COMPRO COMmon PROcurement of collective and public service ... · COMPRO COMmon PROcurement of...
Transcript of COMPRO COMmon PROcurement of collective and public service ... · COMPRO COMmon PROcurement of...
COMPRO
COMmon PROcurement of collective and public service
transport clean vehicles
Intelligent Energy – Europe (IEE)
D4.5 – Report on participatory consultation in the field of clean road transport vehicles
Type of document Working paper
Target groups Local authorities; automotive industry; national Ministries; Environmental organisations
Lead particicpant ISIS
Dissemination level Public
Delivery date 36
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Table of Content
1. Introduction...................................................................................................................... 3 2. The participatory approach ........................................................................................ 4 3. The Procurement Management Group – creation and composition ........... 5 4. The meetings ................................................................................................................... 6 5. The different roles – contributions and expectations ...................................... 9 6. The supply side ............................................................................................................. 11 7. Conclusions..................................................................................................................... 14 ANNEX 1 - Responses to the COMPRO questionnaire to manufacturers ..... 15
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1. Introduction The project COMPRO final objective was to analyse the conditions for a common procurement at European scale of clean collective and public service transport, taking action from the demand side. However, it was clear from the very beginning that COMPRO needed to work in accordance with the technological, economic and environmental options available and preferable on the market and with a general consensus. It was therefore fundamental that an interface between demand and supply was established. The involvement of the industry and other relevant stakeholders who have an influential say in the uptake of clean road transport vehicles in the COMPRO activities has been ensured by the creation of the Procurement Management Group (PMG). The PMG is an external Advisory Board composed by around 10-15 individual experts carefully chosen as to provide technical know-how and represent the different interests on the topic. High level personalities coming from the industry, national ministries, local authorities, public transport operators as well as environmental networks and organisations have been invited to join the group and follow the project activities.
Each category of stakeholders participating to the PMG was expected to have specific goals and constraints, and the main role of the PMG was to discuss how the various perspectives could be reconciled in order to achieve overall consensus.
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2. The participatory approach From the very beginning, COMPRO put the basis for a wide participatory approach with the aim to involve targeted actors from outside the project to help the consortium in the analysis of common procurement. Two groups were formed with different composition, aims and tasks: the Procurement Management Group and the Follower cities working group. Various meetings have been organised with the two groups both separately and joint. The following scheme summarises the interconnections between the COMPRO consortium with the groups and between the groups themselves:
Several electronic interchanges also occurred in-between the meetings so as to keep the groups constantly updated on the outcomes of the project and give them the possibility to react.
PMGFollower citiesWorking Group
COMPROConsortium
First meetingNantes - March 2008
First meetingNantes - March 2008
Second meetingBremen - September 2008
Second meetingBremen - September 2008
First ‘open’ meetingBremen - September 2008
First ‘open’ meetingBremen - September 2008
Second ‘restricted’ meetingRome - January 2009
Second ‘restricted’ meetingRome - January 2009
Joint PMG-Follower citiesWorking Group
Bologna – June 2009
Joint PMG-Follower citiesWorking Group
Bologna – June 2009
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3. The Procurement Management Group – creation and composition The members of the Procurement Management Group were selected from the partners according to some criteria: to have representatives with different background and interests; to come from different member states; to represent different stakes.
An invitation letter was sent to a list of potential members explaining the aim of COMPRO and the objectives of the PMG. The positive answers received provided for an heterogeneous group, in line with the expectations set in the original workplan:
Ministry of Environment, Italy, National Authority (Mrs Giovanna Rossi)
Bredamenarini, Italy, Automotive Industry (Ing. Francesco Polito)
UITP, Belgium/International, Interest Group/PT operator (originally André Niemegers, then Mohamed Mezghani)
Transdev, France, PT operator (Mr Pierre Moise)
ADEME, France, National Agency (Mr Gabriel Plassat)
Volvo, Sweden, Automotive Industry (Mr Edward Jobson)
Solaris, Poland, Automotive Industry (Mr Slawomir Jarzabkowski)
EIB, Luxembourg/European (Mr Neri di Volo)
Independent, Portugal (Mr Robert Stussi)
Low Carbon vehicle partnership, UK, Local authorities Network (Mr Jonathan Murrey)
ATM Milan, Italy, Transport operator(Mrs Elena Montafia)
PROCURA, Europe, Project (Mrs Marieke Reijalt)
To the original list, two new members were added in the course of the project for their potential value:
Polis, Belgium/International, Local authorities Network, (Mrs Melanie Kloth; Mr Sylvain Haon)
ICLEI, Germany, Local Authorities Network (Mr Philipp Tepper)
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4. The meetings
The first meeting was successfully organised in Nantes on 6 March 08, just after the first COMPRO workshop. The outcome of the meeting was definitely important for the future activities of the project. A lively debate took place, the main outcomes being the following: The overall exercise of the PMG will be based on the EC proposal for
directive on the promotion of clean and energy efficient road transport vehicles (COM(2007) 817 final)
The directive implies that public authorities and operators providing services under a contract with a public authority, will have to include as award criteria for the procurement of buses the “operational lifetime costs”. According to the directive, the operational lifetime costs mean the monetised values for energy consumption, CO2 emissions, and pollutant emissions that are linked to the operation of the vehicles to be procured, calculated in accordance
with a specific methodology set out in the directive. In respect to the directive, the manufacturers’ position is in favour of a
dialogue with the potential purchasers so as to define together the vehicles technical specifications that would respond to the directive requirements.
While manufacturers welcomed the debate on buses specifications to meet
the ‘operational lifetime costs’ limits, they are not in the position to analyse the process according to a specific energy technology such as CNG and/or hybrid as foreseen in the COMPRO project. They made a technology neutral approach an absolute requirement. Anyhow, as for the technologies analysed in COMPRO, they considered that hybrid has a greater potential compared to CNG, for which not much further development can be seen.
The second PMG meeting was organised in Bremen on 19 September 2008 at the occasion of the first gathering of the working group (potential) members (18
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September 2008). The meeting provided for fruitful results as it was the first time that demand and supply side got together and exchanged views and expectations. In addition, the separate PMG meeting provided for useful inputs on how to deal with follower cities in the future to ensure their involvement and participation. In fact, the PMG members were asked to comment on the Working Group of follower cities meeting that took place the previous day. All in all, they provided
precious feedbacks on the event as well as recommendations on the way forward. PMG members shared the impression that participants to the Working Group meeting mainly expected advices on a technological choice between CNG and hybrid. To avoid the misunderstanding, PMG members suggested that: The objectives of COMPRO and
the role of cities in the Working Group should be better clarified. COMPRO is not a promoter of technologies but rather an opportunity for cities to analyse together the feasibility of a process leading at the end to a standard procedure for common procurement.
The offer to join the COMPRO analysis should detail the modus operandi of
the Working Group as well as the benefits that cities would get by participating.
Another important exercise was to present the benefits that common
procurement would provide to both local authorities and manufacturers: influence on the prices of the vehicles; estimation of the critical mass needed for a potential reduction in price; influence on the costs of the overall administrative procedures; enlargement of the market; convergence between demand and supply; etc..
The third PMG meeting took place in Bologna on 18 June 2009 and was organised jointly with the follower cities working group. This represented the occasion of a face-to-face between demand and the market, in particular suppliers. The round table discussion that took place between cities and other stakeholders allowed for the elaboration of two final questionnaires that were sent afterwards to follower cities on the one side and suppliers on the other side.
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Quite fundamental for the final achievement of COMPRO results was the questionnaire sent to manufacturers and the feedback received from them afterwards.
The exercise is reported in chapter 6.
Leisure activities with the group
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5. The different roles – contributions and expectations
As mentioned in the introduction, the PMG composition was meant to be heterogeneous and bring around the table different categories of stakeholders with diverse goals and constraints.
The main role of the PMG was then to discuss how the various perspectives could be reconciled in order to achieve overall consensus.
The following table summarises the main concerns corresponding to each category of PMG members:
Stakeholder group
Critical concerns/parameters
Automotive industry Investment costs Commitment on volumes Spread of production over time (avoiding peak
production loads followed by under utilisation of capacity)
Local authorities Purchase price Flexibility of purchase orders Safety Infrastructure investment costs (fuel supply) Local environmental impacts
PT operators Purchase price Maintenance costs Other investment costs (e.g. training)
National authorities Compliance with technical standards Global impacts on energy supply Contribution to environmental targets
NGOs, Interest Groups Local and global environmental impacts Quality of transport services Safety
EC Compliance with Directive Contribution to the attainment of energy and
environmental targets, including security of supply
While a special chapter is dedicated to the supply side (the automotive industry), the main roles and contributions received from the various stakeholders is presented here below: NGOs, Interest Groups
A major contribution to the PMG debates was offered by the Low Carbon Vehicles Partnership and their work undertaken in the UK. In response to the Powering Future Vehicles Strategy, published by the UK Government in 2003, which establishes targets for the procurement of low carbon buses, the LowCVP seeks to implement the demonstration and procurement of clean buses in sufficient volume to achieve these targets.
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Among other tasks, the LowCVP aims at:
developing draft specifications of a low carbon bus appropriate for procurement. in cooperation with TfL.
obtaining supplier feedback on the draft specifications, contract length and the volumes required to establish economies of scale and reduce risk.
A list of specifications was already identified. This was considered as a good starting point for the PMG analysis to make the demand and supply interests converge at European level. The list was circulated among the PMG members in order to compile a check list on that basis. Polis and ICLEI have been invited to join the group in the course of the project. They represent cities and regions in Europe (and worldwide in the case of ICLEI) dealing with mobility and transport and green procurement. Their experience in the field and the large network of contacts helped the communication and dissemination of the project activities and further involvement of local authorities from around Europe. PT operators UITP expressed their support to the COMPRO project and the intention to report on the PMG discussions to their working groups, in particular the ones on buses, technology and environment. UITP regularly followed the PMG meetings (with different representatives) and supported the project in the phase of data collection on the state of the art of the local bus fleets at European level. ATM Milan attended two of the PMG meetings, expressing positive attitude to the COMPRO initiative. However, belonging to the category of large urban PT operators, made quite clear thee decision to proceed independently from a join procurement initiative standing its foreseen volume of acquisitions. National authorities The Italian Ministry of Environment acknowledged the relevance of COMPRO objectives to its policy of promoting the sustainable urban mobility, based upon a CIVITAS like strategy with the priority to the improvement of quality and quantity of the surface PT. Others A special note should be given to the regular participation of the European Investment Bank (EIB) to the COMPRO PMG meetings. This definitely represented an important element not only for the ‘institutional’ support given to the project, but also for the support offered to exploit the expertise acquired in the real market, under the ELENA1 programme.
1 European Local ENergy Assistance, a technical assistance facility established by the European Commission and the European Investment Bank to support cities' and regions' sustainable energy programs
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6. The supply side
The producers involved at various stages of the project were: Volvo, EvobusMercedes, Heuliezbus, Bredamenarini and Solaris. They have been chosen to have a representativeness from small to big companies.
Several measures were taken to create the conditions of grouped as well as individual contacts and discussions. The responsiveness from the industry varied over time and as a final general remark of the COMPRO process it can be stated that:
The manufacturers deeply anchored on regional markets –the ones that follow the market and are not in the measure to influence it- actively participated in the COMPRO analysis from the beginning to the end. The main industries –the ones ‘making the market’- were definitely the less committed.
The involvement of the producers in the project has been fundamental for the elaboration of the ‘COMPRO zero base bus’, one of the main results achieved by COMPRO. To this end, a special questionnaire was elaborated and circulated to the automotive companies asking to reply to a series of questions and most of all providing comments on the common technical specifications agreed among the COMPRO partners (Nantes, Bremen, Bologna and Goteborg) together with other 7 follower cities (Craiova, Tirana, Stuttgart, Bochum, Angers and Prague).
Bologna
Nantes
Bremen
Goteborg
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The questionnaire was presented as follows:
As some of you already know, the COMPRO project aims at analysing the conditions for a common procurement of clean buses at a European scale.
The COMPRO partners have now entered the last phase of the common procurement process, dedicated to the setting up of the joint procurement procedure, both from a juridical and technical point of view. As far as the technical part is concerned, the goal is agree over a “bus base zero” corresponding to a compromise over the requirements of all the cities involved in the project. The process of definition of this “bus base zero” is the following: 1st step: gathering specifications from the partners and the follower cities.
The COMPRO partners2 as well as the “follower cities”3 having shown an interest in joining the common procurement have filled a common table based on a UITP nomenclature (UITP tender structure recommendation, 2004). For each of the items they have indicated if an agreement could be easily found, if it was negotiable or not negotiable at all (prevented by national legislations, network specificities, cultural specificities, etc.). 2d step: analysis of the specifications
From this table, the COMPRO partners have extracted a common basis (“common specifications”) as well as options to be added to this common basis (the options corresponding to items where no compromise could be found): see document enclosed. 3d step: feasibility of the common bus
The next step of the analysis will be to determine if the common basis can correspond to an actual bus and if the options can be added to this basis independently according to the expectations of the network. In short: if this demand is feasible from the manufacturers’ point of view.
This is the reason why we are asking for your cooperation and vision on the enclosed document, elaborated between 11 European cities. Even though the document only addresses one aspect of the whole range of tender specifications, the manufacturers’ point of view seems essential.
In the first place can you identify specifications missing from our list, which you consider essential to take into account?
Do you think that these specifications are a relevant basis for all European countries?
Can you identify specific obstacles preventing you from answering to some of the options described?
In other words, will these specifications allow you to build a technical and financial proposal corresponding to a single bus type plus options or will the
2 Nantes, Bremen and Emilia Romagna region 3 These cities are the following: Göteborg, Craiova, Tirana, Stuttgart, Bochum, Angers and Prague. The process is however still open and more cities could join in.
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common basis not be sufficient considering the options and lead to different bus types?
More generally speaking, could you share with us your feelings on the advantages / drawbacks you see, as a manufacturer, in this type of approach?
The feedbacks from the suppliers have been only marginal to the deep assessment of the supply side positions as requested by the 3 steps contents of questionnaire.
By large contributions have been restricted to the main characteristics of their products, either already on the market or in the development stage (see annex 1)
However it has been possible to summarize the perspectives between demand and supply, as reported below:
What can be expected from
clean buses joint procurement
Cities (or buyers) point of view
Bus industry providers, manufacturers point of view
A direct effect on prices (lower
prices)
+++ This seems to be the MAJOR expectation of the first working group participants
-- Forget it !! The gross margin on the bus construction is very low Quantities required to achieve a cost reduction are very high
Under the demand
pressure, the creation of new
products. A strong potential for innovation
± + Towards the dream of the “zero” consumption bus - Not so keen on financing R&D, on top of other costs.
± + As long as the joint procurement is not only an aggregate of individual requirements
Share and/or take
benefit of competencies and
skills
± + Benefit is true for smaller structures and cities -- not so true for the “flag holders” who would have to spend time, energy and money in putting in place adequate procurement structures
± Less retail selling but a potential for economies of scale
Standardisation
± + Better reliability of proven standards + a more open market - danger of uniformity, less space for city identification
+ + industrial stability, improved visibility on the market requirement + more open market - Too many standards would hinder competition. A preference for “requirements” rather than for “specifications”
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7. Conclusions
COMPRO has been a participatory project that has involved different actors in a structured manner. Actors from outside the project have provided valuable inputs and concreteness to the analysis undertaken.
The creation of the Procurement Management Group involving various stakeholders -there included the manufacturers- allowed for a continuous exchange of views on the needs and requirements coming from the demand side between cities (the COMPRO group together with followers) and the ‘real world’ outside.
Such platform for discussion not formally established before, gave COMPRO an added value and allowed the analysis to keep in line with the options available on the real market.
All in all, the contacts regularly maintained with the ‘outside’ were very valuable for the project, contributing to the achievement of one of the strategic objective of the IEE programme, and surely there avoiding COMPRO to remain an exercise withdrawn into itself.
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ANNEX 1 - Responses to the COMPRO questionnaire to manufacturers
Name of Supplier : HeuliezBus Bredamenarinibus Solaris EvoBus/Mercedes
Name of vehicle : GX327 (12 meters)
and GX427 (18 meters) Avancity Citaro G Blue-Tec Diesel electric Hybrid DEH
N° Chapter Expected functionality Option Comments Option
Comments Option
Comments Option Comments
1 Generality
The vehicle supplied is homologated according to European requirements and requirements specific to each European country. Yes
These elements should be used as a basis to fix a price for customised layouts and equipments.
For the time being for EURO with OBD2 (the new version) - Swiss type homologation. Others on the way. Will be soon probably european type homologation.
Regulation EU 2001/85 classe 1, plus homologation
demads in the single countries
2 General characteristics
Exterior overall height 3m40 maximum (air conditioning option included), interior net height 2m55 Yes
Interior net height may vary from 2300mm to 2400mm
Exterior 3,25m. Interior 2,37m
Citaro G DEH - exterior height = 3.325mm - interior height = 2.313mm
3 General characteristics
Length of base vehicle : 12m Yes 12 or 18 m 18m
Citaro DEH - length b. veh. = 17.940mm
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5 General characteristics 18m Yes For articulated buses
12, 15, 20 or 24m buses can be purchased through another call for tender
In 2010 production of 12m hybrid. Other versions possible - but must be discussed separately
at the moment the Citaro G
DEH is only available as articulated bus in the length
of 17.940mm
Name of Supplier : HeuliezBus Bredamenarinibus Solaris EvoBus/Mercedes
Name of vehicle : GX327 (12 meters)
and GX427 (18 meters) Avancity Citaro G Blue-Tec Diesel electric Hybrid DEH
8 General characteristics
Body structure: protected steel and/or stainless steal and/or aluminium Yes Stainless steel ok
Corrosion resistive steel with protective coating, aluminium sidewalls.
steel, protected by
cataphoretic anticorrossion painting
9 General characteristics
Maximum speed 80km/h, adjustable by the operator Yes ok OK.
possible
10 General characteristics
minimum acceleration on the first meters: 30 m in less than 8 sec. Yes It's better 8 to 10 sec.
Depends on load and slope, also selected program
11 General characteristics
Max acceleration allowed on drive: 1,5m/s² Yes ok
Depends on load and slope, also selected program
12 General characteristics
The manufacturer has to provide fuel consumption values according to the 3 SORT cycles. Yes ok
SORT1 - 56,9 l/100km SORT2 - 47,8 l/100km SORT3 - 43,2 l/100km
13 General characteristics
Capacity of tanks to be specified, 400 km minimum Yes
255 l (3 doors version) and 285 l (2 doors version) ok
OK. - different versions available - 250l standard (also available 350l or 450l)
280 Litres
14 General characteristics
Standard interior design to be specified in further design specifications Yes ok Yes
EvoBus colors
15 General characteristics
pneumatic brand to be specified Yes
Michelin, Goodyear, Bridgestone, Dunlop ok Wabco
all brands available
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16 General characteristics
The engine company has to describe the biofuel compatibility tests done. Yes ok
7% - available, 20% is underway (not known when is going to be available)
diesel and biofuel
17 Accessibility 4 double doors for an 18m, front door at driver level Option ok OK.
standard on the Citaro G DEH
Name of Supplier : HeuliezBus Bredamenarinibus Solaris EvoBus/Mercedes
Name of vehicle : GX327 (12 meters)
and GX427 (18 meters) Avancity Citaro G Blue-Tec Diesel electric Hybrid DEH
18 Accessibility The movement is in Yes Pneumatic ok OK. In option possible the movement out
?
19 Accessibility
Pre disposition for internal, external and driver post command button Yes ok, but not clear at all OK.
posiible
20 Accessibility
Position of the button for disabled pasengers at door 2, outside same than for other passengers, inside: 1 button at each space for disabled passengers Yes ok OK.
with the regulation EU 2001/85 the position of the botton for disabled people and other passengers is clearly described. The
position outside is not the same.
21 Accessibility
Step height is 320-350 for everybody, kneeling can be activated or not Yes ok
320/320/340/340 is the Solaris standard, kneeling standard (based on Wabco ECAS)
Citaro G DEH without kneeling activated
- front door = 320mm - centre doors = 340mm - back door = 340mm
22 Accessibility
2 dedicated spaces for wheelchairs near door 2 and 4 seat priority for disabled passengers close to doors (EC-EU/2001/85) Option
Basic version with 1 space for wheelchairs near door 2 and 4 PMR seats ok
Wheelchair place next to the door nr. 2. Four priority seats in the first car. 2nd wheelchar place as an option
the regulation EU 2001/85 demands only 1 space for
wheelchairs. 2 spaces are possible with
the consequence of reduced seatin capacity
23 Accessibility Emergency button at height 1m20 Yes ok Option
position to be defined
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24 Accessibility option: manual ramp Option Option
ramp is mandatory to comply 2001/85 directive Option In standard
Option
25 Accessibility option: automatic ramp Option Option ok Option OK. Option
a ramp, mauel or automatic is compulsary with EU
2001/85 classe 1
26 Accessibility
option: installing or not a n internal or external button (if not, commanded by the driver) Option Option ok Option In standard
Option possible
Name of Supplier : HeuliezBus Bredamenarinibus Solaris EvoBus/Mercedes
Name of vehicle : GX327 (12 meters)
and GX427 (18 meters) Avancity Citaro G Blue-Tec Diesel electric Hybrid DEH
27 Driver post
Adjustable driver's seat full option with a safety belt (brand and type to be specified) Option
Safety belt is an option ok ISRI 6500 or ISRI 6860
possible
28 Driver post
The driver's compartment layout and the dashboard sould follow the VDV standard. Option ok OK.
the Citaro drivers place follows almost the VDV
standard
29 Driver post Standard vehicles without ticketing equipments Option ok OK.
possible
30 Driver post
For the security glazing and the emergency button (to cut off the energy supply in case of emergency), the systems come from the regulation. Yes ok
According to industry standard, (emergency swtich, battery ground switch)
security glazing => OK
emergency button => not demandes in the EU
regulation 2001/85
31 Driver post Prewiring for communication equipments Option ok
Must be explained - how to prepare the prewiring for communication equipment (different types of prewiring possible)
there is space over the drivers place
32 Driver post Glass closure system activated by the driver Option Option not clear Option ???
Option possible
33 Driver post Cabin subdoor fitted for ticket selling Option Option ok Option Possible
Option possible
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34 Passengers layout
Interior lightning level must be EC standard; adjustable with 3 settings: 0%, 50% or 100% Yes ok OK.
?
35 Passengers layout Simple glazing, tinted and impervious Yes ok OK.
standard on the Citaro G DEH
Name of Supplier : HeuliezBus Bredamenarinibus Solaris EvoBus/Mercedes
Name of vehicle : GX327 (12 meters)
and GX427 (18 meters) Avancity Citaro G Blue-Tec Diesel electric Hybrid DEH
36 Passengers layout
Wheelchair position in accordance with CEE 2001/85 directive i.e. back to the road with safety belts. Yes
better without safety belts, as per attached 7 par. 3.8.3 of the 2001/85 Directive OK.
yes, but safety belt is not
compulsary
37 Passengers layout
Common floor covering in accordance with CEE 2001/85 directive with neutral grey colour and yelow for entry and exit (brand and type to be specified) Yes ok OK.
possible
38 Passengers layout Levels of noise emissions in accordance with the norms. Yes
Fitted with EEV engines. Superior than norms. ok
Lower to 77 dB (as planned for the new directive)
?
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39 Passengers layout
Maximum number of seated and standing passengers while transporting wheelchairs. Yes ok
Different layouts available, may be optimized for max seats or max total passangers. Max number of seated 52+1 (seat optimization). Max mount of passanger up to 176 (total passanger optimization - very simple bus specyfication, usualy the total amount in the range of 150).
37 seating and 103 standing passengers
45 seating and ? Standing passengers
40 Passengers layout
Pre wiring for validation equipment close to each door. Option ok
Yes, must be checked what cabling
possible
Name of Supplier : HeuliezBus Bredamenarinibus Solaris EvoBus/Mercedes
Name of vehicle : GX327 (12 meters)
and GX427 (18 meters) Avancity Citaro G Blue-Tec Diesel electric Hybrid DEH
41 Passengers layout
2 "stop requested" buttons per door + electronic display (front) with audio signal and dashboard reminder Yes ok Possible
possible
42 Passengers layout
Price of vehicle should be given without fittings, seats, handrails and bars and livery. No ok
May be prepared based on ealier agreement of specification - standard and options
?
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43 Passengers layout
Declarative lay-out to be given with average share between seated and standing spaces, medium range passenger seats and handrails (brand and type to be specified) and a white exterior livery without design. Option Option Option
These elements should be used as a basis to fix a price for customised layouts and equipments.
Option
44 Passengers layout
Customisation of passenger seats with choice of material and colours. Option Option Option Yes
Option
45 Passengers layout
Customisation of bars and handrails (shape and colours) Option Option Option
standard proposition form Solaris based on standard layout- other as an option
Option
46 Passengers layout Customisation of external painting Option
These elements should be used as a basis to fix a price for customised layouts and equipments. Option
These elements should be used as a basis to fix a price for customised layouts and equipments. Option
In quote - white paint, and for every customer painting as an option
Option
These elements should be used as a basis to fix a price for customised layouts and
equipments.
Name of Supplier : HeuliezBus Bredamenarinibus Solaris EvoBus/Mercedes
Name of vehicle : GX327 (12 meters)
and GX427 (18 meters) Avancity Citaro G Blue-Tec Diesel electric Hybrid DEH
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47 Environment
EEV-level emissions (pollution and noise) waiting for future Euro 6 Yes Base version ok
EURO5 OBD 2 now, EEV soon, EURO 6 will be in the future (as EURO 6 engines available). Apart from engine emission level also hybridisation of the driveline reduces emissions - but it can not be taken into account in homologation - as there is no rules about it.
zero emissions with the batteries
Euro5 norm with the diesel engine OM 924 LA
48 Environment
The issue of end of life recycling must be in conformity with international standards without any other specification Yes ok Yes
?
49 Environment
Manoeuvrability should allow a 24m circle between walls. Yes 23m - turning diameter
22.850mm
50 Safety
Doors to be equipped with sensitive edges, infrared sensors, light signals and acoustic signals. Door 1 is manual. Yes ok
Standard - sensitive edges and info from door ECU based on door potentiometers. As an option - optic sensors. Door acoustiq signal when closing
possible
51 Safety Driver alarm thanks to an emergency pedal. Option ok
An option - depends on system used by customer.
possible
52 Safety
Security cameras (3 to 6) in accordance with international standards. Option ok
Possible - as an opotion
possible
Name of Supplier : HeuliezBus Bredamenarinibus Solaris EvoBus/Mercedes
Name of vehicle : GX327 (12 meters)
and GX427 (18 meters) Avancity Citaro G Blue-Tec Diesel electric Hybrid DEH
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53 Safety
Position of emergency exits on doors and glazing left to manufacturer's choice in accordance with interior layout and international standards. Yes ok
Emergency exits as requested in directive
yes
54 Safety No safety belts Yes ok Yes, except for wheelchair place
yes
55 Safety Visual control of back doors by mirrors Yes ok
Possible - but preffered cameras for door monitoring
yes
56 Safety Visual control of doors by camera monitoring Option Option ok Option
In case of manual door closing - a must
Option possible
57 Safety Automatic extinguish system in the engine compartment Option Option ok Option Yes
Option possible
58 Safety
Acousting signal when reversing, can be inhibited in workshop Option ok
Available as an option, may be included in the standard version for Compro cities
possible
59 Technical characteristics
Automatic gearbox, clavier DNR (brand and transmission type to be specified)
Yes ok
No gearbox, in place of gearbox - drive unit from Allison
the Citaro G DEH doesn't need an automatic gear
box. The wheel hubs of the rear axle are fitted with electric motors, powered by the
batteries or the fuel cells on the top of the bus