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1. The new Mercedes-Benz Citaro regular-service bus: Economical, comfortable, safe and stylish

2. The new Mercedes-Benz Citaro in detail: Cheerful and distinctive design


3. The new Mercedes-Benz Citaro in detail: Safe, weight-optimised construction

4. The new Mercedes-Benz Citaro in detail: Practical and inviting interior

5. The new Mercedes-Benz Citaro in detail: Driver’s workstation with perfected ergonomics

6. The new Mercedes-Benz Citaro in detail: Clean, fuel-efficient drive and innovative assistance systems

7. The new Mercedes-Benz Citaro in detail: Simplified, cost-effective maintenance and repair

8. The new Mercedes-Benz Citaro in detail: Comprehensive testing ensures supreme quality

9. The Citaro story: An unprecedented tale of success

Copyright © 2011, Mercedes-Benz-Blog. All rights reserved.

OFFICIAL PRESS RELEASE

Stuttgart/Mannheim, Germany, May 20, 2011

The Mercedes-Benz Citaro is the most successful urban regular-service bus of all time. Since series production first started in 1998, over 31,000 have been built. In that time, it has acquired international renown, having entered service in almost all major European cities and far beyond. First unveiled at the UITP Congress in Stuttgart 1997, the Citaro urban and rural regular-service bus has gone from strength to strength.


Unrivalled range of low-floor regular-service buses

One of the ingredients for success is the wide-ranging model line-up. The portfolio of the world’s best-selling low-floor regular-service bus comprises 28 different design variants. An ingenious modular system forms the basis for this unique variety of models. It ranges from the compact Citaro K measuring 10.5 metres in length to the CapaCity, a four-axle, 19.54 m-long, high-capacity articulated bus that was derived from the Citaro platform. This unrivalled model range enables the Citaro to cover the complete spectrum of transportation requirements of local public transport companies operating urban and rural regular-service bus routes.

Design and functionality of the Citaro perfectly matched

The hallmark features of the Citaro model family give them an unmistakable appearance. From the front end with its characteristic A-zero pillars to the three-dimensional styling of the back end with its V-shaped rear window, the Citaro has a highly distinctive design. It is also remarkable for its excellent functionality, with smooth, rounded exterior surfaces that are easy to clean and sidewalls made from lightweight aluminium, divided into segments to keep repair costs low and minimise downtimes. Apart from the front-end flap, the corner sections including the headlamp housings fold open too – making the entire front end easily accessible for maintenance work. All other maintenance points on the Citaro are easily accessible too.

The passenger compartment has revolutionised regular-service bus interiors

When passengers step aboard the low-floor bus, they are greeted by the lettering of the Mercedes-Benz brand. With its side-mounted cantilever seating and curving grab rails, the passenger compartment of the Citaro has revolutionised the interior of all urban buses, providing a role model for the entire vehicle segment. Form and function are in perfect harmony.

Comfortable independent front suspension

The Mercedes-Benz Citaro also distinguishes itself with qualities that cannot be seen, but can certainly be felt. Amongst other things, it boasts an independent front suspension, whose benefits include excellent straight-line stability, less influence on the steering from the road, a substantial saving in weight, lower unsprung masses, and improved handling and comfort characteristics in general. As a consequence, the Citaro offers a remarkably safe, composed and comfortable ride by low-floor bus standards. It also benefits from a large wheel turning angle, resulting in a small turning circle.

The unprecedented success story of the Mercedes-Benz Citaro

With over 31,000 units built, the Citaro already ranks as one of the top-selling bus models ever. No-one could have imagined such phenomenal success when Mercedes-Benz surprised the delegates at the 1997 UITP Congress in Stuttgart with the revolutionary Citaro. Even today, many in the urban bus segment still try to emulate its exemplary concept: passenger-friendly low-floor technology, a bright passenger compartment offering an excellent view through high windows, wall-mounted passenger seats in cantilever design without any floor supports to get in the way and with attractively designed, curving grab rails on the side – these were just a few of the key strengths of the new Mercedes-Benz Citaro, which it still retains today.

From the very start, fleet operators reaped the benefits of powerful, economical engines and of the Flexibly Programmed Control electronics system based on a CAN data bus architecture. This replaced miles of wiring and around 300 electronic, electrical and electromechanical components. The Electronic Braking System (EBS), disc brakes all round, ABS and side impact protection were likewise included from the outset to provide the greatest possible safety.

Continuous improvements down to the last detail

A key element in the Citaro’s recipe for success is its ongoing development. In autumn 2005, Mercedes-Benz took the model range to new heights with the second generation of the Citaro. It was kick-started with the debut of the new Citaro LE (low entry). This already included many of the modifications which were then incorporated into series production for all Citaro models in spring 2006. The front section, rear, interior and driver’s area all underwent a thorough overhaul, while the independent front suspension was also introduced for the first time.

Quick advance from Euro II to EEV

During its production, the Mercedes-Benz Citaro ran through almost the full scale of Euro emissions standards. At its premiere in 1997, the in-line six-cylinder engine with a Euro II rating represented the state of the art in emissions technology. The 2001 model version of the Citaro was powered by Euro III engines. Alternatively, the Citaro was already available with a CRT particulate filter which undercut the Euro IV particulate limits. In 2000, Mercedes-Benz presented the Citaro with natural-gas drive. This fulfilled the Euro IV emissions limits, and became available with the voluntary EEV (Enhanced Environmentally-friendly Vehicle) rating in 2002. The Citaro could also be specified with the German “Blue Angel” environmental certification in both its natural-gas and diesel variants.

Since 2006, diesel engines with the SCR emission control system have been fitted to meet the Euro IV and Euro V emissions standards. This BlueTec diesel technology produces a clear reduction in pollutant emissions, and enables fuel consumption to be lowered by a considerable margin at the same time.

Particulate emissions can be cut further by adding an optional particulate filter. This combination allowed the diesel engines to meet the voluntary EEV standard – and since spring 2010 they have been able to do so by means of internal engine measures alone, without the need for a particulate filter.

Pioneer of alternative drive systems

Apart from diesel-engined models, the range also includes the Citaro CNG with natural-gas drive. Between 2003 and 2010, 36 Citaro fuel-cell-powered buses run by twelve transport operators in countries as far apart as Iceland and Australia, covering three different continents, clocked up over two million kilometres of rigorous daily operation: it was the Citaro which first demonstrated the viability and everyday practicality of a genuine local public transport operation with zero CO2 emissions. Since 2010, the range of cutting-edge alternative drive versions has been extended by the Citaro G BlueTec Hybrid with diesel-electric hybrid drive, as well as an initial small-scale series of the rigid Citaro fuel-cell hybrid bus.

The Citaro G BlueTec Hybrid is a stepping stone en route from the diesel engine to series production of the fuel cell as a means of powering vehicles. With its serial diesel-electric hybrid drive, it enables extremely quiet, emission-free driving for several kilometres at a time.
The new Citaro FuelCELL Hybrid unveiled in early summer 2009 completes the final step to emission-free driving. Its avant-garde vehicle concept takes elements from tried-and-tested Mercedes-Benz fuel-cell buses and the diesel-electric Citaro G BlueTec Hybrid, and fuses them together with technical advances to create a new trailblazing drive system. The platform is provided by the Citaro.

The Citaro FuelCELL Hybrid emits no pollutants whatsoever and hardly makes a sound as it glides along.

Highly sophisticated production as a quality safeguard

The manufacture of the Citaro is just as pioneering. The bodyshells are assembled in the Bodyshell Centre at the Mannheim bus plant. The Citaro bodies are then primed in the Mannheim plant's cathodic dip priming facility to ensure complete corrosion protection with no gaps. The bodyshells then either move straight to final assembly in Mannheim or are transported to the assembly plants in Ligny-en-Barrois in France or Neu-Ulm to be turned into finished vehicles. Despite an urban bus's tremendous complexity, the error rate has been tending towards zero for a long time now. Nevertheless, before being delivered to the customer, every bus is put through its paces under practical conditions in real traffic on a route measuring around 100 kilometres in length.

Milestone buses supplied to Germany, Austria, Spain and Sweden

All things considered, it is little wonder that the Mercedes-Benz Citaro continues to break one record after the next. The 1000th Citaro left the factory just two years after production started, Citaro no. 10,000 rolled off the assembly line at the end of 2004. In early 2008, Mercedes-Benz delivered its 20,000th Citaro, followed by the 30,000th in summer 2010.

The Citaro can be seen operating throughout Europe’s major cities, on rural-service routes in Germany, on the tropical island of La Réunion, in Japan, China, Mexico and Australia, and even transporting pilgrims in Lourdes. In the Romanian capital of Bucharest alone, around 1000 are in service. The Citaro transports millions of passengers every day in Europe and far beyond. It forms the backbone of urban public transport, and even bridges the gap to the train in the guise of the CapaCity high-capacity bus.

Numerous special versions

The Citaro’s modular construction paves the way for numerous special versions. So, it is not unusual to see the Citaro in action as a specially converted fire-service command centre, police bus, mobile television studio or high-capacity rescue vehicle. In Poland, a Citaro is travelling around as a mobile energy advice centre. In Hanover, the 101 Citaro buses in the special livery of Üstra, the public transport operator, are as eye-catching as ever. They were put into service on the occasion of the World Exhibition in 2000 and given an unmistakable finish both inside and out.

The Citaro has even made it into the Guinness Book of Records as the world’s largest ambulance: in autumn 2009, a high-capacity rescue vehicle based on the Citaro G was deemed by adjudicators to have treatment and transport capacity for 123 people. The record-breaking articulated bus is already the third high-capacity ambulance for the sheikdom of Dubai. Apart from this trio, there are more than 300 other Citaro models also operating in Dubai. They are equipped with special insulation, special glass as well as air showers in the entrances to prepare them for the extreme heat in the Middle East sheikdom.

Platform for innovative transport systems

The Citaro is also typically used as a platform for innovative transport systems. Take, for example, the articulated Citaro GÜ buses that are operating as “road trains” in the town of Mittweida in Saxony. The buses were brought in to replace a discontinued rail link and boast a somewhat unusual specification. Passengers sit on coach-style seats which are arranged face to face, and on-board facilities include a bistro area, a toilet and space for carrying bicycles.

The 20 Bus-Way vehicles based on the Citaro G that are operating in the French city of Nantes are no less spectacular. These natural-gas-powered vehicles have their own lane. They feature an attractive, highly individual design, with side panelling that extends above the roof line, double-glazed side windows and covered wheel arches on the rear axles. Inside, LED spotlights divide the interior into two differently coloured areas. Uplighters on the window pillars, a maple wood central ceiling, grab rails made from ground stainless steel and dark blue seats give the passenger compartment its distinctive design. The driver’s cab is separated from the passenger compartment.

The “Metrobüs” BRT system in Istanbul, Turkey

The implementation of a BRT (bus rapid transit) system in Istanbul, Turkey, is no less ambitious. The “Metrobüs” travels along a 40.6‑kilometre route in dedicated lanes. At peak times, the buses run at very short intervals of less than half a minute. This results in passenger numbers of around 750,000 a day. The Mercedes-Benz CapaCity – the oversized, four-axle (19.54 m) high-capacity articulated bus derived from the Citaro – serves as the basis for this BRT system. 250 of them are already in operation there. Not only does the CapaCity offer a high transport capacity, it also achieves an exceptionally high average speed by urban bus standards of 40 km/h – all combined with extremely attractive lifecycle costs too. A trip aboard the Mercedes-Benz CapaCity in Istanbul is also highly popular due to its low-floor design and because the vehicles are air-conditioned.

Copyright © 2011, Mercedes-Benz-Blog. All rights reserved.

OFFICIAL PRESS RELEASE

Stuttgart/Mannheim, Germany, May 20, 2011

Teams from all departments – from Development to Production to Sales & Marketing to After Sales – worked in close collaboration with one another during the development of the new Citaro. Their joint objective was to achieve supreme quality, in order to best prepare the new Citaro for the rigours of urban and rural regular-service operation


State-of-the-art design and development methods

The top quality achieved in the series production of the new Citaro is rooted in state-of-the-art development methods, such as HiL (Hardware in the Loop) and CAE (Computer-Aided Engineering). Examples for this type of quality assurance include component strength analyses, evaluation of vehicle vibrations and crash test simulations – all this and more is carried out by computer.
All safety-relevant components were analysed using the FMEA method in the early phases of development. The failure mode and effects analysis seeks to anticipate potential problems and prevent them. To put it in simple terms: the developers check everything that might go wrong in advance and undertake appropriate measures, thereby eliminating faults before they even occur. The development findings were backed up by numerous computer-aided calculations for components and assemblies as well as for the vehicle as a whole.

A laboratory bus examines production

The troubleshooting carried out during development of the new Citaro was not a purely theoretical affair, however: all the main body segments were scrutinised in rough form during the development phase when the prototype was built. It was therefore possible to examine potential cable chafing points, component accessibility or other critical issues directly on the vehicle, right from the outset.

The very first prototype of the new Citaro was already assembled on the production line so that any problems in the manufacturing process could be remedied immediately. Besides this, a special “laboratory bus” passed through each production station several times. Using this procedure, Mercedes-Benz was able to train the production workers and, at the same time, identify critical processes. Exact prototype protocols were kept to log all change requests for the bodyshop, assembly and testing, for instance. Workshops were held at regular intervals to resolve any flaws and document the progress in detail.

Testing under the toughest conditions on test rigs and the road

Individual components and assemblies, as well as complete buses were put to the test under the toughest conditions. The new doors, for example, were subject to endurance testing on test rigs, when they had to complete one million load cycles - the equivalent of a bus's entire service life – without any damage. Tests with seven carefully camouflaged prototypes were then conducted at the proving ground as well as on the road. Rigorous testing was also carried out in extreme climatic conditions, meaning that the new Citaro has already faced both the bitter cold of the Scandinavian winter and the searing summer heat in Spain and Turkey. The new urban bus furthermore had to prove its mettle in rough-road and endurance testing, which included a circuit of specially selected poor roads in remote regions of Turkey.

Successfully completed crash tests and pendulum impact tests in accordance with the ECE R29 standard for coaches, as well as rollover calculations based on the future ECE R66/01 standard, are testimony to the design’s high standard of safety.

The extensive programme of testing concludes this spring when new Mercedes-Benz Citaro buses will commence customer trials in everyday regular-service operation before series production gets underway.

The new Citaro: launching with rigid and articulated buses

Mercedes-Benz will be phasing in the high-volume model versions of the new Citaro over the course of 2011. The focus will be on urban and rural variants with a length of 12 metres and 2 or 3 doors, as well as the urban and rural versions of the articulated Citaro bus with 3 or 4 doors. The buses are driven by horizontal or vertical diesel engines from the OM 906 and OM 457 series in the familiar versions and power ratings. Further variants of the new Citaro will follow in 2012. The new Mercedes-Benz Citaro has been future-proofed, with all installation spaces already prepared for the future Euro VI emissions standard. The corresponding drive units will be launched at a later time. This progressive switch to the new model generation guarantees thorough testing of all versions, high quality, plus a continuous supply of vehicles without any disruption to customer deliveries. The complete range of new Mercedes-Benz Citaro models, including all rigid and articulated variants, the low-entry Citaro LE as well as the CapaCity, is due to become available over the course of 2012/2013.

OFFICIAL PRESS RELEASE

Stuttgart/Mannheim, Germany, May 20, 2011

A substantial reduction in running costs was one of the clear specifications for the development of the new Citaro. An ambitious objective, as the Citaro was already an exceptionally economical urban bus as it was. Development work focused on the maintenance costs. With the launch of the new model, the maintenance intervals for the automatic transmission and rear axle have now been extended from 120,000 km to 180,000 km. The smaller details help to cut costs too: the air intake for ventilating the driver’s cab is now fitted with larger filters, which have longer replacement intervals.


Risk of damage from minor knocks greatly reduced

The repair of the typical minor damage sustained by urban buses in hectic traffic also generates costs, however. This was another point the developers turned their attention to. The front overhang features shoe-shaped scuffing protectors made from glass-fibre-reinforced plastic with a bolt-on, replaceable design. These protect the hem profiles of the bus when drawing into bus stops or swinging out over embankments, as can occur on rural-service routes, for example. The flexible bumper corners made from elastic glass-fibre-reinforced plastic on the rear bumper and wheel arches also help to lower repair costs.

LED lighting reduces power consumption and lasts longer

The numerous LED lights on both the inside and the outside of the new Citaro bring about a noticeable reduction in power consumption. They furthermore generally last for as long as a bus’s service life, largely doing away with the need to carry out tedious, time-consuming minor jobs like replacing faulty bulbs for the whole of the Citaro’s lifecycle.

Numerous other details likewise help to further reduce the amount of maintenance work required. There is now a sensor to measure the battery’s voltage, for instance, which works together with a controller to keep the voltage at a consistently high level, increasing battery life significantly. The capacity of the windscreen washer reservoir behind the front fascia has been increased from 8 to 20 litres as part of the model change, reducing to a minimum the frequency with which the washer fluid has to be topped up.

OFFICIAL PRESS RELEASE

Stuttgart/Mannheim, Germany, May 20, 2011

The engines for the new Mercedes-Benz Citaro are based on BlueTec diesel technology. The wide-ranging choice of engines for the Citaro covers the full spectrum of power requirements. The OM 906 hLA turbocharged diesel engine is a particularly compact and lightweight six-cylinder unit with a displacement of 6.37 litres, an output of 210 kW (286 hp) and a maximum torque of 1120 Nm. Alternatively, there is the OM 457 hLA six-cylinder engine with a 12 l displacement in a choice of two power ratings: 220 kW (299 hp) and 260 kW (354 hp) with maximum torques of 1250 Nm and 1600 Nm respectively. All of the engine variants stand out for their high pulling power from low rev speeds. This is of particular importance for enabling the bus to pull away dynamically in city traffic, even when full to capacity.


EEV emissions rating even without particulate filter

All engines are Euro V compliant as standard. The engines can furthermore be specified in a version that meets the most stringent voluntary emissions standard that currently exists – the EEV (Enhanced Environmentally-friendly Vehicle) standard. The new Citaro achieves EEV compliance by means of internal engine measures alone without the need for a particulate filter – further evidence of the enormous potential of the efficient, eco-friendly BlueTec diesel technology and its viability for the future. EEV with no filter means reduced costs for procurement as well as maintenance. Further benefits include the lower kerb weight and reduced space requirements, which in turn increases the number of seats. A particulate filter can, of course, be installed as an option. Power transmission is handled by fully automatic torque-converter transmissions made by Voith and ZF. The most up-to-date versions of both are fitted in the Citaro to maximise efficiency. With a choice of engine, transmission and matching final drive ratio, the new Citaro takes to the road with a customised drivetrain, just as its predecessor did.

Further reduction in fuel consumption

A new, electronically controlled air compressor is employed on the articulated Citaro bus with the vertically mounted OM 457 LA engine. This is an EAPU (Electronic Air Processing Unit) that combines the compressed-air drier, pressure governor, four-circuit safety valve and pressure sensors into a single component. The compact construction simplifies assembly and reduces the number of lines required. Where possible, the electronically controlled air compressor operates when the Citaro G is in overrun mode to save fuel. To ensure this is the case as often as possible, the system pressure for the suspension and door operation has been increased from 10 to 13 bar with the introduction of the new air compressor. This produces greater air reserves in day-to-day operation and saves fuel.

Detailed improvements to comfort suspension

The chassis on the new Mercedes-Benz Citaro again excels with exceptional comfort and handling safety thanks to its independent front suspension. In this respect too though, the new Citaro has now gone one better, especially from the driver’s point of view. The reworked steering has improved steering-wheel return, for instance – a key consideration for urban regular-service buses which have to turn so frequently.

Supreme safety levels thanks to innovative assistance system

A new assistance system is making its debut in the low-floor bus and in the Citaro simultaneously: for the first time, the Electronic Stability Program (ESP) is available for an urban regular-service bus. The Mercedes‑Benz Citaro is taking safety technology for urban regular-service buses into a new era with this innovative feature – thereby emulating its predecessor, which also set new benchmarks on its launch.

OFFICIAL PRESS RELEASE

Stuttgart/Mannheim, Germany, May 20, 2011

The developers have completely remodelled the driver’s workstation, and the cockpit now takes ease of operation, ergonomics, instrumentation and comfort to new heights for regular-service buses.


A new driver’s door leads into the cockpit area

Even the door to the driver's cab has been redesigned. The door is now hinged at the rear and opens from the front, allowing drivers to move in a straight line between the front door and their workstation for particularly fast entry and exit. The developers also took the opportunity to improve the stowage facilities in the door. Drivers will now find a larger compartment for their bag, for example, as well as an extra compartment for a drinks bottle. The partition screen for the driver’s cab has been given a new look too, and is now larger and curves further forward. Instead of the grab rail previously fitted at the front of the partition screen, there is now a grab handle on the side.

For the first time, the new Citaro can be factory-fitted with another new development – an optional driver protection door. This door has a modular design based on the standard door. Depending on requirements, a number of variants are available, which offer graduated levels of protection by forming a screen between driver and passengers.

At eye level with passengers

The driver’s seating position has been altered too. The height of the driver’s pedestal and seat has been increased by 60 mm altogether. This gives the driver the psychological advantage of being at eye level with the passengers boarding. At the same time, the raised seating position affords a better all-round view, for example of the traffic in front. To maintain the exemplary view outwards and upwards, the windscreen has likewise been raised by 60 mm. The destination display, meanwhile, has been moved up by a whole 72 mm, for even better visibility when looking up and to the side, for example at traffic lights. The lowering of the window sill at the side is also beneficial to the driver. The development team has made the pedals more ergonomic to operate too.

Attractive instrument panel, handy steering-wheel control pad

The completely newly developed instrument panel in the new Citaro meets the specifications of the Association of German Transport Operators in terms of both its construction and adjustability, as does the steering wheel. However, the developers have succeeded in creating considerably more knee room and foot room for the driver with the new, elegant design. The upper section’s light-grey colour adds to the cheerful, welcoming impression.

The cockpit comprises large, clearly arranged dials for road speed and engine speed, with a grey background. The strip of indicator and warning lamps between the two dials has now been replaced by a colour display showing a multitude of supplementary information.

The display is operated using the standard control pad on the new steering wheel. The two-dimensional menu navigation is very clearly structured, and also allows basic operation of the radio or two-way radio, for example. The steering wheel, its control pad, as well as the colour display, are the same as those fitted in the current range of Mercedes-Benz touring coaches.

Logically arranged switches and buttons

The buttons and switches in the Citaro’s cockpit have been repositioned based on the latest ergonomic findings. As a result, the lower array of switches on the driver’s right-hand side (on left-hand-drive vehicles) consists solely of the door-control buttons that are in constant use in daily operation. The control buttons for the automatic transmission, which are generally used less frequently, are now positioned further forward in a separate horizontal strip. The location of the light switch is also worth noting – it continues to be placed on the left of the cockpit, but no longer on the front face of the instrument panel. Not only does the new prominent position much further forward make the switch easily accessible, but the driver also has the switch setting in their field of vision at all times. The repositioning also frees up extra legroom.The new Citaro is prepared for all eventualities. The regular-service bus’s instrument panel has been constructed so sturdily that it can support additional items of apparatus on both left and right, each weighing up to 2.5 kg. Mounting adapters as well as cable bushings can be factory-fitted as special equipment for this purpose, allowing customer-specific equipment to be integrated far more neatly than before.

Further improvements to driver's workstation

Depending on which door variant the transport operator chooses for the driver’s cab, either two or four additional DIN slots are provided on the right-hand side (on LHD vehicles) within the driver’s reach and vision, offering even greater versatility and flexibility for fitting additional equipment. Accessibility to the existing slots in the overhead equipment cabinet has now been improved by a new flap on the side. Up to four devices can also be fitted in the slots in the frame, where they are also easily accessible and legible. The loudspeaker for the driver’s area is also housed here, while the monitor for the optional interior or exterior cameras is mounted so that it interlocks with the base of the overhead cabinet.

The window sill next to the driver was also restyled as part of the Citaro’s redesign. The controls there are now placed directly within the driver’s reach and vision, while the stowage facilities here have also been remodelled. LED bulbs are now used to illuminate the driver’s area.

Ventilation system completely redesigned

The ventilation system for the driver’s area is also new. The electrically opening window section is now positioned at the front, so that drivers can now enjoy a direct flow of fresh air. This also makes it easier to reach the offside exterior mirror from the driver's seat. Air can also enter through two large circular air vents in the instrument panel.

There is now room for a larger pollen filter behind the enlarged air intake grille positioned at the side immediately behind the driver’s seat. The new ventilation unit behind the driver’s seat ensures a high airflow rate into the driver’s cab. The front box for ventilating and heating the driver’s area has been furthermore repositioned in the centre to ensure that the entire windscreen can be demisted even more evenly. As on the outgoing model, it is also electrically heated.

New options to aid the driver

The new large and extra-powerful halogen headlamps help the driver to see in poor visibility, thereby increasing driving safety. The list of options includes LED daytime running lamps, front fog lamps with a cornering light function and even bi-xenon headlamps.

The compartments surrounding the cockpit have been rearranged too. Any objects that are found on the bus can now be stored in an enclosed compartment at the front right of the instrument panel (on LHD vehicles). Not far away is the fire extinguisher, positioned where it is close to hand. Items of emergency equipment such as the first-aid kits are now housed where they are easily visible and accessible in a compartment inside the driver's cab. Like all the other compartments, this can be quickly and easily reached by the driver, but is protected from unauthorised access by passengers alighting from the bus.