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Mercedes-Benz Citaro | |
---|---|
The interior of a right-hand drive Citaro G for Japanese market | |
Overview | |
Manufacturer | Mercedes-Benz |
Production | 1997–present |
Body and chassis | |
Class | Integral |
Doors | 1, 2, 3 or 4 |
Floor type | Low floor |
Powertrain | |
Engine | Mercedes-Benz OM457LA OM457hLA OM906hLA OM926LA M447hLAG OM936 OM936h OM470 |
Transmission | Automatic |
Dimensions | |
Length |
|
Width | 2,550 mm (100.4 in) |
Height | 3,130 mm (123.2 in) |
Curb weight | 18,475–29,000 kg (40,730–63,934 lb) |
Chronology | |
Predecessor | Mercedes-Benz O405 |
The Mercedes-Benz Citaro is a single-decker, rigid or articulatedbus manufactured by Mercedes-Benz/EvoBus. Introduced in 1997, the Citaro is available in a range of configurations, and is in widespread use throughout Europe and parts of Asia, with more than 40,000 produced.[1]
- 2Models
- 4Operators
- 4.1Europe
- 4.1.7United Kingdom
- 4.2Middle East
- 4.4Asia
- 4.5Oceania
- 4.1Europe
- 6External links
History[edit]
The first generation Citaro was launched in 1997, as a successor to the Mercedes-Benz O405.[2]
In 2005, an updated version of the Citaro to coincide with the introduction of Euro IV- (and later Euro V- and EEV-) compliant engines. Apart from minor technical alterations, mainly to accommodate the new generation of engines, the external design received a facelift to give the buses a less angular look, with internal panelling altered accordingly. Production of the old model ceased by autumn 2006.
In 2006 the Citaro received a much more substantial facelift, which can be seen from the outside by a revised front and rear design (analogous to the recently introduced low-entry buses). The hitherto characteristic feature of the first series, the 'washboard trim' on the front of the vehicle, which was also available as a front advertising area and smooth surface without Mercedes star, accounted for a somewhat rounded front baffle. The lateral sweep of the front turn signals was reversed.
In May 2011, the second generation Citaro, referred to internally as the C2, was launched.[3] From 2012 the C2 could also be equipped with Euro 6 engines. The C2 versions of the Citaro LE models were the last to be presented, at Busworld Kortrijk in October 2013.[4]
Models[edit]
SchnellBus Citaro O530G in Münster in January 2008
Arriva Shires & Essex Citaro O530 in Aylesbury in July 2009
BKK second generation Citaro O530G in Budapest in June 2013
Citaro L (three-axle) in Prague
There are three basic versions of the Citaro available as of 2018: The standard 12m Citaro, the shorter 10m Citaro K and the articulated 18m Citaro G. Hybrid versions of all three lengths are also available.[5]
Urban model[edit]
The standard urban model is available in a number of versions:
- O530: solo bus, length 12 m, 2 axles, horizontal or vertical engine, 2 or 3 doors, even with front door only (in countries with left-hand traffic)
- O530 CNG: gas drive, length 12m, 2 axles, 2 doors
- O530 FuelCell Hybrid, length 12m, 2 axles, 3 doors
- O530G: articulated bus, length 18m, 3 axles, horizontal or vertical engine, 3 or 4 doors, also with 2 doors only (in countries with left-hand traffic)
- O530G BlueTec Hybrid, length 18m, 3 axles, 3 or 4 doors
- O530G CNG: articulated bus with gas drive, length 18m, 3 axles, 3 doors
- O530 GL: articulated bus (long) (CapaCity), length 19.5m, 4 axles, 3 or 4 doors
- O530 GL II: articulated bus (long) (CapaCity L), length 21.0m, 4 axles, 4 or 5 doors (metro package)
- O530 K: Midibus, length 10.5m, 2 axles, lying engine underfloor in the rear, 2 (also 3) doors
- O530 L: solo bus (long), length 15m, 3 axles, 2 or 3 doors
- O530 LE: Low Entry, length 12m, 2 axles, 2 or 3 doors
Suburban/interurban model[edit]
A series of suburban/interurban versions is also produced, with all seats fitted on platforms:
- O530 GÜ: articulated bus, length 18m, 3 axles, 3 or 4 doors
- O530 LE MÜ: low-entry (medium length), length 13m, 2 axles, 2 or 3 doors, even with front door only (in countries with left-hand traffic)
- O530 LE Ü: Low-Entry, length 12m, 2 axles, 2 or 3 doors
- O530 LÜ: solo bus (long), length 15m, 3 axles, 2 or 3 doors
- O530 MÜ: Solo bus (medium length), length 13m, 2 axles, 2 doors
- O530 Ü: solo bus, length 12m, 2 axles, 2 or 3 doors
Specifications[edit]
Operators are able to choose between two different front stylings: the standard design features an angled destination display, like a roof dome, and is primarily marketed for urban buses, while a version with a one-piece windscreen covering the destination display also is available and is primarily intended for interurban use. However, all models are available with either version.
Other customizations include the number and type of doors as well as the internal layout. Two types of seats are offered as part of the standard range, again with a basic model for urban use and an enhanced version for longer-distance routes, although both also are available on all models.
Aside from the usual diesel engines, the Citaro is also available with a powerful Euro IVnatural gas engine (model M 447 hLAG) rated at 185 kW (252 PS) or 240 kW (326 PS) - the latter rating used mainly for interurban and articulated buses or standard-length city buses operating in areas with a hilly topography. These engines are also optionally available with Enhanced Environmentally friendly Vehicle (EEV) certification, meaning that their emission levels are lower than even the most stringent European Union emissions standards.
Non-standard bodies[edit]
As a one-off, German operators üstra of Hanover and LVB of Leipzig took delivery of a batch of Citaros bodied to a special design by James Irvine for Expo 2000. Leipzig's vehicles were lent to Hanover for the duration of the exhibition, but subsequently returned to normal service in their home city. All other Citaros bodied by Mercedes-Benz were to standard designs, however a number of chassis were bodied by independent manufacturers, most notably Hess of Switzerland. However, the Citaro has more recently only been sold as a complete product.
In 2007 the workshops of the Szeged (Hungary) bus operator SZKT converted a regular Citaro to a trolleybus. As of April 2010, five such buses are already serving as a trolley and more examples are in preparation in the near future.[6]
In 2009, the Centre of Ambulance Services in Dubai took delivery of three Citaros, which had been modified to become the world's largest ambulances.
In 2010, the French city Rennes ordered a longer version of the Citaro, the Citaro M, which is 13 meters long with an urban arrangement. 15 vehicles were built over the chassis of the Setra S416NF.
Hydrogen fuel cell version[edit]
Even though the usual Citaro models are powered by diesel or natural gas, there is also a hydrogenfuel cell-powered version, designated Citaro BZ or O530BZ. About 35 of these buses have been in service in a variety of different world cities in order to test the feasibility of hydrogen fuel cells in different operating circumstances and different conditions, especially weather conditions.
Hybrid electric version[edit]
The Mercedes-Benz Citaro G BlueTec Hybrid is a series-hybridarticulated bus with a compact 450 kg, 4-cylinder, 4.8-litre, 160 kW, Euro 4 OM-924LA diesel engine providing power for a roof-mounted 19.4 kWh lithium-ion battery pack, and four 80 kW electric wheel hub motors located on the centre and rear axles. (Contrast a conventional bus diesel engine: 6-cylinder, 12-litre, 1,000 kg.) The battery pack is also charged by regenerative braking (recuperation). The manufacturer anticipates fuel consumption 20% lower than conventional diesel Citaros.[7][8][9] In 2010, selected bendy buses were delivered in hybrid version to Wuppertal, Stuttgart, Krefeld, Hamburg and Mülheim. Other buses were also delivered to Essen, Duisberg, Munich, Mainz, Hamburg and Rostock are also in the rigid versions. The Dresden and Leipzig also delivered their Citaro hybrid buses in 2011.[10]
Battery version[edit]
Since 2015, Aachen Transport runs a battery-powered Citaro articulated bus as a test in scheduled operation. The vehicle was converted in 2014 from a hybrid bus to a battery bus. They removed all diesel components and installed 1300 traction batteries with a total capacity of approximately 180 kWh. The axle loads remained unchanged. The vehicle has four wheel hub motors with 60 kW continuous power on the second and third axle and has a range of more than 50 kilometers. The conversion was carried out as part of the EU project Civitas (Cleaner and better transport in cities) and was funded by the Aachen Transport Association to 75 percent. The costs for the hardware (eg batteries) amounted to approximately 700,000 euros.
Mercedes-Benz is currently testing prototypes of the Citaro with all-electric drive. The bus will feature a modular battery pack design and use the same electric wheel hub motors as the Citaro G BlueTec Hybrid. It is scheduled for presentation at the IAA Commercial Vehicles show in Hanover in September 2018.[11]
Overhead wire version[edit]
Because EvoBus itself does not offer trolleybuses, the transport companies of the Hungarian city of Szeged independently built six second-hand Citaro solo cars into trolleybuses between 2006 and 2010. This is expected to save on spare parts inventory - this can be done together with the same diesel buses of the dispenser series - as well as lower acquisition costs compared to standard production trolleybuses. The modified type designation is O-530 Tr12, the six wagons bear the operating numbers T-860 to T-865.
In 2012, two Citaro trolleybuses also went into operation in Polish Gdynia. The cars with the numbers 3053 and 3054 originated from used acquired diesel buses from Berlin, which has been delivered in 2002.
Production[edit]
The Citaro has been built in factories in Mannheim in Germany, Ligny-en-Barrois in France and Sámano in Spain.[12]
Operators[edit]
Europe[edit]
Germany[edit]
A Hamburger Hochbahn Citaro in October 2012
The Hamburger Hochbahn operates the Citaro since 1997 and ordered over 1000 over the time.[13]
In May 2018, the Berliner Verkehrsbetriebe (BVG) placed an order for a total of 950 new Citaros: 350 Citaros and 600 Citaro Gs, the first of which was delivered on 20 November 2018.[14][15]
Slovakia[edit]
In 2008 to 2013 Bratislava ordered 41 large buses of type Mercedes-Benz CapaCity to replace buses of types Ikarus 435 and Diesel buses Karosa B741. The first bus entered into service in December 2008 on route 96 with evidence number 1999. In 2010 ordered in total 25 buses and in 2012 ordered 15 buses.Bratislava also ordered 1 Citaro CNG with number 2020. Citaro CNG entered to service in November 2009 To February 2018 and today bus Citaro CNG is sold to private owner.
In 2002 Nitra ordered 1 Citaro only for route 28. Original transparents are being replaced in summer 2013 with R&G Mielec.
Hungary[edit]
In Hungary, VT-Arriva purchased 159 to operate services in Budapest for BKK.[16][17][18]
The Netherlands[edit]
Connexxion had ordered a total of 255 buses through out 1998 and 2014. That 255 contains the order of the 75 buses in 2019. Besides that they placed another order of 33 Capacity L buses.
The RET, from Rotterdam, has made 2 orders in 2006 and 2008 for a total of 166 Citaro buses. In 2010 they made another small order of 2 hybrid Citaro articulated buses.
Syntus, in the eastern side of the Netherlands, placed two orders for 33 buses. 11 Citaro CNG single buses under the moniker 'Gelderland' and 22 articulated CNG buses under the moniker 'Veluwelijn'
In 2009, Qbuzz ordered 390 while Connexxion ordered 75. As of 2018 Connexxion under the R-Net moniker took delivery of several CapaCity L models[19]In 2014 Qbuzz ordered another 138 buses for Utrecht under the moniker 'U-OV.'
Romania[edit]
Between 2005 and 2009 Regia Autonomă de Transport București purchased 1,000 Citaros.[20]
Spain[edit]
In 2016, Empresa Municipal de Transportes de Madrid (EMT Madrid) ordered 82 natural gas versions of the Citaro, known as the Citaro NGT. The following year, it placed an order for a further 314 buses, and in 2018 it placed another order for a further 276 buses, for a total of 672 buses, all of which are due to enter service by 2020. Palma Have Citaros Too,In 2001 EMt Palma Or Empresa Municipal De Transports Urbans Orderes 80 CMercedes Citaros To 'Evobus Iberca S.A.'Sone Euro II 12 Meters Citaros And 12 18 Meters Citaros Voith Gearboxes(This Is Not The exact Amount,Some Of Them We're Sold,Tjis Is The Actual Citaros I Palma)They Were In The Years Th Most Modern Buses In Spain,More Than Madrid:D,In 2005 The Govern Of The Islands Gived The EMT Palma Some Mercedes-Benz Citaro Euro III 18 meters From Evobus Gmbh,In 2006 EMT Palma Buyed Some Nice And New Mercedes-Benz Citaro 12 Meters From Evobus Gmbh/Euro III Too)
United Kingdom[edit]
London[edit]
A London General Citaro G on route 453 in June 2011
Right-hand drive versions of the articulated Citaro G were introduced in London on 2 June 2002, on routes 507 and 521. They were eventually used on 12 routes across London, were operated by were operated by various Transport for London operators including East London, First London, London Central, London General and Selkent.[21][22]
In 2003 and 2004, four Citaro Gs caught fire, although there were no casualties involved. One was burnt on its delivery journey. Mercedes-Benz did address the problem, though the buses were withdrawn for some time which the saw the brief return of the just-retired AEC Routemasters. Unfortunately, the fires are said to have marred the reputation of articulated buses in the United Kingdom, and some people nicknaming them Chariots of Fire.[23]
The final Citaro G in London was withdrawn in December 2011.[24]
A London United Citaro on route 203
12m rigid Citaros were introduced in London on 27 April 2002, on route RV1. Three experimental hydrogen fuel-cell Citaros were also used on RV1 between 2004 and 2006.[25]
Citaros remain in use on several routes throughout London, including the 108 and 358, operated by Go-Ahead London, the 203, operated by London United, and the 227, operated by Stagecoach Selkent.
On 4 December 2016, Quality Line introduced the first Citaro Ks in London, on route 413.[26]
Rest of the UK[edit]
Solent Blue Line in Southampton received 10 Citaros in 2006. They were branded in the Bluestar livery and were mostly seen on the services 8 and 9 to Hythe and the waterside. Others could be seen in the colours of sister companies in the Go-Ahead group such as Uni-Link, Southern Vectis and Wilts and Dorset including the 'Pulse Line' (Salisbury) and 'More' (Bournemouth and Poole) branded services.[citation needed]
In 2014, Blackpool Transport ordered 10 Citaros for use on Palladium branded routes.[27] They were delivered in 2015.[28]
Citaros are also used in many airports across the UK, including Heathrow, Gatwick, Stansted, Leeds, Luton and Bristol.[citation needed].
In 2013 Cardiff Bus received 20 euro 5 citaros. Then again in 2015 they received 10 euro 6 citaros then a further 10 in 2017 bringing the total in the fleet to 40.
Middle East[edit]
Saudi Arabia[edit]
The Saudi Public Transport Company (SAPTCO), in a joint venture with RATP Group, placed an order for 200 Citaros and 400 Citaro Gs on 16 May 2017. These Citaros will be specially adapted for use in the hot desert conditions of Saudi Arabia, with an uprated air conditioning system, circulating air blowers in the doors and double-glazed, darkened side windows. The first vehicles are due for delivery in 2018.[29]
United Arab Emirates[edit]
By 2009, 180 Citaros had been delivered to the city of Al Ain.[30]
Latin America[edit]
In Latin America, Citaros are not present in large quantities in public transport systems. Only Mexico has 14 Spanish-built Citaros for the BRT Internal System of UNAM.
Asia[edit]
Japan[edit]
In 2010, Keisei Bus ordered 15 articulated Citaro G buses, primarily for service in east Tokyo.[31]
Singapore[edit]
SBS Transit
SMRT Buses
SBS Transit and SMRT Buses have purchased 351 Euro V Citaro single-decker buses in 2010, then jumped to 474 in 2012 and a further 330 in 2014.[32][33][34] By 2017, Singapore would have more than 1,400 buses in operation, under SBS Transit, SMRT Buses, Tower Transit Singapore and Go-Ahead Singapore.[35][36]
Oceania[edit]
Australia[edit]
In Australia, between September 2004 and September 2007, Transperth trialled three hydrogen powered Citaros.[37][38] In 2016, Brisbane Transport commenced operating a Citaro demonstrator but was later withdrawn due to high operating cost.[39][40]
References[edit]
- ^'40,000 Mercedes-Benz Citaro models and 20,000 Mercedes-Benz minibuses'. Daimler. 16 April 2014. Retrieved 21 August 2015.
- ^https://mercedes-benz-publicarchive.com/marsClassic/en/instance/ko/New-urban-bus-Citaro-first-on-the-road-in-Hamburg.xhtml?oid=4912850
- ^'Die Entwicklung steckt im Detail' [The development is in the details]. Der Rote Renner (in German). 20 May 2011. Retrieved 21 August 2015.
- ^'Daimler Buses at Busworld 2013'. Daimler. 4 September 2013. Retrieved 21 August 2015.
- ^https://www.mercedes-benz-bus.com/content/dam/mbo/markets/common/buy/services-online/download-product-brochures/images/content/regular-service-buses/citaro-hybrid/MB-CH-1-EN-08_18.pdf
- ^YouTube: Mercedes-Benz Citaro trolley in Szeged. Retrieved on 31 October 2007.
- ^'Mercedes-Benz Citaro G Bluetec Hybrid Bus Given 2008 DEKRA Environmental Award'. Green Car Congress. 2008-01-31. Retrieved 2009-02-23.
- ^Michael Graham Richard (2008-01-31). 'Citaro Hybrid Bus Wins 2008 DEKRA Environmental Award'. Treehugger. Retrieved 2009-02-23.
- ^'The 2008 DEKRA environmental award - The Citaro G Blue Tec Hybrid bus'. Mercedes-Benz - Omnibus News. 2008. Retrieved 2009-02-23.
- ^'Bundesverkehrsminister übergibt Hybridbusse an Leipzig' [Federal Traffic Minister gives hybridbus to Leipzig].. Auf Leipzig Info, 27 May 2011. Citaro hybrid buses also drive at the Mainz transport company and other German transport companies.
- ^'Electric mobility: Emission-free through the city: the countdown to the Mercedes-Benz Citaro with all-electric drive has begun | marsMediaSite'. marsMediaSite. Retrieved 2017-11-10.
- ^https://www.revistaviajeros.com/noticia/2973/la-planta-de-evobus-en-samano-cumple-10-anos-
- ^'Mercedes-Benz Citaro für Hamburger Hochbahn: Seit über 15 Jahren fährt der Citaro in Hamburg' (in German). Retrieved 14 April 2018.
- ^https://media.daimler.com/marsMediaSite/en/instance/ko/Citaro---a-success-story-in-Berlin-Record-order-for-the-Citaro-Mercedes-Benz-to-deliver-up-to-950-city-buses-to-Berliner-Verkehrsbetriebe-BVG.xhtml?oid=40359060
- ^https://media.daimler.com/marsMediaSite/en/instance/ko/Mercedes-Benz-Citaro-Delivery-from-major-order-BVG-Berlin-is-growing.xhtml?oid=41873632
- ^Budapest orders biggest fleet to date of new Mercedes-Benz Citaro urban busBusworld 10 December 2012
- ^First Mercedes-Benz Citaro buses delivered to BudapestBudapest Business Journal 2 May 2013
- ^'Járműpark' (in Hungarian). VT-Arriva. Retrieved 25 April 2017.
- ^Mercedes-Benz receives two major orders Mercedes-Benz
- ^Daimler Buses delivers 1,000th Mercedes-Benz Citaro to Romania Daimler 9 July 2009
- ^Mercedes-Benz O530 Bus Lists on the Web
- ^Mercedes-Benz O530G Bus Lists on the Web
- ^New bendy bus blaze scareLondon Evening Standard 2 October 2007
- ^Bendy bus makes final journey for Transport for LondonBBC News 10 December 2011
- ^http://www.londonbusroutes.net/photos/RV1.htm
- ^Deakin, Tim. 'Quality Line goes for Citaro K for TfL tender'. Retrieved 7 December 2018.
- ^https://cbwmagazine.com/citaros-for-blackpool-and-mcgills/
- ^https://www.busandcoachbuyer.com/blackpool-citaro-launch/
- ^https://media.daimler.com/marsMediaSite/en/instance/ko/Contract-signed-for-major-order-600-Mercedes-Benz-Citaro-buses-ordered-for-Saudi-city-transport-operations-in-Riyadh.xhtml?oid=17552607
- ^100 Mercedes-Benz Citaro buses Abu DhabiArchived 2016-04-15 at the Wayback Machine Mercdes-Benz
- ^'Best-selling Citaro Now Also Used by Keisei Bus in Japan'. Daimler Global Media Site. Retrieved 28 April 2018.
- ^Major order from Singapore Daimler 21 April 2011
- ^300 Mercedes-Benz Citaro City Buses to SingaporeBusworld 7 May 2011
- ^Singapore: Mercedes wins follow on Citaro orderAutomotive World 19 July 2012
- ^SBS to complete fleet renewal by 2017Archived 2016-04-14 at the Wayback MachineAsia One Transport 2 July 2014
- ^SBS Transit to Add 665 More Buses SBS Transit 2 July 2014
- ^Sustainable Transport Energy ProjectArchived 2016-02-27 at the Wayback Machine Global Hydrogen Bus Platform
- ^EcoBusArchived 2016-04-13 at the Wayback Machine Department of Transport
- ^Chassis: 2016 Supplier OutlookAustralian Bus & Coach 8 February 2016
- ^Video Review: Mercedes-Benz CitaroAustralasian Bus & Coach 10 March 2016
External links[edit]
Wikimedia Commons has media related to Mercedes-Benz Citaro. |
- Paumgarten, Nick (2008-05-26). 'Ich Bin Ein M4'. The New Yorker. Retrieved 2008-05-24.
Hydrogen[edit]
Retrieved from 'https://en.wikipedia.org/w/index.php?title=Mercedes-Benz_Citaro&oldid=901679225'
Mercedes-Benz just unveiled its first, all-electric production bus - the eCitaro that will enter the market later this year.
The German manufacturer begins with a relatively small battery pack of 243 kWh for up to 150 km (93 miles) under SORT2 test cycle, but within two years there is a plan to switch to higher-capacity modules (33 kWh instead 25 kWh) and offer 330 kWh packs. The other option under development is solid-state batteries (400 kWh packs) that are to be supplied Bollore's Blue Solution.
On the powertrain side, Mercedes-Benz uses 250 kW dual motor portal axle ZF AVE 130.
Overall, the Mercedes-Benz Citaro is one of the most popular buses in the world with more than 50,000 sales so far. The electric eCitaro soon will have the opportunity to take a bulk part of Citaro sales.
See Also
Mercedes-Benz eCitaro spec:
- electric portal axle ZF AVE 130 with electric motors at the wheel hubs. The peak output of the motors is 2 x 125 kW, while torque is 2 x 485 Nm
- up to 243 kWh battery for 150 km (93 miles)of range in SORT2 test cycle (250 km / 155 miles at best)
- weight of 13.44 tonnes. As the gross vehicle weight is 19.5 tonnes, this corresponds to a payload of more than six tonnes or around 88 passengers
Press blast:
World premiere: the revolutionary new Mercedes-Benz eCitaro
- Citaro: from low-emission bus to zero-emission bus
- The eCitaro gets a tailor-made exclusive exterior
- Flexible charging technology: plug-in charging as standard, optional pantograph
- Thermal management: new approaches for heating and climate control
- Practical range also under difficult conditions
- Intensive summer and winter testing
- The future is electric: kick-off for an innovation initiative
Urbanisation demands low-emission and locally emission-free mobility
Be it a metropolis, a large city or a small town, the challenges and problems are similar: A growing population means a growing need for mobility, both for work and recreational purposes.
One possible solution in this respect is a well-developed local public transport infrastructure, with low-emission and locally emission-free buses. The current buzzword is therefore electric mobility. The new all-electric Mercedes-Benz eCitaro is an important element in this regard, running as it does both locally entirely emission-free and almost silently.
Citaro: from low-emission bus to zero-emission bus
The platform of the new Mercedes‑Benz eCitaro is the Citaro, the world's best-selling city bus with more than 50,000 units sold. With its wide range of low-emission and now also locally emission-free city buses, it has the right answers to questions about environmentally friendly local public transport.
The Citaro and the large-capacity CapaCity bus, as well as the Citaro hybrid and the Citaro NGT, provide practical evidence of the highly sophisticated level of development of powertrains with combustion engines every day. They are characterised by both their efficiency of operation and their low emissions. The all-electric eCitaro is now taking the next step from low-emission bus to locally emission-free bus.
The eCitaro gets a tailor-made exclusive exterior
The new eCitaro is also a true Citaro – but a very special one. That is because the exceptional characteristics of the new Mercedes-Benz eCitaro correspond to its equally exceptional design. It is based on the familiar looks of the Citaro, but takes up elements from the design idiom of the revolutionary Mercedes‑Benz Future Bus concept vehicle and transports the unmistakable design of the Citaro into the future.
This is particularly evident in the face of the eCitaro. The central feature is the Mercedes star. It demonstrates self-assurance with a diameter of 28 cm. Similar to on the Future Bus, trim elements radiate from the star to the left and right. The three-dimensional elements are made of a transparent material and are chromed on the back by means of vapour deposition. This results in attractive lighting effects from different angles and in changing sunlight. The star, the trim elements and the brand badge of Mercedes‑Benz are embedded into the high-gloss black front panel, which also integrates the individual LED headlamps. The model logotype with a blue 'e' discreetly and at the same time conspicuously points to the all-electric powertrain technology.
The bumper with integrated number plate bracket and the three-dimensionally carved hallmark A0-pillars of the model frame the face of the eCitaro. They are painted in vehicle colour. Another feature of the city bus is its curved windscreen. Visually stretched by the glossy black front panel, it elegantly sweeps up to the roof and integrates the destination display. Visually, the windscreen smoothly transitions into the roof with dark bars on the left and right. At its middle, the roof sports an 'island' in vehicle colour that almost seems to float, likewise one of the design elements of the Future Bus. It is not only a visual element, but also forms the end of the roof membrane.
A multi-piece roof-edge ridge hides the roof-mounted equipment
The roof-mounted equipment of the eCitaro is hidden behind an elegant roof-edge ridge. It is made of a multi-piece extruded aluminium profile. The glossy black lower segment extends the generous glazing of the city bus. The upper segment is painted in the vehicle colour, transitions smoothly into the A0‑pillar at the front and into the corner post at the rear, and visually frames the side. These optical tricks lend the eCitaro perfect proportions and make it seem light.
The rear corner posts end at the top in a pronounced curvature in the roof-edge ridge. Their elegant shape as well as the likewise stylised island as covering for the roof-mounted equipment and the black bars that connect rear window and roof take the heft off the high superstructure. The designers paid attention to details. For example, the shapes of the island correlate with those of the rear hatch. The eCitaro adopts the tail lamps as well as the rear hatch and bumper from the existing model range.
A fusion of elegant and at the same time practical design
Overall, the eCitaro sports a solid appearance with clearly drawn contours and no showmanship whatsoever. It looks friendly and self-assured, open and inviting, and thereby appropriate for its use in city line service.
At the same time, the new eCitaro is a true practical bus, an important trait in the daily practice for bus drivers: Despite the changed front end, all sight-lines and mirrors are identical, which makes quick changes between different versions of the Citaro a breeze. The eCitaro adopts the structure of the current model unchanged, a crucial aspect for a preferably simple repair of accident damage, for example. The curved windscreen comes from the Citaro Ü and is thus a common spare part. The roof-edge ridge at the sides is not only a two-piece design, it is also segmented and thus removable in individual sections and consequently especially service-friendly.
The interior: new coffered ceiling with high-tech lighting
In the passenger compartment, the eCitaro rings in a general update of the interior of the entire Citaro family of models. A stand-out feature in the interior is the coffered design ceiling above the centre aisle and the sweeping roof-edge flaps. They hide a new air circulation system with textile ducts in place of the current plastic air ducts. They are even easier and simpler to install.
Particularly noteworthy are the technology modules as connectors between the individual elements of the coffered ceiling. They combine the interior lights and the loudspeakers in one element. With this step, the interior lights are switched to LED as standard. The lighting is ingenious: The light of the LED lamps is refracted in a way to make the technology modules appear to the observer as one homogeneous light panel.
In addition to the closed look and the new interior lights, the advantage of the new ceiling is a significantly reduced number of individual parts. Together with the new air circulation system, this lowers the already low interior noise in the passenger compartment even further, which means more comfort.
Also new is the black trim on the sills and window posts. As a result, the window posts stand out less and the appearance of the side walls is calmed.
While the new exterior was designed and developed exclusively for the eCitaro, Mercedes‑Benz will transfer the changes in the interior to the entire model series.
Proven electric axle, new modular battery concept
The powertrain of the new eCitaro is based on the proven and optimised electric portal axle ZF AVE 130 with electric motors at the wheel hubs. The peak output of the motors is 2 x 125 kW, while torque is 2 x 485 Nm. It is an inherent feature of such motors that this is fully available right from the start, ensuring appropriate dynamic performance even with a full complement of passengers.
Lithium-ion batteries with a total capacity of up to about 243 kWh provide the power. They are modular in design: the batteries are split between up to ten modules, each supplying around 25 kWh. As well as two battery modules on the vehicle roof, the standard equipment includes four modules in the rear of the bus. In the eCitaro, these are taking the place of today's powertrain combination of combustion engine and transmission. Depending upon customer requirements, another two or four battery modules are mounted on the roof of the eCitaro.
Each battery module is made up of 15 cell modules as well as a control unit for monitoring purposes and as a means of balancing the charge of the battery cells. Each separate cell module houses twelve battery cells. Mercedes-Benz uses easily manageable prismatic cells with a capacity of 37 Ah each. With a minimum of six and up to a maximum of ten possible battery modules, transport operators can adapt their usage and charging strategy very precisely to individual needs. Opting for the largest number maximises the range of the buses, while a smaller number reduces the weight as well as the cost of purchase and allows more space for passengers - but potentially makes time-consuming opportunity charging necessary.
With the maximum complement of ten battery modules, the eCitaro in standard specification weighs around 13.44 tonnes. In conjunction with a gross vehicle weight rating of 19.5 tonnes, this corresponds to a payload of more than six tonnes or around 88 passengers – in line with what is needed in practice even during rush hour.
Flexible charging technology: charging at the depot as standard, optional pantograph
The eCitaro's charging technology also allows it to adjust to the individual wishes and requirements of the transport operators. For the start of series production, plug-in charging is intended. To this end, the city bus features a socket for a Combo-2-plug above the front wheel arch on the right-hand side of the vehicle in the direction of travel as per the provisions of the German Association of Public Transport Operators (VDV). This ensures the simplest, fastest and at the same time cheaper power supply variant.
If opportunity charging is required to extend the range, there will also be an option to charge the eCitaro via a pantograph in future. This option will be gradually phased-in once series production has started. There will be two possible variants: in phase 1, an integral pantograph on the roof; in phase 2, charging rails on the roof that will allow charging via a stationary pantograph of a charging station. In both cases, the installation space will be level with the front axle.
This intelligent modular concept of battery and charging technology means that Mercedes-Benz is able to offer transport operators the opportunity to configure the eCitaro precisely to the individual requirements of the company or even of individual routes.
In addition, the eCitaro is also able to generate electrical energy through an energy recovery process. In this case, the two electric motors at the wheel hubs of the drive axle act as alternators during braking, transforming the kinetic energy of the vehicle into electricity.
Thermal management: new approaches for heating and climate control
However, the battery capacity alone provides little indication of the actual performance capability and, above all, the range of an all-electric city bus - the true measure is that of energy consumption. In the case of a city bus, this is impacted significantly by climatic conditions and consequently by the need to cool and, above all, to heat the interior.
At an outside temperature of minus ten degrees Celsius, the energy consumption of a city bus doubles compared to journeys where no heating is required - thereby cutting the range by half. The cause: The extreme efficiency of an electric motor means that, compared to a combustion engine, the amount of usable waste heat is negligible. The heating system must therefore be fed from the vehicle's own energy supply. In addition, there is the large interior and the frequent opening of up to three double-wide doors at bus stops that let in outside air.
The engineers have therefore put a considerable amount of thought into the issue of thermal management. It is one of the outstanding features of the eCitaro and has been honed and refined in every detail: Compared with the current Citaro with combustion engine, the energy requirement for heating, ventilation and climate control has fallen by about 40 percent. This exceptional energy efficiency provides the basis for the eCitaro's practical operating range even under unfavourable conditions. This is accomplished with the use of innovative components that only reached market readiness in concert with the eCitaro.
Batteries at the ideal temperature: maximum performance and service life
Here too, thermal management is important. Mercedes-Benz, for example, cools the batteries to ensure that they remain at the ideal temperature, thereby ensuring maximum charging capacity, performance capability, and service life. This cooling is undertaken by a separate battery cooler mounted on the roof. At extreme outside temperatures, the standard passenger-compartment climate control system is used to boost the cooling of the batteries.
Heating featuring heat pump, networking of components
The passenger compartment of the eCitaro is heated in an energy-efficient manner by a heat pump. An even temperature distribution is ensured by use of the familiar sidewall fan heaters. The conventional heater at the front is boosted by the addition of a double heat exchanger. For selective use in extreme weather conditions in the range of minus ten degrees Celsius and below or to extend the vehicle's range, a fuel-powered auxiliary heater can optionally be used.
A series of examples makes clear the care and detailed attention that have gone into the thermal management system. All components that give off heat are linked together, so keeping the amount of energy required for their cooling while in operation to a minimum. Since the human body likewise gives off heat, the heating on a bus carrying a full complement of passengers can be turned down earlier. Furthermore, Mercedes-Benz varies the output of the heating and climate control systems according to the number of passengers on board: the intake of fresh air in the bus is matched to the current number of passengers. The capacity utilisation of the bus is measured via its axle load sensors.
Air conditioning system and heat pump: high efficiency through using CO2 as a coolant
During the colder months, the roof-mounted air conditioning system is used in addition as a heat pump, so ensuring effective and efficient climate control for the passenger compartment. The use of CO2 as a coolant brings further benefits. It impresses with a particularly efficient use of the heat pump, even at very cold temperatures as low as minus ten degrees Celsius.
Climate comfort tailored to the needs of passengers
Another boon: the interior can be conditioned up to and even beyond the desired temperature while the batteries are still being charged at the depot. The bus will therefore have been heated or cooled to reflect the season before it sets off.
The heating and climate control systems are configured in accordance with the requirements of the Association of German Transport Operators (Verband Deutscher Verkehrsbetriebe (VDV)). If the temperature outside is extreme, comfort levels at either end of the scale are reduced somewhat in favour of energy consumption and thus range. Instead of the interior temperature being set to a consistent level all year round, it is adjusted according to the situation to ensure the comfort of passengers. As passengers generally spend only a short time in the vehicle and are normally dressed in accordance with the time of year, the inside temperature is set higher on hot summer days and lower on cold winter days, without at any point compromising passengers' feeling of comfort.
When it comes to the driver's workplace, Mercedes-Benz pursues a somewhat different strategy: since the driver spends all his or her working hours on the city bus, the requirements here are greater. Driver-fitness safety must also be ensured at all times. That is why the climate control system for the driver's workplace is controlled separately, with a target temperature of 24 degrees, even in extreme outside temperatures.
High efficiency: practical range also under difficult conditions
Operating range figures for all-electric-powered city buses are often difficult to compare and caution is advised, since reference values can be missing and the figures have often been calculated under ideal conditions. Things are different with the eCitaro: In the interests of reliable data, Mercedes-Benz prefers to consider a 'worst-case scenario' and therefore takes its direction from the challenging standardised city driving cycle known as SORT2. To make things even trickier, Mercedes-Benz also adds the energy requirements of the ancillary consumers into the equation. According to SORT2, the Citaro with a full complement of batteries achieves an operating range of around 150 kilometres in the summer. In other words, it is already possible to serve some sub-networks within the daily workload of a city bus without opportunity charging. Without opportunity charging, the eCitaro already covers about one third of all requirements of the transport operators. In other words, it can seamlessly replace one in three city buses powered by a combustion engine. Under ideal conditions, the eCitaro even drives around 250 kilometres without opportunity charging.
More passengers thanks to careful weight distribution
The downside of all-electric city buses is the extra weight added by their batteries. Even the intrinsically lightweight Citaro is unable to completely offset the 2.5 tonnes of the largest battery set. However, with a carefully considered weight distribution, the eCitaro is able to make full use of the permissible axle loads to ensure the highest possible payload and thus number of passengers.
The engineers managed to balance the bus by installing four battery modules in the rear overhang and up to six further battery modules on the roof, on the level of the front axle. This axle is also characterised by a maximum load-carrying capacity of eight tonnes and thus, depending on the variant, the practical complement of around 88 passengers.
Seating and optional extras: the customised city bus
Since the developers have adopted the tried and tested layout of the Citaro, the configuration of the passenger compartment remains unchanged compared with the conventional Citaro with vertically mounted engine. Passengers will find everything familiar. The vehicle is available with either two or three doors.
Another advantage of the Citaro platform: transport operators are able, as ever, to individualise the bus by selecting from a wide range of optional extras. Be it passenger seats, flooring, grab rails, communication systems or invisible details such as the door controls - the Citaro is and remains a tailor-made city bus.
Driver's area: familiar cockpit, power metre instead of rev counter
The driver of the eCitaro has to adjust just as little as the passengers. Cockpit and operating concept of the city bus are largely as unchanged, the direction of travel is selected as before with the D‑N‑R push buttons.
Only the instruments have been modified: A power metre replaces the rev counter. It displays the current power demand and/or energy recovery rate. The driver also receives information about the state of charge of the batteries. He can access the range, available power and a charging indicator on the central display. The nearly identical operation compared with the Citaro with combustion engine therefore permits the usual quick driver change.
In addition, the eCitaro supports its driver in energy-saving driving with an acceleration control system: It starts from the bus stop or the traffic light always with identical dynamics under full load, regardless of whether it is empty or fully occupied. This trick prevents an unnecessarily high energy consumption and at the same time results in a gentle, passenger-friendly driving style.
In general, the performance is optimised for maximum efficiency, without the driver having to deal with major differences from the Citaro with combustion engine. For example, in the basic setting, the bus coasts in an energy-efficient manner when the driver takes his foot off the accelerator pedal, it 'sails'. Alternatively, the driver can set a basic deceleration rate – similar to the engine braking torque or the retarder effect of a diesel bus – as the energy recovery rate by means of a multi-stage electric brake lever.
Intensive summer and winter testing
The eCitaro comes to the starting line already fully mature. Its superb quality is guaranteed by the tried and tested Citaro that is already in such regular use. In addition, it is manufactured at the company's bus plant in Mannheim, on the production line for the conventionally powered Citaro - where the test vehicles were already built. Key components such as the drive axle and the electrohydraulic steering system have already proved their worth in the challenging world of city bus transport. The design of the roof, with integrated heavy-duty rails for the batteries, is derived from the system used for the gas tanks of the Citaro NGT.
What is more, by the start of series production the all-electric eCitaro will already have been through a comprehensive testing programme. This bus had to pass all the same tests as any other bus that bears the three-pointed star, for the eCitaro will offer the same high level of availability and proverbial reliability of its stable mates with combustion engine.
All components were tested individually as well as in interaction with others, on test benches and in practice in the bus. Mercedes-Benz has tested the eCitaro at temperatures below minus 15 degrees Celsius at the Arctic Circle and at more than 30 degrees Celsius in the searing summer heat of Spain. Winter testing also included road tests on slippery roadways to test dynamic handling control systems and energy recovery. Summer testing took place in challenging city traffic conditions and on steep climbs and descents in the Sierra Nevada. The test programme also included rough-road and endurance testing. All in all, a dozen or so prototypes were very thoroughly put through their paces. This effort takes time, but results in a high level of maturity already at the market launch of the eCitaro.
As is true for every Mercedes‑Benz, the focus also was on safety: As a result, the eCitaro passed a rear-end crash test, for example. It simulated a passenger car impacting the side of the bus in the area where the batteries are installed.
Because Mercedes‑Benz takes a holistic approach to electric mobility, the testing went far beyond intensive vehicle testing: The engineers also evaluated the compatibility of the bus with different charging systems. This resulted in assessments and recommendations for an optimal interplay of the technology of vehicle and infrastructure. It ensures the eCitaro communicates in accordance with ISO 15118 standard, with the charging station communicating with the control unit of the eCitaro.
Start of series production still by the end of 2018, initial orders already received
The countdown for the new city bus bearing the three-pointed star is running at full steam: The eCitaro will celebrate its world premiere for the public at the IAA Commercial Vehicles in Hanover in September 2018. First customer deliveries will also start still before the year is out.
Rhein-Neckar-Verkehr GmbH will be the first customer for the all-electric city bus from Mercedes-Benz. The first vehicles will be delivered at the end of 2018 and go into practical operations in the Rhine-Neckar metropolitan region. Initial major orders have already been received even before the official premiere of the eCitaro: Mercedes-Benz will deliver 20 of the new all-electric Citaro city buses to Hamburger Hochbahn AG. The first two units will be handed over before the end of this year. Berliner Verkehrsbetriebe (BVG) already ordered 15 eCitaro buses.
The future is electric: kick-off for an innovation initiative
The new Mercedes‑Benz eCitaro of the year 2018 is the kick-off for an innovation initiative with a clear strategy aimed at the swift and above all practical electrification of public transit with buses in cities and population centres. The eCitaro will be able to replace city buses powered by a combustion engine nearly completely in just a few years.
Key requirement for the clearly defined development steps of the eCitaro: its technology is future-proof. Without opportunity charging, the new eCitaro of the year 2018 already covers about thirty percent of all requirements of the transport operators. In other words, all-electric city buses bearing the three-pointed star can already be used today on about one third of all city bus routes solely with charging at the depot, and replace buses with combustion engine.
Since the development of battery technology is progressing at a rapid pace, the eCitaro is already designed to be transitioned to the future battery technology. For example, this involves the lithium-ion batteries with lithium nickel manganese cobalt oxide cells (NMC) currently in use. On the eCitaro, they are characterised by a balanced mix of energy density and simultaneous quick-charging capability. The next generation of NMC batteries with larger capacity and resulting increased range will be provided to customers of the eCitaro after reaching production readiness. This will be already two years from now, as things stand today. With 33 kWh per battery module and a resulting total capacity of up to 330 kWh, the eCitaro will then cover about 50 percent of all applications. This greater battery capacity also makes a meaningful introduction of an eCitaro G articulated bus with a reasonable range possible.
Because the future NMC batteries and the batteries in use today have identical geometries and connectors, transport operators will even be able to increase the range of the existing eCitaro buses by swapping out the batteries at a later time and thereby further increase the operational flexibility.
In parallel to this development, another step is already preordained during that same period, the optional use of future lithium-polymer batteries. They also belong to the class of lithium-ion batteries, but here the usually liquid electrolyte is in a solid state, which is why they are also referred to as solid-state batteries. Solid-state batteries are characterised by an especially long service life and high energy density. With a rated battery capacity of about 400 kWh in the solo bus and even more in the articulated bus, the eCitaro will then meet about 70 percent of all requirements without opportunity charging.
The characteristics of solid-state batteries differ significantly from NMC batteries: They have a different shape, are more voluminous overall, are not interchangeable with NMC batteries and not suitable for quick-charging. As a result, city buses equipped with them cover different operational profiles. For this reason, the eCitaro will in future be offered with a choice of NMC or solid-state batteries.
Subsequently, the range of the eCitaro will be increased yet again by a range extender in the form of a fuel cell that generates electricity. It will be designed to allow the eCitaro to fulfil nearly 100 percent of all requirements on city buses. This technology eliminates the need for opportunity charging and the complex infrastructure required for it in almost all cases – the eCitaro will be able to replace city buses with combustion engine virtually one to one.
Public funding supports development
The development of a marketable city bus transport system using solely battery power takes place via the 'SAEBEL' project, funded by the German Federal Ministry of Transport and Digital Infrastructure as part of the electric mobility funding policy with a total of 1.85 million euro. The implementation of the funding policy is being coordinated by NOW, the German 'National Organisation Hydrogen and Fuel-Cell Technology“. Results of the various funding activities of the BMVI in the context of local public transport are combined within the programme support research as part of the working group 'Innovative Powertrains Bus'. To accelerate the market development for the eCitaro with fuel-cell technology as a range extender, Daimler Buses aims for funding as part of the German 'National Innovation Programme - Hydrogen and Fuel-Cell Technology' (NIP).