Six Generations: Successors

Bristol L → Bristol MW → Bristol RE → Leyland National → Dennis Dart SPD → Volvo B7RLE

The blog author has memories of single decks from the Bristol L (and possibly even older stock) onwards. And been behind the wheel, too, though not all models as described below. In as few words as possible, Omnibuses considers how a chain of successor vehicles has each moved things forward…

Bristol L/ECW

It’s hard to think of a ride that was firmer or harsher. Sluggish on hills, the L struggled even without its maximum of 30-35 passengers. And, of course, it had no heating, was of traditional half-can design, often loaded at the rear, required a conductor and was built to a passenger-constricting 7’6” design. Not a lot to recommend it but did we complain? Chassis seemed to go on forever.

Bristol MW/ECW

Like its lighter, semi-integral LS predecessor, the MW was a huge leap forward in design. An underfloor engine and slightly higher body allowed forward facing seating throughout the vehicle’s entire length. This increased capacity by 10. By now, the ride had improved immeasurably and was actually superior to the LH direct successor. And the layout enabled direct driver supervision of the front entrance and one man operation. Compare this to the rather awkward OMO conversions on later half-cab Ls.

Bristol RE/ECW

A change in the law gave a 36-footer with up to 53-seat single deck, with almost the capacity of a Bristol LD double deck. At the time called low floor, the chassis frame reduced step heights considerably. A wider entrance and a brighter, modern interior enhanced its capacious feel. Semi-automatics greatly enhanced the RE’s utility, combining powerfully with appropriate Gardner or Leyland powerplants. Mind you, both were noisy within and without when compared to the MW. And didn’t the bodywork crackle. But it was the least complicated, most economic, best looking and best loved new generation single deck, bar none. And by far the most reliable. Just try changing from crawler to second without that infamous CLUNK. I never could.

Leyland National

In my imagination, I can still smell that “as new” aroma of the vinyl seated, utilitarian Leyland National. Initial products were poor, engineers distrusted the integral design, disliked the uneconomic, clattery 510 engine and the LN was never welcomed in the same way as the RE. Passengers got an uncomplicated interior that introduced a plinthless level floor along two thirds of its 36 feet length, followed by a step. Drivers had the first ergonomically designed cab, switch gear and small diameter power assisted steering wheel. Yet, of all the buses in this chain of successors, here was one that moved things on only marginally. Very popular, though. No that there was ever much choice.

Dennis Dart/Plaxton SPD

The longer version of the ubiquitous mini Pointer Dart, here was a 36 feet long bus that enabled mass conversion to the super low floor bus with all the benefits associated with ridership increase. In Trumpton fashion, it came with all the external elegance of a row of chicken huts, yet it’s still prominent on our streets today. The SPD had a fussy ride and passengers could experience roll. It was a bus prone to rattles, too. If thrown around by the driver, passengers could get, well, thrown around. With the SPD and its generation came the transition to auto boxes. Engine revs seemed disproportionately high compared to road speeds & acceleration though the vehicle was less noisy than any predecessor. The first SLF examples were not wheelchair friendly. And they introduced the concept of damage-resistant heavy plastic moulding at the front and around the cab. Later examples came with contemporary looking though far harsher minimalist plastic seating without the traditional single piece chrome grab of old.

Volvo B7RLE/Wright Eclipse Urban

Here’s a bus with lower engine noise and a gearbox that doesn’t whine but sings tunefully even under urban start-swift-acceleration-stop conditions. Externally, the swooping front and internally the flowing ceiling mark the vehicle out as probably the best design in the world, as does the build quality that cuts rattles right down, except on extremely poor surfaces. Plenty of plastic throughout. Good cab environment with large mirrors helping drivers though sometimes the interlocks hinder. At 40 feet, still only seats up to about 44 though, with about 24 in the low floor front area. Large mirrors aside, can be a pain to manoeuvre in tight urban environments and can carry plenty of scars to prove it.