484:
wear figures were much worse than on Titans and although bodied weight was about identical, fuel consumption was also worse, these weaknesses were particularly prominent on the LR1 variant which was chosen for most SBG orders; it was the first semi-automatic bus they had bought and not only was it less tolerant of driver abuse, drivers also had to get used to the fact that there was no longer the engine-braking effect available with a "solid" transmission. The
Alexander body also had problems, the prototypes used a standard Alexander upper-deck structure with a deeply-domed roof and low-set windows as on Glasgow Titans and AEC Regent Vs and recent Dennis Lolines for Aldershot & District Traction Company and North Western Road Car Company; this left no space for most operators' standard front destination displays, and required both pairs of front upper-deck seats to be mounted on raised platforms; All Lowlanders had the offside front seats above the cab raised to give the driver a modicum of headroom. UCS659 and subsequent Alexander bodies had a modified design with a lower floor line to the nearside over the engine and the front upper deck windows mounted at a higher level than those at the sides of the body. Ribble Motor Services, the third owner of demonstrator 747EUS, rebuilt it to a similar layout, although it retained its half-cab and Albion badge. TCS151 remained in original condition until the end of its service with Highland.
276:
the front of the "St. Helen’s-style" glass-reinforced plastic bonnet assembly, to the aft spring-hanger for the front axle, the bus was closely derived from the Titan PD3A, with the driving position only marginally lower. The frame design allowed a step-less front entrance and a central sunken gangway on the lower deck: all lower saloon seats were on a higher level than the gangway to allow the transmission, fuel tanks and other ancillaries such as brake chambers and batteries to be sited. The cross-members, like the side-frames, were of complex shapes, a mixture of tubular, box-section and I-beam members being employed. Like the
Lodekka FLF, bodywork was to be cantilevered from the frame aft of the rear axle. An unusual facet of the design, adapted to take steel-framed bodies from any open-market UK coachbuilder, was twin fuel tanks, offside mounted between third and fourth and fourth and fifth cross-members, and linked by a balance–pipe, with the fuel-filler attached to the forward tank. During the development programme
354:) from 1956 to 1961 for their height-restricted routes. Glasgow had previously announced a large order for Atlanteans and Edinburgh were mainly committed to Titans, but dithering between body layouts, lengths and braking systems. It is interesting that Edinburgh ordered an example, but perhaps it was not bodied because any coachbuilder would have had trouble providing adequate nearside visibility for the driver had it been fitted with the Leyland/BMMO full-width bonnet assembly standard at Edinburgh. With a full complement of badges a Lowlander, regardless to whom it was delivered, would have carried an enamelled Albion saltire shield on the flap concealing the radiator filler, either Leyland or Albion in stylised chrome-plated lettering across the fourth slat down on the radiator grille and a Lowlander badge in chrome finish and Leyland–style script, on the nearside at the foot of the grille panel, just by the nearside end of the registration number plate.
508:
over the next two years. With the New Bus Grant (and cascaded
Bristol Lodekkas) enabling accelerated replacement and United Counties having inherited few spare parts from Luton Corporation the rest of the former Luton Corporation Lowlanders left Luton by October 1972. 171HTM was also dismantled by UCOC between November 1972 and March 1973. UCOC did convert some of the Luton Lowlanders to either rear steel-coil suspension or rear steel-leaf (in effect converting them to LR3's). The last former Luton Lowlanders ran for United Counties by January 1974. In the secondhand market the mechanically fit examples were widely dispersed, including one passing to Highland Omnibuses. Two were in the fleet of Godfrey Abbott Group Coaches of
528:
modifications over a full service life of around 15 years were the removal of illuminated advertising displays from the first batch and the panelling over of the lower set of apertures in the radiator grille, as the engine was originally over-cooled in the upland climate in which their examples operated. After the fleet merged with
Mansfield District, one was transferred there but was not popular because of its lack of cab headroom and heavy controls. It was even sent to Lincolnshire Road Car's Scunthorpe depot when they had a vehicle shortage, but it was swiftly returned to Mansfield.
557:, taking 640 from 1963 to 1980. Aside from the over-produced frame components (most of those not newly built into chassis went for scrap, although Luton had to take some side-members as spares because neglect of the rear suspension on some of their buses caused frame-cracking) the only unique assembly was the rear axle, and with some revisions to the layout of components that became a key part of the low-height Atlanteans, types PDR1/2 and PDR1/3 built from 1964 to 1971. The Lowlander was the last Albion-designed double-decker, and the penultimate Albion design of bus for UK operation.
376:
rather than the badges of
Leyland or Albion) to the fully fronted Titans Ribble had taken from 1958 to 1963. Access to the engine cover for maintenance was provided by a hinged door of the same shape as the driver's door, but with an additional kerb-viewing window. Only Ribble took Alexander bodies with hinged driver's doors, SBG, East Midland and Southend Corporation used inward-sliding driver's doors, as also used by Northern Counties and
34:
488:
the joint aft of the front dome all being symptoms. Central and
Western started replacing their Lowlanders after three years in service, these being transferred to Alexander (Fife), Alexander (Northern) and Highland Omnibuses. By 1967 Central had no Lowlanders and by 1974 Highland operated more of the type than anybody else.
531:
Yorkshire
Woollen were fond of their Lowlanders, although drivers nicknamed them "Scrum-Half" buses, the point being that they were best driven by small drivers with long arms. Although the Lowlander was a specialist low height bus they were used fairly indiscriminately, often turn and turnabout with
475:
To start with, all but tall drivers liked the
Lowlander, because it was more powerful than the buses it replaced and unlike the vacuum-braked Titan, stopping within a safe distance was a certainty rather than a hope. For conductors, although it was better than a side-gangway design, it was worse than
325:
All
Lowlanders for English operators were badged as Leylands, except for the very last one built, and all those for Scottish operators were badged as Albions. Two brochures were produced, both featuring artwork of Alexander's mock-up body on the cover and a Lowlander grille badge where the Leyland or
432:
of
Blackburn. Thus Luton, looking for an O.600-powered lowheight double-decker placed an order for sixteen LR7 Lowlanders, these were the same 28 ft 10in length as the previous Lolines but as Leyland did not offer a choice of wheelbase, they had 65-seat East Lancashire bodies (10) or bodies on
288:
Total production from 1961 to 1967 was 274. One, 747 EUS (third chassis built and hence in Albion's alphanumeric ten-vehicle chassis numbering 62100C), was the second LR1 and Albion Motors’ demonstrator. The fourth chassis (62100D) which was the first LR7, was bought by Edinburgh Corporation in 1962
275:
All Lowlanders featured a ‘Power-Plus’ version of the Leyland O.600 diesel engine rated at 140 bhp at the same 2,000 rpm limit as the Titan's 125 bhp; the Lowlander also featured as standard a dual-circuit air brake system, which latter did not appear on the Titan until 1968. However, from
487:
All forward entrance half-cab buses had structural weaknesses and these showed up on most Lowlanders, panel drumming, entry-doors sticking, stanchions rattling – sometimes even falling out, rainwater ingress causing electrical faults with the lights and bells and larger roof leaks particularly from
375:
from 1948). Alexander also bodied the Southend batch, East Midland's first fourteen and both batches for Ribble: these were notable as the only Lowlanders to have fully fronted bodies, the GRP bonnet assembly built into the body and disguised at the front with a similar grille (with a Ribble legend
507:
in 1970 the fleet had an increasingly shabby and neglected appearance; neglect made Luton's Lowlanders' rear air-suspension a particular cause of trouble, which in turn led to chassis-frame and coachwork problems. The first to be withdrawn was 169 (169EMJ) in July 1970; it was gradually dismantled
483:
For mechanics, especially those brought up on the Titan, it was a curse, sometimes even inspiring them to violence: every part was hard to get to, and much dismantling of coachwork was necessary even for routine servicing of some components. As time went by, management discovered brake and gearbox
466:
bought out the Weymann shareholders and closed down the Surrey facility. Subsequently, Metro-Cammell built East Midland Motor Services' last four Lowlanders to a similar outline in 1966, these were D183-6 (GNN183-6D): only one more Lowlander was built, the last for South Notts. Walsall's abortive
293:
to body it with their last batch of Lowlanders and it was thus delivered in 1965. Western took the two other Albion-constructed chassis (62100A and B); the first (LR1) as their TCS 151 (shown at the Glasgow Kelvin Hall Motor Show in 1961) and the second, UCS 659, which was the first LR3. Including
362:
The Scottish Bus Group had mainly dual-sourced the bodies on their Leyland Titan PD2 and PD3 from Northern Counties Motor and Engineering Company of Wigan and Walter Alexander Coachbuilders of Falkirk and it was these two who would provide the bodies for SBG's Lowlanders. Western and Central took
258:
had a fluid coupling behind the engine and in front of the step-down gearbox, which joined to a drive shaft under the entry step, whilst on the nearside, aft of the front-entrance position, a four-speed Pneumocyclic semi-automatic transmission was fitted with drive then continued alongside the
213:
and an entrance just aft of the front wheel arch, Leyland's reported £150 per bus discount on PDR1/1 Atlanteans would have made these chassis £100 cheaper than the bus SBG bought in quantity, but the low-height PDR1/1 had four rows of seats to the rear upstairs in four-in a row seating with a
560:
Albion, as Albion Automotive, a specialist in axle assemblies and other automotive components, continue to manufacture in part of the Scotstoun site they first occupied in 1901. Leyland and the Scottish Bus Group have both vanished due to political decisions about which industries should be
527:
East Midland, on the other hand, chose manual Lowlanders (having previously bought lowbridge Atlanteans) because the engine-braking available suited some of their hillier routes in the Peak District, notably route 4 (Chesterfield-Doncaster) and route 17 (Chesterfield-Matlock) and the only
403:
but without the full front and ‘wrap around’ curved windscreens and upper deck windows. Like this and contemporary Barton double deckers, the South Notts Lowlanders had a sliding, air-operated, single-piece entry door; the SBG's Lowlanders all had folding four-leaf doors to the entrance.
267:
was as the LR3, but with rear air suspension designed to provide a constant height (nearly two inches (5 cm) lower than the unladen height of the steel-sprung examples) regardless of loading, an equivalent model with semi-automatic transmission and air suspension was coded
552:
The Lowlander was a type Leyland did not really want to build and it never attained the sales forecast for it, which should have reached over 450 rather than 274 by 1967. By 1966 SBG had decided that they could live with a rear–engined double decker in the form of the
415:
orders would be accepted; the decision was rescinded later in the year but it cost Dennis a number of orders, among existing Loline customers perturbed by this was Luton Corporation. As a major railway junction with many prosperous employers in the area, including
253:
Four variants were coded and three produced, all had an 18 feet 6 inches (5.64 m) wheelbase for a nominal bodied length of 30 feet (9.1 m), with width of 8 feet (2.4 m) and a height of 13 feet 6 inches (4.11 m) unladen.
491:
Southend faced the body structure and engineering weaknesses by using the type increasingly on peak-hour duplication, rail-replacement work and lightly loaded runs into rural Thames-side territory notably route 4B to Great Wakering and route 18 to
437:
group, Neepsend Coachworks of Sheffield (6). These featured a short tail and were delivered from June–December 1963 in ones and twos. The first six examples took registrations 165-70EMJ booked for Lolines Luton were forced to cancel.
236:
using Leyland units, most of which already in production, the frame design was new as was the drop-centre rear axle but every other unit was made from production Leyland Motors parts. After the first four chassis were built at
337:
Also, after 747 EUS had finished demonstrating, it entered service with the Preston-area independent Bamber Bridge Motor Services and retained its Albion Grille badge. During its demonstration, it spent long spells on loan to
363:
both firms' products whilst the Alexander companies took Alexander bodywork (the bus operations of Walter Alexander & Sons had been separated from the vehicle building activities prior to the nationalisation of the
326:
Albion badges went on production bodies. That said, East Midland's D162 (162 NVO) appeared at the 1962 Earl's Court Commercial Motor Show with an Albion grille badge, Leyland had previously frowned on the use of
453:
group and did not like the sales incursions by Walter Alexander into their patch, so they offered a better tender price for bodies on Lowlanders for Yorkshire Woollen District Traction Company Ltd, based in the
539:
and Glasgow's northern and north-eastern suburbs from a stand on Scotstoun's Dumbarton Road. Highland made good use of their cascaded fleet of Lowlanders, mainly on scholars’ contracts and work involved in the
399:
Ltd; Barton had taken Northern Counties bodies on its double deckers since 1957 and in 1960 South Notts had a Northern Counties lowbridge forward-entrance Titan PD3, similar to Barton's contemporary
441:
It was 1964 when the fifth coachbuilder bodied a Lowlander, this was Weymann (1928) Ltd of Addlestone, Surrey, who were part of the Metro-Cammell Weymann sales organisation in partnership with
462:. These became YWD's 926-39 (KHD400-13) and were the first and last Weymann-bodied Lowlanders as following prolonged industrial action and a fire at the factory, Metro-Cammell's owners
561:
Government-supported. Ten Lowlanders are preserved whilst some survive outside the UK on tourist or publicity work. Britbus make a 1:76 scale model of the Alexander-bodied version.
535:
The Alexander companies got on with their Lowlanders, and Midland, in particular, may have felt a sense of obligation, as many of their services distributed Albion workers to
500:; for this purpose Southend uniquely fitted their Lowlanders by 1970 for driver-only operation, for which the driver had to turn to the left inside the cab to collect fares.
476:
the contemporary flat-floor Lodekka as the passenger gangway on the lower deck was narrow and deeply sunken, with odd excrescences to catch unpractised feet: also unlike the
428:
DD42s, for which there were no new spare parts being made, with Leyland O.600-powered Lolines, two short wheelbase examples were delivered in 1960 and had 63 seat bodies by
294:
these and the chassis bought from Edinburgh, Western were the largest Lowlander Customer taking 111 in total, second largest was Alexander (Midland) who had 44; 30 went to
520:
and then Silver Fox Coaches of Glasgow who withdrew it in 1980. Luton 177 (177HTM) was the last of this unloved cohort to survive, being withdrawn by Avro Coaches of
513:
290:
311:
395:, who purchased one a year from 1963 to 1967. South Notts was since 1929 half-owned by the Dabell family and half by major independent bus & coach operator
503:
Luton Corporation, like Central SMT, found its mechanics constantly leaving for better paid and more congenial work elsewhere, and prior to selling out to
263:
had a single-plate clutch and a four-speed manual gearbox with synchromesh on third and top. Both of these had rear semi-elliptic leaf springs; whilst the
190:
272:
but none were ordered. Albion gave all its forward-control models odd model numbers: no one was proposing a bonnet-type double decker in the UK in 1961.
516:, these were the only Lowlanders ever to be owned by a PTE. Swiftly sold on by this standardisation-minded operator 165EMJ went to Crawford of
230:
210:
280:, chairman at the time of both Leyland Motors and Albion Motors, drove one of the prototypes and asked for a more progressive brake action.
1024:
493:
99:
504:
480:
body designed to integrate with the FLF there was not an easy refuge area to stand in to allow passengers on and off at stops.
347:
343:
331:
209:
to an equivalent layout to the Lodekka FLF6G, with a low overall height and central gangways for the length of both decks, a
330:
to gain stand space at shows, a practice used by arch rivals AEC during the 1950s; however the East Midland bus was on the
429:
424:
they had a requirement for double-deck buses able to get under low bridges and had begun to replace their early post-war
1029:
322:
and two for Alexander (Northern). Fifteen Lowlanders were ordered in 1962, but later cancelled, by Walsall Corporation.
218:
368:
119:
30 ft (9.1 m); Sixteen built to shorter 28 ft 6 in (8.69 m) length with reduced rear overhang
408:
450:
346:. Neither were likely customers for the Lowlander, having bought high-capacity single deckers (respectively 30
509:
299:
1034:
388:
384:
364:
319:
189:
a year over the past decade, from 1955 onward these had been mainly and then (post-1957) exclusively either
71:
1 door just aft of front nearside wheel-arch, air operated, either four leaf folding or single piece sliding
94:
Leyland O.600 ‘Power Plus’ 9.8-litre 6-cylinder vertical four-stroke direct injection diesel engine, 140bhp
1019:
434:
38:
A 1965 Lowlander LR7, new to Western SMT, preserved in the colours of second owner Highland Omnibuses Ltd.
1014:
377:
307:
996:
Smith, Paul (February–March 2003). Booth, Gavin (ed.). "Trolleybuses, Trams- And Albion Lowlanders".
339:
477:
372:
277:
174:
554:
351:
327:
233:
206:
202:
186:
162:
396:
295:
205:
with very attractive discounts, the SBG refused it outright. They wanted Leyland to build a
214:
nearside sunken gangway. SBG was yet to work rear-engined buses but were against the idea.
497:
425:
417:
392:
315:
289:
and stored until 1964 when it was sold via Albion to Western SMT who placed an order with
222:
198:
678:
544:
Fast-Breeder Nuclear Reactor complex. Their AL45 was new to Luton as its 166 (166EMJ).
178:
52:
1008:
442:
412:
182:
56:
400:
463:
455:
140:
446:
226:
933:
Barton, Roger (April–May 2003). Booth, Gavin (ed.). "A Blunderbus At Luton".
978:
Lidstone, John G (June–July 2003). Booth, Gavin (ed.). "A Logical Choice?".
536:
242:
238:
194:
33:
987:
Millar, Alan (June–July 2003). Booth, Gavin (ed.). "Classic Blunderbus".
541:
517:
459:
383:
The other Northern Counties-bodied Lowlanders were those supplied to the
521:
421:
89:
106:
fluid coupling and Leyland Pneumocyclic semi-automatic 4-speed (LR1)
303:
217:
Faced with the prospect of losing the SBG business to competitors
367:'s bus operations to avoid the sales restrictions that afflicted
104:
Single plate clutch and Leyland part-synchromesh 4-speed (LR3, 7)
591:
589:
241:
and development work was completed, the rest were assembled at
148:
229:, Leyland commissioned Albion Motors to develop a low-height
259:
nearside frame-member to the driving head of the axle. The
794:
792:
790:
848:
846:
844:
842:
840:
838:
836:
834:
576:
574:
821:
819:
765:
763:
714:
712:
649:
647:
645:
608:
606:
604:
467:
order was also to have been bodied by the MCW group.
433:
East Lancs frames finished by their associate in the
185:
in 1951) with a dilemma. They had bought around 180
139:
131:
123:
115:
110:
98:
88:
83:
75:
67:
62:
48:
43:
26:
514:Greater Manchester Passenger Transport Executive
928:. Paisley: Albion Vehicle Preservation Trust.
900:
636:
595:
79:Step-free entrance, sunken lower-deck gangway
8:
318:, seven for Alexander (Fife), five for the
312:Yorkshire Woollen District Traction Company
16:Scottish-built low-height double-decker bus
32:
23:
449:, MCW had a strong relationship with the
1000:(63). Edinburgh: Classic Bus Publishing.
991:(65). Edinburgh: Classic Bus Publishing.
982:(65). Edinburgh: Classic Bus Publishing.
973:. Glossop: Transport Publishing Company.
937:(64). Edinburgh: Classic Bus Publishing.
864:
810:
798:
781:
570:
298:, East Midland Motor Services based in
201:. Despite Leyland Motors promoting the
924:Adams, Paul; Milligan, Stuart (1999).
876:
852:
754:
730:
310:both took 16, there were fourteen for
912:
888:
825:
769:
742:
718:
703:
691:
665:
653:
612:
580:
7:
624:
955:. Harrow Weald: Capital Transport.
135:13 ft 6 in (4.11 m)
14:
127:8 ft 0 in (2.44 m)
964:. Hersham: Ian Allan Publishing.
946:. Hersham: Ian Allan Publishing.
245:from parts produced at Leyland.
161:was a Scottish-built low-height
505:United Counties Omnibus Company
348:Leyland Royal Tiger Worldmaster
344:Edinburgh Corporation Transport
411:had announced that no further
332:Walter Alexander Coachbuilders
1:
430:East Lancashire Coachbuilders
340:Glasgow Corporation Transport
1025:Vehicles introduced in 1961
369:Bristol Commercial Vehicles
1051:
145:8 tons with body (nominal)
969:Jack, A D (Doug) (1984).
901:Adams & Milligan 1999
637:Adams & Milligan 1999
596:Adams & Milligan 1999
512:when it was purchased by
451:British Electric Traction
407:At the beginning of 1962
31:
971:The Leyland Bus Mark Two
962:The Lodekka Alternatives
960:Brown, Stuart J (2013).
951:Brown, Stuart J (2001).
510:Sale, Greater Manchester
385:South Notts Bus Company
320:South Notts Bus Company
524:Essex in August 1982.
435:John Brown Engineering
147:14 tons (UK maximum) (
942:Booth, Gavin (2010).
378:Metro Cammell Weymann
342:(fully one year) and
308:Ribble Motor Services
532:Leyland Titan PD3s.
316:Southend Corporation
181:(which had absorbed
1030:Double-decker buses
926:Albion of Scotstoun
494:Ministry of Defence
478:Eastern Coach Works
409:Dennis Brothers Ltd
373:Eastern Coach Works
249:Mechanical features
187:double-decker buses
813:, pp. 32, 35.
784:, pp. 34, 35.
278:Sir Henry Spurrier
175:Scottish Bus Group
953:Half Cab Twilight
944:Daimler Fleetline
598:, pp. 126–7.
555:Daimler Fleetline
352:Leyland Tiger Cub
328:badge-engineering
291:Northern Counties
234:double-decker bus
207:double-decker bus
163:double-decker bus
155:
154:
1042:
1001:
992:
983:
974:
965:
956:
947:
938:
929:
916:
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904:
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829:
823:
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752:
746:
740:
734:
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722:
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707:
701:
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689:
683:
682:
679:"South Notts 89"
675:
669:
663:
657:
651:
640:
634:
628:
622:
616:
610:
599:
593:
584:
583:, pp. 60–1.
578:
397:Barton Transport
306:Corporation and
199:Bristol Lodekkas
173:During 1960 the
159:Albion Lowlander
141:Curb weight
63:Body and chassis
36:
27:Albion Lowlander
24:
1050:
1049:
1045:
1044:
1043:
1041:
1040:
1039:
1005:
1004:
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986:
977:
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749:
741:
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681:. 15 June 2010.
677:
676:
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664:
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643:
635:
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623:
619:
611:
602:
594:
587:
579:
572:
567:
550:
498:Foulness Island
473:
393:Nottinghamshire
360:
286:
251:
171:
146:
105:
76:Floor type
55:
39:
22:
17:
12:
11:
5:
1048:
1046:
1038:
1037:
1035:Half-cab buses
1032:
1027:
1022:
1017:
1007:
1006:
1003:
1002:
993:
984:
975:
966:
957:
948:
939:
930:
918:
917:
905:
903:, p. 161.
893:
881:
869:
857:
830:
815:
803:
786:
774:
759:
747:
735:
723:
708:
696:
684:
670:
658:
641:
639:, p. 127.
629:
627:, p. 331.
617:
600:
585:
569:
568:
566:
563:
549:
546:
472:
469:
359:
356:
285:
282:
250:
247:
191:Leyland Titans
179:Leyland Motors
170:
167:
153:
152:
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137:
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133:
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128:
125:
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117:
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92:
86:
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69:
65:
64:
60:
59:
53:Leyland Motors
50:
46:
45:
41:
40:
37:
29:
28:
20:
15:
13:
10:
9:
6:
4:
3:
2:
1047:
1036:
1033:
1031:
1028:
1026:
1023:
1021:
1020:Leyland buses
1018:
1016:
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967:
963:
958:
954:
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940:
936:
931:
927:
922:
921:
915:, p. 77.
914:
909:
906:
902:
897:
894:
891:, p. 70.
890:
885:
882:
879:, p. 18.
878:
873:
870:
867:, p. 32.
866:
865:Lidstone 2003
861:
858:
855:, p. 17.
854:
849:
847:
845:
843:
841:
839:
837:
835:
831:
828:, p. 73.
827:
822:
820:
816:
812:
811:Lidstone 2003
807:
804:
801:, p. 33.
800:
799:Lidstone 2003
795:
793:
791:
787:
783:
782:Lidstone 2003
778:
775:
772:, p. 20.
771:
766:
764:
760:
757:, p. 16.
756:
751:
748:
745:, p. 91.
744:
739:
736:
733:, p. 64.
732:
727:
724:
721:, p. 42.
720:
715:
713:
709:
706:, p. 17.
705:
700:
697:
694:, p. 40.
693:
688:
685:
680:
674:
671:
668:, p. 75.
667:
662:
659:
656:, p. 86.
655:
650:
648:
646:
642:
638:
633:
630:
626:
621:
618:
615:, p. 60.
614:
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582:
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548:In retrospect
547:
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448:
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443:Metro-Cammell
439:
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431:
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414:
413:Dennis Loline
410:
405:
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358:Coachbuilders
357:
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231:front-engined
228:
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196:
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184:
183:Albion Motors
180:
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97:
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61:
58:
57:Albion Motors
54:
51:
47:
42:
35:
30:
25:
21:Motor vehicle
19:
1015:Albion buses
997:
988:
979:
970:
961:
952:
943:
934:
925:
908:
896:
884:
872:
860:
806:
777:
750:
738:
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673:
661:
632:
620:
559:
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534:
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502:
496:-controlled
490:
486:
482:
474:
440:
406:
382:
361:
336:
324:
302:took 18 and
300:Chesterfield
287:
274:
269:
264:
260:
255:
252:
216:
211:front engine
172:
158:
156:
100:Transmission
49:Manufacturer
18:
998:Classic Bus
989:Classic Bus
980:Classic Bus
935:Classic Bus
877:Barton 2003
853:Barton 2003
755:Barton 2003
731:Millar 2003
464:Laird Group
456:West Riding
401:AEC Regents
296:Central SMT
1009:Categories
913:Brown 2013
889:Booth 2010
826:Brown 2013
770:Smith 2003
743:Brown 2013
719:Brown 2013
704:Smith 2003
692:Brown 2013
666:Brown 2001
654:Brown 2013
613:Brown 2001
581:Brown 2001
565:References
471:In service
447:Birmingham
314:, ten for
197:bodies or
111:Dimensions
84:Powertrain
625:Jack 1984
537:Clydebank
365:SMT group
284:Customers
243:Scotstoun
239:Scotstoun
203:Atlantean
195:lowbridge
542:Dounreay
518:Neilston
460:Dewsbury
458:town of
426:Crossley
418:Vauxhall
350:and 100
44:Overview
522:Romford
334:stand.
223:Daimler
169:Origins
422:Commer
389:Gotham
177:faced
132:Height
116:Length
90:Engine
304:Luton
193:with
124:Width
68:Doors
420:and
371:and
157:The
445:of
387:of
270:LR5
265:LR7
261:LR3
256:LR1
227:Guy
225:or
219:AEC
149:GVW
1011::
833:^
818:^
789:^
762:^
711:^
644:^
603:^
588:^
573:^
391:,
380:.
221:,
165:.
151:)
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