Here’s a detailed account of how Daimler Buses (part of Daimler Truck / Mercedes-Benz Buses) is now stepping into the realm of public bus charging infrastructure — building full-fledged charging networks along with bus fleets — and what that means technically, strategically, and for the transition to zero-emission public transport.
Background & Strategy Shift
Traditionally, Daimler Buses has been a major player in bus manufacturing (especially via the Mercedes-Benz and Setra brands). But as cities across Europe push to electrify public transport, Daimler Buses is expanding its role: not just supplying electric buses, but also supplying, installing, and operating charging infrastructure — essentially acting as a turnkey provider of the depot, chargers, grid connections, and energy management systems.
In support of this, in 2025 Daimler Buses acquired a 49 % stake in Sinos GmbH, a German company specialising in software for electrified bus fleets and intelligent charging management systems. This allows Daimler Buses to integrate digital load-management, scheduling algorithms, and depot energy optimization more closely with their bus offerings.
Thus, Daimler Buses is positioning itself as a systems integrator and full solution provider — supplying buses, chargers, energy systems, civil works, electrical installation, and software — for municipalities and transit operators that want to electrify their fleets with minimal fragmentation of contracts.
Key Projects & Deployments
To date, Daimler has several noteworthy contracts and deployments demonstrating this approach. Here are some of the prominent ones:
Bonn, Germany (Stadtwerke Bonn / SWB)
- Daimler built the entire charging infrastructure for the SWB Friesdorf depot, supplying 10 charging points (2 CCS2 plug chargers + 8 pantograph chargers) along with 10 battery-electric Mercedes eCitaro buses.
- The pantograph system is mounted on a steel traverse on movable concrete foundations, meaning the structure could be relocated or reconfigured later.
- The eCitaro buses each carry five NMC3 battery packs, totaling ~ 490 kWh. They support both pantograph (roof rail) charging and CCS2 plug-in charging.
- Daimler handled civil works, cable laying, electrical installation, and charger deployment as a turnkey contractor.
Stuttgart, Germany (SSB – Stuttgarter Straßenbahnen)
- A depot in Stuttgart-Möhringen was outfitted with 28 charging points, each capable of up to 180 kW, enabling 28 buses to charge overnight simultaneously.
- The charger types include pantograph “panto-down” systems that lower onto roof rails, and the full infrastructure (steelwork, electrical, and software) was delivered by Daimler as general contractor.
- Daimler also entered a 3-year service and maintenance contract covering 24/7 support, spare parts, and safety checks.
- A further depot (Stuttgart-Gaisburg) is under construction with 37 charging points (33 for inverted pantograph + 4 for CCS2 plug) to expand capacity.
Leipzig (Regionalbus Leipzig GmbH)
- Daimler secured a contract to build a new electric bus depot in Zwenkau, complete with charging infrastructure and nine eCitaro buses.
- The depot will include a transformer station, photovoltaic system, battery storage, civil works, power connection (20 kV medium-voltage), and load/charging management software (via Sinos).
- In the first phase, 10 CCS2 charging points will be installed, with the capability to expand to 20 chargers. The chargers will average ~ 90 kW each, upgradeable to 150 kW.
- Daimler will also provide a 5-year operation and service contract, covering maintenance, spare parts, and periodic electrical safety inspections.
Zurich / Wädenswil (SZU, Switzerland)
- Daimler has been contracted by Sihltal Zürich Uetliberg Bahn (SZU AG) to plan and build charging infrastructure at the Rütihof bus depot in Wädenswil.
- The plan includes 43 CCS2 charging points, each up to 150 kW, integrated into existing depot buildings, along with digital load and charging management systems.
- The project is scheduled to be completed by the end of 2026 and marks Daimler’s fourth depot infrastructure project in Switzerland as the general contractor.
Technical & Operational Features
From the projects above, several patterns and technical elements stand out:
Charger Types & Connectivity
- Daimler uses CCS2 plug-in chargers and pantograph systems (especially “panto-down”) depending on site layout. The pantograph systems are especially useful for rapid charging or repeated daily top-ups.
- In many setups, both types are available to provide flexibility (bus roofs equipped for both).
- Charger power levels are generally in the range of 90 kW to 180 kW, with room for upgrades to 150–180 kW per point.
Load Management & Software
- Critical to these systems is load balancing and grid-friendly charging. Daimler uses Sinos software (now partly owned) to orchestrate intelligent charging schedules, avoid peak load stress, and optimize battery life.
- Some systems also include energy storage (batteries) and photovoltaic generation, giving the depot some self-generation and buffering capability. Leipzig’s depot is a prime example.
Civil & Electrical Integration
- Daimler often assumes responsibility for civil engineering, foundations, cabling, transformer stations, and grid connections as part of its turnkey role.
- In many depots, charger steelwork is built on movable foundations or modular designs (e.g., Bonn’s mobile concrete foundation for the pantograph traverse) to allow future reconfiguration.
- The entire chain — from medium-voltage grid through transformation, distribution, and bus-level connection — is handled by Daimler (or its collaborators) to minimize risk for the transit operator.
Maintenance & Service
- Daimler typically provides multi-year service contracts, including 24/7 support, spare parts, safety inspections, and preventive maintenance.
- This ensures reliability and accountability for the charging systems, not just the buses.
Advantages, Challenges & Outlook
Advantages & Value Proposition
- Reduced complexity for operators — transit agencies get buses and chargers from one supplier, with integrated planning and interface.
- Scalability and future-readiness — designs often allow expansion (extra charger slots, modular foundations, plug types, etc.).
- Optimized operations — smart charging and load management reduce peak power demand, avoid grid penalties, and maximize battery life.
- Lower risk & accountability — a single point of responsibility for charging infrastructure avoids the fragmentation of multiple subcontractors.
Challenges & Risks
- High capital cost and financing: Building charger networks, civil work, grid upgrades, storage, and software demands big upfront investment — operators often rely on government grants or subsidies (as seen in Stuttgart and Leipzig).
- Grid capacity constraints: Local power infrastructure might need upgrades; careful planning is required to avoid overloading local substations.
- Technological change: As battery, charging, and energy storage tech evolves, infrastructure may need retrofits or upgrades — having modular/flexible designs helps but doesn’t eliminate the risk.
- Regulation & interoperability: Ensuring chargers work with future bus models (other brands), and compliance with evolving safety / electrical standards, is essential.
Outlook & Significance
Daimler Buses’ shift into charging infrastructure marks an important evolution in how vehicle OEMs engage with the broader electrification ecosystem. Rather than leaving charging to third parties, Daimler is internalizing it as part of the value chain. This trend aligns with what many new electric vehicle manufacturers are doing — offering integrated vehicle + energy systems.
If successful, this approach could accelerate the electrification of public transport by reducing risks for transit authorities and making deployment smoother. Cities that want to move to zero-emission buses might find turnkey solutions highly attractive, especially in markets with strong government support.
Over time, if such integrated offerings become more common, the distinction between “bus manufacturer” and “charging infrastructure provider” may blur — and that could reshape competition, partnerships, and business models in public transportation.