Daimler Fleetline: Difference between revisions
No edit summary |
Hullian111 (talk | contribs) Undid revision 1242443570 by 2.96.79.77 (talk) - likely vandalism. |
||
| (67 intermediate revisions by 45 users not shown) | |||
| Line 1: | Line 1: | ||
{{Short description|British rear-engined double-decker bus chassis}} |
|||
{{Distinguish|Daimler Freeline}} |
|||
{{Use dmy dates|date=October 2017}} |
|||
{{Use British English|date=October 2017}} |
|||
{{Infobox UK Bus |
{{Infobox UK Bus |
||
|background = |
|background = |
||
| Line 4: | Line 8: | ||
|image = Chingford_Bus_Station_-_geograph.org.uk_-_1178244.jpg |
|image = Chingford_Bus_Station_-_geograph.org.uk_-_1178244.jpg |
||
|imagesize = |
|imagesize = |
||
|caption = [[London Transport Executive (GLC)|London Transport]] [[Metro Cammell Weymann|MCW]] |
|caption = [[London Transport Executive (GLC)|London Transport]] [[Metro Cammell Weymann|MCW]]-bodied Daimler Fleetline in [[Chingford]] in April 1980 |
||
|interiorimage = |
|interiorimage = |
||
|interiorcaption = |
|interiorcaption = |
||
|manufacturer = [[Daimler Company|Daimler]]<br>[[Leyland Motors|Leyland]] |
|manufacturer = [[Daimler Company|Daimler]]<br>[[Leyland Motors|Leyland]] |
||
|production = |
|production = 1960–1975 (Daimler)<br>1975-1983 (Leyland) |
||
|factory = |
|factory = |
||
|operator = |
|operator = |
||
| Line 16: | Line 20: | ||
|weight = |
|weight = |
||
|floortype = Step entrance |
|floortype = Step entrance |
||
|doors = 1 |
|doors = 1 or 2 |
||
|engine = [[Daimler Company|Daimler]] (prototypes only)<br>[[L. Gardner and Sons|Gardner]] 6LW<br>Gardner 6LX<br>Gardner 6LXB<br>[[Leyland Motors|Leyland]] 0.680<br>Leyland 0.690<br>[[Cummins]] |
|engine = [[Daimler Company|Daimler]] CD6 (prototypes only)<br>[[L. Gardner and Sons|Gardner]] 6LW (8.4L, 112bhp at 1700rpm)<br>Gardner 6LX (10.45L, 150bhp at 1700rpm)<br>Gardner 6LXB (10.45L, 180bhp at 1850rpm) <br>[[Leyland Motors|Leyland]] 0.680<br>Leyland 0.690<br>[[Cummins]] V6 200 |
||
|capacity = 8.4 litres - 11.3 litres |
|capacity = 8.4 litres - 11.3 litres |
||
|powerout = 112 - 188 bhp |
|powerout = 112 - 188 bhp |
||
| Line 24: | Line 28: | ||
|successor = [[Leyland Olympian]]}} |
|successor = [[Leyland Olympian]]}} |
||
The '''Daimler Fleetline''' (known as the '''Leyland Fleetline''' from circa 1975) |
The '''Daimler Fleetline''' (known as the '''Leyland Fleetline''' from circa 1975) is a rear-engined [[double-decker bus]] [[chassis]] which was built between 1960 and 1983. |
||
It was the second of three bus models to have a marque name as well as an alphanumeric identity code. The other two were the [[Daimler Freeline|Freeline]] and the [[Daimler Roadliner|Roadliner]].<!--How about the "Daimler Victory" half-cab bus built after WWII?--> |
It was the second of three bus models to have a marque name as well as an alphanumeric identity code. The other two were the [[Daimler Freeline|Freeline]] and the [[Daimler Roadliner|Roadliner]].<!--How about the "Daimler Victory" half-cab bus built after WWII?--> |
||
==Design== |
==Design== |
||
[[File:Preserved_Teesside_Municipal_Transport_bus_L544_(JDC_544L)_1973_Daimler_Fleetline_Northern_Counties,_2012_Teeside_Running_Day_(1).jpg|thumb|Preserved |
[[File:Preserved_Teesside_Municipal_Transport_bus_L544_(JDC_544L)_1973_Daimler_Fleetline_Northern_Counties,_2012_Teeside_Running_Day_(1).jpg|thumb|left|Preserved Teesside Municipal Transport [[Northern Counties Motor & Engineering Company|Northern Counties]] bodied Daimler Fleetline in April 2012]] |
||
[[File:South_Notts_Fleetline_119.jpg|thumb|[[South Notts Bus Company|South Notts]] [[Northern Counties Motor |
[[File:South_Notts_Fleetline_119.jpg|thumb|left|[[South Notts Bus Company|South Notts]] [[Northern Counties Motor & Engineering Company|Northern Counties]] bodied Daimler Fleetline in [[Loughborough]] in 1989]] |
||
| ⚫ | The Daimler Fleetline was the second rear-engined [[double-decker bus]] [[chassis]] to be launched by a UK manufacturer, following [[Leyland Motors|Leyland's]] introduction of the [[Leyland Atlantean|Atlantean]] in 1958. From the outset, the Fleetline had a drop-centre rear axle fitted as standard, enabling low-height bodywork to be fitted without necessitating an [[lowbridge|inconvenient seating layout]] in part of the upper deck, as was the case with early Atlanteans. Leyland responded by offering a drop-centre rear axle as an option on the Atlantean, but after the two companies came under [[British Leyland Motor Corporation|the same ownership]] in 1968, the low-height Atlantean option was discontinued. |
||
[[File:Mayne_bus_6_(IAZ_4776).jpg|thumb|[[Mayne Coaches]] [[Northern Counties Motor and Engineering Company|Northern Counties]] bodied Daimler Fleetline in [[Manchester]]]] |
|||
[[File:Derby_City_Transport_Fleetline_315.jpg|thumb|[[Arriva Derby|Derby City Transport]] [[Northern Counties Motor and Engineering Company|Northern Counties]] bodied Daimler Fleetline at [[Derby bus station]]]] |
|||
| ⚫ | |||
[[File:Guide_Friday_Oxford_Tour_Fleetline_ETO_178L.jpg|thumb|[[Open top bus|Open top]] Daimler Fleetline in [[Oxford]] in 1989]] |
|||
| ⚫ | The Daimler Fleetline was the second rear-engined double |
||
The prototype Fleetline was fitted with a [[Daimler Company|Daimler]] engine, but when production started only [[L. Gardner and Sons|Gardner]] 6LX or 6LW engines were offered. By 1968 Gardner's new and more powerful 6LXB was also an option, and in 1970 Leyland's |
The prototype Fleetline was fitted with a [[Daimler Company|Daimler]] engine, but when production started only [[L. Gardner and Sons|Gardner]] 6LX or 6LW engines were offered. By 1968 Gardner's new and more powerful 6LXB was also an option, and in 1970 Leyland's O.680 engine became available.<ref>[http://archive.commercialmotor.com/article/21st-november-1969/29/first-leylandengined-daimlers First Leyland engined Daimler] ''[[Commercial Motor]]'' 21 November 1969</ref><ref>[http://archive.commercialmotor.com/article/14th-august-1970/25/leyland-engine-option-on-fleetline Leyland engine option on Fleetline] ''Commercial Motor'' 14 August 1970</ref><ref>[http://archive.commercialmotor.com/article/28th-august-1970/20/improvements-to-daimler-fleetline Improvements to Daimler Fleetline] ''Commercial Motor'' 28 August 1970</ref> Gardner engines had an excellent reputation for reliability and economy while Leyland engines were more lively and had greater fuel consumption. Most Fleetline customers preferred Gardner engines, but the Leyland engine became popular - particularly for a period in the 1970s when Gardner were unable to meet demand. |
||
In late 1960s, Daimler developed the longer 36 feet double-deck Fleetline |
In late 1960s, Daimler developed the longer 36 feet double-deck Fleetline.<ref>[http://archive.commercialmotor.com/article/31st-march-1967/40/new-design-daimler-to-challenge-bristol-vr New-Design Daimler to Challenge Bristol VR?] ''Commercial Motor'' 31 March 1967</ref><ref>[http://archive.commercialmotor.com/article/13th-september-1968/131/daimler-developments Daimler Developments] ''Commercial Motor'' 13 September 1968</ref> This chassis had a longitudinally-mounted [[Cummins]] V6 engine, same as the single-deck [[Daimler Roadliner|Roadliner]], at the rear offside corner. It was designed mainly for export, but one was built for [[Walsall]] Corporation Transport. |
||
In mid-1970s, Leyland developed a special version of the Fleetline, known as the '''B20''', with Leyland |
In mid-1970s, Leyland developed a special version of the Fleetline, known as the '''B20''', with Leyland O.690 engine, air cowls on both sides above the engine compartment and reduced noise levels.<ref>[http://archive.commercialmotor.com/article/1st-november-1974/23/quietening-the-fleetline Quietening the Fleetline] ''Commercial Motor'' 1 November 1974</ref> All of these went to [[London Transport Executive (GLC)|London Transport]]. |
||
The first prototype Fleetline was unveiled in December 1960.<ref>[http://archive.commercialmotor.com/article/23rd-december-1960/27/daimler-fleetline-in-birmingham Daimer Fleetline in Birmingham] ''Commercial Motor'' 23 December 1960</ref> Between 1960 and 1973, the Fleetline was manufactured in [[Coventry]], with production then transferred to [[Farington]]. |
The first prototype Fleetline was unveiled in December 1960.<ref>[http://archive.commercialmotor.com/article/23rd-december-1960/27/daimler-fleetline-in-birmingham Daimer Fleetline in Birmingham] ''Commercial Motor'' 23 December 1960</ref> Between 1960 and 1973, the Fleetline was manufactured in [[Coventry]], with production then transferred to [[Farington]]. |
||
| Line 52: | Line 52: | ||
The standard length of the Fleetline was 30 feet but lengths of 33' feet<ref>[http://archive.commercialmotor.com/article/13th-january-1967/33/manchester-orders-33-footers-from-daimler-and-leyl Manchester Orders 33-footers from Daimler and Leyland] ''Commercial Motor'' 13 January 1967</ref> and 36' feet were also available, which were sometimes (though not consistently) identified by a suffix of -33 or -36 (sometimes with an oblique stroke in place of the hyphen). |
The standard length of the Fleetline was 30 feet but lengths of 33' feet<ref>[http://archive.commercialmotor.com/article/13th-january-1967/33/manchester-orders-33-footers-from-daimler-and-leyl Manchester Orders 33-footers from Daimler and Leyland] ''Commercial Motor'' 13 January 1967</ref> and 36' feet were also available, which were sometimes (though not consistently) identified by a suffix of -33 or -36 (sometimes with an oblique stroke in place of the hyphen). |
||
Later Leyland Fleetline chassis designations were different: '''FE''' for '''F'''leetlin'''e''', followed by 30 or 33 (length in feet); A |
Later Leyland Fleetline chassis designations were different: '''FE''' for '''F'''leetlin'''e''', followed by 30 or 33 (length in feet); A for '''A'''ir brakes; '''G''' for '''G'''ardner or '''L''' for '''L'''eyland engine; '''R''' for '''R'''ight-hand drive. |
||
==United Kingdom== |
==United Kingdom== |
||
===London=== |
===London=== |
||
[[File:London Country bus XF1 (CUV 51C), Epping Ongar Railway, 28 September 2014.jpg|thumb|A preserved [[London Country]] Park Royal-bodied XF Fleetline in 2014]] |
|||
[[London Transport Executive (GLC)|London Transport]] was the largest British Fleetline operator, purchasing 2.646, the last 400 being built as B20s, in addition to the earlier XF (eXperimental Fleetline) class of eight buses.<ref>[http://archive.commercialmotor.com/article/3rd-september-1971/26/lt-signs-order-for-1600-londoneedouble-decker LT signs order for 1600 Londoner double-deckers] ''Commercial Motor'' 3 September 1971</ref><ref>[http://archive.commercialmotor.com/article/28th-february-1981/52/lts-cast-offs-could-fl-someone-elses-bil LT's cast-offs could fit some one else's bill] ''Commercial Motor'' 28 February 1981</ref><ref>[http://archive.commercialmotor.com/article/11th-february-1984/22/report-doubts-lts-wisdom Report doubts LT's wisdom] ''Commercial Motor'' 11 February 1984</ref><ref>[http://archive.commercialmotor.com/article/14th-april-1984/21/b20-hits-the-market B20 hits the market] ''Commercial Motor'' 14 April 1984</ref><ref>{{cite book|last=Adlam|first=James|title=The DMS Handbook|year=1994|publisher=Capital Transport|location=London|isbn=978-1854141712|pages=96}}</ref><ref>[http://www.countrybus.org/DMS/DMS1.htm#intro Daimler Fleetline] Ian's Bus Stop</ref> At the time of delivery of London Transport's first Daimler Fleetline (December 1970), the Fleetline was a successful model (when comparing sales against other chassis), more than 3,500 Fleetline buses having been produced for other operators. |
|||
[[File:High Road - geograph.org.uk - 859138.jpg|thumb|An early Park Royal-bodied DMS Fleetline in [[North Finchley]] in 1982]] |
|||
[[London Transport Executive (GLC)|London Transport]] was the largest British Fleetline operator, purchasing 2,646 between 1970 and 1978, the last 400 being built as B20s,<ref name="WharmbyDMS">{{cite book|last=Wharmby|first=Matthew|title=The London DMS|url=https://books.google.com/books?id=yU2uDQAAQBAJ |accessdate=1 October 2022 |date=30 November 2016 |publisher=Pen and Sword Transport|isbn=978-1-78383-173-9}}</ref>{{rp|250–251}}<ref>[http://archive.commercialmotor.com/article/3rd-september-1971/26/lt-signs-order-for-1600-londoneedouble-decker LT signs order for 1600 Londoner double-deckers] ''Commercial Motor'' 3 September 1971</ref> in addition to the earlier XF (e'''X'''perimental '''F'''leetline) class of eight buses delivered to [[London Country]] for evaluation against the Leyland Atlantean in 1965.<ref name="WharmbyDMS" />{{rp|250–251}}<ref>[http://archive.commercialmotor.com/article/14th-april-1984/21/b20-hits-the-market B20 hits the market] ''Commercial Motor'' 14 April 1984</ref><ref>{{cite book|last=Adlam|first=James|title=The DMS Handbook|year=1994|publisher=Capital Transport|location=London|isbn=978-1854141712|pages=96}}</ref> London Transport's Fleetlines were fitted with either [[Park Royal Vehicles|Park Royal]] or [[Metro Cammell Weymann|MCW]] bodywork. They were classed as DMS (either '''D'''aimler '''M'''ono-'''S'''tandee or '''D'''aimler '''M'''ulti-'''S'''tandee) under London Transport's fleet code system, though upon delivery of the first DMS Fleetlines in December 1970, the type was initially advertised by London Transport as 'The Londoner Bus' to avoid confusion with the [[Fleet Line]] of the [[London Underground]], which was under construction at the time.<ref name="WharmbyDMS" />{{rp|12}} |
|||
| ⚫ | The first vehicles entered service on 2 January 1971 on routes 95 and [[London Buses route 220|220]] from [[Arriva London#Brixton (BN)|Brixton]] and [[London United Busways#Shepherd's Bush (S)|Shepherds Bush]] garages.<ref>[http://archive.commercialmotor.com/article/1st-january-1971/28/double-deckers-of-the-future Double deckers of the future] ''Commercial Motor'' 1 January 1971</ref> The first batch of London Fleetlines had Gardner engines, but Leyland engined the majority. Nearly 200 B20 Fleetlines were fitted with [[Iveco]] engines during the 1980s.<ref>[http://archive.commercialmotor.com/article/14th-january-1988/14/daimlers-new-life-with-iveco Daimler's new life with Iveco] ''Commercial Motor'' 14 January 1988</ref> |
||
London's Fleetlines were fitted with either [[Park Royal Vehicles|Park Royal]] or [[Metro Cammell Weymann|MCW]] bodywork. |
|||
The Fleetlines proved unpopular in London, mainly because boarding was much slower than with the open-platform [[AEC Routemaster]]s. To counter this, London Transport trialled the AFC (Automated Fare Collection) turnstile entry system on some of the fleet. This was coin-operated and was intended as a quicker, second boarding option as an alternative to paying the driver. However, the AFC system proved unpopular due to unreliability, and on 27 May 1979, by which the system was generating 4% revenue, the trial was abandoned and the equipment began to be removed.<ref name="WharmbyDMS" />{{rp|106}} Maintenance was another major issue, as the parts became defective much sooner.<ref name="WharmbyDMS" />{{rp|30}} Maintenance costs for rear-engined, front entrance buses were much higher than the older half-cab models due to the inability to separate the body from chassis for modular overhaul.<ref name="WharmbyDMS" />{{rp|73}} This was also exacerbated by there being a 50% government grant for new vehicles at the time, rendering withdrawal a cost-effective option at or around the time of their first (seven-year) recertification for service.<ref>{{cite magazine |author=<!--Staff writer(s)/no by-line.--> |date=24 November 1979 |title=London's bus grant |url=https://archive.commercialmotor.com/article/24th-november-1979/7/londons-bus-grant |magazine=Commercial Motor |page=7 |location= |publisher=Temple Press |access-date=1 October 2022}}</ref> |
|||
| ⚫ | The first entered service on 2 January 1971 on routes 95 and [[London Buses route 220|220]] from [[Arriva London#Brixton (BN)|Brixton]] and [[London United Busways# |
||
Withdrawals of the Fleetlines commenced in February 1979, with [[Leyland Titan (B15)|Leyland Titans]] and [[MCW Metrobus]]es purchased as replacements.<ref name="WharmbyDMS" />{{rp|98–99}} Many of the withdrawn Fleetlines were either sent to dealer [[Ensignbus]] of [[Purfleet]],<ref>[http://archive.commercialmotor.com/article/6th-july-1979/26/cash-loss-for-lt-on-fleetline-deal Cash loss for LT on Fleetline deal?] ''Commercial Motor'' 6 July 1979</ref><ref>[http://archive.commercialmotor.com/article/28th-february-1981/22/a-future-for-fleetline A future for Fleetline?] ''Commercial Motor'' 28 February 1981</ref><ref>[http://media.wix.com/ugd/16b8fe_6aad03cfe924c43afa89f36f2aefddaf.pdf The History of Ensignbus] Ensignbus</ref> or were disposed of to the Wombwell Diesels scrapyard in South Yorkshire, with some Fleetlines being scrapped before reaching ten years of service.<ref>[http://archive.commercialmotor.com/article/2nd-february-1980/24/kmb-passenger Premature burial for LT Fleetlines?] ''Commercial Motor'' 2 February 1980</ref><ref name="WharmbyDMS" />{{rp|98–99}} However, hundreds of ex-London Fleetlines proved popular second-hand purchases for operators throughout Britain from 1979 and during the 1980s, including the aftermath of [[Bus deregulation in the United Kingdom|deregulation]]. In some cases, the special modifications which had been built into the buses to meet London Transport's own specifications were removed at the request of the purchaser, to improve reliability and restore standardisation with other Fleetlines in their fleets.<ref>[http://archive.commercialmotor.com/article/28th-february-1981/52/lts-cast-offs-could-fl-someone-elses-bil LT's cast-offs could fit some one else's bill] ''Commercial Motor'' 28 February 1981</ref><ref>[http://archive.commercialmotor.com/article/11th-february-1984/22/report-doubts-lts-wisdom Report doubts LT's wisdom] ''Commercial Motor'' 11 February 1984</ref> A number were also sold for export, with many former London Fleetlines being purchased and refurbished for further service in Hong Kong throughout the 1980s.<ref name=Fleetline247>"Hong Kong Buses Part 1: China Motor Bus Co" ''Fleetline'' issue 247 March 1997 page 49</ref><ref>{{cite magazine |author=<!--Staff writer(s)/no by-line.--> |date=16 May 1981 |title=Ensign shows flag |url=https://archive.commercialmotor.com/article/16th-may-1981/24/ensign-shows-flag |magazine=Commercial Motor |page=24 |location= |publisher=Temple Press |access-date=1 October 2022}}</ref><ref>{{cite magazine |author=<!--Staff writer(s)/no by-line.--> |date=1 November 1980 |title=KMB sees double: that's good news |url=https://archive.commercialmotor.com/article/1st-november-1980/21/kmb-sees-double-thats-good-news |magazine=Commercial Motor |page=21 |location= |publisher=Temple Press |access-date=1 October 2022}}</ref> Nearly 50 vehicles found operations in the United States for double-deck [[Open top bus|open-top]] sightseeing work.{{citation needed|date=October 2022}} |
|||
The first batch of London Fleetlines had Gardner engines, but Leyland engined the majority. Several B20 Fleetlines were fitted with [[Iveco]] engines during the 1980s.<ref>[http://archive.commercialmotor.com/article/14th-january-1988/14/daimlers-new-life-with-iveco Daimler's new life with Iveco] ''Commercial Motor'' 14 January 1988</ref> |
|||
The Fleetlines proved unpopular in London, mainly due to the slow boarding times compared to those of the open-platform [[AEC Routemaster]]s. To counter this, London Transport trialled the AFC (Automated Fare Collection) turnstile entry system on some of the fleet. This was coin operated and was intended as a quicker, second boarding option as an alternative to paying the driver. However, the AFC system proved unpopular due to unreliability and by 1977 the trial had been abandoned. |
|||
Maintenance was also another major issue, as the parts became defective much sooner. Maintenance costs for rear-engined, front entrance buses were much higher than the older half-cab models due to the inability to separate the body from chassis for modular overhaul. This was also exacerbated by the presence of a 50% Government grant for new vehicles at the time, rendering withdrawal a cost effective option at or around the time of their first (seven year) recertification for service. |
|||
Withdrawal commenced in February 1979 with [[Leyland Titan (B15)|Leyland Titans]] and [[MCW Metrobus]]es purchased as replacements.<ref>[http://archive.commercialmotor.com/article/2nd-february-1980/24/kmb-passenger Premature burial for LT Fleetlines?] ''Commercial Motor'' 2 February 1980</ref> |
|||
Many of the sold Fleetlines were sent to dealer [[Ensignbus]], [[Purfleet]].<ref>[http://archive.commercialmotor.com/article/6th-july-1979/26/cash-loss-for-lt-on-fleetline-deal Cash loss for LT on Fleetline deal?] ''Commercial Motor'' 6 July 1979</ref><ref>[http://archive.commercialmotor.com/article/28th-february-1981/22/a-future-for-fleetline A future for Fleetline?] ''Commercial Motor'' 28 February 1981</ref><ref>[http://media.wix.com/ugd/16b8fe_6aad03cfe924c43afa89f36f2aefddaf.pdf The History of Ensignbus] Ensignbus</ref> So many vehicles were despatched there between 1979 and 1983, that the yards became known as the 'DMS graveyards' as not enough buyers could be sought. Often vehicles could not be brought out and so rotted away where they sat. |
|||
However, hundreds of London Fleetlines proved popular secondhand purchases for operators throughout Britain from 1979 and during the 1980s, including the aftermath of [[Bus deregulation in the United Kingdom|deregulation]]. In some cases, the special modifications which had been built into the buses to meet London Transport's own specifications were removed at the request of the purchaser, to improve reliability and restore standardisation with other Fleetlines in their fleets. There were also a number sold for export, many going to Hong Kong.<ref name=Fleetline247>"Hong Kong Buses Part 1: China Motor Bus Co" ''Fleetline'' issue 247 March 1997 page 49</ref> In addition, nearly 50 vehicles found operations in the United States for [[Open top bus|open-top]] sightseeing work. |
|||
===Outside London=== |
===Outside London=== |
||
| ⚫ | |||
Second in fleet size was [[Birmingham]] Corporation and its successor [[West Midlands Passenger Transport Executive]] with well over 1,000 buses, including the first single-deck Fleetlines in 1965.<ref>[http://archive.commercialmotor.com/article/27th-july-1962/44/300-fleetlines-for-birmingham 300 Fleetlines for Birmingham] ''Commercial Motor'' 27 July 1962</ref> Other constituent municipal fleets - and [[Midland Red]] <ref>[http://archive.commercialmotor.com/article/3rd-may-1968/60/more-fleetlines-for-midland-red More Fleetlines for Midland Red] ''Commercial Motor'' 3 May 1968</ref> - also contributed Fleetlines to the WMPTE Fleetline fleet to boost the number to over 2,100. |
|||
[[File:Preserved Greater Manchester Transport bus 2236 (RNA 236J) 1971 Daimler Fleetline Park Royal, 10 April 2010 (1).jpg|thumb|Preserved [[Greater Manchester Transport]] Park Royal '[[Mancunian double-decker bus|Mancunian]]'-bodied Daimler Fleetline in 2010]] |
|||
Second in fleet size was [[Birmingham City Transport]] and its successor [[West Midlands Passenger Transport Executive]] with well over 1,000 Fleetlines, primarily bodied by [[Park Royal Vehicles|Park Royal]] and [[Metro Cammell Weymann|MCW]], including the first [[single-decker bus|single-decker]] Fleetlines in 1965.<ref>[http://archive.commercialmotor.com/article/27th-july-1962/44/300-fleetlines-for-birmingham 300 Fleetlines for Birmingham] ''Commercial Motor'' 27 July 1962</ref> Other constituent municipal fleets absorbed by West Midlands PTE, including [[Midland Red]],<ref>[http://archive.commercialmotor.com/article/3rd-may-1968/60/more-fleetlines-for-midland-red More Fleetlines for Midland Red] ''Commercial Motor'' 3 May 1968</ref> as well as the purchase of 80 surplus London Transport Fleetlines,<ref>{{cite web |last=Fitchew |first=Mark |url=https://nxbus.co.uk/west-midlands/explore/west-midlands-fleetlines-at-fifty-part-4 |title=West Midlands Fleetlines at fifty, Part 4 |website=National Express West Midlands |publisher=National Express Group |date=15 December 2021 |access-date=1 October 2022}}</ref> all contributed to the PTE's Fleetline fleet to boost the number to over 2,100. Upon [[Bus deregulation in Great Britain|deregulation]] in 1986, this had been reduced to a total of 914 Fleetlines inherited by West Midlands PTE's successor [[National Express West Midlands|West Midlands Travel]];<ref>{{cite magazine |author=<!--Staff writer(s)/no by-line.--> |date=7 December 1985 |title=Bus fleet survey |url=http://archive.commercialmotor.com/article/7th-december-1985/55/bus-le-survey |magazine=Commercial Motor |pages=55–62 |location= |publisher=Temple Press |access-date=1 October 2022}}</ref> these Fleetlines were progressively replaced by modern vehicles throughout the 1980s and 1990s until the last Fleetline was withdrawn in November 1997, ending 37 years of Daimler Fleetline operations in the West Midlands.<ref name="TWM Fleetlines">{{cite magazine |last=Jones |first=Stuart |date=14 November 1997 |issue=435 |pages=18–19 |title=TWM withdraws its last Fleetlines |magazine=Bus & Coach Buyer |location=Spalding |publisher=Glen-Holland Limited}}</ref> |
|||
The [[Greater Manchester Passenger Transport Executive]] and its predecessors was another significant operator of Fleetlines outside London, ordering over 500 of the type despite mainly standardising on the Leyland Atlantean. In 1968, 48 Fleetlines with Park Royal '[[Mancunian double-decker bus|Mancunian]]' bodywork entered service with Manchester Corporation Transport, following on from the delivery of 48 Leyland Atlanteans with similar bodywork a year prior. These were the first double-deck buses designed to take advantage of new legislation allowing for [[one-person operation]] of buses in the United Kingdom, with 472 {{convert|33|ft|m}} examples subsequently being built on both Fleetline and Leyland Atlantean chassis, most later examples being delivered in the orange and white livery of the [[SELNEC Passenger Transport Executive]].<ref>{{cite magazine |author=<!--Staff writer(s)/no by-line.--> |date=10 May 1968 |title=More o-m-o double-deckers for Manchester |url=https://archive.commercialmotor.com/article/10th-may-1968/33/more-o-m-o-double-deckers-for-manchester |magazine=Commercial Motor |page=33 |location= |publisher=Temple Press |access-date=1 October 2022}}</ref><ref>{{cite magazine |last=Morris |first=Stephen |date=12 January 2022 |title=Mancunians still together after all these years |url=https://www.keybuses.com/article/mancunians-still-together-after-all-these-years |magazine=Buses |issue=803 |pages= |location=Stamford |publisher=Key Publishing |access-date=1 October 2022}}</ref> SELNEC PTE would inherit 314 Fleetlines upon its creation in 1969;<ref name="HellewellSELNEC">{{cite book|last=Hellewell|first=D. Scott|title=SELNEC - a 40th celebration... |url=https://www.mdsbooks.co.uk/pub/media/wysiwyg/Selenec_40_years.pdf |accessdate=1 October 2022|date=2009|publisher=Venture Publications|location=Glossop|isbn=978-1905-304-33-2}}</ref>{{rp|18}} all Fleetlines subsequently purchased by the PTE, as well as by its [[Lancashire United Transport]] subsidiary, would be delivered with 'Standard' bodywork assembled by [[Northern Counties (bus manufacturer)|Northern Counties]].<ref name="HellewellSELNEC" />{{rp|38–39}} |
|||
West Midlands PTE preferred the Gardner engine, but received 220 Fleetlines with Leyland engines during 1974-76 when Gardners were hard to obtain. However, the Leylands were found to be less reliable, particularly in the hilly [[Black Country]], and most received Gardner engines during the early 1980s. The 700 or so Fleetlines inherited by [[National Express West Midlands|West Midlands Travel]] in 1986 all had Gardner engines, and the last withdrawn in 1997. |
|||
The [[South Yorkshire Passenger Transport Executive]] (SYPTE) operated a significant number of Fleetlines bodied by a number of operators during the 1970s, many of which were inherited from the PTE's predecessors. Prior to the PTE's creation, 85 Fleetlines were ordered by Sheffield Corporation Transport in 1971 for delivery beginning in 1974, however after lengthy delays related to the [[1973 oil crisis]] and the moving of the Fleetline's production facilities, these were eventually delivered to South Yorkshire PTE between 1977 and 1978, with these Fleetlines suffering from a number of mechanical defects shortly after delivery.<ref name="HellewellSY">{{cite book|last=Hellewell|first=D. Scott|title=South Yorkshire's Transport, 1974-1995|url=https://books.google.com/books?id=Wc0-AQAACAAJ|accessdate=1 October 2022|date=July 1996|publisher=Venture Publications|location=Glossop|isbn=1-898432-33-3}}</ref>{{rp|57–58}}<ref>{{cite magazine |author=<!--Staff writer(s)/no by-line.--> |date=20 January 1978 |title=Fleetliners in hot water |url=https://archive.commercialmotor.com/article/20th-january-1978/7/fleetlifte-hot-et |magazine=Commercial Motor |page=7 |location= |publisher=Temple Press |access-date=1 October 2022}}</ref> The PTE also took delivery of 29 MCW-bodied Fleetlines built near-identical to London Transport specification in 1974.<ref name="HellewellSY" />{{rp|67}} |
|||
[[Transport for Greater Manchester|Greater Manchester Passenger Transport Executive]] purchased over 500 Fleetlines in addition to a similar number inherited from its constituents (although even in such numbers they were still outnumbered by Atlanteans). |
|||
| ⚫ | |||
[[South Yorkshire Passenger Transport Executive]] (SYPTE) operated a significant number of Fleetlines during the late 1960s and 1970s. |
|||
| ⚫ | |||
===Unusual Fleetlines=== |
===Unusual Fleetlines=== |
||
[[Walsall]] Corporation specified some non-standard short-wheelbase Fleetlines, the first of which, 1 UDH [ |
[[Walsall]] Corporation specified some non-standard short-wheelbase Fleetlines, the first of which, 1 UDH [https://www.flickr.com/photos/54957550@N00/384166514/][https://www.flickr.com/photos/8050359@N07/2334860070/], was only 25 ft 7 in long, had no front overhang and had its entrance behind the front axle. The next 29 vehicles were 27 ft 6 in long with a short front overhang and again only an entrance behind the front axle. The remaining 69 were 28 ft 6 in long, with a narrow entrance in the usual position along with the entrance behind the front axle. 1 UDH had [[Northern Counties Motor & Engineering Company|Northern Counties]] bodywork with wrap-around windscreens on both decks, similar to that specified by [[Barton Transport]] on AEC Regents and a [[Dennis Loline]]. |
||
Several operators purchased single-deck Fleetlines (Birmingham was the first, in 1965). [[Rotherham]] Corporation purchased two 33' single deck fleetlines with 45 seat [[Duple Coachbuilders|Willowbrook]] dual purpose bodies. [[Mexborough and Swinton Traction Company]] ordered three similar vehicles with [[Marshall Bus|Marshall]] bodywork for White Rose Express services. However they were delivered to [[Yorkshire Traction]] following the takeover in October 1969. In late 1970, [[Yorkshire Traction]] purchased nine 36' Fleetlines with dual door [[Walter Alexander Coachbuilders|Walter Alexander]] W type bodywork. |
Several operators purchased single-deck Fleetlines (Birmingham was the first, in 1965). [[Rotherham]] Corporation purchased two 33' single deck fleetlines with 45 seat [[Duple Coachbuilders|Willowbrook]] dual purpose bodies. [[Mexborough and Swinton Traction Company]] ordered three similar vehicles with [[Marshall Bus|Marshall]] bodywork for White Rose Express services. However they were delivered to [[Yorkshire Traction]] following the takeover in October 1969. In late 1970, [[Yorkshire Traction]] purchased nine 36' Fleetlines with dual door [[Walter Alexander Coachbuilders|Walter Alexander]] W type bodywork. |
||
Unusual engines temporarily fitted by operators in Fleetlines in the 1960s included a [[Perkins Engines|Perkins]] V8 installed in a Walsall Fleetline, and a BMMO 10.5 litre unit in a Midland Red unit. Most remarkably, in 1972 a [[Rolls-Royce Motors|Rolls |
Unusual engines temporarily fitted by operators in Fleetlines in the 1960s included a [[Perkins Engines|Perkins]] V8 installed in a Walsall Fleetline, and a BMMO 10.5 litre unit in a Midland Red unit. Most remarkably, in 1972 a [[Rolls-Royce Motors|Rolls-Royce]] [[Liquified Petroleum Gas|LPG]] engine was fitted to a [[Teesside]] Municipal Transport Fleetline.<ref>[http://archive.commercialmotor.com/article/30th-march-1973/22/lpg-bus-gets-go-ahead LPG bus gets go ahead] ''Commercial Motor'' 30 March 1973</ref> |
||
Following damage caused by hitting a low bridge, WMPTE converted double deck Leyland Fleetline 6956 (WDA 956T) into a single deck vehicle. Renumbered 1956 to fit in with the single-decker fleet number sequence, the bus passed to successor West Midlands Travel and is preserved at [[Transport Museum Wythall|Wythall Transport Museum.]] |
|||
==Hong Kong== |
==Hong Kong== |
||
[[File:CMB SF15(Back side) 29-10-2022.jpg|thumb|[[China Motor Bus]] Leyland Fleetline, showing the unusual rear elevation designed around the upwards opening engine cover]] |
|||
[[China Motor Bus]] purchased 336 Fleetlines between 1972 and 1980, followed in the 1980s both CMB by 207 second-hand former [[London Transport Executive (GLC)|London Transport]] Fleetlines.<ref name=Fleetline247/> [[Kowloon Motor Bus]] purchased 450 between 1974 and 1979.<ref>[http://archive.commercialmotor.com/article/11th-november-1977/22/hong-kong-seeks-trod-deckers Hong Kong seeks trad deckers] ''Commercial Motor'' 11 November 1977</ref> These were mainly deployed to [[Cross-Harbour Tunnel]] routes. On the basis of their large capacity, these were nicknamed ''Jumbos'' after the [[Boeing 747]].<ref name=Fleetline247/><ref>"Hong Kong Buses Part 3: Kowloon Motor Bus" ''Fleetline'' issue 249 July 1997 page 112</ref> |
[[China Motor Bus]] purchased 336 Fleetlines between 1972 and 1980, followed in the 1980s both CMB by 207 second-hand former [[London Transport Executive (GLC)|London Transport]] Fleetlines.<ref name=Fleetline247/> [[Kowloon Motor Bus]] purchased 450 between 1974 and 1979.<ref>[http://archive.commercialmotor.com/article/11th-november-1977/22/hong-kong-seeks-trod-deckers Hong Kong seeks trad deckers] ''Commercial Motor'' 11 November 1977</ref> These were mainly deployed to [[Cross-Harbour Tunnel]] routes. On the basis of their large capacity, these were nicknamed ''Jumbos'' after the [[Boeing 747]].<ref name=Fleetline247/><ref>"Hong Kong Buses Part 3: Kowloon Motor Bus" ''Fleetline'' issue 249 July 1997 page 112</ref> |
||
| Line 98: | Line 93: | ||
==Preservation== |
==Preservation== |
||
A few Fleetlines have been preserved. The [[London Transport Museum |
A few Fleetlines have been preserved. The [[London Transport Museum]] has London Transport's DMS 1 kept in Acton Depot, while the Ensign Bus Museum has numerically the last, DM 2646, preserved in the Shillibeer livery that it carried during 1979. Other vehicles preserved include DMS 115, 132, 550, 999, 1002, 1051, 1052, 1601, 1868, 2216, 2375, 2394 & the special Ogle-designed 2456.<ref>[http://www.ensignbushire.com/leyland-fleetline.html Leyland Fleetline DM2646] Ensignbus Vintage Fleet</ref> |
||
==Trivia== |
|||
*The first and last Fleetlines built were both destroyed by fire. Former demonstrator 7000 HP, which had passed to Blue Bus Services (Tailby & George) of Willington and later to [[Arriva Derby|Derby Borough Transport]], was destroyed in a fire at the Willington depot on 5 January 1976. The last-built chassis, former [[South Notts Bus Company|South Notts]] ECW-bodied SCH 117X, was destroyed in a fire at the [[Nottingham Transport Heritage Centre]] on 21 February 2007 after it had been bought for preservation. |
|||
In the late 1990s, Guangzhou Suijing Bus Co rebuilt some of the ex-Hong Kong Daimler/Leyland Fleetlines in China with provision of new bodies, these Fleetlines became known as the ''Eagle Fleetlines'' ({{zh|t=巨鷹珍寶|s=巨鹰珍宝}}). A number of the ''Eagle Fleetlines'' were sold for service in [[Shenzhen]], with the last bus being withdrawn in October 2008. [http://www.dennistang.com/bus/jumbo/china/super_jumbo_2.htm Images of Eagle Fleetline (Traditional Chinese)] |
|||
==References== |
==References== |
||
{{Reflist|2}} |
{{Reflist|2}} |
||
| Line 115: | Line 105: | ||
[[Category:Daimler buses|Fleetline]] |
[[Category:Daimler buses|Fleetline]] |
||
[[Category:Buses of the United Kingdom]] |
|||
[[Category:Double-decker buses]] |
[[Category:Double-decker buses]] |
||
[[Category:Open-top buses]] |
|||
[[Category:Leyland buses|Fleetline]] |
[[Category:Leyland buses|Fleetline]] |
||
[[Category:Vehicles introduced in 1960]] |
[[Category:Vehicles introduced in 1960]] |
||
[[Category:Bus chassis]] |
|||
Latest revision as of 21:59, 26 August 2024
| Daimler Fleetline | |
|---|---|
 | |
| Overview | |
| Manufacturer | Daimler Leyland |
| Production | 1960–1975 (Daimler) 1975-1983 (Leyland) |
| Body and chassis | |
| Doors | 1 or 2 |
| Floor type | Step entrance |
| Powertrain | |
| Engine | Daimler CD6 (prototypes only) Gardner 6LW (8.4L, 112bhp at 1700rpm) Gardner 6LX (10.45L, 150bhp at 1700rpm) Gardner 6LXB (10.45L, 180bhp at 1850rpm) Leyland 0.680 Leyland 0.690 Cummins V6 200 |
| Capacity | 8.4 litres - 11.3 litres |
| Power output | 112 - 188 bhp |
| Transmission | Daimatic Self-Changing Gears |
| Dimensions | |
| Length | 30 feet (9.1 m) 33 feet (10 m) 36 feet (11 m) |
| Chronology | |
| Successor | Leyland Olympian |
The Daimler Fleetline (known as the Leyland Fleetline from circa 1975) is a rear-engined double-decker bus chassis which was built between 1960 and 1983.
It was the second of three bus models to have a marque name as well as an alphanumeric identity code. The other two were the Freeline and the Roadliner.
Design
[edit]_1973_Daimler_Fleetline_Northern_Counties,_2012_Teeside_Running_Day_(1).jpg){kind=spacer}
The Daimler Fleetline was the second rear-engined double-decker bus chassis to be launched by a UK manufacturer, following Leyland's introduction of the Atlantean in 1958. From the outset, the Fleetline had a drop-centre rear axle fitted as standard, enabling low-height bodywork to be fitted without necessitating an inconvenient seating layout in part of the upper deck, as was the case with early Atlanteans. Leyland responded by offering a drop-centre rear axle as an option on the Atlantean, but after the two companies came under the same ownership in 1968, the low-height Atlantean option was discontinued.
The prototype Fleetline was fitted with a Daimler engine, but when production started only Gardner 6LX or 6LW engines were offered. By 1968 Gardner's new and more powerful 6LXB was also an option, and in 1970 Leyland's O.680 engine became available.[1][2][3] Gardner engines had an excellent reputation for reliability and economy while Leyland engines were more lively and had greater fuel consumption. Most Fleetline customers preferred Gardner engines, but the Leyland engine became popular - particularly for a period in the 1970s when Gardner were unable to meet demand.
In late 1960s, Daimler developed the longer 36 feet double-deck Fleetline.[4][5] This chassis had a longitudinally-mounted Cummins V6 engine, same as the single-deck Roadliner, at the rear offside corner. It was designed mainly for export, but one was built for Walsall Corporation Transport.
In mid-1970s, Leyland developed a special version of the Fleetline, known as the B20, with Leyland O.690 engine, air cowls on both sides above the engine compartment and reduced noise levels.[6] All of these went to London Transport.
The first prototype Fleetline was unveiled in December 1960.[7] Between 1960 and 1973, the Fleetline was manufactured in Coventry, with production then transferred to Farington.
Designations
[edit]Daimler Fleetline chassis designations started with the letters CR, of which the C is variously reported to stand for Coventry or Commercial, and the R stands for Rear-engined. For single-deckers this became SR (although not on the earliest examples which were referred to with the standard CR).
This was followed by a code to indicate the engine fitted: D6 (Daimler 6-cylinder, prototypes only); G6 (Gardner 6-cylinder, more often than not this was expanded to the more specific G6LW, G6LX or G6LXB); L6 (Leyland 6-cylinder); C6 (Cummins 6-cylinder).
The standard length of the Fleetline was 30 feet but lengths of 33' feet[8] and 36' feet were also available, which were sometimes (though not consistently) identified by a suffix of -33 or -36 (sometimes with an oblique stroke in place of the hyphen).
Later Leyland Fleetline chassis designations were different: FE for Fleetline, followed by 30 or 33 (length in feet); A for Air brakes; G for Gardner or L for Leyland engine; R for Right-hand drive.
United Kingdom
[edit]London
[edit],_Epping_Ongar_Railway,_28_September_2014.jpg)
London Transport was the largest British Fleetline operator, purchasing 2,646 between 1970 and 1978, the last 400 being built as B20s,[9]: 250–251 [10] in addition to the earlier XF (eXperimental Fleetline) class of eight buses delivered to London Country for evaluation against the Leyland Atlantean in 1965.[9]: 250–251 [11][12] London Transport's Fleetlines were fitted with either Park Royal or MCW bodywork. They were classed as DMS (either Daimler Mono-Standee or Daimler Multi-Standee) under London Transport's fleet code system, though upon delivery of the first DMS Fleetlines in December 1970, the type was initially advertised by London Transport as 'The Londoner Bus' to avoid confusion with the Fleet Line of the London Underground, which was under construction at the time.[9]: 12
The first vehicles entered service on 2 January 1971 on routes 95 and 220 from Brixton and Shepherds Bush garages.[13] The first batch of London Fleetlines had Gardner engines, but Leyland engined the majority. Nearly 200 B20 Fleetlines were fitted with Iveco engines during the 1980s.[14]
The Fleetlines proved unpopular in London, mainly because boarding was much slower than with the open-platform AEC Routemasters. To counter this, London Transport trialled the AFC (Automated Fare Collection) turnstile entry system on some of the fleet. This was coin-operated and was intended as a quicker, second boarding option as an alternative to paying the driver. However, the AFC system proved unpopular due to unreliability, and on 27 May 1979, by which the system was generating 4% revenue, the trial was abandoned and the equipment began to be removed.[9]: 106 Maintenance was another major issue, as the parts became defective much sooner.[9]: 30 Maintenance costs for rear-engined, front entrance buses were much higher than the older half-cab models due to the inability to separate the body from chassis for modular overhaul.[9]: 73 This was also exacerbated by there being a 50% government grant for new vehicles at the time, rendering withdrawal a cost-effective option at or around the time of their first (seven-year) recertification for service.[15]
Withdrawals of the Fleetlines commenced in February 1979, with Leyland Titans and MCW Metrobuses purchased as replacements.[9]: 98–99 Many of the withdrawn Fleetlines were either sent to dealer Ensignbus of Purfleet,[16][17][18] or were disposed of to the Wombwell Diesels scrapyard in South Yorkshire, with some Fleetlines being scrapped before reaching ten years of service.[19][9]: 98–99 However, hundreds of ex-London Fleetlines proved popular second-hand purchases for operators throughout Britain from 1979 and during the 1980s, including the aftermath of deregulation. In some cases, the special modifications which had been built into the buses to meet London Transport's own specifications were removed at the request of the purchaser, to improve reliability and restore standardisation with other Fleetlines in their fleets.[20][21] A number were also sold for export, with many former London Fleetlines being purchased and refurbished for further service in Hong Kong throughout the 1980s.[22][23][24] Nearly 50 vehicles found operations in the United States for double-deck open-top sightseeing work.[citation needed]
Outside London
[edit]
_1971_Daimler_Fleetline_Park_Royal,_10_April_2010_(1).jpg){kind=spacer}
Second in fleet size was Birmingham City Transport and its successor West Midlands Passenger Transport Executive with well over 1,000 Fleetlines, primarily bodied by Park Royal and MCW, including the first single-decker Fleetlines in 1965.[25] Other constituent municipal fleets absorbed by West Midlands PTE, including Midland Red,[26] as well as the purchase of 80 surplus London Transport Fleetlines,[27] all contributed to the PTE's Fleetline fleet to boost the number to over 2,100. Upon deregulation in 1986, this had been reduced to a total of 914 Fleetlines inherited by West Midlands PTE's successor West Midlands Travel;[28] these Fleetlines were progressively replaced by modern vehicles throughout the 1980s and 1990s until the last Fleetline was withdrawn in November 1997, ending 37 years of Daimler Fleetline operations in the West Midlands.[29]
The Greater Manchester Passenger Transport Executive and its predecessors was another significant operator of Fleetlines outside London, ordering over 500 of the type despite mainly standardising on the Leyland Atlantean. In 1968, 48 Fleetlines with Park Royal 'Mancunian' bodywork entered service with Manchester Corporation Transport, following on from the delivery of 48 Leyland Atlanteans with similar bodywork a year prior. These were the first double-deck buses designed to take advantage of new legislation allowing for one-person operation of buses in the United Kingdom, with 472 33 feet (10 m) examples subsequently being built on both Fleetline and Leyland Atlantean chassis, most later examples being delivered in the orange and white livery of the SELNEC Passenger Transport Executive.[30][31] SELNEC PTE would inherit 314 Fleetlines upon its creation in 1969;[32]: 18 all Fleetlines subsequently purchased by the PTE, as well as by its Lancashire United Transport subsidiary, would be delivered with 'Standard' bodywork assembled by Northern Counties.[32]: 38–39
The South Yorkshire Passenger Transport Executive (SYPTE) operated a significant number of Fleetlines bodied by a number of operators during the 1970s, many of which were inherited from the PTE's predecessors. Prior to the PTE's creation, 85 Fleetlines were ordered by Sheffield Corporation Transport in 1971 for delivery beginning in 1974, however after lengthy delays related to the 1973 oil crisis and the moving of the Fleetline's production facilities, these were eventually delivered to South Yorkshire PTE between 1977 and 1978, with these Fleetlines suffering from a number of mechanical defects shortly after delivery.[33]: 57–58 [34] The PTE also took delivery of 29 MCW-bodied Fleetlines built near-identical to London Transport specification in 1974.[33]: 67
Other English PTEs, plus many municipal bus companies such as Cardiff Bus, with 90 examples, BET Group, Scottish Bus Group and independent sectors purchased Fleetlines.
Unusual Fleetlines
[edit]Walsall Corporation specified some non-standard short-wheelbase Fleetlines, the first of which, 1 UDH [1][2], was only 25 ft 7 in long, had no front overhang and had its entrance behind the front axle. The next 29 vehicles were 27 ft 6 in long with a short front overhang and again only an entrance behind the front axle. The remaining 69 were 28 ft 6 in long, with a narrow entrance in the usual position along with the entrance behind the front axle. 1 UDH had Northern Counties bodywork with wrap-around windscreens on both decks, similar to that specified by Barton Transport on AEC Regents and a Dennis Loline.
Several operators purchased single-deck Fleetlines (Birmingham was the first, in 1965). Rotherham Corporation purchased two 33' single deck fleetlines with 45 seat Willowbrook dual purpose bodies. Mexborough and Swinton Traction Company ordered three similar vehicles with Marshall bodywork for White Rose Express services. However they were delivered to Yorkshire Traction following the takeover in October 1969. In late 1970, Yorkshire Traction purchased nine 36' Fleetlines with dual door Walter Alexander W type bodywork.
Unusual engines temporarily fitted by operators in Fleetlines in the 1960s included a Perkins V8 installed in a Walsall Fleetline, and a BMMO 10.5 litre unit in a Midland Red unit. Most remarkably, in 1972 a Rolls-Royce LPG engine was fitted to a Teesside Municipal Transport Fleetline.[35]
Following damage caused by hitting a low bridge, WMPTE converted double deck Leyland Fleetline 6956 (WDA 956T) into a single deck vehicle. Renumbered 1956 to fit in with the single-decker fleet number sequence, the bus passed to successor West Midlands Travel and is preserved at Wythall Transport Museum.
Hong Kong
[edit]_29-10-2022.jpg)
China Motor Bus purchased 336 Fleetlines between 1972 and 1980, followed in the 1980s both CMB by 207 second-hand former London Transport Fleetlines.[22] Kowloon Motor Bus purchased 450 between 1974 and 1979.[36] These were mainly deployed to Cross-Harbour Tunnel routes. On the basis of their large capacity, these were nicknamed Jumbos after the Boeing 747.[22][37]
Citybus and Argos Bus, operators of non-franchised routes and private hire services in Hong Kong, also purchased secondhand Fleetlines. Many Hong Kong Fleetlines were sold to China for further service after being withdrawn in 1980s/1990s.
Preservation
[edit]A few Fleetlines have been preserved. The London Transport Museum has London Transport's DMS 1 kept in Acton Depot, while the Ensign Bus Museum has numerically the last, DM 2646, preserved in the Shillibeer livery that it carried during 1979. Other vehicles preserved include DMS 115, 132, 550, 999, 1002, 1051, 1052, 1601, 1868, 2216, 2375, 2394 & the special Ogle-designed 2456.[38]
References
[edit]- ^ First Leyland engined Daimler Commercial Motor 21 November 1969
- ^ Leyland engine option on Fleetline Commercial Motor 14 August 1970
- ^ Improvements to Daimler Fleetline Commercial Motor 28 August 1970
- ^ New-Design Daimler to Challenge Bristol VR? Commercial Motor 31 March 1967
- ^ Daimler Developments Commercial Motor 13 September 1968
- ^ Quietening the Fleetline Commercial Motor 1 November 1974
- ^ Daimer Fleetline in Birmingham Commercial Motor 23 December 1960
- ^ Manchester Orders 33-footers from Daimler and Leyland Commercial Motor 13 January 1967
- ^ a b c d e f g h Wharmby, Matthew (30 November 2016). The London DMS. Pen and Sword Transport. ISBN 978-1-78383-173-9. Retrieved 1 October 2022.
- ^ LT signs order for 1600 Londoner double-deckers Commercial Motor 3 September 1971
- ^ B20 hits the market Commercial Motor 14 April 1984
- ^ Adlam, James (1994). The DMS Handbook. London: Capital Transport. p. 96. ISBN 978-1854141712.
- ^ Double deckers of the future Commercial Motor 1 January 1971
- ^ Daimler's new life with Iveco Commercial Motor 14 January 1988
- ^ "London's bus grant". Commercial Motor. Temple Press. 24 November 1979. p. 7. Retrieved 1 October 2022.
- ^ Cash loss for LT on Fleetline deal? Commercial Motor 6 July 1979
- ^ A future for Fleetline? Commercial Motor 28 February 1981
- ^ The History of Ensignbus Ensignbus
- ^ Premature burial for LT Fleetlines? Commercial Motor 2 February 1980
- ^ LT's cast-offs could fit some one else's bill Commercial Motor 28 February 1981
- ^ Report doubts LT's wisdom Commercial Motor 11 February 1984
- ^ a b c "Hong Kong Buses Part 1: China Motor Bus Co" Fleetline issue 247 March 1997 page 49
- ^ "Ensign shows flag". Commercial Motor. Temple Press. 16 May 1981. p. 24. Retrieved 1 October 2022.
- ^ "KMB sees double: that's good news". Commercial Motor. Temple Press. 1 November 1980. p. 21. Retrieved 1 October 2022.
- ^ 300 Fleetlines for Birmingham Commercial Motor 27 July 1962
- ^ More Fleetlines for Midland Red Commercial Motor 3 May 1968
- ^ Fitchew, Mark (15 December 2021). "West Midlands Fleetlines at fifty, Part 4". National Express West Midlands. National Express Group. Retrieved 1 October 2022.
- ^ "Bus fleet survey". Commercial Motor. Temple Press. 7 December 1985. pp. 55–62. Retrieved 1 October 2022.
- ^ Jones, Stuart (14 November 1997). "TWM withdraws its last Fleetlines". Bus & Coach Buyer. No. 435. Spalding: Glen-Holland Limited. pp. 18–19.
- ^ "More o-m-o double-deckers for Manchester". Commercial Motor. Temple Press. 10 May 1968. p. 33. Retrieved 1 October 2022.
- ^ Morris, Stephen (12 January 2022). "Mancunians still together after all these years". Buses. No. 803. Stamford: Key Publishing. Retrieved 1 October 2022.
- ^ a b Hellewell, D. Scott (2009). SELNEC - a 40th celebration... (PDF). Glossop: Venture Publications. ISBN 978-1905-304-33-2. Retrieved 1 October 2022.
- ^ a b Hellewell, D. Scott (July 1996). South Yorkshire's Transport, 1974-1995. Glossop: Venture Publications. ISBN 1-898432-33-3. Retrieved 1 October 2022.
- ^ "Fleetliners in hot water". Commercial Motor. Temple Press. 20 January 1978. p. 7. Retrieved 1 October 2022.
- ^ LPG bus gets go ahead Commercial Motor 30 March 1973
- ^ Hong Kong seeks trad deckers Commercial Motor 11 November 1977
- ^ "Hong Kong Buses Part 3: Kowloon Motor Bus" Fleetline issue 249 July 1997 page 112
- ^ Leyland Fleetline DM2646 Ensignbus Vintage Fleet
- Townsin, Daimler, Shepperton 2000
External links
[edit]
Media related to Daimler Fleetline at Wikimedia Commons