Will the era of Low-floor Buses finally begin in South Korea? Called South Korea’s very first low-floor bus, the BS120CN is operating as a shuttle for people with disabilities in Yongsan-gu. Since then, five “Fruit of Love” (community chest) units have been rolled out one after another.
As the first low-floor buses to run in a country that was essentially barren ground for such models, we should take a closer look at them. Because they are the first in service, there are many aspects to scrutinize, and many points will require refinement and modification.
To replace an entire city bus fleet with low-floor buses, improvements and fixes will be essential tasks.

This time, TEAM BusMania will take a detailed look at the first low-floor buses entering service. To encourage wider adoption, let’s face reality and propose future-oriented alternatives.

The First Appearance of the BS120CN Low-floor Bus

Planned by: BusLife
Photos: Dong-hyeok Kim, Ji-woon Jeon
Published: December 18, 2002

All photography for this feature was kindly provided by Mr. Dong-hyeok Kim.

The bus shown above is the very first BS120CN developed by Daewoo. This particular unit is a diesel model, built as an export variant at the time of production.

Back then there was little domestic interest. Everland purchased the bus for shuttle service and conducted trial runs. However, due to suspension issues, the body scraped the ground while cornering even when unladen, and operations were halted. Everland subsequently imported vehicles from Neoplan (Germany) for service.

South Korea’s low-floor bus story began when both Daewoo and Hyundai developed models for the 2nd Seoul Motor Show held in April 1997. Daewoo developed its low-floor bus for export; Hyundai planned to produce domestically only if there was demand after the show.

Daewoo’s low-floor model was designated BS120CN and showcased the front/rear masks of a new urban bus then under development. Through the BS120CN, we could preview the transformation into the BS106(L) “Royal City.” Interestingly, Daewoo originally intended “Royal City” to be the model name for the BS120CN, anticipating that low-floor buses would become mainstream.

The photo on the right shows Hyundai’s AERO CITY NF, courtesy of the BusLovers Club.

Like Daewoo’s, Hyundai’s show model was a European-style 12-meter bus, exhibited as the “Urban Bus (= Aero City) NF.” It was generally considered more complete than Daewoo’s BS120CN. Hyundai applied the existing Aero City front/rear masks, with a largely box-shaped body. The front lamps and turn indicators followed the Aero Town style.

Both makers equipped ~225-hp engines; Daewoo paired its bus with a ZF electronic automatic transmission, while Hyundai used a GM-Allison electronic automatic.

Because the first diesel model was built for export, you could call it a European-style specification.

The bus had three passenger doors—front, middle, and rear—and the door mechanisms were not the folding/slider types commonly used on domestic city buses.

A ramp for wheelchair boarding was installed at the middle door to allow wheelchair users to roll onto the bus.

We keep saying “low-floor,” but what exactly is a Low-floor Bus?

Let’s pause and align on terminology.

The buses we ride every day in South Korea are typically Two-Step buses with a standard-floor layout. They’re called Two-Step because you climb two steps to board. That said, many urban buses currently running in Seoul are Two-Step but designed as urban low-floor (lowered floor relative to standard).

Urban low-floor buses still adopt the Two-Step configuration like standard-floor buses, but the interior floor is roughly a handspan lower, so step heights are reduced compared to standard-floor models.

There is also a “middle low-floor” category, with both Two-Step and One-Step variations; the latter requires climbing only one step. Daewoo’s BV120MA was a two-step middle low-floor type.

Finally, the Low-floor Bus (Non-Step) has no interior steps at the door—once the doors open and you step in, you’re immediately on the passenger floor.

Because there are no steps, it is widely used as an accessible bus for people with disabilities.

Another defining feature of low-floor buses is that they always use air suspension; due to structural reasons, leaf springs cannot be used. With air suspension, a kneeling system can be applied when the bus stops.

Kneeling means adjusting vehicle ride height via the air suspension—releasing air on the boarding side so the bus leans toward the curb. As the vehicle tilts toward the passenger side, the threshold lowers toward the ground (typically about the width of an adult hand, roughly 7–8 cm).

In Europe, where bus culture is highly developed, low-floor buses are already mainstream.

They are used as regular city buses, not just as accessible vehicles.

Because they offer easier boarding/alighting, better ride comfort, and accessibility compared with step-equipped buses, most regular city routes in Europe use low-floor models.

In South Korea, high vehicle prices have discouraged adoption. Some also cite rough roads as an excuse that low-floor buses cannot operate here, but that’s ultimately just an excuse.

If a street can carry regular city buses, there is no reason a low-floor bus cannot operate there as well.

For reference, among buses operating in South Korea, the AERO SPACE model has a minimum ground clearance of only 19 cm.

If 19 cm of road clearance suffices, then buses can run practically anywhere in our cities. Historically, the real reason low-floor buses didn’t run here was simply the high price; the claim that bodies would scrape the ground stems from inadequate air-suspension setups.

Now that we know low-floor buses can operate in South Korea without issue, let’s take a closer look at the newly released BS120CN low-floor bus.

The vehicle shown on the left is the first BS120CN low-floor bus built to a domestic order.

Unlike the earlier export diesel model, this one adopts a CNG engine.

The large “housing” on the roof is the CNG tank enclosure, installed to protect the tanks.

First, it’s commendable simply because it’s a first attempt. This could catalyze broader adoption of low-floor buses in South Korea.

Unlike the export diesel model, only a front door and a middle door are installed. To suit local conditions, the rear door behind the drive axle has been omitted.

Because a CNG engine (GE12Ti) is used, you can see ventilation grilles punched into the engine door to dissipate heat.

Looking at the roof layout, the CNG tanks are positioned toward the front, with the air-conditioning unit at the rear.

The CNG tank volume is large and may look awkward, but mounting them on the roof is a prerequisite for achieving a low-floor layout.

The exterior styling is not new—it largely looks like a stretched BS106.

Many exterior/interior components also appear to be carried over from the BS106 parts bin.

As the photos show, the front and rear styling essentially mirror the 106.

The chassis is equipped with air suspension and low-profile tires, and uses a ZF electronic automatic transmission.

Among the Yongsan-gu units, the least satisfying part is the driver’s side mirror shown on the left. Perhaps due to a rushed order, the mirror is mounted in a very crude manner, which is disappointing.

Fortunately, on the five “Fruit of Love” units, the mirror installation has been finished properly, as on the right.

After Yongsan-gu’s first order, five more were produced with funding from the Community Chest of Korea. The vehicles shown below will enter service soon.

We don’t yet know which operator will be entrusted with service, but we hope they run well. If TEAM BusMania were entrusted, we believe we could operate them effectively.

Interestingly, the model code is stamped BH120CN instead of BS120CN. Why is that? We’re still analyzing the reason a “BH” designation was used on a low-floor bus.

Also, the badge reads Daewoo Bus rather than Daewoo Motors. Since Daewoo Bus was split off, the naming change is understandable.

From the photos above, the floor is flat from the front toward the middle, and raised from the middle to the rear—inevitable due to the location of the drive axle.

Unlike typical city bus seats, these are fabric seats similar to those on subways; some are foldable. It is also said to secure up to four wheelchairs.

The driver pictured previously has worked with Ajin Transport and Songpa Sangun, and later at Daewon Express (Dong Seoul–Jeomchon/Sangju).

Above the doors is an auto/manual selector switch. Since it is exposed externally,             anyone can operate it easily.

Both Mr. Kim (photographer) and the driver agreed that the doors feel flimsy.

With gaps at the top and bottom and only brushes fitted, a lot of wind enters while driving, causing significant noise.

Excess airflow would reduce cooling performance in summer and heating performance in winter.

Ah—so this is the stop-request cord?

It seems heavily “inspired” by other designs, but the stop-request cord/bell looks very crude. It really feels like this first low-floor bus was built under severe time pressure.

As a first release, we hoped for meticulous attention to detail and a positive reception, so this part is disappointing.

The right photo shows the left side of the driver’s dashboard. Many components are carried over from existing Daewoo buses.

They were not designed exclusively for the BS120CN; rather, they look borrowed, so the placement and structure seem a bit awkward.

The item marked ①, which looks like a joystick, is the graduated(-release) parking brake switch. Previously this type of parking brake was used mainly on Hyundai buses; this may be the first time Daewoo Bus applied it.

Graduated parking brakes are known for their strong holding performance.

Since a ZF electronic automatic is fitted, a retarder switch is provided, as seen at ②.

Here’s the overall driver’s dashboard. The instrument cluster is the same as on previous Daewoo buses, and an automatic announcement unit is installed.

The front/middle door switch is mounted at the far right, with the automatic transmission selector directly below it.

If, as on the older BH116, the AT selector had been placed below the stereo, the layout would have been more harmonious—that’s a missed opportunity.

Placing the retarder switch on the left may be problematic ergonomically—but it seems the right side lacked space, so it was moved left.

The ZF electronic AT selector fitted this time does not have a Park (P) position. Parking is handled in Neutral (N), and the powerful graduated parking brake maintains a safe park state in all situations.

Since the switches are arranged in line, gear selection itself should be fine.

The likely issue is the short door open/close switch.

For intensive city-bus use, the door switch’s position or structure should be revised.

As it is now, the driver may have to lean forward each time to operate the doors, which is inconvenient.

Below the driver’s left side is a switch to deploy the wheelchair ramp after door opening, plus switches for checking engine faults.

You can also see a switch to adjust engine idle RPM.

It’s a simple high/constant toggle rather than a dial; it appears intended purely for warming up the engine after the first start.

Nothing else stands out.

There is some vibration at engine start, but the ride quality is said to be better than on the BH120F.

This first introduction of the BS120CN low-floor bus will be a milestone in South Korea’s public transport history, making 2002 another turning point.

There’s no bespoke design yet and many rough edges, but as demand emerges, improvements should follow.

Once the Yongsan-gu unit and the additional five begin service, publicity will naturally follow and demand should grow.

Within the next 10 years, all buses in the six major metropolitan cities may convert to CNG; in 20 years, they may all convert to low-floor as well.

Due to limited publicity, reportedly only about 20 people use the service per day; better outreach is needed so more people can benefit.

Since it currently runs as a shuttle within Yongsan-gu, there’s little to add, but rather than operating only within the district, a variety of routes should be developed.

It should also be deployed on regular city routes so that not only seniors and people with disabilities but many more riders can use it—eventually, all city buses should be replaced with low-floor models.

This may take 20 years—perhaps 10, if enough people care…

It took a decade to roll out CNG buses, and now they are gradually (and sometimes forcibly) being deployed.

If we start now and continue steady promotion, low-floor buses will eventually become part of everyday life.

In that sense, this first operation should focus on careful, data-driven testing. Domestic technology still has gaps; technical improvements and adaptations to local road conditions are needed, and since buses get crush-loaded at peak times, a smarter suspension system should be developed.

We hope future low-floor models will incorporate many improvements and debut with a fresh design.