At last, articulated buses are beginning service in Korea. Expectations have been high—and so have questions about whether such long vehicles can really handle Seoul’s congested city center. Over the two months from October to December, an articulated bus will be assigned to Seoul city routes for pilot testing. TEAM BusMania covered the vehicle up close from port arrival all the way to its trip up to Seoul. We checked key technical points and are sharing a comprehensive look at the articulated bus.
On-Site Coverage — Articulated Bus Lands in Korea
Text: BusLife
Materials: Scania Korea
First, based on the released materials, here’s the basic profile of the model. Scania OmniCity CN94UA (OmniCity Low-Floor Articulated)
| OmniCity Bus (Articulated) — OmniCity Low-Floor Articulated | |
|---|---|
| Drive layout | 6 × 2 |
| Overall length (mm) | 17985 |
| Overall height (mm) | 2971 |
| Overall width (mm) | 2500 |
| Engine type | DC9 03 |
| Engine power | 300 PS @ 1900 rpm |
| Max torque | 143 kg·m @ 1100–1300 rpm |
| Gearbox | ZF 5HP602 (automatic transmission) |
| Gross vehicle weight | 29640 kg |
| Seats | 36–55 |
| Total capacity | 186 passengers |
9-Liter Engine (DC9 Diesel)
The articulated bus being introduced uses a 9-liter diesel rated at 300 hp. The key advantage, we’re told, is fuel economy—significantly better than a domestic 12-liter engine of around 290 hp. Compared with typical Korean city buses, efficiency is roughly 0.9 km per liter better; on average Seoul duty cycles, the operator claims this could cut monthly fuel costs by about KRW 1,000,000 per bus.
Electronic Automatic ZF Ecomat 2
Scania’s articulated bus is fitted with the state-of-the-art ZF Ecomat 2 electronic automatic transmission. Built by ZF in Germany, the Ecomat is well known for exceptionally smooth shifting.
Integrated retarder Ecomat 2 includes a standard integrated retarder. This powerful system can slow the vehicle dramatically without touching the service brakes, reducing brake applications, extending pad life, and cutting maintenance.
NBS function With the NBS function active, even if the selector remains in “D,” the transmission automatically shifts to neutral while stopped for passenger boarding and alighting. In cities like ours with frequent signal stops at intersections, this automatic neutral-at-stop feature can further improve fuel economy.
Safety comes first—always.
This is the first serious attempt in years to operate articulated buses here, so we must be prepared for every safety scenario on the road. We’re not writing in anticipation of accidents; rather, we’re examining how safe the bus actually is.
OmniCity provides a more secure driver’s partition. The rear of the cab is fully enclosed, and a door on the right side can be opened and closed, shielding the driver from possible disturbance in the cabin. You can’t make a bus driver’s area 100% sealed for structural reasons, but the design makes it clear that driver protection was prioritized.
As a true low-floor bus, the interior floor is set low. That makes structural protection critical, because external impacts could otherwise intrude into the passenger space. Scania says the OmniCity’s body does not deform even if struck by a passenger car at 40 km/h.
The steel frame integrates an aluminum superstructure, with side-impact protection beams and a front steel beam for driver safety. Together, they help maximize passenger protection in a collision.
Even when the car’s front end is severely crushed, the bus exterior remains undamaged—evidence of how much attention has been paid to passenger safety.
Because this is an articulated bus, its articulation system is the heart of the vehicle.
Scania’s articulation control gathers data on engine rpm, wheel speeds, articulation angle, and other running parameters. A microchip-based controller manages overall vehicle dynamics accordingly.
If any fault occurs in the articulation system, the vehicle automatically limits speed to a safe level and stores a diagnostic code in the onboard computer for fast, accurate service.
The OmniCity uses a pushing (pusher) layout rather than pulling from the front. Compared with pull-type configurations, this improves stability through corners.
With a pull-type, the rear section “hangs” and can be dragged outward during cornering; with a push-type, that phenomenon is essentially absent, and the turning circle is smaller. Because the turning radius is compact, the bus can negotiate right and left turns where Korean city buses already run.
There are reports that the pusher layout is weaker on snowy winter roads. However, the vehicle has undergone rigorous testing in Sweden—a country with heavy snow—so the importer expects no major problems in Korean winters.
With ABS, TC (traction control), and standard disc brakes, the bus promises excellent winter performance on snow and ice.
Other safety features include an automatic door re-open to prevent passengers from being caught if a door begins to close during boarding, and a start interlock that prevents departure while any door is open. There’s also a door-open prevention function while in motion, and an emergency door-release for evacuation.
Convenience 1: Space for Wheelchairs and Strollers
Opposite the second and third doors are spaces for wheelchairs and strollers, enabling passengers with disabilities or infants to ride together. If the bus isn’t crowded, fold-down seats can be deployed in these areas.
Convenience 2: Kneeling System
During boarding and alighting, the body kneels to align the floor height with the curb—reducing the risk of slips and falls, and easing access for wheelchairs and strollers.
Convenience 3: Wheelchair Ramp
A ramp at the second door accommodates wheelchairs and strollers where bus stops lack proper curb/platform facilities.
Convenience 4: Wheelchair & Stroller Switch
Passengers with wheelchairs or strollers can press a dedicated switch to notify the driver and request extra dwell time. Switches are provided inside and outside: the inside switch signals for more time when alighting, and the exterior switch does so before boarding.
Convenience 5: Courtesy Lights at Doors
Each doorway has a courtesy light that illuminates as the door opens, helping riders see their footing in dark areas or at night.
Convenience 6: Driver’s Ease-of-Access Seat
A rotating driver’s seat helps the driver get in and out more easily.
Scania Articulated Bus Gallery
Articulation joint of the OmniCity CN94UA
Field Notes
Vehicle Delivery
The day finally came: Scania’s articulated buses arrived—from Sweden to faraway Korea. Two units came in, one white and one blue. The white unit will run at Everland; the blue will pilot on Seoul city routes. We couldn’t capture the arrival itself—the buses were processed before we made it on site—but Scania Korea provided footage.
September 4.
The articulated buses resting at the Sacheon plant were scheduled to make the long trip up to Seoul.
We had arranged to meet Scania Korea at 9 a.m. at Sacheon Airport to accompany the convoy. The plan had been to fly down on the 8 a.m. flight from Seoul, but the day before we went to Daejeon to test-ride an LPG bus, then took a night train directly to Jinju.
We reached Jinju at 5 a.m.—about four hours to spare before the meeting.
To freshen up, we looked for a jjimjilbang. Being a small town, the facilities were plain and most people were asleep. We tried to catch a nap, but after so much sleep on the train, it didn’t come. After tossing and turning, we finally dozed off—and woke at 7 a.m.
We washed up, tried to look presentable, and had breakfast near Jinju Station. Despite our best effort, we still looked a bit travel-worn.
To catch the bus to Sacheon Airport, you head to the stop in front of the industrial university. After a five-minute walk, we found a small ticket booth with buses coming frequently—think of it as a simple roadside stop.
Buses from Busan Transport, Gyeongnam Bus, Younghwa Passenger, Gyeongjeon Passenger, and others passed through, bound for Samcheonpo, Haman, Masan, Busan, Dongnae, Ulsan, and more.
To get to Sacheon Airport, take the local bus bound for Sacheon/Samcheonpo. The fare is 1,100 won and the trip takes about 20–30 minutes. Unlike Gimpo, Incheon, Gimhae, or Jeju, the bus doesn’t enter the terminal grounds—it drops you outside as it passes.
And small it is—Sacheon Airport isn’t a place you’d expect a bus to enter. The terminal seemed less than 50 meters from the entrance. Just a lot and a building; very quiet. Still, there was a Limousine coach for Geoje parked out front.
We arrived around 8:30. Shortly after, Manager Choi Yong-beom from Scania Korea arrived, and we headed to the Sacheon plant. Larger than expected—dump trucks and tractors lined up, including 380 tractors and a 420 with Opticruise. Since we were here, we tried Opticruise. It’s a manual gearbox that operates like an automatic—manual hardware with automated shifting.
The truck was impressively quiet and the ride quality stood out. It looked like six or so units were being delivered that day. Scania always provides driver training before delivery. We joined in: a 40-minute video, then hands-on practice with a mock dashboard, then actual driving and operation on a real vehicle. Training done, we ate at the plant canteen and waited for departure.
Departure was delayed a bit—we left later than planned.
The blue bus on the left will pilot on Seoul city routes; the white bus on the right will operate at Everland.
The front destination sign wasn’t LED—rather, a fluorescent reflective system.
The background is a matrix of black circular dots; the characters are formed where those dots switch to fluorescent. The advantage is excellent daytime legibility under bright sun.
We assumed a foreign-made sign wouldn’t handle Hangul input, but it worked perfectly, composing characters with those circular fluorescent dots as shown left. Given how poor some city-bus destination signs have been, we’d love to see more of this approach locally.
One of our biggest curiosities was the articulation joint.
From outside it looks like two vehicles coupled, but inside it feels like one continuous cabin.
The joint area is broad and doesn’t feel like a “hinge.”
It’s open—no subway-style doors—so passengers can move freely. The bellows finish keeps it looking clean and integrated.
We were impressed by the ergonomically designed passenger seats and the stop-request buttons provided at every seat. The cushions feel a bit firm to the touch, but when seated they support the lower back and spine nicely.
Unlike the boxy seats on many domestic city buses, these are shaped to fit the body, feeling much more comfortable. Stop-request buttons are on poles and along the reachable ceiling areas. On some Korean city buses, certain seats lack stop buttons—easy to miss your stop. Here, buttons are where your hand naturally is, at each pole and row.
Another big question was turning radius. At 18 meters long, many assumed tight turns would be problematic.
If 12-meter low-floors already seem long, 18 meters sounds huge.
But remember: that’s with one articulation. Split 18 meters in half and the front module is slightly longer than the rear—call it 9.5 to 10 meters up front.
In other words, anywhere a Super Aero City or Royal City goes, this can go as well. In fact, the difference in swept path between the first and third axles is said to be only 10–15 cm.
From Sacheon through urban intersections, we encountered no problematic right or left turns.
Unlike a tractor-semitrailer that pivots at the front, an articulated bus pivots in the middle, so its turning radius doesn’t balloon compared with a standard bus.
No issues at tollgates or ramps either.
As long as the driver remembers the overall length, turns are straightforward. If you think of the front as 12 meters rather than 10, you can make right and left turns anywhere you normally would.
The road into Everland is notorious for sharp curves. Even there, we held 50–60 km/h without drifting into the adjacent lane (a tire touched the line occasionally, but there was no serious encroachment).
On the expressway we drew a lot of attention and encouragement.
To the many drivers and bus operators who saw the articulated bus by chance on September 4 and followed along with interest—thank you!
Special thanks to those who grabbed their phones and “live-reported” the moment, to the folks in the Carnival who flashed a V sign, and to the students at Namseoul University who called it “number one.”
On September 6, we plan to run in Seoul. Bring your digital cameras over the weekend!
We’ll share more detail on the articulation behavior during right and left turns on city streets.
Advance Tests on Seoul City Routes
On Saturday the 6th and Sunday the 7th, we conducted two days of pilot testing on actual Seoul city routes.
We selected six routes and rode with each operator’s staff to demonstrate that regular service would be feasible.
The six were Doseon Passenger 12-3, Seoul Seung-hap 813, Taejin Transport 823, Sangjin Transport 48, Daewon Passenger 55, and Route 13.
We were supposed to depart from Deoksugung at 9 a.m. on the 6th, but heavy traffic in Yangjae delayed the bus’s arrival.
This photo shows the bus reaching Deoksugung.
With crowds of students visiting on Saturday, the articulated bus pulled up like a live showcase.
People filmed with cameras and snapped shots on their phones—plenty of jaws dropped.
We suspected more jaw-dropping once it hit the streets.
Here it is making a U-turn from Seoul Station back toward Namdaemun.
Everyone on board wondered whether a U-turn would be possible like a regular bus.
It handled it easily, then made another U-turn at Gwanghwamun and returned to Deoksugung.
Next we headed to the Sangam turnback to insert on Route 12-3. Following the 12-3 alignment from Deoksugung, we planned to go via Sinchon, World Cup Stadium, and Sangam to Gaepo Depot.
The biggest concern was the entry into Sinchon’s “Myungmul Street,” where congestion and a village bus stopped on the corner might block the way. Contrary to expectations, we slipped in without trouble.
We followed the 12-3, left-turned, and stopped at the Yonsei front stop, then continued. After turning back at Sangam, we worried again about the low underpass into Sinchon Station.
If assigned to 12-3, this section had been marked “hardest.” In the end, a relaxed left brought us right into Sinchon Station.
Continuing along 12-3, after exiting Namsan Tunnel we decided to try a contingency. On heavy-traffic days, the route sometimes drops down below the tunnel, makes a U-turn, and rejoins the original path.
If we’re to run 12-3 in service, we must be able to detour like a regular bus—so we tried it.
This is the U-turn point used during the 12-3 detour.
We completed it easily, with ample clearance on both sides.
Conclusion: no problematic sections on 12-3. We crossed the bridge, entered Apgujeong, and continued to Gaepo Depot without incident.
After lunch at Doseon Passenger, we tried two more tests.
One: can it enter and exit the wash bay? Two: can it mount and leave the maintenance bay?
The left image shows preparations before entering the wash bay.
The right image shows the bus up on the service bay.
After all tests, Doseon concluded the bus could be assigned to 12-3 without issues; contrary to early worries, it drove much like a standard city bus. They even felt it could handle Route 17 confidently.
Here we are leaving the depot after completing 12-3 tests, and running for evaluation with Seoul Seung-hap.
On Seoul Seung-hap Route 813, the most difficult segment was a right turn into a single-lane one-way street.
In the two clips below, the left shows entering a single-lane right turn; the right shows entering a two-lane right turn.
On Taejin Transport’s Yeouido circulator, there were no trouble spots at all.
Across all the routes tested today, not a single problematic location appeared. In short, there’s no operational barrier to deploying articulated buses on Seoul city routes.
The initial plan focused on straight segments with median bus-only lanes, but test results suggest high-demand routes beyond straight BRT sections would also be suitable.
Below are shots from insertion on Sangjin Transport Route 48.
As noted, there were no trouble sections on Route 48. We could U-turn in Yeouido and drove through Yeongdeungpo smoothly.
And on Routes 55 and 13, which are mostly straight, there’s little more to add.
Bottom line after two days, the 6th and 7th: during real-route pilot tests, we encountered no problematic locations whatsoever.
