Freezing Feature Issue No. 1261
Beijing Public Transport You Don't Know
On December 17, 1924, a grand opening ceremony was held at Beijing's Qianmen to celebrate the official opening of Beijing's first public transportation line for residents.
The first tram departed from Qianmen and passed through Xizhimen, Xidan, Xisi, and Xinjiekou in a "ding-ding-dong", with a total length of 7 kilometers.
On the day it opened to traffic, thousands of rickshaw drivers in Beijing resisted in unison, and some even lay on the rails to prevent the tram from passing.
After 1995, more than 9 million people in Beijing travel by bus every day, and the number of bus lines has increased to more than 1,600.
Beijingers will no longer be surprised by adding a new bus line. On the contrary, when the old line is adjusted or cancelled, some bus fans will spontaneously take the last bus and say goodbye in their own way.
changed
Beijing has many stories that few people know.
In this city, a mother takes the No. 387 bus with her child all year round and gets off at Beijing Children's Hospital.
More than ten years have passed, and the child's body has grown a lot, but he is still curled up in his mother's arms, showing indifference to changes in the outside world.
In the early morning when most Beijingers were still sleeping, there was a stamp collector who was always rushing to the first bus of No. 387 to line up at the post office in Xizhimen to grab the newly issued stamps.
Also catching the first bus was a group of home building materials workers who rented houses near Libei Bridge.
They had to hitch a ride into the city to work.
As the chief flight attendant of Route 387, Zhang Queming has been observing and listening to these passengers: there is a visually impaired person who relies on the voice announcement system outside the bus to identify which bus to board.
Therefore, every time he sees a visually impaired person in front of the platform, he will always use the microphone to broadcast a second time to ensure that the other party can hear it, and when getting off the bus, he will remind in a low voice, "two steps".
When passing through a residential area, he turned down the horn sound again. An excellent flight attendant should balance the riding needs of different passengers, and he should not let the loudspeaker outside affect the sleep of the residents.
Beijing is the city where Zhang Queming was born and grew up. He has worked on 387 Road for 22 years.
This route starts from Beijing West Railway Station, passes through Beijing Children's Hospital, Peking University People's Hospital, Beijing University of Posts and Telecommunications, Beijing Film Studio, and finally heads to the North Fourth Ring Road.
He once looked at the wild lake that flashed past the car window, which was later built into a lotus pond park.
The original bus station of No. 380 was removed, and a bird's nest was built on the original location.
Beijing is changing so fast that travelers who haven't set foot here for years often ask Zhang Queming about an old place name.
Not long ago, an old couple who rarely went out wanted to go shopping at Beichen Shopping Center. This old-fashioned shopping mall established in the early 1990s was once one of the largest department stores in northern Beijing, but it has long since closed.
Zhang Queming didn't want the old man to make a trip in vain, so he suggested that he should go to the nearby Winter Olympics venues, or divert to other shopping malls.
He can remember more than 500 bus, subway, and urban railway lines in Beijing, and is familiar with more than 3,000 station names. He is called "living map" by passengers.
In the early years, bus conductors often had to familiarize themselves with routes and guide passengers.
When Beijing hosted the Olympic Games in 2008, he deliberately learned 100 sentences of applied English.
That was the year he had seen the most foreigners on a Beijing bus.
But now, fewer people are asking him questions, and the navigation software can calculate multiple travel routes.
He can clearly feel the changes in the passengers: in the past, the passengers' demand was to squeeze into the car, but now the passengers seek comfort, get in the car, and hope to have a seat.
He even considered that the service level of the bus should be benchmarked to aviation standards and tour guide standards, so that passengers can ride more comfortably.
The pursuit of comfort is also reflected in the changes in bus types: in the past, there were more vacant spaces and fewer seats, and more people could be accommodated. Now, there are fewer vacant spaces and more seats.
He also practiced how to outwit thieves on the bus.
When thieves were the most rampant in the early years, he had a colleague who was a conductor. When he got off the bus to sell tickets, the coat hung on the car was taken away.
He learned not to directly confront the thief in the car. When he found theft, he could only go forward and repeat the ticket check to the stolen passenger again and again, hoping to arouse awareness, or keep pressing the "anti-theft" sound.
In recent years, there have been fewer thieves on the bus.
The beep he pressed repeatedly changed to remind passengers not to sit past the station.
He clearly felt that the passenger's attention had long since shifted from the ride to the mobile phone screen.
During the evening rush hour, some passengers fell asleep while swiping their mobile phones. As soon as their hands were relaxed, the mobile phone fell to the ground with a snap.
"Previously, very few passengers could fall asleep on the bus."
In the driving year after year, the Spring Festival travel is always the busiest time of the year.
In Zhang Queming's memory, at that time in 2000, passengers carrying large and small bags of luggage lined up on the platform of Beijing West Railway Station to the underground passage.
Some people put eggs in mineral water buckets to prevent them from breaking.
Someone brought freshly squeezed cooking oil from his hometown. Zhang Queming sniffed the oil bottle to make sure there was no gasoline smell.
Most of these people returning to Beijing from their hometowns stop at the Yanhuang Art Museum, which is a transit station leading to Changping and Yanqing.
However, during the Spring Festival travel in the past two years, due to the need for epidemic prevention and control, there were not as many families returning home on 387 Road as in previous years.
The latest lively Spring Festival was the Spring Festival in 2019. Some passengers tied their baby carriages with luggage elastic straps and took them home with them.
In the city of Beijing on the bus, the only constant is the traffic congestion.
Many passengers are often stuck on the road just one stop away from the Beijing West Railway Station, and have to get off the bus early and drag their luggage to catch the train.
Of course, those who missed trains and high-speed trains due to traffic congestion now have new means of travel - after the opening of Metro Lines 5 and 7, people who live in the north can transfer to the subway and arrive at Beijing West Railway Station. Again the only option.
stretch
The subway is becoming the main artery of the city. Today, Beijing has 27 lines. The subway map has changed from the original "one circle and one line" to the current "circuit board", with an annual passenger volume of 4.53 billion.
An old lady once described it this way: "As soon as the door is opened during the rush hour, the subway is like vomiting like a 'wow'."
But there are still many places in Beijing that cannot be reached by subway.
The end of the subway is often the beginning of some buses, which make the city go on and on.
The 463 bus carries several subway stations at one end and the village on Dingsi Road at the other.
Dingsi Road outside the North Fifth Ring Road is more than 20 kilometers away from Tiananmen Square.
The lights and feasts in the city seem to pass from here. Bars, KTVs and other entertainment venues are hardly seen on both sides of the road. When you go out at night, there are few pedestrians.
On this road, there are both villas and abandoned demolished houses with exposed steel bars.
Those who live in villas worth more than 15 million yuan almost never take the bus.
But this does not affect the bus driver Su Lihua becoming one of the important people on this road. There are still a group of northern drifters living on Dingsi Road. They can rent one of the houses built by farmers in the village for only over 1,000 yuan. Although one floor can be divided into 10 rooms, the density of people is extremely high.
Seventy percent of Sullivan's passengers are these tenants.
The No. 463 he drove runs along Dingsi Road, from the village to the subway station, and the bus is the most economical choice for them to travel.
Su Lihua often feels "needed": a nearby village has deliberately vacated a semi-circular open space for buses to drive in and turn around.
Previously, villagers had to walk a kilometer or two to reach the nearest bus stop.
There is also a station in front of the villa area, but most of the people who get on the bus here are housekeepers with rags and brooms.
Passengers on the 463 route are mostly quiet.
The morning rush hour here starts earlier than in the urban area, and at 6 am, there is a queue of passengers on the platform.
They squeezed onto the 463 road, waiting for the bus to take them to the nearest subway station, Zhuxinzhuang on Line 8, more than 10 kilometers away, and then transfer to the subway to enter the city.
It is difficult for Su Lihua to tell the occupation and identity of the passenger, unless the other person is wearing a sanitation uniform or carrying cleaning equipment.
But what is certain is that his passenger group is relatively fixed and not very mobile, "all of them are young adults between the ages of 20 and 50."
Su Lihua felt that Beijingers seemed to get off work later.
He remembered that in 2008, the evening peak of the meeting ended at 7:00 pm, and in recent years, many people did not return home until about 9:00 pm or 10:00 pm.
This bus driver, who has been on the road for 14 years, has never picked up foreigners, and rarely picks up pregnant women and tourists.
The bus he drives can press the barrier-free facility button when pulling over to make the bus lower and tilt toward the passenger side—but so far, few disabled people have enjoyed this barrier-free facility on Dingsi Road.
As a result, those elderly or heavy-lifting passengers have become the beneficiaries of this lower body design.
Most of these elderly people go to Beijing to help their children take care of their grandchildren and take care of housework. The supermarkets and farmers' markets on Dingsi Road have become their frequent places.
Sometimes, the flight attendant will deliberately get out of the car to help the elderly carry the heavy cart to the car.
Occasionally, the destination of the elderly is the park.
Su Lihua recalled that the abandoned wasteland on both sides of the road used to be piled with household garbage, but now trees have been planted on the wasteland and it has been turned into a park.
There used to be a super-long line near here, 836 Road, with a total length of more than 50 kilometers, from the North Fifth Ring Road to the Southwest Fourth Ring Road.
Su Lihua was also the driver of this line. It took 145 minutes to run a one-way trip. Later, the subway was slowly built along the line. The super-long line was difficult to dispatch, with many congestion points and long time. Therefore, the bus line was gradually shortened.
encrypted
The short bus line means that the former city traffic boss has to cooperate with the subway line and suburban train line to weave the city's traffic network more densely.
In Beijing, Liuliqiao Beili Station, like thousands of bus stops, is like an indispensable node in a large network: this bus stop on the West Third Ring Expressway connects the major cities in western Beijing. Traffic arteries and capillaries, the flow of people is like the tide, rushing into the central city during the morning rush hour and gradually withdrawing during the evening rush hour.
With Liuliqiao Beili Station as the center, there are 505 bus stops, 5 subway stations, two long-distance passenger transport hubs and one railway passenger transport hub within 1.5 kilometers.
59 bus lines stop here, Route 300, which runs around the Third Ring Road, and Route 901, Beijing's first bus to the outer suburban counties, pass here.
Among them, 29 bus lines are bound for the southwest, leading to Fengtai District, Fangshan District and other areas.
You can see the less decent side of Beijing here: about 44,000 people get on and off at this station every day, and the morning peak is the most crowded.
There are also the row of isolation guardrails on the platform. There have been three gaps of more than one meter wide. Sometimes they have just been repaired, and they are damaged again in a few days. Some people do not want to take the overpass and want to take a shortcut and cross the road through the gap. .
It is also connected to various modes of transportation such as railways and long-distance buses: the Lianhuaqiao Interchange on the north side goes to the railway station Beijing West Railway Station; the Liuliqiao Interchange on the south side is the starting point of the Beijing-Hong Kong-Macao Expressway, going to Fangshan District and Shijiazhuang, Hebei. The vehicles from here will depart from here; the Liuliqiao Passenger Station in the southwest is the passenger station with the largest passenger flow among the 9 inter-provincial passenger stations in Beijing.
A college student from East China University of Science and Technology spent 6 days and 5 nights taking a bus from Shanghai to Beijing. He also changed trains here. In the early years, a labor market was spontaneously formed here, and hundreds of thousands of migrant workers came to Beijing every day. Gather here to find a livelihood.
There's no question that public transportation has given city dwellers more space to move around, as long as you're willing to spend the commute time.
Since 1986, when the first bus No. 901 in Beijing went to the outer suburban counties, the bus network has become larger and larger, and there are more and more buses with prefixes 9 and 8.
Slowly, Beijing and Hebei also opened the bus.
In Yanjiao, a small town in Hebei, in order to catch the first bus to Beijing, many people went to the bus platform in the dark at 5 a.m. to line up.
They are migrant workers, sons, daughters, daughters-in-law, and sons-in-law. Sometimes the elderly at home will help them line up, just so that they can sleep more than ten minutes and have a seat on the bus.
Public transportation has broadened the reach of the city and, to a certain extent, has also accommodated all kinds of people.
In the middle of the night every day, many chauffeurs will take the night bus to Guomao, the row of vans parked on the roadside, and send these chauffeurs back to Yanjiao to sleep.
The East Third Ring Road is an important hub, bringing people to places that are one more ring, two more rings, or even farther than the Third Ring Road.
"Guomao! You hear how advanced the name is. It used to be called Dabeiyao, an industrial area and the end point of many bus lines. To go to Tongxian (now called Tongzhou), you have to change trains there." Someone said.
The tentacles of public transportation not only reach far away, but also reach into every road and every community.
In Beijing, the number of "micro-circulation" bus lines within 10 kilometers is gradually increasing.
These lines surround various subway stations and connect them to nearby communities, so that residents no longer need to walk the last few hundred meters.
There are also some "micro-circulation" bus lines running around hospitals and colleges.
Huilongguan and Tiantongyuan are one of the most frequently adjusted bus routes in recent years.
The name of "Sleeping City" has long been removed here, and supporting facilities such as office buildings, shops, schools, supermarkets, etc. have been added. Many new buildings have also been developed, gathering young "beijing drifters" and helping them bring The parents of the children, even the code farmers in Zhongguancun.
The staff responsible for the optimization of the line network of the Keyi Branch of Beijing Public Transport Group have visited many communities in Huilongguan and Tiantongyuan to find the travel needs of residents: many elderly people hope to open a microcirculation route to connect the community and the park.
She clearly felt the change in residents' demand for bus stops: in the past, as long as there was a car, but now I hope the bus stop is downstairs and in front of the house.
For this reason, the residents of some communities even quarreled: some residents hoped to get on the bus immediately when they walked to the gate of the community, but the residents facing the street were too noisy and did not agree to the construction.
green
"Beijing Blue" is also making public transport more and more "green".
As early as 2014, most of the buses in Beijing have been replaced with pure electric vehicles, and there are only a few routes with long driving distances, and the buses still use liquefied natural gas as power.
Even the long-established trolleybuses in the east and west cities are now replaced by electric vehicles, which derail when the power is full, and "two braids" when the power is insufficient.
A veteran bus fan said that although the trolleybuses have now been replaced by pure electric vehicles, the antennas that are erected on the road are criss-crossed and commemorate the city's past.
To a certain extent, the use of energy affects the urban landscape.
According to some historical documents and the memories of old Beijingers, in the late 1950s, when energy was limited, Beijing buses once wore a black gas bag on the roof and used gas to drive the car.
In order to save fuel, some bus drivers deliberately wear shoes with thin soles to avoid wasting gasoline by stepping on the accelerator too much.
Later, diesel became the main energy source for buses.
Zhang Queming recalled that in the past, the smell of diesel oil drifted into the car, and passengers were often stimulated to experience dizziness and vomiting. He had to prepare plastic bags, cooling oil in advance, and sometimes help to press acupuncture points.
In the 1980s, the documentary "Ride by Car" recorded the appearance of Beijing's buses: leather seats, wooden floors, and a loud engine sound when the driver stepped on the accelerator.
Passengers crowded beside the stop sign next to each other. In order to squeeze into the car, some people ran against the window without waiting for the car to stop. Sometimes there were too many people, and the cloth bag was caught in the gap of the car door and could not be pulled out.
Someone recorded the starting sound of a diesel car that was long since eliminated by the times. When the driver stepped on the accelerator, the sound of the engine became more "ghost crying and wolf howling".
A bus fan recalled that in the past, being a bus driver was a physical task. He used a footbath full of water to practice at home and learn to turn the steering wheel.
In the late 1990s, Beijing's pollution became more and more serious, and other energy sources such as natural gas and electricity began to be valued and utilized.
In 2006, there were even three Mercedes-Benz hydrogen fuel cell buses in Beijing.
This is also one of Beijing's future energy concerns.
In the 2022 Beijing Winter Olympics, 200 hydrogen fuel cell buses were used. This is the first large-scale demonstration application of hydrogen fuel cell buses in Beijing.
Also trying to do new energy on buses is Baicheng City, Jilin Province. 15 hydrogen fuel cell buses maintain a hydrogen fuel bus line, which solves the problem that fuel buses are difficult to start every winter in this city. .
In Beijing's Yanqing District, there are 4 hydrogen refueling stations that provide energy supplies for the 200 hydrogen fuel cell buses.
Every time the bus energy is upgraded, it means to provide supporting facilities at the bus station accordingly.
The Transportation Planning Institute of Beijing Urban Planning and Design Institute has witnessed the multiple energy reforms of Beijing buses.
Zhang Xin, deputy director, said that when buses were replaced by electric vehicles on a large scale in 2014, the space for charging piles, substations and other supporting facilities was planned for the bus station. In the future, the planning of Beijing bus station will also consider the space for hydrogen refueling stations layout.
Experts who study energy have found that the energy reform of buses will affect the design of bus stations.
Fast charging for a bus requires 200 kilowatts of electricity, which is equivalent to the power consumption of all electrical appliances in 100 nearby households turned on at the same time, posing a huge test to the power supply capacity of the power grid.
But for the old communities in the central urban area of Beijing, the power grid upgrade is a big project.
Experts suggest that, ideally, buses can take advantage of nighttime low power consumption for slow charging to reduce grid pressure.
Far
In Beijing, with the development of the city, many bus depots have undergone demolition, relocation, and new construction, especially in recent years.
The Tianqiaochang Station near the north-south central axis used to be the "habitat" of the tram No. 105, 110, and 917 buses. In order to cooperate with the application for the central axis, the Tianqiaochang Station needs to be moved, but the three old lines must continue to serve , So, the old line was changed to another station 200 meters away from the central axis to park at night.
Zhang Xin said that under the general requirements of high-quality development, the bus depots in the central city are "subtracting", and some depots no longer provide a large number of night parking functions; more buses stop at the bus depots in peripheral areas at night. In the station, these stations also provide more functions such as vehicle maintenance, driver and passenger services.
Lin Jing, Director of the Comprehensive Office of the Beijing Municipal Institute of Urban Planning and Design, said that under the organization of the Beijing Municipal Commission of Planning and Natural Resources, the Institute has compiled different levels of Beijing bus station plans in 2011, 2016 and 2022. .
In the planning of these 3 editions, the main problem to be solved is the contradiction between the increasing travel demand of residents and the shortage of the total number of stations and the layout.
However, the internal layout of the bus station has changed from a plane to a three-dimensional, which is also a concrete manifestation of the transformation of Beijing's urban and rural construction and development model into renewal and stock.
Those three-dimensional bus stations can also take into account urban services under the premise of satisfying bus parking, maintenance, and repair. For example, social security centers, banks, and convenience stores are compounded to allow passengers to get off the bus to handle business.
The end of Metro Line 9 is connected to Guogongzhuang Bus Center Station.
The roof of this bus station is designed with a green garden and a basketball court. In the future, it will become an activity place for the residents of the nearby community. It will also provide commercial services, car park-and-ride parking and other functions.
In the sub-center of the city, 80% of the newly built and renovated bus depots are combined with functions such as car parking and business, and are closely connected with other means of transportation.
By the end of 2022, a number of bus depots will be put into use here.
In addition to these well-designed permanent stations, there are also some temporary stations in Beijing.
Zhang Xin believes that these temporary stations formed for historical reasons are a temporary "market behavior" in the process of urban development, which also reflects the need for further efforts in the development of urban public transport in Beijing.
bid farewell
When Beijing continues to grow, becoming bigger, faster and more convenient, many people miss the old Beijing that was slow and slow.
At 8 p.m. on April 15, on Genbei Street, Donghuangcheng, a woman was carrying a bag of steamed buns and was about to take a bus home.
When she walked to the bus stop sign of Liangguo Factory, she was a little confused: the platform was full of people, including elementary and middle school students in school uniforms, gray-haired elderly people, and some live broadcast anchors chanting words into the mobile phone screen.
It was the last day after tram 112 opened for 62 years.
Many people on the platform came from different places in Beijing to say goodbye to Route 112.
Due to the large number of people who said goodbye spontaneously, on that day, Route 112 rarely sent two last buses, which almost swallowed all the passengers on the bus platform into the carriage.
"The day with the most people is the last day." Someone in the carriage sighed.
An old man in an army green coat walked to the center of the carriage and unfolded a long piece of paper rolled up in newspaper—it was a self-made 112 stop sign.
He held the farewell work above his head with a solemn expression, and asked others to help take a photo.
Some people who participated in the farewell lived nearby and were old neighbors with Route 112; some grew up with Route 112, from elementary school to retirement; another post-90s bus fan said that his aunt used to be a conductor of Route 112, and he took the college entrance examination. After taking Route 112 and breaking up with my girlfriend, I was also in front of the platform of Route 112. "It has become a part of my life."
When he recalled that his family received free help from bus conductors in his early years, he couldn't help but redden his eyes. He said that Beijing at that time was more humane.
By taking the last bus, they thanked Route 112 for 62 years of hard work, and at the same time missed old Beijing, although many of them rarely take Route 112 today.
Route 112 was first opened for workers in the cotton textile industrial area. 62 years ago, buses were the most important means of public travel.
In the 1980s and 1990s, Route 112 had a huge passenger flow.
At the peak, other lines should support Route 112 to send workers home as soon as possible.
In the years when the shifts were the most dense, passengers could see the next car coming in just after the previous car had left and before it crossed the road.
However, with the relocation of the cotton textile industrial area and the completion of Metro Line 6, there are not as many passengers on the 112 road as before.
According to media reports, before the cancellation, the average daily passenger volume of Route 112 was around 2,000, with an average of 24 passengers per vehicle, which is extremely inefficient for a line of nearly 12 kilometers and 20 stops.
Another reason is that the first and last station of Route 112, Liangguo Factory, is located in Genbei Street, Donghuangcheng. According to the requirements of the "Controlled Detailed Planning of the Capital Functional Core Area", it is necessary to "relocate to the bus station in the historical and cultural district".
Such farewell ceremonies are not unfamiliar to many bus fans.
The 17th road, known as the "Southern City Artery", starts from the front door and goes all the way to the south, passing the shoe shop in Yongdingmen, the stationery store in Shazikou, and the "Zhejiang Village" in Muxiyuan: In the past, people with Zhejiang accents The husband and wife each carried three woven bags into the car. The women were often very loud and were experts at shouting.
When there are the most people, passengers should shout slogans in unison, "1, 2, 3", and squeeze into the car listening to the slogans.
Today, this line has been cancelled, and only a commemorative video made by netizens records Beijing along the line.
On the northeast side of Beijing, there used to be Magezhuang, which was the habitat of hundreds of thousands of migrants.
At the end of the 1990s, new bus lines were continuously set up here to go directly to Guomao.
Later, Magezhuang was demolished and transformed into a park, and those bus lines and urban villages were erased from the map of Beijing.
eternal
Public transport is a fair, inclusive and green means of transportation for a city.
Sitting on the bus, you can see that Tiananmen Square and the urban-rural junction exist in Beijing at the same time. At the same time, there are people who drive convertible cars and takeaways who turn left and right on small electric donkeys. The driver of the bus, the deliveryman passing by, can also see the most fashionable advertisements on the body of the bus.
Many people say that the bus is the living business card of the city, reflecting the aesthetics of the times.
In the mid-1980s, the big brands that could advertise on Beijing buses were big brands: Lucky Cigarettes, Maxell, Fujifilm, Pizza Hut, and Toshiba laptops.
Around 2004, with the rise of the Internet, portals such as Sohu and NetEase quickly occupied this advertising territory.
But now, Beijing has a variety of travel options: subways, shared bicycles, online car-hailing, and private cars have diverted the former bus passengers.
Hong Kong, once known as the "transit city", has encountered a similar situation: more than half of Hong Kong people use the subway to travel, and shuttle to the shops and supermarkets in the subway station to complete a day's shopping behavior.
Some scholars worry that this will weaken the vitality of the original city life and turn it into a "city without streets", and the neighborhoods and neighborhoods will gradually be eliminated and replaced by supermarkets in subway stations.
Transportation has changed the living habits of citizens.
Liu Shuang, a veteran bus fan, is taking the bus less and less.
Once, he rarely got up and took the bus to Xiehe Hospital, but was stuck in the morning rush hour in Beijing.
He looked out of the car window boredly. The well-dressed white-collar hurried out of the subway entrance and got into the skyscraper. Then, he was late.
"The bus is in trouble." He joked.
But in the pursuit of efficiency, there are still people who are willing to "waste" time on the bus: a young man who grew up in Beijing spends an hour on the bus going home after get off work every day.
Looking through the car window to see the familiar night view of the city is a rare moment of his day.
Also, he can often find a seat on the bus.
bibliography:
"Beijing Bus 1949-2019" Liu Shuang Xinhua Publishing House
"Analysis of Hong Kong Public Transport City" Huang Lianghui China Construction Industry Press
"Contemporary Beijing Public Transport History" Liu Mu Contemporary China Publishing House
Victory of the City [US] Edward Glaser Shanghai Academy of Social Sciences Press
China Youth Daily, China Youth Daily reporter Wei Xi Source: China Youth Daily