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Mercedes-Benz Citaro discussion


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To start off, Daimler Buses announced yesterday the launch of another product to the existing Citaro bus range, the 21 metre/69 feet CapaCity L. It will be undergoing trial in Hamburg in the near future.

World premiere of Mercedes-Benz CapaCity L: Size matters: The Mercedes-Benz CapaCity L high-capacity articulated bus offers a solution for urban transport problems

  • The longest Mercedes-Benz bus has space for up to 191 passengers as standard
  • Consumption per passenger below 0.5 l/100 km, minimal emissions
  • Articulated Turntable Controller ATC: new level of safety for articulated buses
Stuttgart/Mannheim - It is an imposing 21 m long and provides space for up to 191 passengers as standard. It consumes well below 0.5 l/100 km per passenger and has only minimal emissions: The CapaCity L high-capacity articulated bus makes an important contribution towards counteracting the transport problems in inner cities.
The longest Mercedes-Benz has space for up to 191 passengers as standard
The new CapaCity L is anything but on the usual scale: at 21 m in length, it is around three metres longer than conventional articulated buses. It is therefore the answer to current transport problems, since frequently used bus lines are reaching their limits as passenger numbers continue to rise. With the CapaCity L, transport operators can carry far more passengers with the same number of buses.
Whether new shopping centres, residential areas or industrial estates, they can allbe served quickly and cost-effectively with the CapaCity L without the need forhigh investment – all the high-capacity bus needs is a road. The CapaCity L is therefore ideally suitable for BRT (Bus Rapid Transit) systems.
Tailored to the requirements of the transport operators
"The CapaCity L makes an important contribution towards reducing the volume of traffic in inner cities. It is the longest European bus with just one articulated turntable. Plus it is environmentally friendly – no other bus with a diesel engine has lowerCO₂ emissions per passenger," explains Hartmut Schick, Head of Daimler Buses. The CapaCity L is exactly what the transport operators want. Ulrike Riedel, member of the executive board responsible for human resources and operations at Hochbahn, states the following in this regard: "We are pleased about increasing passenger numbers. At peak times, we cannot further increase the frequency at which our buses are running in many cases, so high-capacity buses such as the new CapaCity L are a very appealing option for us."
Hamburger Hochbahn will this year become the first transport operator to trial the new Mercedes-Benz CapaCity L under real operating conditions. For this purpose, the high-capacity bus is being used on Metrobus Line 5, from the city centre to the university quarter in the north west of the city. It is Western Europe's busiest bus line.
Solid basis provided by Citaro G, which has proven itself thousands of times over
No elaborate conversions are necessary for the CapaCity L: despite its imposing length, the high-capacity bus is surprisingly manoeuvrable and meets the requirements of the German road traffic registration ordinance. It only requires a certificate of exemption on account of its length; after all, it is much longer than 18.75 m, which is the maximum permissible length for vehicle combinations.
The new regular-service giant is based on the Mercedes-Benz Citaro G articulated bus, which has proven itself thousands of times over. It is therefore easy for drivers and workshops to familiarise themselves with the CapaCity L. The key difference is that the front section and rear section have each been lengthened by one segment for the CapaCity L. Furthermore, a steered fourth axle raises the permissible GVW to 32 t. Thanks to a clever automatic control system called ASA (Additional Steering Axle), the axle also ensures that the high-capacity bus is surprisingly manoeuvrable.
Consumption per passenger below 0.5 l/100 km, minimal emissions
Not only is the CapaCity L large, it is also clean. Its engine, a six-cylinder in-line unit with a displacement of 10.7 l compliant with the Euro VI emissions standard, has an output of 265 kW (360 hp) or 290 kW (394 hp). Optimum consumption is not only the name of the game for the engine and the automatic transmission adapted for the CapaCity L, but also for all the ancillary components.
Consequently, when the CapaCity L is operated on a usual regular-service route with a full complement of passengers on board, it consumes well below 0.5 l/100 km per passenger. This figure makes it the most economical urban bus with diesel drive and is well below that of a passenger car. The fuel consumption equates to CO₂ emissions below 13.3 g/km per passenger – a sensationally low figure.
Articulated Turntable Controller ATC: new level of safety for articulated buses
Another ingenious feature is the unique ATC (Articulated Turntable Controller) system on the CapaCity L, newly developed by Mercedes-Benz. ATC controls the hydraulic damping of the articulated turntable quickly and on demand, ensuring optimum steering characteristics during normal operation. If any instability is encountered – on a slippery road surface, for example – ATC stabilises the articulated bus within the bounds of physical possibility. The ATC is thus the only system of its type to achieve anything like the effect of an electronic stability control system (ESP). This means a new level of safety for articulated buses.
Extensive testing prior to production start
During development of the CapaCity L, the engineers benefitted from their extensive experience with the Citaro, the world's most successful urban bus. Despite this, the new CapaCity L also had to pass intensive functional and practical tests, such as extensive winter testing in icy temperatures in Scandinavia. A further test will come in the shape of the imminent customer trial under real regular-service operating conditions at Hamburger Hochbahn.

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  • 3 weeks later...

Ya Because Orion of Mississauga ontario closed down due to Low orders in Canada and TAs had some bad Reputation with the VI including the CNG VI and the II and the III. I heard few years ago on a Youtube video saying TTC is considering Citaro G artic for the future. but TTC got the Nova LFSA instead in 2012.


Too bad they dont have distribution partner in North America. Maybe Freightliner?

Freightliner makes Cutaways and small buses too.

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Ya Because Orion of Mississauga ontario closed down due to Low orders in Canada and TAs had some bad Reputation with the VI including the CNG VI and the II and the III. I heard few years ago on a Youtube video saying TTC is considering Citaro G artic for the future. but TTC got the Nova LFSA instead in 2012.

Freightliner makes Cutaways and small buses too.

Stop feeding yourself. You have no clue what your talking about.

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^ For that matter an argument could be made that MTA was going to by the Citaro as well, since they actually demo'ed one, but obviously that didn't go anywhere. (Except to Manhattan)

Anyways, is it me or does the front of the CapaCity L look like an Orion VII NG in design?

Back when Orion redesigned the front of the Orion VII, the design was borrowed from Mercedes which were both owned by Daimler. Only design that similar is the front, the rest is all Mercedes Benz. It's to bad the Citaro won't make it to North America.
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  • 3 years later...

Redesign is kinda disappointing; I'll miss the old C2 design. That applause at the beginning was fantastic! 

I must say, this is very similar to what NF did with the XE40. Taking the standard bus and putting the batteries above, making engineering accommodations where needed. 

BUT, this one is pretty interesting. Apparently both axles are drive axles making a combined 340hp and a claimed 150-250 kms (perfect conditions). Interested to see what else they've done under the hood and structure wise.

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  • 4 weeks later...
On ‎9‎/‎16‎/‎2018 at 6:27 PM, Doppelkupplung said:

BUT, this one is pretty interesting. Apparently both axles are drive axles making a combined 340hp and a claimed 150-250 kms (perfect conditions). Interested to see what else they've done under the hood and structure wise.

No. The bus has an electric portal axle at the rear, with hub motors. The axle is the ZF AVE 130, with a power of 250 kW.

This is quite an interesting presentation/review

www.youtube.com/watch?v=Ji5mjzRRwL4

There are still at least two important issues:

1. Range

As usual with battery buses the range varies according to external conditions. Although DB have made efforts to mitigate problems,   'the bus maker is talking about a range of “150 kilometres in the summer” and “up to 250 km in ideal conditions.” That’s 93 to 155 miles.' See article

www.electrek.co/2018/07/10/mercedes‑benz-new-all-electric-ecitaro-bus/  

This can lead to unpredictability for service planning.

2. Passenger Capacity

Because of the weight of the batteries, the  payload is restricted to six tonnes, which is quoted as 88 passengers. This is significantly less than the payload of the diesel Citaros, which is 105 passengers. 

 

No doubt this is a nice looking bus, comfortable for the passengers and good for the city environment. But for the operating company, there will be issues of lower productivity and a lack of service predictability.

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