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Gillig Low Floor
A Gillig Low-Floor in service for DDOT in Detroit, Michigan
Overview
ManufacturerGillig
Also calledGillig H2000LF
Gillig Advantage
Production1996–present
AssemblyHayward, California (1996–2017)
Livermore, California (2017–present)
Body and chassis
ClassTransit bus
Body styleSingle-decker bus
Doors
  • 2 doors
  • 1 door (suburban configuration)
  • Mid-entry (1 door, airport shuttle)
Floor typeLow entry
ChassisIntegral
Powertrain
Engine
Caterpillar
  • Caterpillar C9
Capacity
  • 29-foot: 28
  • 35-foot: 32
  • 40-foot: 40
Transmission
  • Allison B300R
  • Allison B400R
  • Allison H 40 EP (Hybrid)
Dimensions
Wheelbase
  • 29-foot: 163 in (4,140.2 mm)
  • 35-foot: 235 in (5,969.0 mm)
  • 40-foot: 284 in (7,213.6 mm)
Length29–40 ft (8.8–12.2 m)
Width102 in (2,590.8 mm)
Height
  • 29-foot: 115 in (2,921.0 mm)
  • 35-, 40-foot:116 in (2,946.4 mm)
Chronology
PredecessorGillig Phantom

The Gillig Low Floor (originally named Gillig H2000LF and also nicknamed Gillig Advantage[1]) is a transit bus manufactured by Gillig since 1997.[2] Introduced as a second product range by the company (alongside the Gillig Phantom), the Low Floor later replaced the Phantom entirely. Since 2008, the model line has become the sole vehicle platform produced by Gillig.

The Low Floor was the second low-floor bus design introduced in the United States, following the New Flyer Low Floor. During the 2000s, the configuration came into wide use by transit operators in place of previous high-floor designs. Along with several lengths and body styles, the Low Floor is offered with several different powertrain options, including options for diesel engines, diesel-electric hybrid, compressed natural gas, and battery-electric powertrains.

The Low Floor is currently assembled by Gillig at its Livermore, California facility; prior to 2017, the vehicle was assembled in Hayward, California.

Design history

[edit]

The Gillig Low Floor began life in the mid-1990s as Gillig was approached by Hertz Corporation, who sought a shuttle bus for its airport locations (to replace its fleet of GMC RTS buses).[3][4] Featuring a carpeted interior, luggage racks, and a central entry door, the primary design requirement of Hertz was a low-floor entry for those carrying luggage or with limited mobility.[3] In 1996, the first buses for Hertz (named the Gillig H2000LF) entered production, with Hertz placing the H2000LF in service at Logan International Airport in Boston (expanding to other airports in the United States). Gillig would produce the H2000LF for Hertz through 2005, as the design was replaced by standard Gillig Low Floor buses.[4]

In 1997, Gillig developed the H2000LF shuttle bus into the Low Floor transit bus. Several changes were made to the design, distinguished primarily by the reconfiguration of the entry doors (replacing the central entry with dual entry doors).

Following the renaming of the model line, Gillig introduced the Low Floor as an expansion of its product range, marketed alongside the step-entrance Phantom.

  • Selected updates and variations
  • H2000LF (1998) for Hertz; note large, printed destination/headsign and center door
    H2000LF (1998) for Hertz; note large, printed destination/headsign and center door
  • Low Floor (2006) for SORTA; note smaller headsign; top of windshield now aligned with top of sliding side windows
    Low Floor (2006) for SORTA; note smaller headsign; top of windshield now aligned with top of sliding side windows
  • Low Floor (2014) for SamTrans; note larger door glass (square corners) and frameless side windows
    Low Floor (2014) for SamTrans; note larger door glass (square corners) and frameless side windows
  • Low Floor (2014) for VTA, suburban configuration
    Low Floor (2014) for VTA, suburban configuration

During its production, the Low Floor has undergone several revisions to its body design. In 2002, the windshield was enlarged (with the use of a smaller destination sign) and the side windows were reduced in width.[3] After 2003, the rear side split windows that were configured upside down were reconfigured to match the rest of the side windows; frameless windows later became an option (with or without split openings).[3]

In 2005, the Low Floor model line was expanded by the addition of the Low Floor BRT, adding restyled front and rear bodywork and a front roof fairing; the Trolley Replica (not a trolleybus) restyled the standard Low Floor body as a vintage trolley.

In 2008, the entry doors were revised, adopting larger glass panels (distinguished by squared-off corners). A suburban configuration was introduced alongside the standard transit Low Floor (replacing the version previously offered on the Gillig Phantom). Distinguished by its lack of a rear entry door, the suburban Low Floor was configured with forward-facing seating, internal luggage racks, onboard Wi-Fi, and other passenger-related options.[5]

For 2011, the Low Floor BRT Plus was introduced. Coinciding with the introduction of CNG and diesel-electric hybrid powertrains, the Plus adopted a full-length body fairing to accommodate CNG tanks and hybrid equipment on the roof. In 2017, a Low Floor Plus was introduced, combining the roof fairing of the BRT Plus with the body of the standard Low Floor.

A battery-electric powertrain developed by Cummins was made available for the Low Floor Plus variant starting in 2019. The launch client for the Gillig/Cummins battery-electric bus was Big Blue Bus, serving Santa Monica, California.[6][7] A battery-electric Low Floor (29-foot) was tested at Altoona in 2018, using a drivetrain adapted from the BAE HybriDrive powertrain.[8]

In April 2024, Gillig announced a hydrogen fuel cell variant of the bus, beginning production in 2026.[9]

Overview

[edit]

Of the two body configurations for low-floor buses, the Gillig Low Floor is a low-entry bus (the front two-thirds to three-fourths of the interior is low-floor) with a low-step entry (nearly curb height) and integrated manual wheelchair ramp while the rear part of the interior (behind the rear axle) is raised to provide sufficient space for the powertrain.

The Gillig Low Floor is produced in three nominal body lengths in its standard transit bus configuration: 40 ft (12.2 m).[10] Maximum seating capacity is 40 passengers for the 40-foot length. The turning radius of the Gillig Low Floor is 43 ft (13.1 m) (40 foot body).

Powertrain

[edit]
A Utah Transit Authority 2020 Gillig Low Floor.

Conventional (internal combustion)

[edit]

Currently (as of 2019 production), the Gillig Low Floor range is equipped with three engines: the Cummins B6.7 diesel, Cummins L9 diesel, and Cummins L9N compressed natural gas inline-six engines. Throughout its production, the Gillig Low Floor has featured a range of Cummins engines along with Caterpillar and Detroit Diesel engines.

Allison, Voith, and ZF automatic transmissions are available.

Diesel-electric hybrid

[edit]
Diesel-electric hybrid Low Floors, like this TARC bus, carry their traction batteries in an enclosure on the rear roof

Since 2004, the Gillig Low Floor has been available in a diesel-electric hybrid configuration with the Cummins ISB engine; hybrid models are identified by their roof-mounted battery pack. Hybrid models have been produced with Allison,[11][12] BAE,[13][14][15] and Voith[16] series- and parallel-hybrid powertrains. In 2008, the Allison hybrid drivetrain was 81% more expensive than a conventional bus, which was partially subsidized by federal grants and expected savings in fuel and maintenance costs.[17]

The Gillig/Voith hybrid, branded DIWAhybrid, is a mild parallel hybrid system using Maxwell ultracapacitor on-board energy storage,[18] and was tested to have an observed overall average fuel consumption of 4.75 mpg‑US (49.5 L/100 km; 5.70 mpg‑imp).[16]: 62  The Gillig/BAE series hybrid, branded HybriDrive,[19] had comparable fuel consumption, at 4.64 mpg‑US (50.7 L/100 km; 5.57 mpg‑imp) (40-foot)[14]: 50  and 3.96–6.14 mpg‑US (59.4–38.3 L/100 km; 4.76–7.37 mpg‑imp) (40-foot, Manhattan and HD-UDDS driving cycles, respectively).[15]: 31  The Gillig/Allison dual-mode (series/parallel) hybrid was similar, at 3.64–6.40 mpg‑US (64.6–36.8 L/100 km; 4.37–7.69 mpg‑imp) (40-foot (12.2 m), Manhattan and HD-UDDS driving cycles).[11]: 30 

Battery electric

[edit]
Gillig/Cummins Low Floor Plus Electric of TriMet, in Portland, Oregon

A fully electric configuration was introduced in 2019, with serial production commencing in 2020;[6] it was developed as a prototype at the request of Big Blue Bus, (who was the lead customer for the model[20][21]) which had reduced an order of 20 CNG buses to 19 in order to test an all-electric powertrain system developed by Cummins (branded "Cummins Battery Electric System").[22] The buses use plug-in charging with a SAE J1772 CCS Type 1 connector,[23] and an overhead pantograph (SAE J3105–1) connection is available.[24]

As tested by the Bus Research and Testing Center in Altoona, a 40-foot (12.2 m) battery-electric bus, with a gross capacity of 444 kW-hr (355 kW-hr usable) at 750 VDC, achieved a range of 129 to 187 mi (208 to 301 km), depending on the driving cycle (Manhattan and EPA HD-UDDS, respectively; the Orange County cycle fell in between).[25]: 11, 92  Observed energy consumption was 3.04 kW⋅h/mi (11.1 mpg‑e) (Manhattan), 2.27 kW⋅h/mi (14.8 mpg‑e) (Orange County), and 2.09 kW⋅h/mi (16.1 mpg‑e) (HD-UDDS).[25]: 87  The Cummins TM4 traction motor had a rated output of 262.5 to 562.5 kW (352 to 754 hp).[25]: 11 

Trolleybus

[edit]
A BRTPlus trolleybus operating for the Dayton RTA

Gillig partnered with Kiepe Electric to build 45 "NexGen" trolleybuses for the Greater Dayton Regional Transit Authority (RTA); Gillig was responsible for the chassis, based on the Low Floor BRT/CNG, and Kiepe supplied the traction motor, battery, and trolley pole equipment. The contract was awarded by RTA in 2013 and the resulting buses featured "in-motion charging", using the trolley wires to charge an on-board battery that provided an off-wire range of up to 20 mi (32 km). This meant that buses could detour around stalled traffic and the system could be expanded without installing more overhead wire; to facilitate off-wire operation, the driver could move the poles up and down without leaving their seat.[26] Four prototypes were supplied in 2014: two used diesel engines to operate off-wire, while the other two used storage batteries. The remaining 41 would be equipped with storage batteries; the prototypes would be tested for more than five years before the first of the 41 regular production models arrived in August 2019.[27] The final bus was delivered in September 2020.[26]

Hydrogen Fuel Cell

[edit]

Announced in 2024 with production beginning in 2026,[9] this variant comes in two variants with ranges of either 320 or 375 miles (515 or 604 km) using Ballard fuel cells.[28]

Engine and Transmission Options

[edit]

The Gillig Low Floor series is currently and formerly available the following engine and transmission options:

Engines
Engine Fuel Production Availability Notes
Caterpillar C9 Diesel 2003–2009 BRT
Trolley
Cummins C8.3 Diesel 1996–1998 Low Floor
Cummins ISB Diesel 2008–present (ISB6.7)
2004–2007 (ISB) 		BRT
Trolley 		Used for diesel-electric hybrid powertrains
Cummins ISC Diesel 1998–2003 Low Floor
Cummins ISL Diesel 2001–2010 H2000LF
Low Floor
BRT
Trolley
Cummins ISL9 2011–2016
Cummins L9 2017–present King County Metro diesel-electric hybrid versions use this engine instead of Cummins ISB6.7
Cummins Westport ISL G CNG 2010–2017 Low Floor
BRT
Cummins Westport L9N 2017–present
Cummins M11E Diesel 1996–1999 Low Floor
Cummins ISM Diesel 1999–2009 Low Floor
BRT
Trolley
Cummins Electric 2019+ Low Floor Plus Permanent magnet traction motor; peak/continuous power and torque: 350 / 225 kW (469 / 302 hp; 476 / 306 PS) and 3,400 / 850 N⋅m (2,510 / 630 lb⋅ft)[6][29]
Detroit Diesel Series 40E Diesel 1997–2003 H2000LF
Low Floor 		Also known as the Navistar DT530E engine
Detroit Diesel Series 50 Diesel 1996–2005 Low Floor
Ford Triton V10[3] Gasoline 2009 BRT Gillig BRT only
Produced in a single order of gasoline-hybrid buses for LeeTran.
Vossloh-Kiepe Trolleybus 2014–2021 BRTPlus For Dayton RTA's trolleybus system
Transmissions
Transmission Production Availability Notes
Allison B300R 1996–present All
Allison B400R 1996–present All
Voith D863.3 / D864.3
Voith D863.3E / D864.3E 		1996–2005 H2000LF
Low Floor
Voith D864.5 2005–present BRT
Trolley
ZF 5/6HP592C 2001–2007 Low Floor
BRT
Trolley
ZF 5/6HP594C 2007–2010 Low Floor
BRT
Trolley
ZF Ecolife 2010–present Low Floor
BRT
Allison EP40/H 40 EP[3] 2004–present Low Floor
BRT
Trolley 		Parallel diesel-electric hybrid powertrain
BAE Systems HybriDrive[3] 2011–present Low Floor Series diesel-electric powertrain
ISE Corporation ThunderVolt[30] 2009 BRT Gasoline-electric hybrid (Ford V10)
Voith DIWAhybrid[3] 2008–present Low Floor
BRT
Trolley 		Parallel diesel-electric hybrid powertrain

Variants

[edit]
Gillig Low Floor variants
Name Image Intro. Changes
BRT 2005
  • Extended front fascia
  • Restyled rear fascia
  • Projector headlights
BRT Plus 2011
  • Extended front fascia
  • Full-length roof fairing
  • Projector headlights
Low Floor Plus 2017
  • Full-length roof fairing
Trolley Replica 2005
  • Heritage trolley appearance

Gillig also manufactures four models of buses based on the Low Floor chassis: the Low Floor BRT, Low Floor BRT Plus, Low Floor Plus, and the Low Floor Trolley. All have the same engine and transmission options as the standard Low Floor.

Gillig BRT

[edit]
Restyled BRT rear fascia, CDTA

The Gillig BRT is a restyled version of the Low Floor with different front and rear fascias. It wears a more futuristic look than the standard model. It is available in the same lengths as the standard Low Floor model, although the front fascia adds roughly an extra foot of length to the bus. Instead of sealed-beam headlights, the Gillig BRT has projector headlights. The Gillig BRT is available with CNG, Diesel and Diesel-Electric Hybrid drivetrains.

Gillig BRT Plus

[edit]

The Gillig BRT Plus is a variant of the BRT which features a full-length roof fairing which hides equipment which can include A/C units, CNG fuel tanks, or batteries. The Plus made its debut in 2011 with Long Beach Transit #1201, which is also the first Compressed Natural Gas (CNG) BRT produced.

Gillig Low Floor Plus

[edit]

The newest variant of the Gillig Low Floor. Introduced in 2017, the Low Floor Plus is more mildly restyled compared to the Gillig BRT and BRT Plus. The Low Floor Plus features the headlights of the BRT and full-length roof fairings similar to the BRTPlus, but retains the same windshield and rear end cap as the traditional Low Floor model.

Gillig Trolley Replica

[edit]
See also: tourist trolley

The Gillig Trolley is a trolley-replica bus produced in collaboration with Cable Car Classics of Healdsburg, California. It is available in 30, 35 and 40-foot (9.1, 10.7 and 12.2-meter) lengths. The vintage-style trolley appearance package exterior features include frameless bonded side windows, maintenance-free wood-like trim, ornate gold pinstriping, custom window and body graphic decals, roof cupola, functional solid brass bell, cow catcher, roof perimeter LED ropelights, and front center brass trolley lamp. The interior has solid American white oak seats, optional seat cushions, leather hand straps, brass handrails, stop request pull ropes, wood trim, and woodgrain wall panels and floor covering. In addition to conventional diesel, the Gillig Trolley is available with optional power trains, including Allison hybrid-electric, all-electric, and CNG.

See also

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Gillig Low Floor

View on Grokipedia
from Grokipedia
The Gillig Low Floor is a low-floor platform manufactured by Gillig LLC, an American company based in , designed primarily for urban and suburban public transportation with enhanced accessibility features such as ramp-free entry and ADA-compliant securement areas. Introduced in as a successor to the company's earlier Phantom model, it incorporates a corrosion-resistant and lightweight aluminum body to ensure durability and low maintenance over extended service life. Over more than two decades of production, the Low Floor has become a staple in North American transit fleets, accumulating millions of miles in real-world operations and exceeding the Federal Transit Administration's 12-year/500,000-mile durability standard through rigorous testing. The platform offers versatility with lengths ranging from 29 to 40 feet, customizable seating configurations for up to 40 passengers, and advanced amenities including , USB charging ports, and optional rear ramps for further . Safety features are integrated throughout, such as collision avoidance systems, video mirror technology, and standard-sized tires engineered to last up to 50% longer than competitors, contributing to its reputation for reliability and the lowest in the industry. The Low Floor supports multiple powertrain options to meet diverse environmental and operational needs, including clean diesel engines for efficiency, (CNG) for reduced emissions, hybrid-electric systems capable of up to 50% electric-only mode, and battery-electric variants that have achieved top scores in Altoona Bus Testing for performance and range. These zero-emission and alternative-fuel models align with sustainability goals, with the battery-electric version qualifying for significant under programs like California's Hybrid and Zero-Emission and Bus (HVIP). Since its launch, the platform has evolved to include styling variants like the BRT () series, maintaining 's commitment to American-built innovation while serving agencies nationwide.

History and Development

Origins and Introduction

The Gillig Corporation, long established as a manufacturer of transit buses such as the Phantom introduced in the 1970s, shifted toward low-floor designs in the mid-1990s to address evolving accessibility needs in public transportation. This transition culminated in the development of the Gillig Low Floor bus, initially conceived as the H2000LF shuttle for the Hertz Corporation in before being adapted for transit use. Launched in 1997 as a second product line alongside the Phantom, the Low Floor incorporated a modified with a lowered entry area while retaining the robust construction of its predecessor, emphasizing durability and ease of maintenance for urban operations. Key design influences stemmed from the Americans with Disabilities Act (ADA) of 1990, which mandated equitable access for passengers with disabilities and prompted a move away from high steps and lifts toward ramp-equipped, level-entry vehicles. European low-floor trends, which prioritized seamless boarding and higher passenger throughput in dense city environments, further shaped the model's architecture, including a dropped front and for kneeling capability. These elements allowed for a height as low as 11 inches at the door, facilitating quicker boarding times and compliance with federal accessibility standards without compromising the bus's structural integrity. Production of the standard Low Floor transit bus began on December 31, 1997, marking Gillig's entry into the growing low-floor segment. The model debuted publicly that year, with initial deliveries commencing in 1998 to early adopters such as the Norwalk Transit System, which received a demonstrator unit. Available in 35- and 40-foot lengths with a standard 102-inch width, these early buses featured stainless-steel body construction and capacities for up to 39 seated passengers plus standees, quickly gaining traction among U.S. transit agencies seeking ADA-compliant fleets. By the early 2000s, the design had evolved to include alternative powertrains, though the core low-floor platform remained focused on reliability.

Evolution and Model Updates

The Gillig Low Floor bus line has undergone iterative modifications since its initial production, focusing on aesthetic, regulatory, and technological enhancements to remain competitive in the transit market. A significant facelift occurred in 2003, when the front-end was redesigned with a larger and streamlined styling to improve and driver . During the , further updates included the adoption of LED lighting for energy savings and durability, along with improved HVAC systems that enhanced passenger comfort and system efficiency through better air distribution and reduced noise. To align with U.S. Environmental Protection Agency (EPA) emissions requirements, the Low Floor incorporated engines compliant with the 2007 EPA 07 standards, which reduced and particulate matter emissions. By 2024, models were updated to meet the more stringent EPA 27 standards (effective 2027), utilizing advanced aftertreatment technologies like for ultra-low emissions while maintaining performance. Production expanded in 2008 with the introduction of 29-foot models, providing a shorter, maneuverable option for dense urban operations without sacrificing low-floor accessibility. CNG compatibility was added in the early , enabling the use of fuel systems to lower and support mandates. In 2022, partnered with RR.AI to develop advanced driver-assist systems (ADAS), including collision avoidance and lane-keeping features, for integration into the Low Floor platform, alongside platforms for real-time fleet monitoring and . In April 2024, announced a fuel cell-powered Low Floor variant, developed in collaboration with and Ballard Power Systems, with production slated to begin in 2026. Notable 2025 deliveries featured a 476-unit CNG order to Dallas Area Rapid Transit (DART), marking one of the largest single fleet modernizations and aiding the agency's transition to cleaner propulsion.

Design and Specifications

Chassis and Body Construction

The Gillig Low Floor bus features a welded stainless-steel chassis construction, which provides exceptional corrosion resistance and contributes to a projected service life exceeding the Federal Transit Administration's 12-year/500,000-mile standard. This robust frame is paired with a lightweight aluminum body, enabling the vehicle to balance durability with reduced weight for improved fuel efficiency and maneuverability in urban transit operations. The stainless-steel components are designed for low maintenance over extended periods, ensuring longevity in demanding environments. To achieve its signature low-floor entry, the bus incorporates an independent front suspension system equipped with air bags, allowing for smooth ride quality and precise handling. The rear is specifically engineered to support the low-floor design, with a capability that lowers the entry height to approximately 12 inches, facilitating easy access for passengers. These suspension elements work in tandem to maintain structural integrity while accommodating the demands of high-frequency stop-and-go service. Standard configurations offer lengths of 29, 35, or 40 feet and a width of inches, with a gross rating (GVWR) ranging from 34,000 to 42,000 pounds depending on the model length. The HVAC system is roof-mounted to preserve maximum interior floor space and support the low-floor architecture without compromising passenger capacity. Safety is enhanced through a crash-tested frame compliant with (FMVSS), and three-point seat belts have been standard equipment since the , promoting occupant protection in collisions.

Interior Layout and Accessibility

The Gillig Low Floor bus features a low-floor with a floor of approximately 15 inches (38 cm) at the entry, eliminating the need for steps and enabling level boarding through a deployable ramp or kneel suspension system. This configuration facilitates quick and efficient passenger loading, particularly for those with mobility challenges, and supports 2 to 4 dedicated securement positions equipped with ADA-compliant tie-downs and restraint systems. Seating configurations in the Gillig Low Floor typically accommodate 25 to 40 passengers, with common setups providing 32 to 39 seats using perimeter or longitudinal arrangements; flip-up seats allow conversion of spaces for additional standing room or use when needed. Upholstery options include durable vinyl for high-traffic routes or fabric for comfort, with stanchions and handrails positioned to maximize circulation and safety. Passenger amenities emphasize convenience and modern transit needs, including overhead luggage racks for personal items, integrated passenger counters for , and optional onboard along with USB charging ports at select seats, introduced in models from the mid-2010s onward. To ensure compliance with the with Disabilities Act (ADA), the interior incorporates accessible features such as priority seating areas, high-contrast edge striping on aisles for visual guidance, and provisions for audible stop announcements via integrated systems. Flooring options include slip-resistant materials with color-contrasted edges to aid navigation for passengers with visual impairments. Ventilation and lighting systems prioritize passenger comfort and visibility, with zoned climate control providing separate HVAC for the driver and passenger areas, including efficient and heating modes. Interiors utilize energy-efficient LED lighting throughout, with dimmable options in newer configurations to reduce glare and enhance energy savings.

Propulsion Systems

Internal Combustion and CNG Options

The Gillig Low Floor transit bus offers internal combustion engine options powered primarily by the Cummins L9 diesel engine, available in ratings from 260 to 380 horsepower and 860 to 1,250 pound-feet of torque, ensuring robust performance for urban and suburban routes. This engine incorporates advanced emissions control systems, including a diesel particulate filter (DPF) and selective catalytic reduction (SCR), to meet current U.S. Environmental Protection Agency (EPA) standards for heavy-duty vehicles, achieving reductions of up to 50% in nitrogen oxides (NOx) and 75% in particulate matter compared to models from a decade prior. These configurations meet current EPA Tier 4 Final standards for heavy-duty engines and incorporate technology to comply with the 2027 low-NOx standards. For (CNG) propulsion, the Gillig Low Floor utilizes the L9N , a near-zero emissions variant rated up to 320 horsepower and 1,000 pound-feet of torque, with emissions limited to 0.02 grams per brake horsepower-hour—90% below EPA limits. Developed in collaboration with Cummins Westport, this inline-six features lightweight composite fuel cylinders for onboard storage, enabling a typical operational range exceeding 300 miles on a single fill, depending on route demands and tank capacity. The system is fully certified under both EPA and (CARB) guidelines, delivering near-zero particulate matter and outputs while compatible with to further minimize contributions. Transmissions for both diesel and CNG variants include automatic options from and Allison, typically featuring 6- to 7-speed configurations mounted at the rear to maintain the low-floor design and optimize . These rear-axle placements facilitate smooth power delivery in stop-and-go transit environments, with Voith's DIWA series and Allison's B-series emphasizing durability and efficiency. Fuel efficiency for the diesel-powered Gillig Low Floor averages 3 to 5 miles per gallon in urban cycles, with the L9 achieving up to 3.5% improvement over prior generations and 15% better economy than buses from a decade ago, as verified in duty-cycle testing. CNG models yield 2 to 3 miles per (GGE), supported by the L9N's optimized combustion, and have demonstrated the best-in-class economy among CNG buses during EPA's Altoona Bus Testing program. Emissions performance under EPA transient cycles shows diesel variants with controlled below 0.2 grams per brake horsepower-hour and PM under 0.01 grams, while CNG configurations approach zero for both in real-world operation. Maintenance for these powertrains emphasizes extended intervals, with recommending oil changes every 12,000 miles for the L9 and L9N engines under standard transit duty, facilitated by for DPF and SCR monitoring. Routine DPF or regeneration occurs passively during operation, with manual interventions typically every 200,000 to 300,000 miles based on soot loading, ensuring compliance and longevity without frequent downtime.

Hybrid and Battery Electric Systems

The Gillig Low Floor hybrid electric configuration employs a parallel hybrid drivetrain, integrating a Cummins diesel engine with an electric motor for assist, enabling up to 25% fuel economy improvement over traditional diesel buses through optimized energy management and regenerative braking. Earlier models from 2013 onward utilized BAE Systems' HybriDrive Series-E system, which pairs the Cummins L9 engine (up to 330 horsepower) with electric propulsion for seamless transitions between diesel and battery-only modes, allowing up to 50% operation in electric mode depending on duty cycles. The current Allison eGen Flex hybrid system incorporates 26 kWh lithium titanate batteries and delivers peak torque of 1050 lb-ft, supporting short zero-emission segments of up to 10 miles while reducing emissions via geofencing for priority electric use in urban zones. Battery electric variants of the Gillig Low Floor, introduced in , achieve zero-emission operation using a direct-drive adapted from ' HybriDrive technology, providing robust propulsion without tailpipe emissions. These models feature modular lithium-ion NMC batteries with capacities ranging from 444 kWh (offering approximately 150 miles of real-world range) to 686 kWh for extended routes, integrated into the low-floor chassis for balanced weight distribution and energy efficiency. Charging options include depot plug-in, overhead rails, and inductive plates, with full charges achievable in under four hours for standard packs, enhancing fleet operational flexibility. Regenerative braking in both hybrid and battery electric systems recaptures during deceleration, typically recovering 20-30% of expended energy to recharge batteries and extend range, while reducing wear. Performance includes smooth acceleration suited for transit stops, with the battery electric models demonstrating high reliability through an Altoona testing score of 89.5/100, far exceeding minimum standards for durability and efficiency. For 2025 models, enhancements in battery thermal management include systems that maintain optimal temperatures across diverse climates, ensuring consistent performance, extended battery lifespan, and up to 79% less compared to competitors. These updates support grid integration potential, such as (V2G) capabilities for energy return during off-peak hours, aligning with broader goals.

Alternative Propulsion (Trolleybus and Hydrogen)

The Gillig Low Floor trolleybus variant draws power from overhead catenary wiring, with dual-mode configurations developed since the early 2000s to enable off-wire operation using diesel engines for up to 5 miles, allowing buses to bypass sections without electrical infrastructure. This capability was demonstrated in prototypes delivered to the Greater Dayton Regional Transit Authority (RTA) in 2014, where two units utilized diesel propulsion for off-wire segments to test integration with existing trolley networks. Production deployments emphasize battery-assisted dual-mode systems, as seen in the 45 NexGen trolleybuses supplied to Dayton RTA starting in 2019, which incorporate in-motion charging to recharge onboard batteries while under wire and provide up to 20 miles of off-wire range at full load. These vehicles share electric motors with the battery electric variants of the Low Floor platform, facilitating consistent performance and maintenance. The trolleybus design requires substantial upfront investment in catenary infrastructure but delivers near-zero emissions during wired operation and supports high passenger capacities in dense urban settings. Hydrogen fuel cell propulsion for the Gillig Low Floor was piloted starting in 2022, integrating stacks from Ballard Power Systems rated at 150-200 kW with electric drivetrains to power the low-floor chassis. These buses offer an operational range of up to 300 miles using approximately 50 kg of , with refueling completed in under 10 minutes to minimize downtime. The shared architecture with battery models streamlines production and service requirements across Gillig's zero-emission lineup. By 2025, hydrogen fuel cell Low Floor buses entered trials in , including deployments with as part of regional zero-emission fleet expansions. Production of the hydrogen fuel cell variant is scheduled to begin in 2026. Key challenges include elevated infrastructure demands for supply and dispensing stations, alongside fuel cell system efficiencies of 50-60% tank-to-wheel, compared to approximately 90% for battery electric counterparts, which impacts long-term operational economics.

Model Variants

Standard Low Floor Configurations

The Gillig Low Floor bus offers standard configurations tailored for urban and suburban transit operations, providing versatile options for agencies seeking reliable, accessible vehicles without specialized styling. These baseline models emphasize durability, ease of maintenance, and compliance with Americans with Disabilities Act (ADA) requirements, forming the core of many municipal fleets across the . Available in three primary lengths, the standard Low Floor includes a 29-foot suburban variant suited for lower-density routes, a 35-foot model for medium-capacity service, and a 40-foot option for high-volume urban lines. The 29-foot length accommodates routes with frequent stops and parking challenges, while the 35- and 40-foot versions support denser passenger flows in metropolitan areas. These dimensions maintain a consistent 102-inch width and low-floor design for seamless boarding. Door configurations vary by application, with city-oriented models typically featuring two doors (front and rear) or three doors (adding a midship exit for faster loading) to optimize dwell times at busy stops. Suburban setups often include a single front door with optional rear-door access or no rear door for express services, incorporating wider rear door widths and optional ramps for enhanced accessibility. These arrangements ensure flexibility for different operational needs while preserving the low-floor entry height of approximately 14 inches. Passenger capacity depends on seating layout, with the 29-foot model typically holding 27 to 32 seated passengers plus standees, the 35-foot version accommodating 30 to 35 seated, and the 40-foot configuration supporting up to 40 seated and 45 total including standees. Basic fleet packages allow transit agencies to specify perimeter or transverse seating, ADA securement areas, and stanchions to balance seated and standing space based on peak demand. For instance, a standard 40-foot bus in transit service often provides 35 seated positions with room for additional standees during rush hours. Customization options for standard models focus on practical enhancements, including agency-specific paint schemes for branding, programmable LED destination signs for route information, and integration with Intelligent Transportation Systems (ITS) such as (CAD)/automatic vehicle location (AVL), video surveillance, , and USB charging ports. These features enable seamless connectivity with software without altering the core vehicle structure. The Low Floor platform is compatible with various propulsion systems, including diesel, CNG, hybrid, and battery electric options, as detailed in propulsion specifications. In the U.S. transit market, standard Low Floor configurations dominate Gillig's offerings, comprising a significant portion of production and contributing to the company's approximate 40% overall among heavy-duty transit buses as of 2025. This prevalence underscores their role as the workhorse for over 70 transit authorities nationwide, prioritizing cost-effectiveness and long-term reliability.

BRT and Extended Variants

The Gillig BRT variant of the Low Floor platform was developed specifically for (BRT) applications, featuring a stylized exterior design optimized for high-capacity urban corridors. It utilizes a 102-inch width to accommodate modular seating arrangements that enhance passenger flow and flexibility for BRT operations. The model includes options for bonded or clamp-in windows, frameless glazing for improved , and LED for route identification. In 2011, introduced the BRT Plus as an enhanced iteration, incorporating larger flush-mounted passenger windows for better visibility and natural light, along with LED destination displays integrated into the front cap. This update emphasizes aerodynamic styling with a raised, raked-back front and streamlined roofline to reduce drag on dedicated lanes. The BRT Plus supports capacities of up to 74 passengers in its 40-foot configuration, including 37 seated, making it suitable for high-demand routes. Bonded windows in this variant provide added vandal resistance through secure, frameless installation. The Low Floor Plus extends the platform's capabilities with lengths of 35 and 40 feet, offering improved stability through its extended design—284 inches for the 40-foot model—while maintaining low-floor . It features updated high-intensity LED lighting for enhanced visibility in dedicated BRT lanes and smooth roof transitions that conceal rooftop equipment like units. This variant prioritizes modular interiors for high-volume service, with options for hybrid or battery-electric propulsion to support articulated-like performance in extended operations without full articulation. Notable deployments of BRT and extended variants include early orders to the Kansas City Area Transportation Authority for its MAX BRT line in the mid-2000s, as well as fleets for Regional Transportation District and in during the 2010s. By 2025, expansions in growing U.S. cities such as Toledo (Toledo Area Regional Transit Authority ordering 11 battery-electric units) and (three CNG Low Floor models), reflect ongoing adoption for sustainable high-capacity transit.

Replica and Specialized Models

The Gillig Trolley Replica is a variant of the designed for tourist and heritage routes, featuring a body styled to evoke historical streetcars. Introduced in through a collaboration with Cable Car Classics, it modifies the standard Low Floor chassis to include vintage aesthetic elements such as sealed-beam headlights and a faux-trolley exterior. Available in 29-, 35-, and 40-foot lengths with a 102-inch width, the model accommodates diesel, diesel-electric hybrid, (CNG), and battery-electric powertrains. Battery-electric versions of the Trolley Replica gained prominence in the , aligning with broader industry shifts toward zero-emission vehicles for short-haul tourist applications. For instance, in 2016, County Connection in deployed four 29-foot battery-electric Trolley Replicas equipped with propulsion and wireless charging capabilities during layovers. These units support up to 686 kWh battery storage and flexible charging options, enhancing suitability for urban heritage loops. Beyond tourist replicas, the Low Floor platform has been adapted for specialized non-transit roles, including shuttles with enhanced luggage storage. Gillig's low- and zero-emission models are particularly favored for operations due to reduced and environmental impact, as seen in deployments by Metro Shuttle Service and Hertz rental car shuttles across U.S. . These configurations retain the core stainless-steel while incorporating rear luggage bays for convenience. Custom applications of the Low Floor include rare prototypes and conversions, such as double-decker variants for increased capacity in sightseeing or shuttle services. A 2012 double-decker prototype utilized the Low Floor chassis to achieve a low entry height while adding an upper level, though production was limited and subsequently discontinued. Some operators have converted standard Low Floor buses into open-top double-deckers for tour routes, leveraging the platform's durability for non-standard bodywork.

References

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  2. https://www.gillig.com/buses/
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  4. https://static.nhtsa.gov/odi/rcl/2017/RMISC-17V119-3029.pdf
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