This is undoubtedly a super star bus, BK6122EV2 12m low floor battery-electric city bus built by the already vanished Jinghua buses. Very few buses are fortunate enough to transport that many important passengers like BK6122EV2 did---BK6122EV2 is designed for the Olympics.

BK6122EV2 is the successor of BK6120EV, a not so successful low floor battery-electric bus that was drawn out of service (actually BK6120EVs rest for a much longer time than they run). As the respond to the promise of Green Olympics, BK6122EV2 was the solution to the eco-friendly transportation inside the Olympic Village and among the key centers and venues.

Electricity is stored in the Li-Mn battery packs, products of Citic Guoan MGL Battery Application Technologies, beneath the two longitudinal rows of passenger seats. Propulsion comes from a rated 100kW (134hp) AC traction motor made by CSR Zhuzhou Electric Locomotive Co., Ltd. The speed is controlled not only by the motor rotation; collaborating with the motor is a 3-speed automated mechanical transmission (AMT) gearbox, which is rarely seen on other electric buses (including trolley-buses). Recharged for 4 hours to the fullest capacity, the bus is able to cruise 190km (118miles) at 40km/h with pure zero emission. At the recharge station, the removable battery packs can be easily replaced by fully recharged ones within 20 minutes, so none of these units needs to stay in the recharge station during their batteries are being recharged.

The body exterior applies Jinghua’s newest, and also last, design, nicknamed “King Kong” from the “bellicose” headlights (and the rear lights, not shown in this picture). The face is deemed ugliest ever in Beijing public transportation history, for the reason that the headlight and the plate hollow vividly resemble a pair of glaring eyes and pouting mouse of a furious man, where the designer probably got inspired. Since designed for the Olympics, an important event requiring “luxury”, most of the windows remain tight, unlike other air conditioning buses these years. Very different from the majority of city buses in Beijing, BK6122EV2 has outward-sliding doors (not slide-plug doors), single-leaf front and double-leaf rear. Center-lowered axles (50 pairs for all the Olympic electric buses) are presented to BPT by German ZF as an act of promotion and support to eco-friendly vehicles and the Olympics. Alloy wheels are from ALCOA which also equipped a few JNP6120GC units and DD6129S31 (Bafangda).

A prototype BK6122EV3 (Fleet No. 8050) and its sibling BK6122EV (Fleet No. 8049), with different face and inward-swinging doors, debuted a few years before the Olympics. After some modifications had been placed, the mass-produced BK6122EV2 came out and were designated to Olympics lines after a short run-in period. During the Olympics, the electric buses offered services on Olympic Village Loop Line (inside the village), Media Shuttle Line (between the Media Village and the Main Press Center) and Center Olympic Area Loop Line. A recharge and maintenance center, which is now Beitucheng Bus Yard, was established in Olympic Sports Center. During the Olympics and Paralympics, these star buses received honorable praise from all their passengers for the very quiet operation, notably absorbing ride, efficient dual-mode air-conditioning and extraordinarily handsome livery “Auspicious Clouds” (Please search the internet for pictures) which has been removed from all units at the end of last year.

After the Games, although before it was said that some of the BK6122EV2s were to be transformed into trackless trolley buses (add “braids”), they stayed battery electric. In October 2008, some were assigned to Olympic Special Line 1, some were on Sightseeing Line 5 (now abolished), and Olympic Special Line 6, which was taken over by Trolleybus Division from Division 2. Now, some units are still serving on 81, the former Olympic Special Line 1, with Foton electric-hybrid buses, and 84, the former Olympic Special Line 6, while others are also prepared for dispatches.

In the picture, Fleet No. 8012 on Line 84 has just pulled out of Jimen Bridge South bus stop, and is ready to pull in to Minguang Bridge North. These electric buses are the only operating buses in BPT that are bearing 4-digit fleet numbers, where digit 8 still stands for Trolleybus division. The bus type digit, the second digit, is absent owing to the lack of a number that stands for electric buses. The second snow this year, which had been much earlier than most years’ first snow, had fallen from the sky all over the night, blanketing everything with at least 20cm thick snow. Meanwhile, the leaves of most trees have not withered yet.

Y182 BGB, currently in preservation and stored at the Glasgow Vintage Vehicle Trust (GVVT) in Bridgeton, was delivered new to Hutchison of Overtown, a well respected independent bus & coach operator serving Lanarkshire, Glasgow and offering Scottish, UK and European tours. In 2007, with the owner deciding to retire, Hutchison’s operations, depot, vehicle and many staff passed into the ownership of First Glasgow/Lanarkshire. 182 was one of those vehicles, and was quickly repainted into the standard First Barbie livery.

Both of these 1:76 scale, Code 3, Exclusive First Editions (EFE) models are my own work and represent both periods of 182’s operational life. On the left, as it was when in service with Hutchison’s, wearing the special Golden Jubilee livery worn by 181 & 182, both Wright Renowns, and by the Wright Solars in the fleet. This model has undergone full exterior paint stripping and repaint, with custom transfers applied. The interior has been appropriately decorated, the seats given a grey moquette with multi colour stripes and yellow safety bars & grab rails. Interior signage has been painted also. The model has recently been completed with the application of correct Vehicle Registration Mark plates bearing “Y182 BGB”, and exterior mirrors have been reapplied. The bus has the recognisable Hutchison’s “Buggy Bus” signage to the windscreen and on windows to the near and offsides. Strathclyde Passenger Transport Zonecard pennants are also insitu, and the destination display shows Service 2 for the hometown of Overtown.

On the right is a representation of 182’s later life, following the First Glasgow takeover. The model wears the standard FirstBus “Barbie” livery, with only minor exterior changes made these being - the mirrors being painted yellow and correct VRM plates and fleet numbers (66282) applied. The interior has undergone similar changes to the real bus, with the seating moquette changed to the standard FirstBus purple, while maintaining the yellow safety bars/grab rails. A “bus stopping” display screen has been painted on, alongside generic onboard signage and a Welcome Aboard FirstBus sign on the drivers cab door. The cab door has also gained a plastic bandit screen, with a second plastic screen for passengers placed behind the main door in front of the first seat. This screen also has a “no smoking” sign attached. The destination board displays Service 240 for Lanark via Wishaw.

A Huayu type BJD-WG120N2 12m (11,980mm, 39.3 ft.) low-floor, AC-driven trolley-bus collaboratively built by Youngman Neoplan and Beijing Trolley-bus Plant.

BJD-WG120N2, along with the step-entry BJD-WG120F (Foton AUV body), are the latest generation of trolley-buses in Beijing. Making them stand ahead of the last generation of AC-driven ones is the Li-ion battery pack which significantly expands their range of off-wire operation.

BJD-WG120N2 shares the same body with BJD-WG120N (also called JNP6120GD) which entered service in January 2007. A few minor modifications are made including smaller side windows, removal of pole rope retrievers, etc. Power comes from a type JD146C 100kW asynchronous AC motor manufactured by Xiangyang Electric Machinery, subsidiary of China South Rolling-stock Co., Ltd. Information about the controller is unknown. The motor is located on the rear overhang, offset to the left side. The rear axle is a ZF AV-132 drop-center axle, while the front is a Youngman-Neoplan VN-75 independent suspension axle. Battery packs are placed on the floor along the side walls, changing the seat arrangement behind the front axle to lengthwise the bus body. The roof-mounted HVAC is a Vaqoung dual-mode model.

Due to the remarkably higher capacity density, the Li-ion battery packs provides over 15km off-wire operation range for BJD-WG120N2 under half-full load and with HVAC on. The trolley-bus behaves like a battery-electric bus which does not require recharging in a recharge station while not in service.

Wide angle - Rear view of 182.

Pictured here at the temporary Belshotmuir depot, whilst the entire diorama undergoes significant investment and infrastructure changes, is the recently completed 1:76 scale model of Y182 BGB - a Volvo Wright Renown delivered new to the Lanarkshire independent bus & coach operator, which would last through ownership by First Glasgow and onwards into preservation. The application of correct Vehicle Registration Mark plates and reapplication of external mirrors signals the completion of this particular model which is celebrated with a photoshoot alongside two other stage carriage buses, both also bearing the standard company “Buggy Bus” signage. These are an Optare Delta which stands in for the Optare Vecta’s & Excels used by the real Hutchison’s, and a Dart SLF standing in to represent the real ALX300 used. To the right of the depot are two coaches representing the other aspects of the companies operations - Private Hire, Tours & Trips and Glasgow Express shuttle services.

Y182 BGB, currently in preservation and stored at the Glasgow Vintage Vehicle Trust (GVVT) in Bridgeton, was delivered new to Hutchison of Overtown, a well respected independent bus & coach operator serving Lanarkshire, Glasgow and offering Scottish, UK and European tours. In 2007, with the owner deciding to retire, Hutchison’s operations, depot, vehicle and many staff passed into the ownership of First Glasgow/Lanarkshire. 182 was one of those vehicles, and was quickly repainted into the standard First Barbie livery.

This 1:76 scale, Code 3 Exclusive First Editions (EFE) model represents this stage of 182’s operational life. Minor exterior changes have been made, with mirrors painted yellow and correct fleet numbers (66282) and Vehicle Registration Mark plates applied. The interior has undergone more alteration, with seats being painted purple to match the standard First Bus moquette. As with the real 182, the model keeps its seat handles, safety bars and grab rails in the original yellow colour. The model has cut and painted cocktail sticks insitu to represent the grab bars. Additional detailing includes the placing of a bandit screen to protect the driver, along with a protective passenger screen behind the doors. Onboard signage and a “bus stopping” display board have been painted on. The models destination board displays First Glasgow service 240 for Lanark via Wishaw originating at Buchanan Bus Station.

A JNP6120GD/BJD-WG120N low floor trolley-bus jointly built by Youngman Neoplan, Zhuzhou Electric Locomotive Research Institute (generally considered as CSR Times today) and Beijing Trolley-buses Plant

Based on a Neoplan Electroliner body introduced by Youngman Neoplan, JNP6120GD is the first mass-produced 12m low floor trolleybuses with AC motor in China. “JNP6120GD” is the model name from the main builder, Youngman Neoplan, but since Youngman is not qualified as a trolley-bus manufacturer, JNP6120GD is registered as BJD-WG120N, under Beijing Trolley-buses Plant, which also builds trolley-buses on its own basically for Beijing. Power comes from a 100kW (134hp) asynchronous induction motor made by Zhuzhou Electric Locomotive, which also provided the control system with VVVF switch. The auxiliary power source is a lead-acid battery pack, storing electricity during regular run for off-wire operation when proceeding along or across streets where mid-air wires are not allowed or inconvenient to pull.

100 units of JNP6120GDs were assigned to Line 103 and Line 108, two most important trolley-bus lines in Beijing, in December 2006. The fabulous trolley-buses’ debut invited enormous approval and praise for their elegant styling, low floor design, absorbing ride and extremely low noise. Time verifies that their quality is worth trusting. What attracts bus fans is the gripping sound given out by the AC+VVVF power train.

In the picture is Fleet No. 85248 (Trolley-buses Division, trolley-buses, code 248) on Line 124 at Huizhongli. Five units of JNP6120GD was originally dispatched from Line 103 to Line 109, whose destination is one of the major railway stations in Beijing. When BJD-WG160B, 16m mid-floor articulated trolley-buses replaced the old BJD-WG120N standard floor rigids on Line 109, these JNP6120GDs found their new place on Line 124 which shares the Datun yard with Line 108.

A JNP6120GD/BJD-WG120N low floor trolley-bus jointly built by Youngman Neoplan, Zhuzhou Electric Locomotive Research Institute (generally considered as CSR Times today) and Beijing Trolley-buses Plant

Based on a Neoplan Electroliner body introduced by Youngman Neoplan, JNP6120GD is the first mass-produced 12m low floor trolleybuses with AC motor in China. “JNP6120GD” is the model name from the main builder, Youngman Neoplan, but since Youngman is not qualified as a trolley-bus manufacturer, JNP6120GD is registered as BJD-WG120N, under Beijing Trolley-buses Plant, which also builds trolley-buses on its own basically for Beijing. Power comes from a 100kW (134hp) asynchronous induction motor made by Zhuzhou Electric Locomotive, which also provided the control system with VVVF switch. The auxiliary power source is a lead-acid battery pack, storing electricity during regular run for off-wire operation when proceeding along or across streets where mid-air wires are not allowed or inconvenient to pull.

100 units of JNP6120GDs were assigned to Line 103 and Line 108, two most important trolley-bus lines in Beijing, in December 2006. The fabulous trolley-buses’ debut invited enormous approval and praise for their elegant styling, low floor design, absorbing ride and extremely low noise. Time verifies that their quality is worth trusting. What attracts bus fans is the gripping sound given out by the AC+VVVF power train.

In the picture is Fleet No. 85240 (Trolley-buses Division, trolley-buses, code 240) on Line 109 in front of the main (south) gate of Jingshan Park. Travelling in the opposite direction is a BJD-WG160B 16m articulated non-air-conditioning trolley-bus on the same line. BJD-WG160B is the main force on Line 109, but the line also invited several Electroliners from Line 103 to strengthen capability moving passengers from Beijing West Railway Station.

Front View - The 1:76 scale tribute to Y182 BGB, a Volvo Wright Renown, new to Scottish Independent bus & coach operator Hutchison of Overtown (Hutchison’s Coaches), is finally completed following the application of correct VRM (Vehicle Registration Mark or “number plates” and the reapplication of external mirrors - both clearly visible in this picture.

Prior to their takeover by First Glasgow, Hutchison’s were one of my favourite of the Lanarkshire independent operators, and this representation both celebrates their efforts and those of the new owners of the real life 182 which entered preservation after withdrawal from First Glasgow operational fleet. The real bus has been beautifully restored to this livery and a near as new condition as it was when delivered to Hutchison’s depot.

A JNP6120G-1 low-floor city bus made by Yongman-Neoplan in Jinhua, Zhejiang

Joining BPT a year later after its previous version (like 83295), the new JNP6120G-1 still carries the same engine (ISBE4 225B, 225hp EURO IV) and gearbox (Allison T270R, 6AT with integrated retarder). However some minor modifications are applied to the exterior, making it slightly different with the original deisign from Neoplan. Plus, the quality is not that remarkable like the previous. Nevertheless, it is still generally considered as the Chinese-version of Neoplan Centroliner N4516 although Neoplan never places its badge right in the center of the bus's face.

This photo shows the Fleet No. 73716 (BPT Division 7, diesel rigid bus, code 716) on Line 628. It is captured in front of the east gate (main gate) of Tsinghua University (not shown in this photo), the most esteemed university in China.

A BK6120N1 12m low floor CNG bus built by the already diminished Jinghua Buses in Beijing

BK6120N1 is the predecessor of the prevailing BK6120N2 and BK6120N3, successor of the rarely-seen three-door novelty BK6120N. BK6120N is the first low floor CNG bus built by Jinghua, but the three-door configuration is not practical at that time. So the successor BK6120N1 retain only two doors, front and middle. Also, the exterior is no longer the outdated pattern; instead, "MAN replica" design, same with its diesel counterpart BK6129K and 11m mid floor BK6111CNGZ3, is applied.

BK6120N1 is of the same age with JNP6120GC (1st version), DD6129S05, XMQ6125G-1, and share the entire power train with them: Iveco F4BE0641A*G 200hp Euro V CNG engine, Allison T270R 6AT gearbox with integrated retarder, and ZF center-lowered axles. While Youngman Neoplan, Huanghai and King Long use their own chassis, Jinghua, unqualified to be a chassis maker, use a Dongfeng (Second Automobiles of China) 11m-based chassis. Similar to its siblings, although 12m-class, BK6120N1 is only 11620mm long.

Although the face is a copy from MAN Lion's City, the body has original side boards, although very plain with a narrow front door, and tail, which is quite stylish, if the "crevice-like" rear windscreen is ignored. The biggest problem of BK6120N1 is its annoying unreliability. The bus seldom stands upright---it either leans to its side or squats. When it brakes, both axles lose suspension air pressure. These problems are due to the chassis maker, but the body builder is not satisfactory either---the exterior paint peels off while the interior falls apart. During summers when the air-conditioning is on, the radiator temperature goes up high until the driver turns off the blessing cool wind and the bus becomes a hot dog. BK6120N1's Break down rate is high among all low floor buses.

In the picture, Fleet No. 57704 (Division 5 CNG bus, code 704) on Line 9 is preparing for turning left from west to north at Xiaozhuang Crossing. Although only 19.5km long from Jinjiacun Bridge in the west and Jintai Road in the east, Line 9, most legendary line of Division 5, connects two railway stations and the CBD by only 12m rigid buses. But the fleet size is overwhelming---more than 80 units.

BK6120N1 has only 49 units which are all operated by Division 5 on Line 9. Perhaps taking the unreliability of Dongfeng chassis into account, Jinghua abandoned N1 before shifted to Shanqi chassis N2 and FAW chassis N3, although these two models are not successful either.

A JNP6180G full low floor, rear-engine articulated bus built by Youngman Neoplan in Jinhua, Zhejiang

The JNP6180Gs on BRT Line 2 are the second version of Neoplan 18m articulated buses in Beijing, and are also known as “BRT2 version”.

JNP6180G is generally considered to be the Chinese version of Neoplan Centroliner N4521. Most exterior details follow the original design from Neoplan except for the sloped “forehead’, the information window above the front windscreen, which distinguishes JNP6180Gs from JNP6180G-1s. Power comes from an upright, inline 6-cylinder Iveco F2BE0682F*B 310hp Euro III diesel engine; Transmission is done by an advanced German ZF 5HP502C 5AT gearbox with integrated retarder. The three axles are center-lowered models from ZF. Linking the two sections is a German-made Hübner electronically-controlled hydraulic articulation bogie designed especially for step-less articulated buses. Chassis configurations are identical for BRT-1 version and BRT-2.

Different with BRT-1's left side doors which are a special feature on the street, due to split platforms along the route, BRT-2 version applies four-right-side door arrangement, although the door on the rear-overhang also distinguishes the bus from regular buses. All the entrances are step-less. This version of JNP6180G-1 applies the full-low-floor structure which allows a step-less entry on the rear overhang. However, due to the conventional radiator behind, the D door on the rear overhang is not of the same width with the other three 1300mm doors. All destination displays outside are magnetic, presenting the origin, an arrow, and the terminal or “Short-line” plus the actual terminal. On the back of the side destination displays installed the electronic station indicators inside the passenger cabin. Station indicators are not the only passenger-friendly equipment inside. Wheelchair space and baby seats are also accessible. The air conditioner has all-over-roof vents, providing moderate air flow. Only BRT articulated buses in Beijing is air conditioned---there are two experimental articulated buses are air conditioned, but out of service. The full-wheel-hub-covers are replaced by simple stainless steel half covers on all units.

In the picture, Fleet No. B0254 (BRT buses, code 0254, actually operated by Division 5) on BRT-2 is seen on its special lane at Xiaozhuang Crossing, heading east for the main terminal, Yangzha. BRT-2 is also called "Chaoyang Road BRT" stretching far away to Eastern Beijing, and Xiaozhuang Crossing is at the busy Chaoyang Road, east of the prosperous Jingguang Bridge area on the East 3rd Ring Road.

Some of the BRT-2 version of Neoplans have acted as BRT-1 back-ups before BRT-2 formally open. During that period, BRT-1 is extremely impressive for the combined fleet of both left-side-door buses and right-side-door buses.

This is undoubtedly a super star bus, BK6122EV2 12m low floor battery-electric city bus built by the already vanished Jinghua buses. Very few buses are fortunate enough to transport that many important passengers like BK6122EV2 did---BK6122EV2 is designed for the Olympics.

BK6122EV2 is the successor of BK6120EV, a not so successful low floor battery-electric bus that was drawn out of service (actually BK6120EVs rest for a much longer time than they run). As the respond to the promise of Green Olympics, BK6122EV2 was the solution to the eco-friendly transportation inside the Olympic Village and among the key centers and venues.

Electricity is stored in the Li-Mn battery packs, products of Citic Guoan MGL Battery Application Technologies, beneath the two longitudinal rows of passenger seats. Propulsion comes from a rated 100kW (134hp) AC traction motor made by CSR Zhuzhou Electric Locomotive Co., Ltd. The speed is controlled not only by the motor rotation; collaborating with the motor is a 3-speed automated mechanical transmission (AMT) gearbox, which is rarely seen on other electric buses (including trolley-buses). Recharged for 4 hours to the fullest capacity, the bus is able to cruise 190km (118miles) at 40km/h with pure zero emission. At the recharge station, the removable battery packs can be easily replaced by fully recharged ones within 20 minutes, so none of these units needs to stay in the recharge station during their batteries are being recharged.

The body exterior applies Jinghua’s newest, and also last, design, nicknamed “King Kong” from the “bellicose” headlights (and the rear lights, not shown in this picture). The face is deemed ugliest ever in Beijing public transportation history, for the reason that the headlight and the plate hollow vividly resemble a pair of glaring eyes and pouting mouse of a furious man, where the designer probably got inspired. Since designed for the Olympics, an important event requiring “luxury”, most of the windows remain tight, unlike other air conditioning buses these years. Very different from the majority of city buses in Beijing, BK6122EV2 has outward-sliding doors (not slide-plug doors), single-leaf front and double-leaf rear. Center-lowered axles (50 pairs for all the Olympic electric buses) are presented to BPT by German ZF as an act of promotion and support to eco-friendly vehicles and the Olympics. Alloy wheels are from ALCOA which also equipped a few JNP6120GC units and DD6129S31 (Bafangda).

A prototype BK6122EV3 (Fleet No. 8050) and its sibling BK6122EV (Fleet No. 8049), with different face and inward-swinging doors, debuted a few years before the Olympics. After some modifications had been placed, the mass-produced BK6122EV2 came out and were designated to Olympics lines after a short run-in period. During the Olympics, the electric buses offered services on Olympic Village Loop Line (inside the village), Media Shuttle Line (between the Media Village and the Main Press Center) and Center Olympic Area Loop Line. A recharge and maintenance center, which is now Beitucheng Bus Yard, was established in Olympic Sports Center. During the Olympics and Paralympics, these star buses received honorable praise from all their passengers for the very quiet operation, notably absorbing ride, efficient dual-mode air-conditioning and extraordinarily handsome livery “Auspicious Clouds” (Please search the internet for pictures) which has been removed from all units at the end of last year.

After the Games, although before it was said that some of the BK6122EV2s were to be transformed into trackless trolley buses (add “braids”), they stayed battery electric. In October 2008, some were assigned to Olympic Special Line 1, some were on Sightseeing Line 5 (now abolished), and Olympic Special Line 6, which was taken over by Trolleybus Division from Division 2. Now, some units are still serving on 81, the former Olympic Special Line 1, with Foton electric-hybrid buses, and 84, the former Olympic Special Line 6, while others are also prepared for dispatches.

In the picture, Fleet No. 8013 is found at Trolley-bus Maintenance Depot, in front of a workshop gate. It might be subject to a major malfunction and seems to be laid up for quite many days, since the right-side airbags are almost gone out of pressure completely and bricks are placed to support the leaning body. This is not the only BEVs in Beijing that drop out of service. Perhaps the appealing BEVs still need time to prove to be reliable, at least more reliable than the trolley-buses which they are replacing.

Trolley-bus Maintenance Depot is presided by BPT Maintenance Division. It is located at Fuchengmen Outer West Crossing, in the same yard with BPT Trolley-bus Division office buildings and employee residence area. The yard is generally called "Trolley-bus Maintenance Center". At present, TMD only offer repair and maintenance to trolley-buses, electric buses and hybrid buses.

This is undoubtedly a super star bus, BK6122EV2 12m low floor battery-electric city bus built by the already vanished Jinghua buses. Very few buses are fortunate enough to transport that many important passengers like BK6122EV2 did---BK6122EV2 is designed for the Olympics.

BK6122EV2 is the successor of BK6120EV, a not so successful low floor battery-electric bus that was drawn out of service (actually BK6120EVs rest for a much longer time than they run). As the respond to the promise of Green Olympics, BK6122EV2 was the solution to the eco-friendly transportation inside the Olympic Village and among the key centers and venues.

Electricity is stored in the Li-Mn battery packs, products of Citic Guoan MGL Battery Application Technologies, beneath the two longitudinal rows of passenger seats. Propulsion comes from a rated 100kW (134hp) AC traction motor made by CSR Zhuzhou Electric Locomotive Co., Ltd. The speed is controlled not only by the motor rotation; collaborating with the motor is a 3-speed automated mechanical transmission (AMT) gearbox, which is rarely seen on other electric buses (including trolley-buses). Recharged for 4 hours to the fullest capacity, the bus is able to cruise 190km (118miles) at 40km/h with pure zero emission. At the recharge station, the removable battery packs can be easily replaced by fully recharged ones within 20 minutes, so none of these units needs to stay in the recharge station during their batteries are being recharged.

The body exterior applies Jinghua’s newest, and also last, design, nicknamed “King Kong” from the “bellicose” headlights (and the rear lights, not shown in this picture). The face is deemed ugliest ever in Beijing public transportation history, for the reason that the headlight and the plate hollow vividly resemble a pair of glaring eyes and pouting mouse of a furious man, where the designer probably got inspired. Since designed for the Olympics, an important event requiring “luxury”, most of the windows remain tight, unlike other air conditioning buses these years. Very different from the majority of city buses in Beijing, BK6122EV2 has outward-sliding doors (not slide-plug doors), single-leaf front and double-leaf rear. Center-lowered axles (50 pairs for all the Olympic electric buses) are presented to BPT by German ZF as an act of promotion and support to eco-friendly vehicles and the Olympics. Alloy wheels are from ALCOA which also equipped a few JNP6120GC units and DD6129S31 (Bafangda).

A prototype BK6122EV3 (Fleet No. 8050) and its sibling BK6122EV (Fleet No. 8049), with different face and inward-swinging doors, debuted a few years before the Olympics. After some modifications had been placed, the mass-produced BK6122EV2 came out and were designated to Olympics lines after a short run-in period. During the Olympics, the electric buses offered services on Olympic Village Loop Line (inside the village), Media Shuttle Line (between the Media Village and the Main Press Center) and Center Olympic Area Loop Line. A recharge and maintenance center, which is now Beitucheng Bus Yard, was established in Olympic Sports Center. During the Olympics and Paralympics, these star buses received honorable praise from all their passengers for the very quiet operation, notably absorbing ride, efficient dual-mode air-conditioning and extraordinarily handsome livery “Auspicious Clouds” (Please search the internet for pictures) which has been removed from all units at the end of last year.

After the Games, although before it was said that some of the BK6122EV2s were to be transformed into trackless trolley buses (add “braids”), they stayed battery electric. In October 2008, some were assigned to Olympic Special Line 1, some were on Sightseeing Line 5 (now abolished), and Olympic Special Line 6, which was taken over by Trolleybus Division from Division 2. Now, some units are still serving on 81, the former Olympic Special Line 1, with Foton electric-hybrid buses, and 84, the former Olympic Special Line 6, while others are also prepared for dispatches.

In the picture, Fleet No. 8012 on Line 84 is pulling in to Jimen Bridge South bus stop. These electric buses are the only operating buses in BPT that are bearing 4-digit fleet numbers, where digit 8 still stands for Trolleybus division. The bus type digit, the second digit, is absent owing to the lack of a number that stands for electric buses. The second snow this year, which had been much earlier than most years’ first snow, had fallen from the sky all over the night, blanketing everything with at least 20cm thick snow. Meanwhile, the leaves of most trees have not withered yet.

A King Long built XMQ6125G 12m low floor diesel bus, the third batch in BPT

King Long is all the time a satisfying partner of BPT, and no wonder the company won big orders for vehicles before the Olympics.

Although carrying the same engine, a 225hp Cummins ISBe 225B Euro IV diesel engine, and the same gearbox, Allison T270R 6AT with integrated retarder, the second version features a very distinguishable exterior design from that of the first version, a model that only belongs to Division 4. Nearly all exterior components except the headlights are new designs, from fog lights to side information windows. The interior follows the BPT ordered design, making all models joining BPT in this period hard to be recogized inside. Interior quality is a little above the average, thanks to King Long's fairly strict quality standards, which, however, had no choice but to compromise with the the urgency of the order---the new units must be left enough run-in time before they served the Olympics. Both doors are still narrower than those on most other low floor buses, and the larger glass area did not help to offset the disadvantage.

XMQ6125G's mid floor counterpart, the third batch coming a few months after the low floor version, features the exactly same exterior and interior. The second batch XMQ6125Gs are originally designated in Division 4, 5, Trolley-buses, and Double-deckers. Trolley-bus division does not operate them anymore after transferring all to Division 5 and Division 6 received some from Double-deckers.

In the picture, Fleet No. 53218 (Division 5, diesel rigid bus, code 218) on Line 648 is passing Dawang Bridge on east extended Chang'an Avenue from west to east. Line 648 also connects east downtown Beijing to suburb district Tongzhou's polulated area. Unlike Line 667, Line 648 does not use Jingtong Expressway; it has more stops on Chaoyang Road and side road of Beijing-Harbin Expressway.

Looking towards the Belshotmuir outstation for Hutchison of Overtown (Hutchison Coaches).

Pictured are two Volvo Wright Renowns, replicating both Y181BGB & Y182BGB of the real life Hutchison, painted in a different livery for the Queens Jubilee. Both 181 & 182 would see further work with First Glasgow following their takeover of Hutchison’s, and 182 survives now in preservation - kept at the Glasgow Vintage Vehicle Trust (GVVT) at Bridgeton, having been repainted into as new state with the livery shown here.

To the right rear side is an Optare Delta, painted into the standard Hutchison livery, including Buggy Bus signage. This model was used as a stand in for the Optare Vecta & Excels used by the real company. Unfortunately I’ve found it impossible so far to get my hands on an Excel kit, however I feel the Delta does the job pretty well.

To right left side is a Super Low Floor Dennis Dart, again painted into the standard livery complete with Buggy Bus stickers. This model is also used as a stand in for a different bus type used in reality - that being an ALX300 with VRM - X304 JGE.

All models pictured are code 3 conversions of standard EFE releases. All have been dismantled, stripped and repainted (including interior detailing) and completed with a mixture of Sunrise & custom commissioned water slide transfers. All work is my own.

An AUV BJ6123C7C4D 12m low floor diesel-electric hybrid city bus built by Foton in Beijing

The city of Beijing has a large collection of superstar buses and coaches in the country. Among the latest superstar buses, BJ6123C7C4D is boosting Beijing onto the top of the list for hybrid bus operating city. After the Olympics, Beijing continued its Green Public Transport concept and an 800 hybrid buses contract was put out by BPT. As the leading commercial vehicle manufacturer and the pioneer hybrid bus builder with 30 vehicles operating in Guangzhou, Foton, a Beijing-based corporation, won the 800 vehicles tender. (Note: At first the tender included 500 complete buses and 300 chassis to be completed by Jinghua; however, since Jinghua diminished, 800 complete buses were all designated to be built by Foton.)

BJ6123C7C4D shares the same face with BJ6126 series coaches and the tail from some other Foton city buses. The exterior is a pure Chinese design without any similarities with any other buses. Although original, the face is always commented as "innocent" or "confused" by bus fans. The low floor, accessible bus is equipped with wide doors and big windows; due to the sloped windscreen, the twin-leaf front door is of non-symmetrical design, although basically useless. The interior remains identical to those of all new low floor buses in Beijing since 2008. An innovation is the glass which keeps the embarking passengers through the front door completely from invading the driver’s cockpit with heads or arms.

BJ6123C7C4D adopts a parallel diesel-electric hybrid system and the essential hybrid system from Eaton presents. Propulsion from the Cummins ISBe+225B 225hp Euro IV diesel engines drives the Eaton AMT (Automatic Mechanical Transmission) gearbox. Between the automatic clutch and the gearbox fits a permanent magnetic synchronous motor (PMSM) from Eaton with 44kW peak power and 26kW continuous power. Electricity collected from decelerating and braking is stored in the Li-Mn, non-plug-in-rechargeable battery packs, products of Citic Guoan MGL, beneath the last row of passenger seats instead of on the roof. An Eaton control unit commands the entire hybrid system.

The bus is propelled by the motor alone when speed is below 20km/h while the diesel engine takes over the job when speed exceeds. As the result, the bus accelerates from still with a sound very similar to that of an AC trolley-bus. ZF axles provide comfortable rides but unfortunately, due to the AMT gearbox, the gear shifting is not as smoothly as those AT buses do so that Passengers are able to feel the presence of the slight dashes. In general, with the advertisements and the working theory introductions posted in and outside the bus, passengers rate BK6123C7C4D a high score.

In the picture, Fleet No. 88106 (Trolley-buses Division, hybrid or dual-power bus, code 106) is pulling into National Gymnasium stop. In the background is the Inner-continental Hotel, Main Press Center during the 2008 Beijing Olympic Games, at the core of the Olympic Central Zone. Fleet No. 88106 is the second batch BJ6123C7C4D coming right after the first batch. Small modifications, like the absence of folding seats in the wheelchair area and the outside lamps above the doors, can be observed and people may distinguish the two batches from exterior.

The first and second batches of BJ6123C7C4Ds are all assigned to Trolley-buses Division and the third batch, 200 units are for Division 3 and Division 6 in replacement of the retired 1999 BK6111CNG. The fourth batch is coming soon, so please expect all diesel rigid buses of Trolley-buses Division to be replaced by either battery-electric or hybrid-electric buses. Trolley-buses Division is going green!

>>>Updates: Fleet No. 88106 is now on Line 117. At present Line 81 still has Foton AUVs, but the main force is King Long XMQ6127GH1 hybrid buses.

A CJ6180GCH 18m low entry rear-engine articulated bus build by Changjiang-Bus-Corporation (CBC)-Iveco on an Iveco chassis

CJ6180GCH is the first mass-produced step-less articulated bus in China. This model is generally considered specially-developed for Beijing BRT Line 1 opened in the end of 2005---indeed, the only 50 units of CJ6180GCH are all assigned to that line.

The chassis of CJ6180GCH (also the chassis model) is introduced by CBC from Iveco Buses, now part of Irisbus. Derived from the well-established Iveco 391, CJ6180GCH chassis is not a completely original 391---most European Iveco 391s apply a rear-mounted transverse engine, while CJ6180GCH applies the T-drive design (rear-center-mounted, longitudinal engine), due to the inexperience of manufacture and maintenance related to transverse engines. The power train consists of an Iveco F2BE0682F*B 310hp Euro III diesel engine and a ZF 5HP502C 5AT gearbox with integrated retarder. All axles are Iveco products, although the conventional driving axle is uncommon on city buses in Iveco’s homeland. The linkage between the sections is no wonder a German-made Hübner electronically-controlled hydraulic articulation bogie. In general, the EuroRider provides a comfortable ride implied in its name.

CBC acquired the exterior pattern of Marcopolo Gran Viale by the contract of Marcopolo minibus manufacture; then CBC created a duet of Iveco chassis and Marcopolo body on CJ6180GCH. The three doors are on the left side, but the first and the second doors are a little narrower than the third. As the result of longitudinal engine arrangement, the step-less area ends at the rear axle---two steps lead to the raised floor behind the third door. However, wheelchair space and baby seats are both available. All destination displays outside are magnetic, presenting the origin, an arrow, and the terminal or “Short-line” plus the actual terminal. On the back of the side destination displays installed the electronic station indicators inside the passenger cabin. Notice the windows of CJ6180GCH is tinted brown---from 2006, tinted windows no longer appears on new buses in Beijing, reason unknown.

With CBC diminished and Iveco joined Irisbus, CJ6180GCH has gone out of production, and the 50 in Beijing are carefully treasured".

In the picture, Fleet No. B004? (BRT buses, code 004?, actually operated by Division 2) is captured on Yongdingmen (Gate Yongding) Bridge over the South 2nd Ring Road. The antique architecture in the background is the rebuilt Gate Yongding. Gate Yongding is on the southern part of the outer city wall (demolished), along the vertical (North to South) symmetrical line of the Beijing old town. Hundreds years ago, exiting Gate Yongding meant exiting the city.

For information about Beijing BRT Line 1, please refer to:

An AUV BJ6123C7C4D 12m low floor diesel-electric hybrid city bus built by Foton in Beijing

The city of Beijing has a large collection of superstar buses and coaches in the country. Among the latest superstar buses, BJ6123C7C4D is boosting Beijing onto the top of the list for hybrid bus operating city. After the Olympics, Beijing continued its Green Public Transport concept and an 800 hybrid buses contract was put out by BPT. As the leading commercial vehicle manufacturer and the pioneer hybrid bus builder with 30 vehicles operating in Guangzhou, Foton, a Beijing-based corporation, won the 800 vehicles tender. (Note: At first the tender included 500 complete buses and 300 chassis to be completed by Jinghua; however, since Jinghua diminished, 800 complete buses were all designated to be built by Foton.)

BJ6123C7C4D shares the same face with BJ6126 series coaches and the tail from some other Foton city buses. The exterior is a pure Chinese design without any similarities with any other buses. Although original, the face is always commented as "innocent" or "confused" by bus fans. The low floor, accessible bus is equipped with wide doors and big windows; due to the sloped windscreen, the twin-leaf front door is of non-symmetrical design, although basically useless. The interior remains identical to those of all new low floor buses in Beijing since 2008. An innovation is the glass which keeps the embarking passengers through the front door completely from invading the driver’s cockpit with heads or arms.

BJ6123C7C4D adopts a parallel diesel-electric hybrid system and the essential hybrid system Eaton presents. Propulsion from the Cummins ISBe+225B 225hp Euro IV diesel engines drives the Eaton AMT (Automatic Mechanical Transmission) gearbox. Between the automatic clutch and the gearbox fits a permanent magnetic synchronous motor (PMSM) from Eaton with 44kW peak power and 26kW continuous power. Electricity collected from decelerating and braking is stored in the Li-Mn, non-plug-in-rechargeable battery packs, products of Citic Guoan MGL, beneath the last row of passenger seats instead of on the roof. An Eaton control unit commands the entire hybrid system.

The bus is propelled by the motor alone when speed is below 20km/h while the diesel engine takes over the job when speed exceeds. As the result, the bus accelerates from still with a sound very similar to that of an AC trolley-bus. ZF axles provide comfortable rides but unfortunately, due to the AMT gearbox, the gear shifting is not as smoothly as those AT buses do so that passengers are able to feel the presence of the slight dashes. In general, with the advertisements and the working theory introductions posted in and outside the bus, passengers rate BK6123C7C4D a high score.

In the picture, Fleet No. 68132 (Division 6, hybrid or dual-power bus, code 006) has just unloaded all passengers at its last stop, Baiyun Road (White Cloud Road), to the south of Baiyun Road Crossing on the West Chang'an Avenue. Although Line 114 and Line 308 park most of their buses along the street during the short break before going back to the origin station, a small parking lot accommodating no more than 5 buses is prepared for the two lines. Similar to trolley-buses on Line 114, Line 308 buses make a right turn from the West Chang'an Avenue to Baiyun Road. After the short break at Baiyun Road terminal, they make a loop back to Muxidi, turn left and head west for Yamenkou where they start their shift.

A JNP6120GC 12m low-floor CNG city bus made by Youngman-Neoplan in Jinhua, Zhejiang

JNP6120GC is generally considered as the Chinese version of Neoplan Centroliner N4516 CNG. Powered by an Iveco F4BE0641A*G 200hp CNG engine and equipped with an Allison T270R 6AT gearbox with integrated retarder, this bus is among the majority of Beijing non-step CNG buses. The center-lowered axles are from ZF. Owing to the Neoplan quality and styling, JNP6120GC is commended to be one of the most reliable and stylish buses by both drivers and fans.

Compared to the 2nd version, 1st version of JNP6120GC, has larger windows, original Neoplan doors and original tail design. The roof arrangement is also more comfortable---the larger, thicker CNG vessel cover and the long air conditioner look balanced on the roof. The interior features a black mirror with a blue, luminous Neoplan logo. Most importantly, 1st version's quality is far beyond match.

In the picture, Fleet No. 47444 (Division 4, CNG bus, code 444) on Line 26 has just pulled out of Baiyun Road (White Cloud Road) stop to the south of Baiyun Road crossing on the West Chang'an Avenue. Baiyun Road crossing separates Sanlihe East Road to the north and Baiyun Road to the south. Line 26, 45, 80 (former 650), and 319 cross the West Chang'an Avenue at Baiyun Road crossing. The widely-favored travel spot China Capital Museum lies right next to the Baiyun Road west-side stop.

An AUV BJ6123C7C4D 12m low floor diesel-electric hybrid city bus built by Foton in Beijing

The city of Beijing has a large collection of superstar buses and coaches in the country. Among the latest superstar buses, BJ6123C7C4D is boosting Beijing onto the top of the list for hybrid bus operating city. After the Olympics, Beijing continued its Green Public Transport concept and an 800 hybrid buses contract was put out by BPT. As the leading commercial vehicle manufacturer and the pioneer hybrid bus builder with 30 vehicles operating in Guangzhou, Foton, a Beijing-based corporation, won the 800 vehicles tender. (Note: At first the tender included 500 complete buses and 300 chassis to be completed by Jinghua; however, since Jinghua diminished, 800 complete buses were all designated to be built by Foton.)

BJ6123C7C4D shares the same face with BJ6126 series coaches and the tail from some other Foton city buses. The exterior is a pure Chinese design without any similarities with any other buses. Although original, the face is always commented as "innocent" or "confused" by bus fans. The low floor, accessible bus is equipped with wide doors and big windows; due to the sloped windscreen, the twin-leaf front door is of non-symmetrical design, although basically useless. The interior remains identical to those of all new low floor buses in Beijing since 2008. An innovation is the glass which keeps the embarking passengers through the front door completely from invading the driver’s cockpit with heads or arms.

BJ6123C7C4D adopts a parallel diesel-electric hybrid system and the essential hybrid system from Eaton presents. Propulsion from the Cummins ISBe+225B 225hp Euro IV diesel engines drives the Eaton AMT (Automatic Mechanical Transmission) gearbox. Between the automatic clutch and the gearbox fits a permanent magnetic synchronous motor (PMSM) from Eaton with 44kW peak power and 26kW continuous power. Electricity collected from decelerating and braking is stored in the Li-Mn, non-plug-in-rechargeable battery packs, products of Citic Guoan MGL, beneath the last row of passenger seats instead of on the roof. An Eaton control unit commands the entire hybrid system.

The bus is propelled by the motor alone when speed is below 20km/h while the diesel engine takes over the job when speed exceeds. As the result, the bus accelerates from still with a sound very similar to that of an AC trolley-bus. ZF axles provide comfortable rides but unfortunately, due to the AMT gearbox, the gear shifting is not as smoothly as those AT buses do so that Passengers are able to feel the presence of the slight dashes. In general, with the advertisements and the working theory introductions posted in and outside the bus, passengers rate BK6123C7C4D a high score.

In the picture, Fleet No. 88155 (Trolley-buses Division, hybrid or dual-power bus, code 155) is captured Sijiqing Bridge. Fleet No. 88155 is the first batch BJ6123C7C4D; Folding seats in the wheelchair area and the outside lamps above the doors are the apparent distinctions between the first and the following batches.

The first and second batches of BJ6123C7C4Ds are all assigned to Trolley-buses Division and Line 61 is among the first four lines in Beijing operated by mass-produced diesel-electric hybrid buses. The third batch, 200 units are for Division 3 and Division 6 in replacement of the retired 1999 BK6111CNG. The fourth batch is also replacing the fleets of lines taken over by Trolley-buses Division in late January. Now most diesel rigid buses of Trolley-buses Division are either battery-electric or hybrid-electric buses. Trolley-buses Division is going green!

This is undoubtedly a super star bus, BK6122EV2 12m low floor battery-electric city bus built by the already vanished Jinghua buses. Very few buses are fortunate enough to transport that many important passengers like BK6122EV2 did---BK6122EV2 is designed for the Olympics.

BK6122EV2 is the successor of BK6120EV, a not so successful low floor battery-electric bus that was drawn out of service (actually BK6120EVs rest for a much longer time than they run). As the respond to the promise of Green Olympics, BK6122EV2 was the solution to the eco-friendly transportation inside the Olympic Village and among the key centers and venues.

Electricity is stored in the Li-Mn battery packs, products of Citic Guoan MGL Battery Application Technologies, beneath the two longitudinal rows of passenger seats. Propulsion comes from a rated 100kW (134hp) AC traction motor made by CSR Zhuzhou Electric Locomotive Co., Ltd. The speed is controlled not only by the motor rotation; collaborating with the motor is a 3-speed automated mechanical transmission (AMT) gearbox, which is rarely seen on other electric buses (including trolley-buses). Recharged for 4 hours to the fullest capacity, the bus is able to cruise 190km (118miles) at 40km/h with pure zero emission. At the recharge station, the removable battery packs can be easily replaced by fully recharged ones within 20 minutes, so none of these units needs to stay in the recharge station during their batteries are being recharged.

The body exterior applies Jinghua’s newest, and also last, design, nicknamed “King Kong” from the “bellicose” headlights (and the rear lights, not shown in this picture). The face is deemed ugliest ever in Beijing public transportation history, for the reason that the headlight and the plate hollow vividly resemble a pair of glaring eyes and pouting mouse of a furious man, where the designer probably got inspired. Since designed for the Olympics, an important event requiring “luxury”, most of the windows remain tight, unlike other air conditioning buses these years. Very different from the majority of city buses in Beijing, BK6122EV2 has outward-sliding doors (not slide-plug doors), single-leaf front and double-leaf rear. Center-lowered axles (50 pairs for all the Olympic electric buses) are presented to BPT by German ZF as an act of promotion and support to eco-friendly vehicles and the Olympics. Alloy wheels are from ALCOA which also equipped a few JNP6120GC units and DD6129S31 (Bafangda).

A prototype BK6122EV3 (Fleet No. 8050) and its sibling BK6122EV (Fleet No. 8049), with different face and inward-swinging doors, debuted a few years before the Olympics. After some modifications had been placed, the mass-produced BK6122EV2 came out and were designated to Olympics lines after a short run-in period. During the Olympics, the electric buses offered services on Olympic Village Loop Line (inside the village), Media Shuttle Line (between the Media Village and the Main Press Center) and Center Olympic Area Loop Line. A recharge and maintenance center, which is now Beitucheng Bus Yard, was established in Olympic Sports Center. During the Olympics and Paralympics, these star buses received honorable praise from all their passengers for the very quiet operation, notably absorbing ride, efficient dual-mode air-conditioning and extraordinarily handsome livery “Auspicious Clouds” (Please search the internet for pictures) which has been removed from all units at the end of last year.

After the Games, although before it was said that some of the BK6122EV2s were to be transformed into trackless trolley buses (add “braids”), they stayed battery electric. In October 2008, some were assigned to Olympic Special Line 1, some were on Sightseeing Line 5 (now abolished), and Olympic Special Line 6, which was taken over by Trolleybus Division from Division 2. Now, some units are still serving on 81, the former Olympic Special Line 1, with Foton electric-hybrid buses, and 84, the former Olympic Special Line 6, while others are also prepared for dispatches.

In the picture, Fleet No. 8047 (Trolley-buses Division, electric bus, code 047) on Line 81 is proceeding along Lincui Road heading south for Lincui Bridge on North 5th Ring Road. Line 81 is derived from Olympic Special Bus Line 1, but goes more northward reaching the residential communities around Baoshengli area. Less than five BEVs appear on Line 81. They dedicate themselves to Line 84 where no conventional fuel vehicles lend force to the electric super stars.

A type BJ6123C7BTD 12m-class (11,700mm, 38.4 ft.) low-floor CNG bus built by BAIC (Beijing Automotive Industry Holding Co., Ltd.) Foton under AUV trademark.

BJ6123C7BTD is the first CNG bus that Foton introduced in Beijing, and is proved to be a successful trial. BJ6123C7BTD is one of the four latest CNG low floor bus models of BPT, first debut in November 2011. Debut around the same time were Yutong ZK6120HNG2, Ankai HFF6121G15C and 3rd-generation Youngman JNP6120GC. Foton and (10 units of) Yutong models are powered by Yuchai (Yulin Diesel) YC6L240N-50 8.4L 240PS (177kW, 237hp) Euro V natural gas engine. On BJ6123C7BTD, Voith D854.3 transmission is selected while the other two are equipped with Allison T270R. Like all other low-floor CNG rigid buses, it is considerably shorter than 12m-class diesel buses for unknown reasons.

The power train delivers a very smooth acceleration and when cruising the bus is quiet and free of excessive vibration. In comparison with the 200PS CNG buses introduced in 2007, the extra 40PS does improve performance when the bus is under full load or going up slopes.

An AUV BJ6123C7C4D 12m low floor diesel-electric hybrid city bus built by Foton in Beijing

The city of Beijing has a large collection of superstar buses and coaches in the country. Among the latest superstar buses, BJ6123C7C4D is boosting Beijing onto the top of the list for hybrid bus operating city. After the Olympics, Beijing continued its Green Public Transport concept and an 800 hybrid buses contract was put out by BPT. As the leading commercial vehicle manufacturer and the pioneer hybrid bus builder with 30 vehicles operating in Guangzhou, Foton, a Beijing-based corporation, won the 800 vehicles tender. (Note: At first the tender included 500 complete buses and 300 chassis to be completed by Jinghua; however, since Jinghua diminished, 800 complete buses were all designated to be built by Foton.)

BJ6123C7C4D shares the same face with BJ6126 series coaches and the tail from some other Foton city buses. The exterior is a pure Chinese design without any similarities with any other buses. Although original, the face is always commented as "innocent" or "confused" by bus fans. The low floor, accessible bus is equipped with wide doors and big windows; due to the sloped windscreen, the twin-leaf front door is of non-symmetrical design, although basically useless. The interior remains identical to those of all new low floor buses in Beijing since 2008. An innovation is the glass which keeps the embarking passengers through the front door completely from invading the driver’s cockpit with heads or arms.

BJ6123C7C4D adopts a parallel diesel-electric hybrid system and the essential hybrid system from Eaton presents. Propulsion from the Cummins ISBe+225B 225hp Euro IV diesel engines drives the Eaton AMT (Automatic Mechanical Transmission) gearbox. Between the automatic clutch and the gearbox fits a permanent magnetic synchronous motor (PMSM) from Eaton with 44kW peak power and 26kW continuous power. Electricity collected from decelerating and braking is stored in the Li-Mn, non-plug-in-rechargeable battery packs, products of Citic Guoan MGL, beneath the last row of passenger seats instead of on the roof. An Eaton control unit commands the entire hybrid system.

The bus is propelled by the motor alone when speed is below 20km/h while the diesel engine takes over the job when speed exceeds. As the result, the bus accelerates from still with a sound very similar to that of an AC trolley-bus. ZF axles provide comfortable rides but unfortunately, due to the AMT gearbox, the gear shifting is not as smoothly as those AT buses do so that Passengers are able to feel the presence of the slight dashes. In general, with the advertisements and the working theory introductions posted in and outside the bus, passengers rate BK6123C7C4D a high score.

In the picture, Fleet No. 88061 (Trolley-buses Division, hybrid or dual-power bus, code 061) is captured on Minzhuang Road in Northeastern Beijing. Fleet No. 88061 is the first batch BJ6123C7C4D; Folding seats in the wheelchair area and the outside lamps above the doors are the apparent distinctions between the first and the following batches.

The first and second batches of BJ6123C7C4Ds are all assigned to Trolley-buses Division and Line 528 is among the first four lines in Beijing operated by mass-produced diesel-electric hybrid buses. The third batch, 200 units are for Division 3 and Division 6 in replacement of the retired 1999 BK6111CNG. The fourth batch is also replacing the fleets of lines taken over by Trolley-buses Division in late January. Now most diesel rigid buses of Trolley-buses Division are either battery-electric or hybrid-electric buses. Trolley-buses Division is going green!

An AUV BJ6123C7C4D 12m low floor diesel-electric hybrid city bus built by Foton in Beijing

The city of Beijing has a large collection of superstar buses and coaches in the country. Among the latest superstar buses, BJ6123C7C4D is boosting Beijing onto the top of the list for hybrid bus operating city. After the Olympics, Beijing continued its Green Public Transport concept and an 800 hybrid buses contract was put out by BPT. As the leading commercial vehicle manufacturer and the pioneer hybrid bus builder with 30 vehicles operating in Guangzhou, Foton, a Beijing-based corporation, won the 800 vehicles tender. (Note: At first the tender included 500 complete buses and 300 chassis to be completed by Jinghua; however, since Jinghua diminished, 800 complete buses were all designated to be built by Foton.)

BJ6123C7C4D shares the same face with BJ6126 series coaches and the tail from some other Foton city buses. The exterior is a pure Chinese design without any similarities with any other buses. Although original, the face is always commented as "innocent" or "confused" by bus fans. The low floor, accessible bus is equipped with wide doors and big windows; due to the sloped windscreen, the twin-leaf front door is of non-symmetrical design, although basically useless. The interior remains identical to those of all new low floor buses in Beijing since 2008. An innovation is the glass which keeps the embarking passengers through the front door completely from invading the driver’s cockpit with heads or arms.

BJ6123C7C4D adopts a parallel diesel-electric hybrid system and the essential hybrid system Eaton presents. Propulsion from the Cummins ISBe+225B 225hp Euro IV diesel engines drives the Eaton AMT (Automatic Mechanical Transmission) gearbox. Between the automatic clutch and the gearbox fits a permanent magnetic synchronous motor (PMSM) from Eaton with 44kW peak power and 26kW continuous power. Electricity collected from decelerating and braking is stored in the Li-Mn, non-plug-in-rechargeable battery packs, products of Citic Guoan MGL, beneath the last row of passenger seats instead of on the roof. An Eaton control unit commands the entire hybrid system.

The bus is propelled by the motor alone when speed is below 20km/h while the diesel engine takes over the job when speed exceeds. As the result, the bus accelerates from still with a sound very similar to that of an AC trolley-bus. ZF axles provide comfortable rides but unfortunately, due to the AMT gearbox, the gear shifting is not as smoothly as those AT buses do so that passengers are able to feel the presence of the slight dashes. In general, with the advertisements and the working theory introductions posted in and outside the bus, passengers rate BK6123C7C4D a high score.

In the picture, Fleet No. 88295 (Trolley-buses Division, hybrid or dual-power bus, code 295) has just pulled out from Baishiqiao East stop across from Capital Gymnasium, a refurbished architecture with a style of 1960s. Fleet No. 88295 is the second batch BJ6123C7C4D coming right after the first batch. Small modifications, like the absence of folding seats in the wheelchair area and the outside lamps above the doors, can be observed and people may distinguish the two batches from exterior.

The first and second batches of BJ6123C7C4Ds are all assigned to Trolley-buses Division and the third batch, 200 units are for Division 3 and Division 6 in replacement of the retired 1999 BK6111CNG. The fourth batch is coming soon, so please expect all diesel rigid buses of Trolley-buses Division to be replaced by either battery-electric or hybrid-electric buses. Trolley-buses Division is going green!

>>>Updates: In July 2010, Line 601 is renumbered Line 87. Route, fare and fleet remain unchanged.

A Youngman Neoplan JNP6120GHP-1 12m low floor diesel-electric hybrid city bus

Neoplan version of "Beijing hybrid city buses", with its sibling King Long XMQ6127GH1, is the newest hybrid buses in Beijing, helping the number of operating hybrid buses in Beijing hit 860 in Spring 2010.

JNP6120GHP-1 inherit the modified Centroliner exterior from the "tail-lifted" diesel version. Tail design is completely different from the original Centroliner, featuring Euroliner tail lights instead. Handrails on the passenger doors are curved, but the door lock is at the bottom. Youngman also drop off the door-open indicator in front of the rear door. The interior remains identical to those of all new low floor buses in Beijing since 2008. The driver’s cockpit shielding glass becomes standard on BPT's new buses. No folding seats are placed on the wheelchair area.

Same as BJ6123C7C4D, JNP6120GHP-1 adopts a parallel diesel-electric hybrid system and the essential hybrid system from Eaton presents. Propulsion from the Cummins ISBe+225B 225hp Euro IV diesel engines drives the Eaton AMT (Automatic Mechanical Transmission) gearbox. Between the automatic clutch and the gearbox fits a permanent magnetic synchronous motor (PMSM) from Eaton with 44kW peak power and 26kW continuous power. Electricity collected from decelerating and braking is stored in the Li-Mn, non-plug-in-rechargeable battery packs, products of Citic Guoan MGL, beneath the last row of passenger seats instead of on the roof. An Eaton control unit commands the entire hybrid system.

The bus is propelled by the motor alone when speed is below 20km/h while the diesel engine takes over the job when speed exceeds. As the result, the bus accelerates from still with a sound very similar to that of an AC trolley-bus. ZF axles provide comfortable rides but unfortunately, due to the AMT gearbox, the gear shifting is not as smoothly as those AT buses do so that passengers are able to feel the presence of the slight dashes. But overall, XMQ6120GHP-1 is remarkable, although neither design or quality is comparable to the first batch of diesel JNP6120G-1. In addition, not a single Neoplan badge appear on the hybrid bus; some people become reluctant to call it a Neoplan.

In the picture, Fleet No. 88644 (Trolley-buses Division, hybrid or dual-power bus, code 644) on Line 425 is proceeding to Lincui Road - Datun Road Crossing. This is the west-end of Datun Road semi-underground tunnel which passes underneath the Olympic Green. Lines 425 use the tunnel without stops from the east-end Baofang stop. In total 40 JNP6120GHP-1s are in operation, all assigned to Line 425. Line 425 is dominated by Hybrid Neoplans with a few Fotons. In early 2008, Line 425 had its 1st version JNP6120G-1 diesel rigids replaced by 15.6m articulated buses; two years later, Neoplans come back and this time, hybrid!

Two King Long XMQ6127GH1 12m low floor diesel-electric hybrid city buses

King Long version of "Beijing hybrid city buses", with its sibling Youngman Neoplan JNP6120GHP-1, is the newest hybrid buses in Beijing, helping the number of operating hybrid buses in Beijing hit 860 in Spring 2010.

XMQ6127G series has the latest, and also the best-loved exterior design of King Long's city buses, clear while stylish. Regretfully, the low floor, accessible bus has small windows and not enough wide doors. The interior remains identical to those of all new low floor buses in Beijing since 2008. The driver’s cockpit shielding glass becomes standard on BPT's new buses. Only the basic equipments are selected; folding seats in wheelchair area and outside wheelchair calling button are given up.

Same as BJ6123C7C4D, XMQ6127GH1 adopts a parallel diesel-electric hybrid system and the essential hybrid system from Eaton presents. Propulsion from the Cummins ISBe+225B 225hp Euro IV diesel engines drives the Eaton AMT (Automatic Mechanical Transmission) gearbox. Between the automatic clutch and the gearbox fits a permanent magnetic synchronous motor (PMSM) from Eaton with 44kW peak power and 26kW continuous power. Electricity collected from decelerating and braking is stored in the Li-Mn, non-plug-in-rechargeable battery packs, products of Citic Guoan MGL, beneath the last row of passenger seats instead of on the roof. An Eaton control unit commands the entire hybrid system.

The bus is propelled by the motor alone when speed is below 20km/h while the diesel engine takes over the job when speed exceeds. As the result, the bus accelerates from still with a sound very similar to that of an AC trolley-bus. ZF axles provide comfortable rides but unfortunately, due to the AMT gearbox, the gear shifting is not as smoothly as those AT buses do so that passengers are able to feel the presence of the slight dashes. But overall, XMQ6127GH1 is remarkable thanks to King Long's quality.

In the picture, Fleet No. 88611 (Trolley-buses Division, hybrid or dual-power bus, code 611) and one of its companion on the same line are waiting for the green signal at Lincui Road - Kehui Road Crossing next to the Olympic Village. In total 20 XMQ6127GH1s are in operation, all assigned to Line 81. Line 81 is derived from Olympic Special Bus Line 1, but goes more northward reaching the residential communities around Baoshengli area. The farthest one in the line is a BK6120N2 on Line 510.

A JNP6180G low floor, rear-engine articulated bus built by Youngman Neoplan in Jinhua, Zhejiang

The JNP6180Gs on BRT Line 1 are the first version of Neoplan 18m articulated buses in Beijing, and are also known as “BRT1 version” or “left-side-door version”.

JNP6180G is generally considered to be the Chinese version of Neoplan Centroliner N4521. Most exterior details follow the original design from Neoplan except for the sloped “forehead’, the information window above the front windscreen, which distinguishes JNP6180Gs from JNP6180G-1s. Power comes from an upright, inline 6-cylinder Iveco F2BE0682F*B 310hp Euro III diesel engine; Transmission is done by an advanced German ZF 5HP502C 5AT gearbox with integrated retarder. The three axles are center-lowered models from ZF. Linking the two sections is a German-made Hübner electronically-controlled hydraulic articulation bogie designed especially for step-less articulated buses.

Left side doors are a special feature on the street. First two doors, close next to each other, are placed between the first two axles; rear door with a wheelchair ramp is right behind the articulation part. All the entrances are step-less. For the absence of door on the front overhang, two seats make up the space to the right of the driver’s cockpit. All destination displays outside are magnetic, presenting the origin, an arrow, and the terminal or “Short-line” plus the actual terminal. On the back of the side destination displays installed the electronic station indicators inside the passenger cabin. Station indicators are not the only passenger-friendly equipment inside. Wheelchair space and baby seats are also accessible. The air conditioner has all-over-roof vents, providing moderate air flow. Only BRT articulated buses in Beijing is air conditioned---there are two experimental articulated buses are air conditioned, but out of service. The full-heel-hub-covers are replaced by simple stainless steel half covers on most units.

In the picture, Fleet No. B0090 (BRT buses, code 0090, actually operated by Division 2) has just pulled out of the origin station Qianmen (Zhengyang Gate) in the heart of Beijing to the South of Tian’anmen Square. After the left turn from the BRT-only station the bus will be on Meishijie (Coal Market Street), where no BRT exclusive lane is separated. When BRT Line 1 opened there were only 50 CJ6180GCH EuroRiders. The delivery of 60 JNP6180Gs put an end to the restless temporary dispatches of other regular buses with doors on the right. Since the 60 BRT1 version JNP6180Gs are the first Youngman-Neoplan articulated buses in Beijing, the quality is beyond doubt; the high evaluation foretold the dominating success of Youngman-Neoplan articulated buses on Beijing BRT Lines.

For information about Beijing BRT Line 1, please refer to:

A CJ6180GCH 18m low entry rear-engine articulated bus build by Changjiang-Bus-Corporation (CBC)-Iveco on an Iveco chassis

CJ6180GCH is the first mass-produced step-less articulated bus in China. This model is generally considered specially-developed for Beijing BRT Line 1 opened in the end of 2005---indeed, the only 50 units of CJ6180GCH are all assigned to that line.

The chassis of CJ6180GCH (also the chassis model) is introduced by CBC from Iveco Buses, now part of Irisbus. Derived from the well-established Iveco 391, CJ6180GCH chassis is not a completely original 391---most European Iveco 391s apply a rear-mounted transverse engine, while CJ6180GCH applies the T-drive design (rear-center-mounted, longitudinal engine), due to the inexperience of manufacture and maintenance related to transverse engines. The power train consists of an Iveco F2BE0682F*B 310hp Euro III diesel engine and a ZF 5HP502C 5AT gearbox with integrated retarder. All axles are Iveco products, although the conventional driving axle is uncommon on city buses in Iveco’s homeland. The linkage between the sections is no wonder a German-made Hübner electronically-controlled hydraulic articulation bogie. In general, the EuroRider provides a comfortable ride implied in its name.

CBC acquired the exterior pattern of Marcopolo Gran Viale by the contract of Marcopolo minibus manufacture; then CBC created a duet of Iveco chassis and Marcopolo body on CJ6180GCH. The three doors are on the left side, but the first and the second doors are a little narrower than the third. As the result of longitudinal engine arrangement, the step-less area ends at the rear axle---two steps lead to the raised floor behind the third door. However, wheelchair space and baby seats are both available. All destination displays outside are magnetic, presenting the origin, an arrow, and the terminal or “Short-line” plus the actual terminal. On the back of the side destination displays installed the electronic station indicators inside the passenger cabin. Notice the windows of CJ6180GCH is tinted brown---from 2006, tinted windows no longer appears on new buses in Beijing, reason unknown.

With CBC diminished and Iveco joined Irisbus, CJ6180GCH has gone out of production, and the 50 in Beijing are carefully treasured".

In the picture, Fleet No. B0016 (BRT buses, code 0016, actually operated by Division 2) has just pulled out of the origin station Qianmen (Zhengyang Gate) in the heart of Beijing to the South of Tian’anmen Square. The 50 CJ6180GCH Euroriders are numbered B0001 to B0050. The prototype is actually a right-side-door version, but now it is believed to be one of the 50-unit fleet. 50 articulated buses were far away from the enormous flow along BRT Line 1---the dispatcher frequently borrowed a variety of regular buses from other lines in the beginning months of Line 1.

For information about Beijing BRT Line 1, please refer to:

Two JNP6120G-1 low-floor city bus made by Youngman-Neoplan in Jinhua, Zhejiang

On the left is a 1st batch (2007 version) while on the right is a 2nd batch (2008 version) JNP6120G-1. The twin share the same ISBe4 225B 225hp Euro IV engine, Allison T270R 6AT gearbox and ZF front RL-85A, rear AV-132 axles. Although both considered to be Chinese-version Neoplan Centroliner N4521, the 1st and 2nd version are obviously distinct from each other. From this picture, the difference between two tails is apparent. The older one applies the original design of Centroliner, while the newer one transplants the taillamps of previous generation Starliner beneath the Centroliner rear windscreen. For the newer version, on the left side, one more vent grille is added; on the right side, the grille becomes larger and is vertically corrugated. The size of side windows severely shrinks on the 2008 version, with lower edge raised above the back of the passenger seats. Livery is another difference: the light blue and silver are replaced by mild silver and dark silver respectively.

Interiors are completely different. 2007 version applies an original design from Neoplan with a blue, luminous "NEOPLAN" logo on the black-mirror above the front windscreen. Inside the newer version, people cannot find inside a Neoplan at all---not only the best-loved Neoplan logo is removed, but all Neoplan-feeling designs disappear. The interior is identical with that of the other new low floor buses ordered for the Olympics.

2007 version's quality is beyond doubt, but that of 2008 version is just about average. Actually, many bus fans are disappointing about the retrograding design and quality.

BPT only ordered 50 units of 2007 version (2007 version DD6129S06 also has 50), but hundreds of 2008 version and assigned them to Division 2, 3 and 7. The 50 units of 2007 version are all in Trolley-buses Division at first; when Trolley-buses Division had all its diesel rigids (charters excluded) replaced by hybrid ones, the 50 units are transferred to Xin'ao Division in late 2009 and to Division 2 in mid 2010.

The two units, left Fleet No. 23541 and right 23294 (BPT Division 2, diesel rigid bus, code 541 and 294) are both on Line 652. They have unloaded their passengers on Beijing South Railway Station Square Street to the west of this crossing; 23294 is having a short break while 23541 is looking for a space to have a break.

Line 652 is an artery connecting the urban area with Beijing Economical Technologies Development Area (BDA) in Yizhuang, southern suburb, via Beijing-Hong Kong-Macau highway. The line has two stops before entering highway and a series of stops inside BDA, ending at BDA public transport central station.

When Division 2 acquired the second-hand 2007 version Neoplans, it allocated the 30 units to Line 343, 352 and 652 while Line 652 has a few.

An AUV BJ6123C7C4D 12m low floor diesel-electric hybrid city bus built by Foton in Beijing

The city of Beijing has a large collection of superstar buses and coaches in the country. Among the latest superstar buses, BJ6123C7C4D is boosting Beijing onto the top of the list for hybrid bus operating city. After the Olympics, Beijing continued its Green Public Transport concept and an 800 hybrid buses contract was put out by BPT. As the leading commercial vehicle manufacturer and the pioneer hybrid bus builder with 30 vehicles operating in Guangzhou, Foton, a Beijing-based corporation, won the 800 vehicles tender. (Note: At first the tender included 500 complete buses and 300 chassis to be completed by Jinghua; however, since Jinghua diminished, 800 complete buses were all designated to be built by Foton.)

BJ6123C7C4D shares the same face with BJ6126 series coaches and the tail from some other Foton city buses. The exterior is a pure Chinese design without any similarities with any other buses. Although original, the face is always commented as "innocent" or "confused" by bus fans. The low floor, accessible bus is equipped with wide doors and big windows; due to the sloped windscreen, the twin-leaf front door is of non-symmetrical design, although basically useless. The interior remains identical to those of all new low floor buses in Beijing since 2008. An innovation is the glass which keeps the embarking passengers through the front door completely from invading the driver’s cockpit with heads or arms.

BJ6123C7C4D adopts a parallel diesel-electric hybrid system and the essential hybrid system from Eaton presents. Propulsion from the Cummins ISBe+225B 225hp Euro IV diesel engines drives the Eaton AMT (Automatic Mechanical Transmission) gearbox. Between the automatic clutch and the gearbox fits a permanent magnetic synchronous motor (PMSM) from Eaton with 44kW peak power and 26kW continuous power. Electricity collected from decelerating and braking is stored in the Li-Mn, non-plug-in-rechargeable battery packs, products of Citic Guoan MGL, beneath the last row of passenger seats instead of on the roof. An Eaton control unit commands the entire hybrid system.

The bus is propelled by the motor alone when speed is below 20km/h while the diesel engine takes over the job when speed exceeds. As the result, the bus accelerates from still with a sound very similar to that of an AC trolley-bus. ZF axles provide comfortable rides but unfortunately, due to the AMT gearbox, the gear shifting is not as smoothly as those AT buses do so that Passengers are able to feel the presence of the slight dashes. In general, with the advertisements and the working theory introductions posted in and outside the bus, passengers rate BK6123C7C4D a high score.

In the picture, Fleet No. 38044 (Division 3, hybrid or dual-power bus, code 044) is ready to pull into its final station Qianmen (Zhengyang Gate). The building in the background is the Memorial Hall of Chairman Mao on Tian'anmen Square. Fleet No. 33044 is the third batch BJ6123C7C4D. Small modifications, like the absence of folding seats in the wheelchair area and the outside lamps above the doors, can be observed and people may distinguish the first and the following batches from exterior.

The third batch, 200 units of BJ6123C7C4D are for Division 3 and Division 6 in replacement of the retired 1999 BK6111CNG. Division 3 assigned these hybrid buses onto Line 82 in replacement of JNP6120G-1s, and Line 22 of XMQ6125G-1s.

A Foton AUV type BJ6123C7C4D diesel-electric hybrid bus powered by Cummins ISBe4+225B 6.7L diesel engine in conjuction with Eaton Hybrid Power parallel hybrid module based on the UltraShift automated mechanical transmission.

Bus unit 98216 is operated by Trolleybuses Division (9) on Line 104 Express from Liufang Subway Station to Beijing Railway Station West southbound. This bus is crewed by Ms. Liu Meilian, honored "most beautiful woman bus driver" by passengers and mass media. Ms. Liu joined BPT in the late 1990s and achieved fame and respect with her extraordinarily outstanding driving skills and passenger services. Her prominent dedication to work is recognized and brings her numerous honors: May 1st Labour Medal winner, National Model Worker, etc. Her bus unit was awarded "National Unity Model Unit". Inside her delicately decorated passenger compartment, stickers with warm greetings and courtesy supplies bag (with dramamine, tissues, etc.) represent her diligent efforts to provide best possible bus ride experience. Her iconic smile, just like her poetic name "Mei Lian" (literally, graceful lotus) suggests, makes every bus ride enjoyable and unforgettable.

An AUV BJ6123C7C4D 12m low floor diesel-electric hybrid city bus built by Foton in Beijing

The city of Beijing has a large collection of superstar buses and coaches in the country. Among the latest superstar buses, BJ6123C7C4D is boosting Beijing onto the top of the list for hybrid bus operating city. After the Olympics, Beijing continued its Green Public Transport concept and an 800 hybrid buses contract was put out by BPT. As the leading commercial vehicle manufacturer and the pioneer hybrid bus builder with 30 vehicles operating in Guangzhou, Foton, a Beijing-based corporation, won the 800 vehicles tender. (Note: At first the tender included 500 complete buses and 300 chassis to be completed by Jinghua; however, since Jinghua diminished, 800 complete buses were all designated to be built by Foton.)

BJ6123C7C4D shares the same face with BJ6126 series coaches and the tail from some other Foton city buses. The exterior is a pure Chinese design without any similarities with any other buses. Although original, the face is always commented as "innocent" or "confused" by bus fans. The low floor, accessible bus is equipped with wide doors and big windows; due to the sloped windscreen, the twin-leaf front door is of non-symmetrical design, although basically useless. The interior remains identical to those of all new low floor buses in Beijing since 2008. An innovation is the glass which keeps the embarking passengers through the front door completely from invading the driver’s cockpit with heads or arms.

BJ6123C7C4D adopts a parallel diesel-electric hybrid system and the essential hybrid system Eaton presents. Propulsion from the Cummins ISBe+225B 225hp Euro IV diesel engines drives the Eaton AMT (Automatic Mechanical Transmission) gearbox. Between the automatic clutch and the gearbox fits a permanent magnetic synchronous motor (PMSM) from Eaton with 44kW peak power and 26kW continuous power. Electricity collected from decelerating and braking is stored in the Li-Mn, non-plug-in-rechargeable battery packs, products of Citic Guoan MGL, beneath the last row of passenger seats instead of on the roof. An Eaton control unit commands the entire hybrid system.

The bus is propelled by the motor alone when speed is below 20km/h while the diesel engine takes over the job when speed exceeds. As the result, the bus accelerates from still with a sound very similar to that of an AC trolley-bus. ZF axles provide comfortable rides but unfortunately, due to the AMT gearbox, the gear shifting is not as smoothly as those AT buses do so that passengers are able to feel the presence of the slight dashes. In general, with the advertisements and the working theory introductions posted in and outside the bus, passengers rate BK6123C7C4D a high score.

In the picture, Fleet No. 88276 (Trolley-buses Division, hybrid or dual-power bus, code 276) is turning right down South after its stop at Beiwa Road. Fleet No. 88276 is the second batch BJ6123C7C4D coming right after the first batch. Small modifications, like the absence of folding seats in the wheelchair area and the outside lamps above the doors, can be observed and people may distinguish the two batches from exterior.

>>>Updates: In July 2010, Line 601 is renumbered Line 87. Route, fare and fleet remain unchanged.

A King Long XMQ6127GH1 12m low floor diesel-electric hybrid city bus

King Long version of "Beijing hybrid city buses", with its sibling Youngman Neoplan JNP6120GHP-1, is the newest hybrid buses in Beijing, helping the number of operating hybrid buses in Beijing hit 860 in Spring 2010.

XMQ6127G series has the latest, and also the best-loved exterior design of King Long's city buses, clear while stylish. Regretfully, the low floor, accessible bus has small windows and not enough wide doors. The interior remains identical to those of all new low floor buses in Beijing since 2008. The driver’s cockpit shielding glass becomes standard on BPT's new buses. Only the basic equipments are selected; folding seats in wheelchair area and outside wheelchair calling button are given up.

Same as BJ6123C7C4D, XMQ6127GH1 adopts a parallel diesel-electric hybrid system and the essential hybrid system from Eaton presents. Propulsion from the Cummins ISBe+225B 225hp Euro IV diesel engines drives the Eaton AMT (Automatic Mechanical Transmission) gearbox. Between the automatic clutch and the gearbox fits a permanent magnetic synchronous motor (PMSM) from Eaton with 44kW peak power and 26kW continuous power. Electricity collected from decelerating and braking is stored in the Li-Mn, non-plug-in-rechargeable battery packs, products of Citic Guoan MGL, beneath the last row of passenger seats instead of on the roof. An Eaton control unit commands the entire hybrid system.

The bus is propelled by the motor alone when speed is below 20km/h while the diesel engine takes over the job when speed exceeds. As the result, the bus accelerates from still with a sound very similar to that of an AC trolley-bus. ZF axles provide comfortable rides but unfortunately, due to the AMT gearbox, the gear shifting is not as smoothly as those AT buses do so that passengers are able to feel the presence of the slight dashes. But overall, XMQ6127GH1 is remarkable thanks to King Long's quality.

In the picture, Fleet No. 88627 (Trolley-buses Division, hybrid or dual-power bus, code 627) is passing Lincui Road - Kehui Road Crossing, which is next to the Olympic Village. In total 20 MQ6127GH1s are in operation, all assigned to Line 81. Line 81 is derived from Olympic Special Bus Line 1, but goes more northward reaching the residential communities around Baoshengli area.

A JNP6180G full low floor, rear-engine articulated bus built by Youngman Neoplan in Jinhua, Zhejiang

The JNP6180Gs on BRT Line 2 are the second version of Neoplan 18m articulated buses in Beijing, and are also known as “BRT2 version”.

JNP6180G is generally considered to be the Chinese version of Neoplan Centroliner N4521. Most exterior details follow the original design from Neoplan except for the sloped “forehead’, the information window above the front windscreen, which distinguishes JNP6180Gs from JNP6180G-1s. Power comes from an upright, inline 6-cylinder Iveco F2BE0682F*B 310hp Euro III diesel engine; Transmission is done by an advanced German ZF 5HP502C 5AT gearbox with integrated retarder. The three axles are center-lowered models from ZF. Linking the two sections is a German-made Hübner electronically-controlled hydraulic articulation bogie designed especially for step-less articulated buses. Chassis configurations are identical for BRT-1 version and BRT-2.

Different with BRT-1's left side doors which are a special feature on the street, due to split platforms along the route, BRT-2 version applies four-right-side door arrangement, although the door on the rear-overhang also distinguishes the bus from regular buses. All the entrances are step-less. This version of JNP6180G-1 applies the full-low-floor structure which allows a step-less entry on the rear overhang. However, due to the conventional radiator behind, the D door on the rear overhang is not of the same width with the other three 1300mm doors. All destination displays outside are magnetic, presenting the origin, an arrow, and the terminal or “Short-line” plus the actual terminal. On the back of the side destination displays installed the electronic station indicators inside the passenger cabin. Station indicators are not the only passenger-friendly equipment inside. Wheelchair space and baby seats are also accessible. The air conditioner has all-over-roof vents, providing moderate air flow. Only BRT articulated buses in Beijing is air conditioned---there are two experimental articulated buses are air conditioned, but out of service. The full-wheel-hub-covers are replaced by simple stainless steel half covers on all units.

In the picture, Fleet No. B0264 (BRT buses, code 0264, actually operated by Division 5) on BRT-2 has just pulled out of Hujialou East station and is proceeding to its terminal Yangzha in the east. BRT-2 is also called "Chaoyang Road BRT" stretching far away to Eastern Beijing, and Xiaozhuang Crossing is at the busy Chaoyang Road, east of the prosperous Jingguang Bridge area on the East 3rd Ring Road. Jingguang Bridge crosses both Chaoyang Road and Chaoyang North Road, but the two-crossing area is called Hujialou. A number of high-end office blocks stands around the always jammed 3rd Ring Road, and the employees within those bulks demand a more than efficient way to commute from or to home in eastern Beijing. Although BRT-2 has some regular lines as supplement, during evening rush-hour, buses on Chaoyang Road are still more crowded than any rider may tolerate.

A type BJ6123C7C4D 12m (39 ft.) low-floor diesel-electric parallel hybrid city bus built by BAIC (Beijing Automotive Industry Holding Co., Ltd.) under Foton AUV trademark

In 2008, BPT introduced 10 hybrid-electric buses, two for each of the five models from different manufacturers and carrying various hybrid systems, for trial operations on Line 121 and on Olympic Village shuttles. None of the five models, or more precisely the systems they carried, was proved favorable, leading BPT to seek for other options oversea. The solution was Eaton's parallel hybrid, which later equipped BJ6123C7C4D, the first hybrid-electric bus that offers regular revenue service on BPT routes. With a total number of 800, BJ6123C7C4D ranks BPT's bus model with largest number of units in service.

BJ6123C7C4D adopts a parallel diesel-electric hybrid system and the essential hybrid system Eaton presents. Propulsion from the Cummins ISBe+225B 225hp Euro IV diesel engines drives the Eaton AMT (Automatic Mechanical Transmission) gearbox. Between the automatic clutch and the gearbox fits a permanent magnetic synchronous motor (PMSM) from Eaton with 44kW peak power and 26kW continuous power. Electricity collected from decelerating and braking is stored in the Li-Mn, non-plug-in-rechargeable battery packs, products of Citic Guoan MGL, beneath the last row of passenger seats instead of on the roof. An Eaton control unit commands the entire hybrid system.

The bus is propelled by the motor alone when speed is below 20km/h while the diesel engine takes over the job when speed exceeds. As the result, the bus accelerates from still with a sound very similar to that of an AC trolley-bus. ZF axles provide comfortable rides but unfortunately, due to the AMT gearbox, the gear shifting is not as smoothly as those AT buses do so that passengers are able to feel the presence of the slight dashes. In general, with the advertisements and the working theory introductions posted in and outside the bus, passengers rate BK6123C7C4D a high score.

A BK6160K 15.6m mid-floor, rear-engine, non-air-conditioning articulated bus built by Jinghua, Beijing

BK6150K, BK6150K1, BK6160K and BK6160K2 form the big family of Jinghua’s 16m rear-engine articulated buses. They are generally called “Xiaojinghou” which is “Little (Xiao) Jinghua (Jing) Rear (Hou)”, in comparison with their big brothers BK6182 series, “Dajinghou”.

In 2007 when hundreds of 18m rear-engine, non-air-conditioning articulated buses hit the road, BPT saw the potential of these buses with advantages in both capacity and comfort. However, not all routes in Beijing permit the application of 18m behemoths. The demand for nimbler rear-engine articulated buses called Xiaojinghou series into existence, together with its Huanghai brand sibling, DD6160S03.

Among the Xiaojinghou family, BK6160K, abbreviated to “6K”, is the longer version reaching 15.6m length overall. The difference between 6K and its closest brother 6K2 is that 6K is powered by a more powerful IVECO F4AE3682F*P 251hp diesel engine, instead of 6K’s Cummins ISBe4 205B 205hp. Built on a FAW (First Automobile Works of China) chassis, 6K has a two-step main floor, and one more stair over the driving axle. The engine and an Allison T310R 6AT gearbox are located at the very end in a T-drive configuration. All the three axles are air-sprung conventional axles, and a ramp is present over the second axle. A Chinese-made Ikarus hydraulic articulation bogie connects the two chassis frames, on which the non-supporting body is built.

BPT ordered a very large number of Xiaojinghou buses. A few months after than the first batch of BK6150K debuted, Xiaojinghou quickly spread all over Beijing. However, both BPT employees and passengers quickly discovered Xiaojinghou’s vital drawbacks. First, Xiaojinghou features neither air-conditioner nor heater, making staying inside a suffering during most of the year. Second, the not so roomy passenger compartment space cannot be utilized to the fullest. Two backward-facing seats are fit behind the front wheel covers, two over the middle wheel covers, and three rightward-facing seats over the fuel tank located on the left side in front of the rear axle. Third and the worst, Xiaojinghou are extremely poor in quality. In the first months of 2008 when hundreds of rigid buses were drawn out of service in preparation for Olympic Shuttles, BPT urgently needed Xiaojinghou to fill the vacancy. Jinghua built these units day and night so certainly quality could hardly be guaranteed. Parts soon began to fall apart and doors, windows started creaking. Inside, noise drowns and vibration shakes the rear part. Mechanically, Xiaojinghou are very frequently broken down.

The most tragic fact is that Xiaojinghou replaced a lot of air-conditioning buses on artery cross-urban routes. Line 729 is a 40km cross-urban local line: south to Chengheyuan Residential Area outside the South 4th Ring Road, east to Dongba Construction Materials Town outside the northeastern part of the 5th Ring Road. This artery used to be served by air-conditioning Golden Dragon XML6112UE13 and King Long 6118G 11m rigid buses, but had the fleet mostly replaced by 6Ks in 2008.

Fleet No. Z40172 (BPT Zhuanxian Division, diesel articulated bus, code 0172) on Line 729 is proceeding east on Chaoyang Road. Line 729 uses the South Central Road along with BRT 1 till the city center, goes onto Qiansanmen Street and then Chang’an Avenue, passes Beijing CBD, Hujialou and Shuiduizi, and goes onto Yaojiayuan Road until exiting the 5th Ring Road boundary. Currently in February 2011, Line 729 has a fleet of more than 70 articulated buses.

A XMQ6125G-1 low-floor CNG city bus made by King Long in Xiamen, Fujian

XMQ6125G-1 shares the same engine, Iveco F4BE0641A*G EURO V CNG engine, and gearbox, Allison T270R 6AT with integrated retarder, with CNG buses that came together mainly in spring 2007, like 1st version JNP6120GC. Built with the same but 30cm shorter body with its diesel sibling 1st version XMQ6125G, XMQ6125G-1 features a "smiling" face with a "mouth" metaphorically, a short air conditioner condenser installed behind the CNG vessels, side information display inside the window, and doors with small glasses. Some XMQ6125G-1s have CNG vessel covers painted red (like the one shown in this photo) while some have those painted grey.

In this photo, Fleet No. X70156 (Xin'ao Division, CNG bus, code 0156) is captured on Minzhuang Road in Northeastern Beijing. Line 698 is has a long route linking the famous Xiangshan (Fragrance Hills) Park in the Northeast and a large residential area in the South.

>>>Updates: In June 2010, all XMQ6125G-1s on Line 698 are transferred to Line 465. Replacing the King Longs are Jinghua BK6160K2s 15.6m diesel artics taken over from Trolley-buses Division's Line 425.

Beijing's the latest 12 m (39 ft.) trolley-bus, type BJD-WG120N2 built by Youngman Neoplan and finished by Beijing Trolley-bus Plant under trademark "Huayu"

The 2015 type BJD-WG120N2 is an upgrade on the previous 2012 BJD-WG120N2, which shares most of the coachwork. To distinguish the former from the latter is easy: one can tell a 2015 version by its alloy wheels, full LED destination signs, slightly different doors, etc. The 2012 and 2015 versions have raised sill lines in comparison with the 2007 BJD-WG120N, which also used the Neoplan Electroliner N6121 styling.

The power plant is a CSR Zhuzhou Times Electric type JD185A asynchronous AC motors with 100 kW rated power and 150 kW peak power. Differences remain unknown between this JD185A and the JD146C powering the 2012 version. Auxiliary power is stored in Lithium battery packs behind each front wheel (behind the hatch door with vents). The battery bays create two rows of longitudinal seats above them inside the carriage. With the trolley poles detached from the overhead wires, the trolley-bus is able to travel approximately 100 km (62 mi.) with HVAC operating. Recharging of the batteries is feasible anytime when the bus draws electricity from the overhead wires. The driving-mode range is theoretical; actual average range is reported to be considerably lower.

Front axle is a Neoplan VN-75 like the 2012 version, and the rear axle is a ZF AV-132. BPT favors the conventional longitudinal-offset-motor-to-axle design over the fancier hub motor, although the company proposed the latter's application on extended-range battery-electric buses and plug-in hybrids. There is no transmission (some earlier battery buses have AMT's) or multiple-stage retarder.

The 2015 version came with a pair of spring-driven trolley rope retriever, and a pneumatic trolley pole catcher which automatically locks down the trolley poles when they are lowered.

A total of sixty 2015-version BJD-WG120N2 were delivered in January 2015. Now these trolley-buses are used on Line 103 and Line 38, the latter being one of the recently electrified bus routes.

A JNP6120GC 12m low-floor CNG city bus made by Yongman-Neoplan in Jinhua, Zhejiang

JNP6120GC is generally considered as the Chinese version of Neoplan Centroliner N4516 CNG. Powered by an Iveco F4BE0641A*G 200hp CNG engine and equipped with an Allison T270R 6AT gearbox with integrated retarder, this bus is among the majority of Beijing Non-step CNG buses and is commended to be one of the most reliable buses by both drivers and fans, owing to the Neoplan quality. The center-lowered axles are from ZF as well.

This photo shows the Fleet No. 67569 (BPT Division 6, CNG bus, code 569), currently on Line 1 Short Line, in Maguanying bus yard. Fleet No. 67569 was on Line 68 originally, but before May 26th 2008 had long been serving on Line 1, which is now Line 1 Short Line. It runs on rushhour when conductors cannot meet the demand due to the high departure frequency (Line 1 and Line 1 Short Line dispatch a crew of 1 driver and 2 conductors per bus on each run). It also serves on off-peak time when 18m buses are too large for the small number of passengers. Banners indicating line number and origin/terminal stations "Maguanying Line 1 Short Line Sihuizhan" covers the bus's every information window.

Behind Fleet No. 67596 are a row of JNP6120GCs parking, among which are vehicles on Line 68 and those reserved for Line 1 Short Line. On the right of the photo is a recovery bus derived from a retired front-engine rigid bus BK6100C. These BK6100C-based recovery vehicles are only supplemental units while the majority of recovery fleet are Foton-Yuehai towing trucks.

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In late 2009 when Division 6 received the 50 second-batch BJ6123C7C4D hybrids, Line 68 had all its Neoplans replaced by the Foton hybrids. Neoplans were transfered to Line 663. Later in April 2010, Line 663 and the fleet were taken over by Double-decker Division.

A JNP6180G full low floor, rear-engine articulated bus built by Youngman Neoplan in Jinhua, Zhejiang

The JNP6180Gs on BRT Line 2 are the second version of Neoplan 18m articulated buses in Beijing, and are also known as “BRT2 version”.

JNP6180G is generally considered to be the Chinese version of Neoplan Centroliner N4521. Most exterior details follow the original design from Neoplan except for the sloped “forehead’, the information window above the front windscreen, which distinguishes JNP6180Gs from JNP6180G-1s. Power comes from an upright, inline 6-cylinder Iveco F2BE0682F*B 310hp Euro III diesel engine; Transmission is done by an advanced German ZF 5HP502C 5AT gearbox with integrated retarder. The three axles are center-lowered models from ZF. Linking the two sections is a German-made Hübner electronically-controlled hydraulic articulation bogie designed especially for step-less articulated buses. Chassis configurations are identical for BRT-1 version and BRT-2.

Different with BRT-1's left side doors which are a special feature on the street, due to split platforms along the route, BRT-2 version applies four-right-side door arrangement, although the door on the rear-overhang also distinguishes the bus from regular buses. All the entrances are step-less. This version of JNP6180G-1 applies the full-low-floor structure which allows a step-less entry on the rear overhang. However, due to the conventional radiator behind, the D door on the rear overhang is not of the same width with the other three 1300mm doors. All destination displays outside are magnetic, presenting the origin, an arrow, and the terminal or “Short-line” plus the actual terminal. On the back of the side destination displays installed the electronic station indicators inside the passenger cabin. Station indicators are not the only passenger-friendly equipment inside. Wheelchair space and baby seats are also accessible. The air conditioner has all-over-roof vents, providing moderate air flow. Only BRT articulated buses in Beijing is air conditioned---there are two experimental articulated buses are air conditioned, but out of service. The full-wheel-hub-covers are replaced by simple stainless steel half covers on all units.

In the picture, Fleet No. B0212 (BRT buses, code 0212, actually operated by Division 5) on BRT-2 Branch is seen on its special lane at Xiaozhuang Crossing, heading east for Wuyi Garden. BRT-2 is also called "Chaoyang Road BRT" stretching far away to Eastern Beijing, and Xiaozhuang Crossing is at the busy Chaoyang Road, east of the prosperous Jingguang Bridge area on the East 3rd Ring Road. On this part of Chaoyang Road, public transport is intensive. Four trolley-bus lines, 101, 112, 115 and 118 pass this crossing; west-east artery 671 goes along to the east; a variety of lines to Tongzhou District, a suburban district in the east, use this road, and the important downtown and railway station route Line 9 turns here. Xiaozhuang station, bus yard for two lines, is at the east of the crossing. However, only BRT-2 has the previlege to drive freely on the reserved lane, although also frequently blocked by bold and impolite private cars.

A JNP6120GD/BJD-WG120N low floor trolley-bus jointly built by Youngman Neoplan, Zhuzhou Electric Locomotive Research Institute (generally considered as CSR Times today) and Beijing Trolley-buses Plant

Based on a Neoplan Electroliner body introduced by Youngman Neoplan, JNP6120GD is the first mass-produced 12m low floor trolleybuses with AC motor in China. “JNP6120GD” is the model name from the main builder, Youngman Neoplan, but since Youngman is not qualified as a trolley-bus manufacturer, JNP6120GD is registered as BJD-WG120N, under Beijing Trolley-buses Plant, which also builds trolley-buses on its own basically for Beijing. Power comes from a 100kW (134hp) asynchronous induction motor made by Zhuzhou Electric Locomotive, which also provided the control system with VVVF switch. The auxiliary power source is a lead-acid battery pack, storing electricity during regular run for off-wire operation when proceeding along or across streets where mid-air wires are not allowed or inconvenient to pull.

100 units of JNP6120GDs were assigned to Line 103 and Line 108, two most important trolley-bus lines in Beijing, in December 2006. The fabulous trolley-buses’ debut invited enormous approval and praise for their elegant styling, low floor design, absorbing ride and extremely low noise. Time verifies that their quality is worth trusting. What attracts bus fans is the gripping sound given out by the AC+VVVF power train.

In the picture is Fleet No. 85228 (Trolley-bus Division, trolley-buses, code 228) on "National Workers' Pioneer Bus Line" Line 103 waiting for the green signal at Erligou crossing. The bus is facing north, heading for its final stop Beijing Zoo Public Transport Hub. At this crossing, trolley-buses on Line 102 and Line 103 leaving the Hub turn from east, Xizhimen Outer Road South (one-way street) to south and pull into the second stop, Erligou. Trolley-buses heading for the Hub travel north and turn east on Xizhimen Outer Street.

The pull-ropes of this unit are loosely tied onto the rope box, but not all trolley-bus drivers in Beijing even tie them. Many of the drivers just tie two ropes together and put the end into the side window. According to the drivers, it is too time-consuming if they must untie the rope from the rope box in case of poling failure.

A JNP6120GD/BJD-WG120N low floor trolley-bus jointly built by Youngman Neoplan, Zhuzhou Electric Locomotive Research Institute (generally considered as CSR Times today) and Beijing Trolley-buses Plant

Based on a Neoplan Electroliner body introduced by Youngman Neoplan, JNP6120GD is the first mass-produced 12m low floor trolleybuses with AC motor in China. “JNP6120GD” is the model name from the main builder, Youngman Neoplan, but since Youngman is not qualified as a trolley-bus manufacturer, JNP6120GD is registered as BJD-WG120N, under Beijing Trolley-buses Plant, which also builds trolley-buses on its own basically for Beijing. Power comes from a 100kW (134hp) asynchronous induction motor made by Zhuzhou Electric Locomotive, which also provided the control system with VVVF switch. The auxiliary power source is a lead-acid battery pack, storing electricity during regular run for off-wire operation when proceeding along or across streets where mid-air wires are not allowed or inconvenient to pull.

100 units of JNP6120GDs were assigned to Line 103 and Line 108, two most important trolley-bus lines in Beijing, in December 2006. The fabulous trolley-buses’ debut invited enormous approval and praise for their elegant styling, low floor design, absorbing ride and extremely low noise. Time verifies that their quality is worth trusting. What attracts bus fans is the gripping sound given out by the AC+VVVF power train.

In the picture is Fleet No. 85231 (Trolley-buses Division, trolley-buses, code 231) on National Workers Pioneer Bus Line 103 at Beijing Zoo Public Transport Hub. Fleet No. 85231 has just pulled out of platform 1 of the station. Beijing Zoo Public Transport Hub is one of the earliest transfer stations in Beijing, including ten platforms the westmost two of which are the starting point of trolley-bus Line 102 and 103.

A BK6120N1 12m low floor CNG bus built by the already diminished Jinghua Buses in Beijing

BK6120N1 is the predecessor of the prevailing BK6120N2 and BK6120N3, successor of the rarely-seen three-door novelty BK6120N. BK6120N is the first low floor CNG bus built by Jinghua, but the three-door configuration is not practical at that time. So the successor BK6120N1 retain only two doors, front and middle. Also, the exterior is no longer the outdated pattern; instead, "MAN replica" design, same with its diesel counterpart BK6129K and 11m mid floor BK6111CNGZ3, is applied.

BK6120N1 is of the same age with JNP6120GC (1st version), DD6129S05, XMQ6125G-1, and share the entire power train with them: Iveco F4BE0641A*G 200hp Euro V CNG engine, Allison T270R 6AT gearbox with integrated retarder, and ZF center-lowered axles. While Youngman Neoplan, Huanghai and King Long use their own chassis, Jinghua, unqualified to be a chassis maker, use a Dongfeng (Second Automobiles of China) 11m-based chassis. Similar to its siblings, although 12m-class, BK6120N1 is only 11620mm long.

Although the face is a copy from MAN Lion's City, the body has original side boards, although very plain with a narrow front door, and tail, which is quite stylish, if the "crevice-like" rear windscreen is ignored. The biggest problem of BK6120N1 is its annoying unreliability. The bus seldom stands upright---it either leans to its side or squats. When it brakes, both axles lose suspension air pressure. These problems are due to the chassis maker, but the body builder is not satisfactory either---the exterior paint peels off while the interior falls apart. During summers when the air-conditioning is on, the radiator temperature goes up high until the driver turns off the blessing cool wind and the bus becomes a hot dog. BK6120N1's Break down rate is high among all low floor buses.

In the picture, Fleet No. 57749 (Division 5 CNG bus, code 749) on Line 9 is pulling out of Hujialou East stop. Although only 19.5km long from Jinjiacun Bridge in the west and Jintai Road in the east, Line 9, most legendary line of Division 5, connects two railway stations and the CBD by only 12m rigid buses. But the fleet size is overwhelming---more than 80 units.

Fleet No. 57749 is the prototype of BK6120N1. This unit is a direct face-lift upgrade of BK6120N. While exterior design shifts to "MAN replica", the Cummins Euro III engine on 6120N is replaced by the IVECO Euro V. On prototype N1, face, front-windscreen, side panel, tail and many other features were modified when N1 came into mass production. The most interesting is when Fleet No. 57749 is built it was a three-door version. What it is testing is how to change the three-door N to the two door N1. Now its rear door is blocked and seen from a distance it is no different with other N1s. One code after it, Fleet No. 57750, is the prototype of BK6120N2, the only N2 of Division 5, also on Line 9.