module / kW Loop Energy
SAFRA
Hycity
Length mm 11,857
Passenger capacity n. +100
Motor / kW ZF AxTrax / 250
Fuel cell module / kW Symbio / 45
Battery Microvast / NMC / 130 kWh
SCANIA
Scania-Castrosua 75 CS
Length mm 13,065
Passenger seats n. 44
Motor / kW - / 300
Battery type -
Batt. capacity max kWh 520
Charging technology
plug-in
SKODA
Skoda E’City 9, 12
Length mm 9,496 / 12,020
Passenger capacity n. 65 / 85
Motor / kW 100 / 160
Battery type -
Battery capacity max kWh -
Charging technology plug-in/plug-pant.
Skoda H’city
Length mm 12,020
Passenger capacity n. 85
Motor / kW 100 / 160
Battery type -
Battery capacity max kWh -
Estimate range km 350
SOLARIS
Urbino electric 15 LE
Length mm 14,890
Passenger seats max n. 65
Motor Central asynchronous / 300
Battery type NMC / LTO / LFP
Battery capacity max kWh 470
Charging technology plug-in/pant.
Urbino electric 18/24
Length mm 18,000 / 24,700
Passenger capacity n. 145 / 155
Motor kW ZF / 240/250
Battery type NMC / LTO / LFP
Battery capacity kWh 800
Charging technology plug-in/pant.
Urbino 12/18 hydrogen
Length mm 12,000 / 18,000
Passenger seats max n. 37 / 52
Motor / kW ZF AxTrax / 250
Fuel cell module
Ballard
Fuel cell module power kW 70 / 100
Battery High Power / 30 kWh
Hydrogen capacity l 5 x 312/ (+3x190)
Trollino
Length mm 12,000/18,000/24,000
Passenger seats max n. 39/53/69
Motor / kW TSA-Skoda / 160-250
Battery type
Solaris LTO
Battery capacity kWh 30-90
Charging technologies Pant. / IMC
TEMSA
Avenue Electron
Length mm 12,000
Passenger seats n. 35
Motor / kW TM4 Sumo / 250
Battery type
NMC
Battery capacity kWh 240 - 300 - 360
Charging technology
plug-in
MD9 electriCITY
Length mm 9,496
Passenger seats n. 26
Motor / kW
TM4/250
Battery type
NMC
Battery capacity max kWh 200
Charging technology
plug-in
LD SB E
Length mm 2.365 / 13.080
Passenger seats n. 57 / 61
Motor / kW
TM4/250
Battery type
NMC
Battery capacity max kWh 350
Charging technology
plug-in
VAN HOOL
A12, A13, A18 Fuel Cell
Length mm 12,225/13,525/18,195
Passenger seats n. 41/47/51
Motor / kW Siemens - 160/210
Fuel cell Ballard / 70/100
Battery capacity max kWh
Actia / 24 - Akasol/132
Exqui.City 18/24 Fuel Cell
Length mm 18,610/23,820
Passenger seats n.. 46 / 60
Motor type 1 kW Siemens / 210
Motor type 2/ kW Siemens 320
Fuel cell
Ballard
Exqui.City 18/24 Trolley
Length mm 18,610 / 23,820
Passenger seats n. 46 / 61
Motor type/kW Siemens /320
Battery capacity max kWh 30 / 40
VDL
Citea new gen. LF-122 / LE-122
Length mm 12,200
Passenger capacity n. 110 / 105
Motor/kW ZF AxTrax / 250
Battery type
NMC
Battery capacity max kWh 490
Charging technology plug-in/pant.
Cizaris 12 EV
Length mm 12,180
Passenger capacity n. 81 to 95
Motor / kW Dana TM4 / 245
Battery type
CATL / LFP
Batt. capacity max kWh 242 to 424
Charging technology
plug-in
Urbino electric 9 LE/12
Length mm 9,270 / 12,000
Passenger seats max n. 31 / 43
Motor ZF AxTrax - TSA - 220 / 250-160
Battery type NMC / LTO / LFP
Battery capacity max kWh 350 / 600
Charging technology plug-in/pant.
A12, A13, A18, A24
Length mm 12,225/13.525/18,195 78
Passenger capacity n. 41 / 47 / 51 / 65
Motor / kW ZF / 280 / 560
Battery type
Lithium-ion
Battery capacity kWh Akasol / 588/686
Charging technology
plug-in
Citea new gen. LE-135 / LE-149
Length mm 13,500 / 14,900
Passenger capacity n. 89 / 138
Motor/kW ZF AxTrax / 250
Battery type
NMC
Battery capacity max kWh 552 / 674
Charging technology plug-in/pant.
48
49

PORTFOLIO
Citea new gen. LE-181
Length mm 18,100
Passenger capacity n. 153
Motor/kW ZF AxTrax / 250
Battery type
NMC
Battery capacity max kWh 674
Charging technology plug-in/pant.
VOLVO
U11DD
Length mm 10,990
Passenger seats n. 82
Motor/kW Yutong TZ368XSYTB38/350
Battery type
CATL
Battery capacity max kWh 385
Charging technology
plug-in
WRIGHTBUS
The international media
focusing on innovation and
sustainability in public transport
Established 2018
Editor in chief
Stefano Agnellini
Managing editor
Riccardo Schiavo
Editorial staff
Fabio Butturi, Ornella Cavalli,
Alberto Gimmelli, Fabrizio Dalle Nogare,
Stefano Eliseo, Fabio Franchini,
Cristina Scuteri, Luca Vitali
Layout & graphics
Marco Zanusso (manager)
Editorial management
Fabio Zammaretti
Printing
Industrie Grafiche RGM srl,
Rozzano (Mi)
Milano City Court Authorization
n. 109 – September 5th 2023 National Press
Register n. 4596 – April 20th 1994
n. R.O.C. 2880 30-11-2001
50
7900 Electric (MCV)
Length mm 12,000/18,000/18,700
Passenger capacity n. 95/150/145
Electric motor / kW 200 / 400
Battery type
LTO
Battery capacity max kWh 470 / 565
Charging technology plug-in/pant.
YUTONG
E12 Pro
Length mm 12,000
Passenger seats n. 61
Motor/kW Yutong YTM280-CV9-H/350
Battery supplier
CATL
Battery capacity max kWh 422
Charging technology
plug-in
U12
Length mm 12,170
Passenger capacity n. 75
Motor/kW Yutong TZ368XSYTB38/350
Battery type
CATL
Battery capacity max kWh 422
Charging technology
plug-in
StreetDeck Hydroliner FCEV
Length mm 10,900
Passenger capacity n. 86
Motor / kW
Voith VEDS
Fuel cell module
Ballard
Fuel cell module power kW -
Battery
Forsee Power / NMC
Battery capacity kWh 48
Hydrogen capacity kg 27 (1,120 l)
StreetDeck Electroliner BEV
Length mm 10,900
Passenger seats n. 95
Motor / kW
Voith VEDS
Battery
Forsee Power / NMC
Battery capacity kWh 340 - 454
Charging technology
plug-in.
GB Kite Hydroliner FCEV
Length mm 12,000
Passenger capacity n. 90
Motor / kW
Voith VEDS
Fuel cell module Ballard FC Move
Fuel cell module power kW 70 - 100
Battery
Forsee Power / NMC
Battery capacity kWh 30 - 45
Hydrogen capacity kg 35 - 50
GB Kite Electroliner BEV
Length mm 12,000
Passenger seats n. 90
Motor / kW
Voith VEDS
Battery
Forsee Power / NMC
Battery capacity kWh 340 - 454 - 567
Charging technology
plug-in.
VADO E TORNO
EDIZIONI
MANAGEMENT
ADMINISTRATION
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Website
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Rethinking E-Mobility
Systems and Components for Electric
Buses in Local Public Transport.
As a supplier and engineering partner to innovative vehicle manufacturers and transport
networks, we offer cutting-edge electrical systems and components worldwide.
Our highlights for 2024:
Modular eBus High Power Charging (HPC) platform
for battery-electric buses of 12, 18, and 24 meters.
In Motion Charging technology (IMC®) 2.0 for trolley buses.
K-Charger charging solutions, utilizing energy supply from the overhead line.
Smart Fleet Management (SFM) for intelligent energy management across the entire
public transport fleet.
For more information, please don't hesitate to contact us at
marketing.kiepe@knorr-bremse.com
Kiepe Electric GmbH
Kiepe-Platz 1 | 40599 Düsseldorf | GER | Tel. +49 (0) 211 74 97-0
info.kiepe@knorr-bremse.com | www.kiepe.knorr-bremse.com

The Crossway Low Entry ELEC marks a new step forward towards
an even more sustainable mobility.
12 m and 13 m long versions, available in Class I and Class II
Central electric motor 310 kW output for a maximum torque of 3000 Nm
NMC Lithium battery pack assembled by FPT Industrial
Various charging interfaces, including optional pantograph bottom-up or rails for top-down