Test drive of the MAN Lion'S City 12E electric bus: a visiting grand with electric traction

A range of low-floor, low-entry public buses created by the German truck and bus manufacturer MAN Truck & Bus

In MAN Lion's City

This is a range of low-floor and low-entry public buses built by the German truck and bus manufacturer MAN Trucks and Buses (formerly MAN Nutzfahrzeuge) since 1996 primarily for the European market, but is also available in chassis-only variants worldwide.
Lion City
name has been in use since 2004, when MAN public bus models that were sold separately were brought together in one row, while most models also received a facelift.
The first models to be introduced were the 12-meter low-floor intercity bus NÜ xx3
(A20) in 1996, the 12-meter city bus
NL xx3
(A21) in 1997 and the articulated
NG xx3
(A23) in 1998.
As with previous MAN bus models, the rated power formed part of the model name, resulting in the NÜ series buses with rated power of 260 and 310 hp. NÜ 263
and
NÜ 313
respectively.[1] The main production sites are in Starachowice and Sady in Poland, but models have also been built in Germany, Turkey and Malaysia. Initially most mid-sized bus variants were produced by Göppel Bus in Augsburg, then by Nobitz.

Models are available with a 6-cylinder direct turbocharged engine that runs on diesel, compressed natural gas or liquefied gas. Versions with hydrogen fuel cell[2] drive and with hydrogen internal combustion engines[3] have been successfully tested, as well as diesel-electric hybrid drive.[4] Production of hybrid-electric version, Lion City Hybrid

, which uses supercapacitors and two 67 kW electric motors, has been produced since 2010. Hybrid electric buses offer increased efficiency in city traffic and use 30% less fuel than buses powered solely by internal fuel.[5]

The latest generation Neoplan Centroliner is based on the Lion City (Neoplan was also part of the Neoman Bus group).

Integral options

The codes in parentheses are internal codes that define some technical characteristics of the variants, such as length/wheelbase, number of axles, floor height, width, engine location and so on. Some codes are unique to one variant, while others are used for different variants. Some options have changed over time from one code to another. These codes are sometimes mistakenly used as model designations. Codes can be found in VIN numbers (ie WMA A21

...) and vehicle serial numbers (i.e.
A21
0012).

Current

City (low floor)

• Lion's City 12, 12 m single-deck diesel[6]
• Lion's City 12 G, 12 m single-story LNG[6]
• Lion's City 12 E, 12 m single-storey electric[6]
• Lion's City 18, articulated 18 m diesel[6]
• Lion's City 18 G, articulated 18 m LNG[6]
• Lion City aka NL xx3
  1997–2004 - 12m single-deck[7] horizontal engine (A21)
• vertical engine (A37), since 2002[8]

City (low entry level)

• Lion's City LE (A78), known as EL xx3
  2003–2004,
  Lion's City T
  2004–2008 - 12-meter single-deck [7] version based on the standard low-floor horizontal engine platform (A21), including a CNG version, produced since 2011 ( ?)
• version for the South African market - since 2011 equipped with chassis 18.280 HOCL-NL/R (A84) at the MAN plant in South Africa in Olifantsfontein.[9][10]

Intercity (low-floor)

• Lion's City Ü (A20), known as NÜ xx3
  1996–2004 - 12 m single-storey

Intercity (small entrance)

• Lion's City LE Ü (A78), known as EL xx3
  2003–2004,
  Lion's City TÜ
  2004–2008 - 12-meter single-story[7]

Out of production

City (low floor)

• Lion's City DD (A39) - 13.73 m two-story
• Lion's City GXL (A43) - 20.45 m articulated
• Lion's City M, known as HM xx3
  and
  EM xx3
  until 2005 - 8.13 m to 11.21 m medium bus, body on 10/11.xxx HOCL (469), 12.xxx HOCL-NL (A76), 14.xxx HOCL-NL (A66) and NL xx3 F (A22) chassis from Göppel Bus[7]

Intercity (low-floor)

• Lion's City ÜLL (A25), known as NÜ xx3 - 15 m
  1998–2004 - single storey 14.7 m[7]

Virgin snow

It was on virgin snow that we had the opportunity to test the bus. Three days ago we successfully skated the MB Atego, and now snow whirlwinds were swirling around the snow-white MAN. Well, okay, the heaters are set to maximum, the mirror heating is on. and forward. We must pay tribute, the snow cleared from the mirrors quickly, and the air from the deflectors on the panel came out so hot that the autonomous heater had to be turned off almost immediately and the fan switched from 2nd speed to 1st. And the huge interior warmed up quite quickly. But at first I had doubts that in the absence of “heat guns”, standard onboard heaters would cope with this task.

We weren’t able to ride on the “dynamo” - in snowfalls it is closed so as not to create an ice cushion of snow crust. But on the normal roads of the test site I didn’t dare to accelerate more than 75 km/h - the snow was falling incessantly, and I wasn’t used to relying completely on ESP and maybe. So the declared “maximum speed” of 85 km/h and the operation of the limiter at this mark remained on the conscience of the MAN designers. But I can say with confidence that on 10-centimeter virgin snow, an empty bus at a speed of 70–75 km/h behaves no worse than on asphalt. Handling on snow is also excellent, and with a full load, when the bus weighs more, it will only improve.

Overall, I liked the bus, but there is one nuance that I would like to talk about in case it comes in handy. Various maneuvering and driving at high speeds on snow cover did not pass without a trace - the sign “ABS faulty” came on, and at some point I felt that the bus began to pull to the right. Moreover, this process was not accompanied by any extraneous sounds or tilts characteristic of a flat tire. We stopped and looked at the wheels - they were all inflated. I tried to continue driving, but the MAN was definitely trying to move to the side of the road, and we moved towards the parking lot. And only when turning a lot to the right did I see in the mirror that the right front wheel was jamming. Moreover, everything is fine on the asphalt, but slightly compacted snow glides like a ski. In order not to describe the entire epic of identifying the causes of the problem, I will immediately move on to the method of treating it. You just need to... turn off the engine and stand still for a while. The snow melts, the inscription on the panel goes out - the bus is ready for further work.

And the conclusion is quite simple - the roads must be cleaned before public transport enters the line. And if your superiors still forced you to “plow the sledge path,” do it carefully. The purpose of the MAN A78 is not to pretend to be a snowmobile, but to carry people comfortably, although the absence of dangling hoses and wires under the bottom allows for the first option.

I would like to note that the A78 is well prepared for ETO and ongoing repairs. All main necks and control elements are within reach. The battery and a bright toggle switch for turning off the “mass” are located along the side in the rear overhang. There is also a fairly large tool compartment. How do you like the conclusions of pneumatic systems grouped for diagnostics with captions in Russian? I also remember that the engine compartment is not surrounded by belts, which means that if one breaks, you won’t have to remove another pair. And the number of technological hatches in the cabin floor is impressive. Access to electrical equipment is also convenient. If something happens to the tachograph, radio or ventilation control unit, you won’t have to pick at the panel. Open the cover of the switching unit and you can dismantle them without unnecessary difficulties. Clearly, it was done for the people.

Type designation system

Type designations were used to identify all models up to 2004. Following the introduction of model names in 2004, the system is still used on all vehicles, but more for domestic use. In most cases, it can be found on a plate inside the bus where the VIN is located.

Floor height

• N
  : Low-floor bus (German: Niederflur)
• E
  : Low-entry bus (Some low-entry versions are marked N instead if they are built technically similar to the low-entry version.)

Adaptation

• L
  : Rigid tire (without special adaptation) (German: Linienbus)
• D
  : Double-decker bus (German: Doppeldeckerbus)
• gram
  : Articulated bus (German: Gelenkbus)
• M
  : Midibus
• Ü
  : Intercity bus (German: Überlandbus)

Power code

• xx
  : First two digits of power output in hp. (next ten)
• 3
  : third generation
• F
  : Indicates that it is built as a chassis for an external body (German: Fahrgestell)

For example, the ND323F low-floor double-decker bus has a power of 320 hp.

I don't recognize you in makeup

You can walk past this bus and not stop - are there many MAN A74s around? And when you look around, you will see that its “face” is like that of a low-floor MAN A21. And if, after thinking about it, you still come back and look into the salon... That’s how this “semi-low floor” came to us for testing.

Inside, the bus is divided strictly into two parts - one for those who will travel while sitting, the second for those who will have to stand. No, of course, no one installed a wall, but the division is very clear: in the front of the bus there is only one seat, and in the back there are no horizontal handrails under the ceiling. However, everything is clearly visible in the photo. I will only note that it is comfortable to sit there. There is nothing hanging over your head, and the engine noise does not put pressure on your ears.

Those who want to get out just need to press the button on the handrail, and the driver will be notified by a sound and light signal. But the buttons, installed in accordance with the standards, are constantly at hand, even when you don’t intend to press them at all. Maybe it's time to reconsider the norms?

Considering that the folding ladder is located only at the 2nd door, there is a separate notification button at the wheelchair attachment point, the alarm from which has priority. By the way, there is a loop on the lid for unfolding the ladder, and the driver does not need to fiddle with a removable hook, like with domestic analogues.

The door drives are different: the 1st one has a rolling type, the 2nd one has a sliding type on a rotary hinge. Of course, the flaps have protection against pinching, both when closing and when initiated by MAN when they encounter an obstacle on the way, it automatically returns to its original position. But the resistance must either be very strong or applied at the end, otherwise the door may “ignore” the obstacle.

Naturally, like any decent city car, the A78 can “squat” - in the area of ​​the 1st door by 100 mm, and in the 2nd door by 70 mm. You just need to remember that this must be done before opening the doors, otherwise the “trick” will not work.

There's not much to say about the cabin. The interior is similar to the MAN A21, except that the exotic foot button for turning on the microphone was replaced by the usual button on the panel and the excellent interior mirror disappeared. It would be hard to say that the driver’s workplace has become worse in terms of comfort – rather, some of the “baubles” have disappeared. So, the wall behind him became blank, and the door narrowed, although it still had a pocket. The size of the “glove box” above the head is indicated by the fact that the driver can put gloves in it without removing them from the pockets of the sheepskin coat. Eh, if only there was a cabin fenced off from the salon...

Chassis options (for external body)

Low Floor Chassis options for external bodywork are available from local bodybuilders. Most are in the local manufacturer's own style, but a few are licensed to copy the Lion's City bodywork, usually in markets where MAN does not sell integral variants. This includes the East Lancs Kinetec for the UK market, which only replicate the front end. Gemilang Carriage Works in Malaysia replicates the entire body for its buses sold in the Asia-Pacific market, including the Lion's City Hybrid body mounted on a conventional diesel chassis.

• NLxx3F (A22) - single-decker bus, horizontal engine, 10.5 m - 12.0 m
• NDxx3F (A34 / A48 / A95) - double decker bus, 10.85 m - 12.8 m. They were built in very small numbers and only for right hand drive markets.
• NGxx3F (A24) - articulated bus, horizontal engine, 18.0 m - 18.75 m[11]
• NMxx3F (A35) - medium bus, vertical engine, 9.7 m - 10.4 m[11]

MAN ND313F / ND363F (A34)

PER PERSON ND313F

and
MAN ND363F
, with chassis code
A34
, is a three-axle 12-meter chassis. A total of 27 chassis were built from 2003 to 2006.

In 2003, Kowloon Motor Bus (KMB) of Hong Kong took delivery of one MAN ND313F with Neoplan Centroliner Body N4426, it was given fleet number APM1 and registration number LE4612, entering service later that year. The bus remained unique in the Kowloon Motor Bus fleet. It was decommissioned in January 2022.

25 ND363Fs received coach bodywork, and were delivered to Ulsterbus from Northern Ireland in 2006.

MAN ND243F / ND283F (A48)

Reading buses ND283F with East Lancs Kinetec+ body.
In 2006, a 10.85 m long dual-axle version was launched. MAN ND243F

and
MAN ND283F
, with chassis code
A48
.

One ND283F received an Eastern Lancs Kinetec+ body, which had a front end similar to the MAN Lion's City.

Two more ND283F test chassis were built, but not the ND243F.

MAN ND323F / ND363F (A95)

In 2013, a new double-deck chassis based on the A22 series low-deck single-deck chassis was launched as MAN ND323F

and
MAN ND363F
, with new chassis code
A95
. Currently, the bodies of all A95 buses are manufactured by Gemilang Carriage Works and are based on the licensed MAN Lion's City DD design, and are also sold in various markets as MAN Lion's City DD for the 12 m long version and MAN Lion's City DD L for the 12.8 m long version The body concept design was unveiled in 2015 as a three-door bus built for Singapore. Land Transport Authority (LTA). The updated design based on the concept is currently being implemented in new buses. Additionally, buses for the Australian market have a different rear end design compared to buses sold in other markets.

Singapore

MAN A95 operated by SMRT Buses
In November 2014, SMRT was supplied with one MAN ND323F demonstrator for trial purposes at the manufacturer's request. Following a successful trial run, SMRT ordered 16 MAN ND323Fs, which were delivered between August and November 2015 with tree guards pre-installed.

At the end of 2015, the Land Transport Authority ordered 60 units as part of the Bus Contracting Model (BCM) order. Much like the previous batch purchased by SMRT Buses, these buses had some minor differences in appearance, such as the lack of tree guards. The last 10 units of this batch were equipped with USB charging ports.[12] The first 15 buses were painted in the SMRT corporate livery, while the rest were painted in the LTA green livery. All of these buses are currently classified as SMRT buses.

A three-door MAN A95 demonstrator, introduced in late 2015 and operated by SBS Transit from 2022.

Also built for LTA at the end of 2015 was a custom-built MAN ND323F 12.8 m long with 3 doors and 2 stairs with an updated concept body design.[13][14] Initially deployed to Tower Transit in 2022, it was transferred to SBS Transit in early 2022.

In September 2016, LTA ordered a further 122 MAN ND323Fs, which entered service in 2022. These buses contain similar specifications to the previous batch but with an updated body design, with the first 30 units based on the concept and the rest using the updated one. design. These buses were assigned to SBS Transit, SMRT Buses and Go-Ahead Singapore, with the majority of units at SMRT Buses replacing aging Mercedes-Benz O405G buses.[15][16]

At the end of 2022, as part of an agreed tender, the Land Transport Authority ordered 250 MAN buses, including 150 MAN NL323F and 100 MAN ND323F, equipped with Euro VI engines and minor differences from the bodywork from the previous batch. These buses were equipped with two wheelchair seats, compared to one in previous batches. In 2022, the possibility of purchasing an additional 150 MAN ND323F from this batch was excluded. These buses entered commercial service in May 2022 and are currently allocated to SBS Transit, SMRT Buses and Go-Ahead Singapore to replenish the fleet and replace retiring buses.[17]

In July 2022, LTA won a tender for ST Kinetics to purchase 111 MAN ND323F vehicles, which were delivered with minor differences from previous batches. These buses entered service in March 2022, with the last bus expected to be delivered in 2022. As with the previous batch, these buses will be distributed to various bus operators to replenish the fleet and replace retiring buses.[18]

Following successful testing of the MAN ND323F three-door model, the Land Transport Authority announced that 50 production ND323F 3-doors would be purchased along with 50 Alexander Dennis 3-door Enviro500s. These buses will hit the roads in 2020.[19]

Hong Kong

In August 2014, Kwoon Chung Motors (KCM) ordered 9 ND323Fs instead of 8 Dennis Tridents and 1 MAN 24.310. Also, subsidiary KSM Bus New Lantau (NLB) acquired 10 ND323Fs. They were delivered to Hong Kong in June and August 2015 respectively. Moreover, in 2022, NLB purchased 16 ND363F with Gemilang Lion's city DD body, they were delivered to Hong Kong from November 2022 and registered from February 2022. The order has been increased to add a further 13 vehicles and is registered from June 2022. , NLB has purchased 5 ND363F aircraft with Gemilang Lion's city DD facelift bodywork, which is equivalent to the previous order and equipped with a Euro 6 engine. They will be delivered to Hong Kong from February 2022.

In May 2015, ND363F was delivered to Kowloon Bus (KMB) from Hong Kong and was first used in August 2015. In October 2015, KMB placed an order for 20 ND323F aircraft with the Gemilang Lion's City DD body. In 2022, KMB ordered one ND323F with Gemilang Self-contained housing and equipped with a Navaho LCD display.

The world's first bus also ordered the 12.8 m long ND323F.[20]

New China Lane Travel, To Yo Travel and Goldspark Hong Kong Tours have also ordered the ND323F in open-top form.

Discovery Bay Transit Services (DBTSL) Discovery Bay placed an order for four ND323Fs in 2016 and delivered them in June 2017. They were registered at the end of June and mid-July 2017. In 2022, DBTSL ordered 2 ND323F with Euro 6 engine and delivered them in January and February 2022. Two new buses were registered and operational in July 2022.

HZMB Bus operator has ordered 20 ND363Fs with a height of 4.2 m and will deliver them in 2022. In 2022, bus operator HZMB ordered 40 ND323Fs with a height of 4.2 m and a Euro 6 engine. These buses will be delivered from April 2022.

Australia

In 2022, State Transit purchased 38 Gemilang Carriage Works bodywork MAN A95s for its Sydney B-line service.[21][22]

Watch your step!

We were not denied access to the bus, but the problem with the double decker ride arose immediately. The overall height of this monster is a good ten centimeters beyond the permitted size of 4 meters. Consequently, trips to all four directions on this bus are impossible: in a good way, its route must be coordinated with the traffic police and a special permit must be obtained for this. In practice, this means that the permanent route of a regular bus in the city will need to be “settled” with a lot of authorities, and any deviation from it or change of route will be punished. We also had to limit ourselves to driving only in closed areas, without going onto public roads. But even in this case, we had to carefully look up so as not to accidentally touch the stupidly stretched communication wires. You can’t even imagine how many of these wires are hanging over our heads! But if on a regular bus or truck we simply don’t notice them, then on a moving skyscraper, looking for sagging overhead networks has become the point of the whole trip! From the outside it seemed that we were really counting crows in the sky. Having raised our heads, we did not see the danger on the ground!

Even on a slight slope, the rear of the bus hung up the drive axle

A small hill, an insignificant slope, which you wouldn’t even notice on another car, turned out to be a stumbling block for the German double decker. Having almost completely descended from a small hill, the bus suddenly stopped dead in its tracks. The engine continued to purr, the drive wheels continued to rotate, but it did not move! What kind of jokes are these?! We go out to assess the situation outside and observe an incredible sight. When driving down a slope, the rear overhang of the bus hit the asphalt. It’s good that the driver of the company was driving, and not an employee of the editorial office, otherwise all the bumps would have gone to us... The rear trailing axle was completely sunk and our middle drive axle hung up. As a result, the suspended wheels rotate stupidly, transmitting torque... to the air.

A jacked up bus from one corner almost hit the asphalt on the other side.

16 tons of curb weight pressed the jack into the asphalt

It’s good that the powerful protection of the lower part of the bus did not allow the side skirt to wrinkle

Recommendations

1. "Linienbusse" (in German). MAN Nutzfahrzeuge. Archived from the original on April 13, 1997.
2. "MAN: fuel cell city bus (2000)". netinform - Wasserstoff und Brennstoffzellen. Archived from the original on July 19, 2011.
3. "MAN: low-floor bus with FC and LH2 (2001)". netinform - Wasserstoff und Brennstoffzellen. Archived from the original on July 7, 2010.
4. "Premiere in Helsinki: MAN Lion's City Hybrid-Stadtbus der neuesten Generation" (PDF) (in German). Neoman Bus Group. May 22, 2007. Archived from the original (PDF) on December 6, 2008.
5. "Hybrid drive". MAN Trucks and buses. Archived from the original on August 25, 2011.
6. ^ a b c d e
   AG, MAN Truck & Bus.
   “MAN Lion's City model range | MAN bus Germany. www.bus.man.eu.
   _ Retrieved December 15, 2022.
7. ^ a b c d f g ”
   (PDF). MAN Nutzfahrzeuge. Archived from the original (PDF) on December 23, 2005.
8. "IAA 2002 - Basic characteristics of MAN buses" (PDF) (in German). MAN Nutzfahrzeuge. Archived from the original (PDF) on February 16, 2004.
9. "MAN A84 - 18.280 HOCL-NL Lion's City LE" (PDF). MAN Truck & Bus (SA) (Pty) Ltd.
10. Olifantsfontein. MAN Truck & Bus (SA) (Pty) Ltd. Retrieved October 8, 2016.
11. ^ a b
    "MAN bus chassis - Program 2008/2009" (PDF). MAN Nutzfahrzeuge. Archived from the original (PDF) on September 30, 2009.
12. “Joint news release from Land Transport Authority (LTA) and SMRT - Buses with USB charging ports to hit the road on 1 September.” Land Transport Authority. August 31, 2016. Retrieved August 20, 2022.
13. "Mock-up bus MAN Lion's City DD L." Ground transportation guru. March 12, 2016. Retrieved October 8, 2016.
14. Singapore authorities evaluate three-door two-story houses Archived October 10, 2016 Wayback Machine Bus & Coach Professional
    May 6, 2016
15. "MAN A95 (ND323F)". Ground transportation guru. September 24, 2014. Retrieved September 16, 2016.
16. "The Lion Roars in Singapore." MAN SE. September 8, 2016. Retrieved September 16, 2016.
17. "MAN A95 (Euro 6) - first production batch." Ground transportation guru. May 23, 2022. Retrieved August 20, 2022.
18. “LTA awards contract for 111 double-decker buses to ST Engineering Land Systems Ltd.” Land Transport Authority. July 11, 2022. Retrieved August 20, 2022.
19. “LTA awards a contract to supply 100 three-door buses to two bidders.” Land Transport Authority. April 25, 2022. Retrieved August 20, 2022.
20. Hong Kong Bus Yearbook 2016, Northcord International Limited, ISBN 9789629200473, pages 30 to 41.
21. MAN double decker trucks for Sydney's northern beaches Buses Australia and Asia
    15 September 2016
22. Sydney Metro MAN A95 delivered to Australian bus and coach on 30 November 2022.

Oh, this is not an easy job...

Attempts to rescue the bus from the captivity of the roller coaster on our own were unsuccessful. On the contrary, there was a real danger of spoiling his food. For a laugh, someone even suggested pushing the car with our shoulders: they say, let’s all pile on and go boom! But bad power has no place here. I had to resort to outside help, fortunately a suitable jack was found at a nearby truck service station.

It was slipped into the reference point between the rear and middle axles. But instead of lifting the rear of the bus, the jack smoothly sank into the asphalt, like a vacationer’s foot into the beach sand. What do you want: 16 tons make themselves felt!

Onlookers appeared and began to advise their ways of solving the problem. Some advocated pulling the truck, others suggested lifting the stern with a crane, others simply caught flies for company and agreed with each version. After a dozen unsuccessful attempts, the joint efforts of repairmen and drivers managed to jack up the bus properly. But then the next “ambush” arose: by lifting the left corner of the stern, the MAN’s diagonal right front corner rested on the asphalt. A hopeless situation was developing. A smoke break, thinking about the situation, listening to the versions of the consultation, another smoke break...

Engine compartment layout: the engine is strongly shifted to the left side of the car

The controlled air suspension helped out. By playing with the pneumatic muscles of the chassis, we managed to gain a few saving centimeters. We still pulled the bus out of captivity, but it was a good lesson - for such a large and heavy vehicle, even a small difference in the height of the roadway can become a real trap. Its role could be played by a speed bump, a pothole on the roadway, or a curb stone. And a small incident enriched our experience of using double-deckers.

Actually, the test drive could have ended there, since it became absolutely clear that we in Russia with our “directions” are not ready to receive such high-ranking guests. But interest in everything little known only fueled my courage. After all, a lot of questions arose that needed answers. For example: how do passengers feel on the first, and especially on the second floor of a double decker? How did German designers manage to cram 83 passenger seats, two staircases, a large storage area, seats and ramps for wheelchair users, a comfortable driver's seat and a huge power unit into one car without compromising passenger comfort? And how unpromising is the very idea of ​​two-story buildings in our native Fatherland?

On the back landing there is a choice: go to the first floor or immediately go up to the second

Symbol of Moscow?

Despite the problems with the test drive of the “double-decker,” our test drive still ended on an optimistic note. Good technology cannot leave behind bad impressions, even if it is not entirely suitable for our operating conditions. Only one thing is clear: for most Russian cities such buses are not relevant and will forever remain exotic, but for Moscow or St. Petersburg they may be useful. I agree with Luzhkov that, if desired, such cars can become an adornment of the capital. It is quite possible for them to develop a special route with an excursion bias, with a clear schedule and special stops. You buy a ticket and you spend the whole day riding around the center of Moscow. I got tired - I went out, I wanted to - I continued the tour again. If traffic is regular, then residents of the capital will also be able to use this route. Just using other people’s two-story buildings for these purposes is a waste of time and money. For Russian conditions, we need, albeit imported (this could well be MAN), but specially adapted buses. And then every resident or guest of the capital will be able to enjoy a ride on an unusual skyscraper.

The editors thank you for the provided bus.

Special opinion

Alexander TROKHACHEV, deputy editor-in-chief of the magazine “Truck Press”

Laziness, mother, takes over

“The experience of operating double-deckers in Belarus has shown the inadequacy of these machines for local conditions. In Minsk, several years ago old MAN buses carried passengers to the car market in Malinovka, next to the ring road. But the passengers turned out to be so lazy and cowardly that transportation became unprofitable. And when the cars began to break down, the lack of spare parts sealed their fate: the double-deckers were removed from the line and sent to the parking lot, where they lived out their lives as scrap metal.”

I had the opportunity to drive city double-deckers with virtually no passengers (colleagues and individual company representatives do not count). But even in the absence of full operational load, some conclusions suggested themselves. During a recent test drive at Scania's proving ground in Södertälje, I drove a two-axle bus, the kind supplied to Europe. And the first feeling I experienced was a high center of gravity. When there are gusts of wind, the large windage of the sidewalls forces you to increase the force on the steering wheel. Relaxed a little - deviation from the given trajectory is guaranteed. The second sensation is similar to the first, and it is associated with cornering. The body roll is such that you have to be very careful when entering the chicane, otherwise a rollover is possible. The third feeling was given by the rain: on a slippery road I had to drive the double-decker more carefully, not make sudden movements and completely eliminate floor braking. In general, you need to behave like a person carrying full buckets of water on a yoke: in order not to spill a single drop, you will have to try.

The attempt to test the historic bus evoked more awe for the rarity than for the passengers. The amenities are more modest, there are no modern security systems, the dimensions are smaller, there is more noise, but otherwise everything is the same. By the way, in comparison with the tourist Setra S431 DT, city double-deckers handle no worse. But passengers have different feelings. As for the driver, it is important for him to remember about the maximum height of the car, otherwise there’s no chance you’ll hit tree branches or crush an advertising board...

However, for those who have traveled a lot on buses and feel at home at the helm of a passenger liner, adapting to the steering wheel of a double-decker is a matter of time. Only the sense of responsibility must be at the highest level and the head must always be on your shoulders. Although, to be honest, I have heard comments from people who do not want to drive double deckers, no matter how modern they are... And if you remember how frequent storm warnings and inclement weather have become in Europe, it is not difficult to understand them.