EUROPEAN ON-LINE MAGAZINE - November 2012
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SCANIA OMNIEXPRESS 3.20 THE STAINLESS STEEL BUS VOLVO HYBRID - MERCEDES IN AIRPORT - GOODYEAR - VDL BUS & COACH - MASATS - MOBILITY TECH IN MILAN - INTERNATIONAL BUS EXPO IN RIMINI
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USED BUS ON LINE
On www.bustocoach.com website is on line the directory dedicated to Used.
European on-line magazine Editor in chief
Marino Ginanneschi
marino.ginanneschi@bustocoach.com
Managing editor and International relations
Elena Prearo
elena.prearo@bustocoach.com
VOLVO More of the 7900 hybrids for Göteborg.
MERCEDES The Citaro for Frankfurt Airport.
GOODYEAR A pair of specialists for coaches.
Photos and videos
Marco Degano
marco.degano@bustocoach.com
Administration
Transport Web di Marco Degano & C Snc I 20149 Milano Via Silva 33
E-mail: bustocoach@bustocoach.com Internet: www.bustocoach.com Registration: Tribunale di Milano n. 140 del 16/03/2012
VDL BUS & COACH Citea for Norway and Futura for the UK.
EVENTS IN ITALY
MASATS Further improvements for the inswinging door.
ROAD TEST
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MOBILITY TECH Sustainable mobility discussed in Milan.
IBE Showcase of the very best for the Italian market.
SCANIA 370 kilometres onboard the OmniExpress 3.20.
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BusToCoach on-line Magazine - November 2012
More Volvo hybrid buses for Göteborg
Mercedes Citaro at Frankfurt Airport
SWEDISH Shuttle Technology MISSION
New order of Volvo Hybrid buses from the Swedish city of Göteborg. 29 Volvo 7900 Hybrid buses for Keolis transport company
placed a new order SWEDEN for hybrid drive vehicles manufactured by Volvo Buses. After
25 urban buses have been delivered to public transport company Göteborgs Spårvägar in June, the Swedish manufacturer signed a new contract for the supply of 29 buses of the 7900 Hybrid series. Commissioned by transport operator Keolis of Göteborg the vehicles will begin service in the island of Hisingen (Göteborg) next year. With this order, Volvo Buses sold nearly a thousand hybrid buses to date . The Volvo 7900 Hybrid is a three-doors city bus measuring 12 meters and with a total capacity of 95 passengers plus driver. This latest generation hybrid model weights 500 kilograms less than its to previous versions
Twenty-eight Citaro begun service at Frankfurt Airport. Measuring 12 and 18 metres in length, they provide more space for standing passengers
and therefore it can transport a greater number of passengers. The parallel hybrid technology is comprised of a Volvo I-Shift automated gearbox and an I-SAM electric engine with permanent magnet for a maximum power of 120 kW (continuous power is about 70 kW). The electric engine acts as a generator during braking and the recovered energy is stored in lithium-ion batteries that is then reused by the same electric motor and by other auxiliary systems on board. The bus runs entirely on electric mode without producing noise or pollutants. The all electric drive can be carried out only within the speed limits of 15-20 kilometers per hour. For higher speeds, there is an additional power supply provided by a small 4-cylinder diesel engine, the Volvo D5F215 of 161 horsepower.
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Frankfurt Airport people also travel AT on a Mercedes. 28 airfield shuttle buses, sporting the characteristic star, have
recently started service in terminals 1 and 2 of Frankfurt Flughafen, one of the most important international hubs for air transport (56.4 million passengers in 2011 and 487,000 flights). Airport operator Fraport AG chose the Citaro model and requested it comes in the shuttle version for airport to airplane connections. Out of the 28 purchased vehicles, 24 are articulated, measure 18 metres in length and have 4 access doors while the rest are 12 metres long and have three doors. The interior was equipped to provide additional space to standing areas thus maximising capacity. Therefore seats are reduced to 30 in the 12 metres version and to 38 onboard the articulated models. All vehicles are equipped with a folding
ramp to allow boarding of limited mobility passengers and with a powerful air conditioning system to ensure a comfortable temperature even on the hottest days despite frequent doors opening. The equipment includes also an external display that provides information about routes and flight destinations. Content is updated via the Tess information system adopted by Fraport. Thanks to the use of UMTS t e c h n o l o g y, the system communicates the information directly to a special tablet PC that is supplied the bus driver. Updates are also announced onboard the vehicle through a voice announcement system.
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BusToCoach on-line Magazine - November 2012
Specifically made for coaches
To each his OWN Preview of Goodyear Coach new tyres unveiled at last IAA Fair in Hannover. Specifically designed for coaches
care the first tyres by GoTHEY odyear specifically dedicated to coaches. The Marathon and the Ultra
Grip versions of the Goodyear Coach new tyres range were presented during the latest edition of the IAA Fair in Hannover (20-27 September 2012). The first one is as an all position tyre marked M+S and with asymmetric tread design. Goodyear guarantees that the tyre wears evenly and it also ensures good mileage performance, providing high levels of comfort. The second, instead, is a winter drive tyre specifically Marathon for drive axle providing better traction on snowy and icy roads and therefore suitable for Nordic and Alpine regions. In this case the design and the width of the tread provide it with excellent grip and traction in winter conditions, in addition to low noise levels.
For almost two years the new tires have been tested by various transport companies especially to meet the needs of bus operators, such as cost per kilometre, fuel consumption, mileage performance, comfort and grip in wet conditions (data came from a survey commissioned by Goodyear itself). Both tyre models come in the 295/80 R22.5 and 315/80 R22.5 sizes and offer a combination of technologies, call e d Tr a v e l M a x , including: Silefex tread compound, an asymmetrical design and latest carcass designs. Another advantage is the increased load carrying capacity in the 295/80 R22.5 size resulting in a load index of 154, amounting to 3,750 kg. Ultra Grip The new tyres are added to the over 400 other models already offered by Goodyear Dunlop Europe for commercial vehicles, buses and coaches.
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BusToCoach on-line Magazine - November 2012
Orders and deliveries for VDL Bus & Coach
The debut of the Masats range
ALL Inclusive
Last EXIT
VDL Bus & Coach archives an order for 275 buses from Norway. VDL also delivers the first right hand drive new Futura to the UK
commission for 275 buses does not go A unnoticed. Especially in times of crisis such as these. The players of this important negotiation are: in the role of customer, Arriva Nederland, the Norwegian division of Arriva Group, and as a supplier, VDL Bus & Coach. The order consists of 244 Citea LLE, 1 Citea XLE and 30 Ambassador ALE 106. The Citeas were requested in the 12 meters length with a configuration of 40+2+1 seats plus 40 standing. The engine is Euro 5 with EEV technology. The internal arrangement includes an advanced
Faster fitting and better integration into the frame of the vehicle. It is the latest Inswinging door model produced by Masats
climate control system and additional lighting for the exit door. Furthermore, all buses will be equipped with WiFi while some vehicles will also feature a bicycle rack. The 275 buses will be used by Arriva Dutch concessions in North and Southwest Friesland and Schiermonnikoog, and South Holland North. VDL Bus & Coach will handle the maintenance and repairs of the vehicles for the duration of the concession. The first right hand drive bus of the new Futura series, also by VDL, was delivered to Johnsons Coach & Bus Travel from Warwickshire (UK). It’s the Futura FHD2-129 measuring 12.9 meters and equipped with 49 leather seats, air conditioning, Bosch audio visual system, centre demountable toilet, water boiler and fridge. Johnsons Coach & Bus Travel is a loyal customer of VDL Bus & Coach, in fact its fleet of 44 buses consists of 38 Future Classics.
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Iberian company MASATS, specialising in accessibility systems for transport vehicles, launches the latest novelty in terms of doors for buses. Premiered at the 65th IAA in Hannover, it’s the Inswinging 029G series. This is an innovative door concept that offers a better integration with the vehicle and faster fitting thanks to the simplification of the adjustment points. Also, overall weight has been reduced by 10 percent compared with current models. The guide system of the top roller is positioned below the lintel of the door. The roller
guide is incorporated into the upper structure profile of the door. This positioning avoids interference with the interior cover of the vehicle, in addition to reducing the usual noise of these guides and decreasing vibrations, thus allowing smoother door movement. The new Masats door is produced both in the electric and pneumatic versions. Both variants use the same mechanical elements. Fixing points have been standardised so that they have the same interface as other outward-opening or sliding door systems. The door comes also with the optional feature of a built-in locking actuator when the vehicle is stationary, with consequential disabling of the exterior emergency system (the interior system is always active). The doors remain closed even if the vehicle loses the air in the circuit, without the need to install locks on the leaves.
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BusToCoach on-line Magazine - November 2012
Mobility discussed in Milan
Possible FUTURE
Two days reflecting on sustainable mobility scenarios. Outstanding problems, experiences, innovative ideas about vehicles and transport systems
again public institutions, ONCE transport companies as well as vehicles and system suppliers, were
summoned in Milan by this year’s edition of MobilityTech, the international forum on mobility and transport technological innovation, now in its seventh edition. It featured numerous roundtables dedicated to addressing issues such as “Electric Cities” taking a closeup look at rail transport systems, mass rapid transit systems and at the presentation of innovative buses. As well as suggestions for the promotion of cycling and car sharing, the development of Apps dedicated to public transport or urban mobility plans. Important emphases emerged, for example, regarding the role of the Public sector as a regulator in the privatisation process, rather than on the necessary investments on infra-
E-LIFE
structure and integration of road-rail transport to increase competitiveness in the system (Guido Podestà, Province of Milan). The City of Milan (Pierfrancesco Maran) brought attention to the development of the electrical system (such as the re-start of service of the Milan-Limbiate tramway) and to cycle lanes (with the allocation of a 20 million Euros investment ).Furthermore, the Vice President of the European Commission Antonio Tajani reported on the amount of financial aid designated for the green economy (300 million euros next year) and for environmentally friendly cars (1.5 billion), as well as on the development of the Galileo satellite system that will put about twenty satellites into orbit by 2020 to implement services. However, there were also some critical voices, like those coming from Mario Moretti (Ferro-
MERCEDES
VIP
RAMPINI
vie dello Stato) who pointed the finger at the lack of addressing policies, at the shortage of funding for local transport and at the quality of transport vehicles in use. Some painful notes were also reiterated by Giuseppe Biesuz of Trenord: “if there is no funding, public transport is at stake ... we need a type of systemic mobility that integrates with other fields of utility”. He also noted that since last year nothing has changed. Presentations of some specific details on mass rapid transit systems included: Exqui.City multi-traction platform by Van Hool, Vossloh Kiepe tram-train achievements, Elektroline tramway signalling systems and Siemens’ Energy Storage system without external power lines. Those were in addition to the reported positive experience of metrotranvie in Cagliari and Sassari, in spite of the difficulties due to bureaucratic procedures outlined by Ernesto Porcu of ARST. Innovation in terms of bus vehicles was showcased at the exhibition in Piazza Castello, where there was a line up comprised of a Citelis hybrid bus by Irisbus of 12 metres, a Mercedes Citaro Fuel IRISBUS
BREDAMENARINI cell (both sporting the colours of Milan’s ATM), a Rampini Ale electric of 7.7 metres, a six metres Zeus electric by Bredamenarini and a 12 metres full electric by E-Life. In Piazza Duomo it was possible to see the VIP electric vehicle of 3.9 metres, a prototype with seven seats arranged in a herringbone pattern, manufactured together by Argos, Cabel, Filoni and Calamai & Agresti. All these vehicles were presented to Mobility Tech participants as a way to demonstrate the technical capability of manufacturers, including Van Hool that presented the High V.lo City European project in which it is involved with its own hydrogen buses. Andrea Bottazzi (Passenger Transport Emilia-Romagna) grounded the debate on the feasibility of the proposals. In addition to exposing the problems of skills in the repair/ maintenance shops and the need to have bimodal solutions for electrical and trolleybuses, he focused on the difficulty of combining environmental and economic sustainability. Data at hand, he showed that established technologies (see use of natural gas) are the cheapest: electric vehicles have higher operating costs, energy efficiency of fuel cells vehicles is disastrous and the recovery cost of hybrid vehicles takes around 20 years.
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BusToCoach on-line Magazine - November 2012
International Bus Expo 2012
Farewell to Italian Style
CityTour
SITCAR
Beluga
The Bus Fair in Rimini depicts an overview of the Italian marketplace as controlled by foreign brand names. Despite the absence of some of the manufacturers, the fair attracted many visitors and it showcased pretty much everything
are two European events THERE dedicated to the bus sector that alternate from year to year: Busworld
Calipso
Noge Touring
NEW CAR
NEW CAR
Turengo
D’AURIA GROUP
in Kortrijk and IAA in Hannover (for buses and trucks). These showcases are only partially able to attract the participation of the over 20 thousand passenger transport companies operating in Europe (number estimated by default). This is why we welcome national events (although they tend to define themselves as ‘International’) capable of presenting what manufacturers have to offer according to local circumstances and therefore playing a positive role as catalysts in the relationship between supply and demand. Especially so in the ‘most important’ countries in the European bus market, such as Germany, France, the United Kingdom, Spain and Italy. In this context, the Italian appointment for this year’s International Bus Expo (IBE) in Rimini was not to be missed. Despite the absence of some big names (Scania, Volvo and VDL) and of some national bodybuilders (Tomassini and Car.Ind) the event grouped the best offers in the domestic market. Overall, the number of visitors was positive, in spite of the general economic crisis that continues to weigh on the bus sector. In terms of supply, the depletion of vehicles
‘Made in Italy’ is by now a consolidated scenario. In fact they are being replaced almost completely by imported vehicles. Starting with Irisbus that concentrates its production in France and in the Czech Republic. Even the few bodybuilders that are still in business, often times they present their products alongside other imported models that they commercialise in Italy. Such is the case, for example, with Sitcar that placed its own models alongside Beulas tourist coaches(for which it owns the licensed dealership for Northern Italy), represented in Rimini by a 9 metres Spica with 35 seats built on Man chassis. Among the original Sitcar vehicles on display at the fair, there was a 19 seats Eco Plus on Sprinter 519, two Beluga 3 with short and long wheelbase on MB 818 chassis,fitting 27 and 29 seats respectively, the Trend XL on Sprinter 519 with 19 seats + guide, the CityTour on Iveco 70C14 G with CNG engine of 136 horsepower and lowered platform at the rear entrance. And finally, an Italo 100 school bus with 58 + two guides seating capacity, built on Iveco 100/E5 chassis and measuring 9.6 metres in length. New Car adopted a similar strategy: in the past few months it started commercialising the vehi-
TOURISM BY BUS GROWING i6
PB
IRIZAR
Urby
Thesi
KAPENA
Wing Scuolabus
INDCAR
Wing CENTROBUS
Beulas Stergo Spica
Unvi Vega
The demand for tourism travels by bus withstands the winds of the economic crisis. This is the conclusion from the results of a research titled ‘Tourist transport and bus hire with driver’ commissioned by Anav/Confindustria to the Hermes Research Centre in Turin and to the Economics University of Eastern Piedmont. Presented during the International Bus Expo in Rimini, the survey highlights that in 2011 the tourist bus sector experienced a
resilience of demand with an increase of about 20% for sector companies. This finding is in sharp contrast to the declining or the stability trend in terms of demand recorded by passenger transport companies. Over half of the demand came during spring time due to the high incidence of school tourism despite last year’s decline (-38%). A significant increase was also noted in relation to cruise services. “This research
cles range by Noge, from Spain, represented in Rimini by the two-axle HD Touring coach. Original New Car vehicles at the fair included tourist coach Calypso on Iveco 100E22 chassis with 217 hp frontal engine. It’s a 35 seater measuring 8.65 metres in length with 8 cubic metres of luggage space that has been added to the sales list only a little over a year ago. New Car also featured a restyled version of Ibis2, with angled-cut side windows and improved interior space. It is built on a Sprinter 519 chassis, it has a length of 7.5 metres, 19 passengers capacity and 4 cubic metres of luggage space. D’Auria Group instead opted to stay anchored to its own range and in Rimini it lined up all of its models. In addition to the usual Capri, Amalfi and Bursa on Mercedes Sprinter 519 and the Sorrento on Sprinter 316, they also featured a Class B Turengo with 31 seats on Mercedes Vario 818. It mounts a 177 horsepower engine combined with the automatic Allison transmission. Interestingly, the luggage compartment takes advantage of the completely empty space in the rear end. Also showcasing, a Harem on Sprinter 519 fitting 21 seats
proves that our sector is by no means marginal,” said Nicola Biscotti, President of Anav. “Buses can give much to tourism and to the economy, however specific measures are needed for further developments: regulation that is uniform across the entire national territory, the recognition of status of tourism business companies to bus hire with driver operators. And also the reduction of the tax burden due IRAP by eliminating, even partially, the
cost of labor from the tax base. But, above all, the reduction in excise duty on fuel that in Italy are the second highest in Europe, and the abolition or reduction of bus ticket prices: according to current legislation, municipalities could replace it with the tourist tax, instead of double taxing tourists as is currently widely done. We are no longer willing to be silent on these measures, and, if necessary, we are going to sue municipalities over it. “
with leather finishes and oak wood-like inlays in the central part of the dashboard. This concludes the offers ‘made in Italy’, except for the surprise of seeing Cacciamali minibuses, since they disappeared from the Italian market with the closure of the company activities in Brescia a couple of years ago. Kapena, the historic factory with headquarters in Poland and that to this day co-owned by the Cacciamali family, was responsible for reintroducing the Tema and Thesi intercity and school buses, as well as the city bus Urby with lowered floor, as always, built on Iveco mechanics. Kapena takes care both of the sale of new vehicles and the supply of spare parts, also for old series models, through its operations from the Italian sales offices in Roncadelle (Brescia). Back to the Spaniards with Irizar, that over the years has earned a prominent place in Italy. The tourist coaches on display were all powered by Scania engines of 400 or 440 hp with Opticruise automatic transmission: from the 12 metres New Century HD to the 12.2 metres PB HDH, the i6 HD and HDH with two and three axles. All ready to mount the new Scania Euro VI engines in their engine compartment. Front raw also for Indcar with an elegant Mago2 of 8.8 metres on Iveco CC100E22 chassis, with a capacity of up to 34 seats and 4 cubic metres of luggage space. On the other hand, the
Wing came in three versions: on a Daily 70C17 (7.7 metres) or on Vario 818 (8.5 metres), both Setra 500 Mercedes Travego exhibited in the tourist configuration, plus a School Bus (also built on a Daily) of 8 metres with 42 seats plus two guides. Yet more Spanish vehicles presented by Centrobus that in addition to selling Scania range Setra 400 Mercedes Sprinter EVOBUS Mercedes - Setra buses in central Italy, also commercialises Beulas vehicles in Tuscany and in Umbria as well as Unvi vehicles throughout the national market. Of the latter we have seen the tourist coach Compa GT with 25/27 reclining seats. The mechanics is Mercedes Vario Territo with a length of 8.5 metres and 4 cubic metres of luggage space in the rear compartment plus an additional two cubic metres on the side. These vehicles were exhibited alongside the 7.8 or 8.5 metres Compat on Iveco 70C or on Vectio MAURI - OTOKAR Mercedes Vario mechanics and the 7.345 metres Vega on Sprinter 519 fitting 19 passengers on seats mounted on a higher base compared to the corridor. There were three Beulas models exhibited: a 12.2 metres Aura on Scania chassis with a floor corridor that is three steps higher than the driver’s area also equipped with a door Turquoise for the driver; a Stergo Spica with 47 seats on a Volvo chassis and a 13.9 metres three-axle Glory (with lowered drive) fitting 52 seats. In this case the chassis is by Man. Troiani also diversified its portfolio by adding minibuses by Macedonian company ISUZU Scuolabus IndBus (the brand as well as the logo are copied from Spanish company Indcar) alongside the Temsa TROIANI range. The models presented were the Prodig line bus, tourist coach or school bus of approximately 8.5 metres on Mercedes Vario or Iveco C70-14. The Temsa Safari IndBus Prodig MyCity fitting 22 passengers was on Sprinter 519 instead. Buses of the Temsa range were represented by the 12.2/13 metres Safari HD (DafMx 300 engine of Temsa Avenue
IndBus MyCity
410 hp) and the Safari RD with Man or Daf engine of 360 horsepower combined to Zf manual or ZF automatic or Voith transmissions. Also to be seen, the 12 metres Avenue citybus with Daf or Cummins engine of 310 or 250 hp, as always combined with ZF or Voith automatic transmission and the beautiful medium-size MD9 measuring 9.34 metres, with Man engine, ZF mechanic gearbox or Allison automatic, fitting 39+1+1 passengers. Once again, Turkey was represented by two vehicles built in the Anadolu plant in Kocaeli, on display at the Isuzu stand: the usual 7.7 metres Turquoise tourist coach and school bus versions with an engine of 190 hp. Otokar, the other Turkish manufacturer, represented in Italy by Mauri Bus System, presented a more varied range of vehicles. Starting with the small size city bus Centro C with lowered floor by the central doubledoor and with ten seats plus three folding seats in the wheelchair area. Then there was the Navigo 185 SH in tourist configuration and a layout of 23 seats on distanciated raws, also including a hot and cold water dispenser next to the stairwell on the overhang at the rear. Furthermore, there was the intercity Territo U with central double door and retractable ramp underneath the staircase; 51 seats plus four folding seats in the wheelchair area. And finally, the Vectio 250 T tourist coach with oak wood-like inlays on the dashboard and room for 39 passengers. The image projected by big name manufacturers lives up to the size of the groups they belong to. It consisted of large exhibition spaces and latest generation models, that, in some cases, were presented for the first on the Italian market. Such was the case for the pair Mercedes-Setra. The 360-degrees panoramic view of vehicle models that is regularly repurposed at every fair, at IBE of Rimini was an opportunity to discover the new Setra ComfortClass 500, in particular the three-axle 13.1 metres S 516 HD, with Euro VI engine of 476 horsepower. Overly rich of safety systems and comfort functions. The Mercedes Travego Edition 1 was also put on stage. It came equipped with a Euro VI engine, that could also be seen ‘naked’ in its OM 470 and 471 variants with exhaust gas recirculation (AGR) for the reduction of ni-
MAN TRUCK & BUS
VAN HOOL
Astron TX 16
IRISBUS IVECO
Magelys Pro
Magelys HDH
trogen oxide emissions, diesel oxidation catalyst (DOC), particulate filter (DPF) and SCR catalyst.Everything else is a very well-known story. Among the vehicles parading for Man Truck & Bus there was the new Neoplan Jetliner of 12.3 metres, exhibited in Neoplan Jetliner the configuration with 51 seats with toilet, Man TopLine sound system, DVD player+2 monitors, camera on the central door, rear camera, navigation system and xenon lights. It also featured all kinds of security systems, Euro V engine of 400 horsepower and Man Man Hybrid transmission. Among Man’s ranks, a close up look was dedicated to the Lion’s City Hybrid with the logo of Trentino Trasporti (three units ordered) that will make their debut for service during the upcoming Winter Olympics. It confirmed its side view aesthetic uniqueness with the front raised to incorporate the electrical equipment on the front part of the roof. It fits 26 seating and 61 standing passengers, it is powered by an EEV diesel engine supplying 184 kW, and asynchronous generator providing 145 kW, six supercapacitor modules of 200 kW maximum power and two electric motors of 150 kW each. Rimini was also the occasion for the launch of Man Bus TuttoCompreso, a sales package
consisting of a fixed monthly fee inclusive of full warranty, maintenance, fixed rate leasing and residual value guarantee. At the stand of Irisbus Iveco there was nothing new except for some elements of interest to football fans. The 12.8 metres Magelys Pro stood out for the colours of the Italian national football team and for the comfort equipment, including latest generation audiovisual system and Wi-Fi connectivity. The classic powertrain consists of the Cursor 10 Euro V of 380 hp and six-speed ZF mechanic gearbox. Similarly, the 13.8 metres HDH version belonging to the Bologna Football Club. Alongside, the presence of a 12 metres Crossway LE emphasised the recent success obtained in Germany with the order of 150 units and the 19-seater New Daily Minibus with panoramic side windows. And finally, Van Hool exhibited two of its tourist coaches from the new TX series. More precisely, the 10.5 metres TX 11 Alicron with three stars equipment fitting 41+2 passengers. Features onboard include toilet, radio and CD player, DVD player, two 19-inch monitors, refrigerator, navigation system, rear view camera, Grand Luxe upholstery with leather inlays, alcohol test. The engine is a Man EEV of 360 hp and the manual transmission is a six-speed Mercedes. Next to it there was the three-axle TX 16 Astron of 13.2 metres with Daf Euro V engine of 462 hp and As-tronic transmission. 14.2 cubic feet of luggage space accessible via pantograph doors and a 50+2 seating arrangement. Surely not missing were the toilet and all kinds of comfort equipment solutions. The Top arrangement includes closed overhead compartments and a glass roof. Also worth of note is Gammabus that deals Van Hool for the financed bus segment in Italy. In Rimini it focused on its other area of competence: spare parts for Van Hool and Bredamenarini buses. Road trains by Italian company Dotto Trains, were not to be missed at this year’s edition at the TTG area dedicated to tour operators, the backbone of this DOTTO TRAINS event in Rimini.
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BusToCoach on-line magazine - November 2012
SCANIA OMNIEXPRESS 3.20 km
km/h
km/litre
Main Road
228.6
54.6
4.25
Highway (up)
16.5
66.0
2.28
Highway (down)
52.2
62.6
7.04
Highway (plain)
74.7
87.9
5.97
TOTAL
372
60.8
4.60
Routes
Performance Index
0
7.83
10
FUEL CONSUMPTION
km/litre
7.04
4.60
4.25 2.28
Main Strada RoadStatale Down Discesa on the Autostrada Highway TOTAL MEDIA AVERAGE TOTALE
DIMENSIONS Lenght mm 12,390 Width mm 2,550 Height with AC mm 3,310 Wheelbase mm 6,200 Front overhang mm 2,795 Rear overhang mm 3,395 Luggage m3 4.1 Turning circle mm 22,800 Fuel tank litres 455 Empty weight kg 13,020 Test weight kg 17,500
Stainless INTERCITY
5.97
Up on the Highway Plain on the Highway
the lowest in the OmniExIT IS press family. In fact, the 3.20 figure found in its name indicates the to-
tal height from the ground up (nominal), alongside with the 3.40 and 3.60 versions, measuring between 11 and 14.9 metres in length. The 12.4 metres long two-axle bus that was tested by BusToCoach therefore stands out as the most suitable in the range for regular intercity service, since it offers optimum passenger capacity without the need for ample luggage space (for which it has a volume of about 4 cubic metres). However, it should be noted that the total length of the vehicle is rather unique: it is 20 centimetres longer (on
T E S T
THE TEST ROUTE
PASSENGERS PASSEGGERI
Seats n. 49+1H Internal height mm 2,180/1,980 Aisle heigh mm 860/990 Aisle width mm 490 Entrances width mm 650/1,130 Raks volume m3 1.3
Comfort
Type Seats Fixed A.C automatic 32 kW Heater Convectors Roof Hatches manual Glazing Double Audio/Video radio CD, DVD
Nordic Style the OmniWHILE Express is essentially a vehicle intended for
line services, its interiors do not lack in elegance: the colours of the plastic laminate coatings are combined with the curtains and the tint of the wide overhead luggage racks that have a base made of perforated aluminium (total capacity of 1.3 cubic feet), handrails and lower plates for individual LED lights and stop buttons. The 49 seats have a fixed backrest, are padded and upholstered in velvet, have an integrated leather headrest, external handle and armrest, anti-vandal backrest and 3-points seatbelts. The wheelchair area with four foldable seats is located in the central part of the vehicle.
Interior lighting is provided by two rows of neon lights in the ceiling whereas for the distribution of air conditioning from the 32 kW climate control system mounted on the roof there are slits directed towards the side
windows and inside the overhead racks. The system also includes floor convectors for the 30 kW Spheros heater. The two hatches on the ceiling function only as emergency exits. Onboard passengers’ mobility
is facilitated by the width of the corridor measuring 490 mm and also by the ease of boarding the vehicle through two stairs with four lowered steps (from 150 to 190 mm in height) and a width of 1.2 metres at the centre.
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the weelbase) compared to the standard size of 12,190 mm. Also, the powertrain solution was chosen to maximise performance: a Euro V/EEV DC9 24 Scania engine of 360 hp (320 hp for the standard version) combined with 8-speed Scania Opticruise automated gearchanging (instead of the standard six-speed automatic ZF transmission). To note that the OmniExpress 3.20 of 12.4 metres is also available with Euro VI, as it was seen at the IAA in Hannover last September, with a 280 horsepower engine and EGR+SCR technology. With a differential ratio of 2.73:1 and a total kerb weight of 17.5 tons, the 12.4 metres OmniExpress that was used for our test drive travelled the 372 kilometres of the route at an average speed of 60.8 km/h consuming one litre of diesel fuel per 4.60 km. Fuel consumption on state roads (about twothirds of the total distance) was also good, running at an average of 4.25 km with one litre of diesel fuel, without the need to add
DRIVER AUTISTA
Platform height mm 860 Cockpit width mm 950 Cockpit depth mm 1,650 Cockpit height mm 1,990 Adjustment Seat mm 220
Equipments
Seat type Isri swivel Window manual Sunshade electric TBlinds (left) manual roller
Relaxed Driving
on a SITTING Isri air suspension swing seat, the
driver faces an enveloping dashboard, with all controls within easy reach and clearly visible. The dashboard features the Color Plus central console with gear indicators and a multi-function colour screen monitor, flanked on both sides by buttons. The tower with the knobs for climate setting is on the forward part of the dashboard. Climate control in various parts of the vehicle is visualised on the screen monitor next to the central console. Air conditioning and heating are separately controlled for the driver’s area. The Bosh Classic Line radio system with CD and MP3 players and digital tachograph are also positioned in the tower. On the left upright area there is the screen monitor showing ima-
ges from the rearview camera and the central exit. Control buttons for the selection of menu pages on the screen in the dashboard are located in the adjustable steering wheel. The Opticruise gear lever, inclusive
of retarder selection, is positioned in the steering column. Finally, the driver’s area has an horizontal sliding side window and an electrically operated sunshade for the entire length of the window.
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AdBlue consumption thanks solely to exhaust gas recirculation technology (EGR) for the reduction of pollutants, as used on Scania engines. Test drive results score an overall index performance of 7.83, outperforming the Setra S415 H that on the same test route scored 7.73. For more details, you can click on the PDF link for the Setra test at http://www.bustocoach.com/en/content/tests-road. Opticruise automatic control transmission is an optimal choice because it eases the work of drivers and it increases passenger comfort thanks to its smoothness in gearshifting and also because it keeps consumption under control. Regular gears shifting allows to travel at 50 km/h (in sixth gear) or 80 km/h (in top gear), with the engine at just 1,200 rpm. In terms of manoeuvrability, the 12.4 metres measure does not constitute a disadvantage, due to the hydraulic assist steering system that allows it to turn with a radius circle of 11.4 metres. The relation between softness and rigidity of ELC air suspensions with electronic control (by Scania/Wabco) is well balanced and it provides excellent driving stability, also thanks to the independent wheels configuration of the front axle. Furthermore, there is nothing to object about the braking system: electronically controlled (EBS), with ABS and ASR and Traction control, alongside the ESP system for stability control and the integrated hydraulic retarder in the Opticruise transmission. Made to last, the OmniExpress 3.20 has a stainless steel body (manufactured by Finnish company Lahden Autokori) with fibreglass heads, outer covering of the sides and hip-roof made of high-strength resins and aluminium doors. Everything is carefully as-
kW
ENGINE MOTORE
265 250 Nm
225
1,600
200
1,280
175
960
150 1,000 1,200 1,400
1,600
rpm/min
1,800 1,900
ENGINE SCANIA DC9 24 Displacement cc 9,287 Bore/Stroke 130/140 Geometry vertical, 5 in line Position back Power 360 cv (265 kW)/1,900 rpm Torque Nm 1,600/1,100-1,350 rpm Injection Scania XPI Compression ratio 17:1 Oil tank litres 31 Pollution class Euro V/EEV Gas treatment EGR, VGT, Filter Life test vehicle km 5,660 TYRES Michelin XZE2 Plus
The right Choice
SOSPENSIONI Full pneumatic Scania/Wabco tipo ELC (Electronic level control) with kneeling. Scania axles; front axle with indipendent wheels. BRAKES Full disc brakes. Electronically controlled EBS pneumatic system with DTC (Drague Torque Control), ABS, ASR TC (Traction Control) and hydraulic retarder.
SAFETY ESP, Rear view camera, engine fire 295/80 R 22.5 detection systems (Dafo), Alcotest 152/148M Dräger.
GEARBOX
rpm/min 14.5 21 28.5 35.5
1,900
1 2
1,500
stem and pneumatic suspensions are electronically controlled. For security, one can count on the ESP system (Electronic Stability Program) fitted as standard feature and Dafo automatic fire detector in the engine com-
4
54
79.5
5
107
6
133 8
7
1,000 500 0
15
30
45
60
75
90
105
120
135
150
Km/h
TRASMISSIONE The tested vehicle has the automated Scania GR875R Opticruise with 8 speeds and integrated retarder. Transmission Ratio 2.73:1 Acceleration 0-100 km/h sec. 51.5
the type of service to FOR which it is deployed, the 12.4 metres OmniExpress 3.20 offers an optimal powertrain: the engine has a good supply of muscles and an automatic transmission to exploit their potential. In fact it makes use of 360 horsepower (265 kW) and 1,600 Nm (constant between 1,100 and 1,350 rpm) kept in store by the 5-cylinder Scania DC9 24, with XPI highpressure injection (up to 2,400 bar) to optimise combustion, variable geometry turbine and EGR technology for partial recirculation of exhaust gas for inclusion in Euro V/EEV class with the addition of a particulate filter at the exhaust. The gearbox is the mechanical eight-speed plus reverse Scania GR875R, with Opticruise automatic transmission, controlled through the lever under the steering wheel (without the clutch) and integrated hydraulic retarder. The axles are also branded Scania and include the front independent wheels axle. Braking sy-
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partment (optional), housed in the rear end on the right side. The luggage compartment has flap doors, while the front section has a pantograph opening to access the couplings and to release the headlights.
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sembled as proved by the absence of squeaks or vibrations of sorts during drive mode. The interior has good quality finishings. The vehicle can be accessed from an external double-sliding door located at the centre and from an inswing single front door opening in the space to the right of the stairs (the standard model comes with the external sliding door). The floor is 860 mm from the ground up and is flat all the way to the central door, after which it skews upwards towards the rear end where two stairs lead up to the seats underneath the rear window. 49 padded seats are mounted on a platform higher than the cabin’s corridor. Then there are also four additional folding seats located in the central wheelchair area. Passengers on wheelchair board the vehicle through a lift (not installed in a vehicle that we tested). The driver’s area is also raised by 10 cm compared to the corridor. It features an ergonomic layout of controls in the dashboard and it provides 360 degrees external visibility thanks to rear-view mirrors (the one to the right is double while the to the left is lowered) and a rear view camera connected to a small screen on the left . In addition to the camera on the second door, there are three other mirrors to monitor the interiors: a general one and other two for checking on the first row of seats to left and to the right. The driver is also under control. To the far left end of the dashboard there is mounted the Dräger Alcotest for breath alcohol analysis: if the driver doesn’t blow into it, the engine of the bus cannot start. This is a non-negligible optional for the safety of passengers. Such as the Dafo fire protection system located in the engine compartment.
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INTERCITY: TWO AXLES COMPARED
Model
km/h
km/litre
Index
Scania OmniExpress 3.20
60.8
4.60
7.83
Setra MultiClass S415 H
6.,8
4.47
7.73