Reluctant To Fall – The National

Remembering the Leyland National.

The pall of smoke hung closely to the clattering, diesel din. The gruff acceleration, occasionally squeaking, yet hollow sounding brake alongside the hiss of the air compressor; these, more than any roaring car engines were the sound of my childhood as we rode the buses, and one in particular, the Leyland National, fifty this year.

By nature, Coachbuilt meant craftspeople hand building the bodywork onto a supplied chassis and taking anything up 1,000 man hours to complete. The National was “designed like an aircraft, built like a car” and took around 300 man hours, the idea being to create a complete modular unit, with metric dimensions, in house, at an all new production facility at Lillyhall, Workington, close to the Lake District in 1970. Giovanni Michelotti was responsible for the design.

Comprising assembly, pre-treatment and finishing areas, the George Wimpey Ltd construction (with input from Leyland in-house architect, David Laraway) was 300 metres long and 108m wide, with a height of 7.5m. Pillar gaps were set at 12m allowing for possible (and eventual) double decker builds. Horizontally orientated assembly lines not only facilitated component delivery, but those buses requiring extra rectification work would not divert the flow of the build.

Some important background. The Labour government of the 1960s introduced the Bus Grant, a subsidy to promote public transport production for new one-man operations^[1]. Then prime minister, Harold Wilson sweet talked Leyland’s Donald Stokes along with George Harriman^[2] into merging with a £50M reorganisation grant, resulting in the British Leyland Motor Corporation. The National was subsequently built in a joint venture with the National Bus Company. Lillyhall was chosen as the area suffered high unemployment levels, even though the nearest supplier of materials was over forty miles away^[3]. Suppliers were given very little time to re-equip their factories and even with new tooling, Leyland made frequent changes to designs. Fortuitously, most turned out fine, first time.

BLMC commenced plans with the typically bland Leyland code name Forward Project Bus 7, in order to capitalise on the expected rush for new buses of up to 3,000 per year, a figure that was waywardly optimistic. Right or left hand drive could be specified with a keen eye for exports. Pressed steel panels of either 1,218mm or 1,421mm would arrive in bays according to the overall bus length; either 10.3 or 11.3 metres.

With a ring frame structure and corrugated roof, the bus would prove immensely strong. Entrance and optional centre apertures, front and rear wheel arches and the steel framework were standardised. 5,000 Avdelok rivets fastened the bus together. Assisting in keeping rust from the bays, Birmingham based Arthur Holden & Sons produced Duraplast, a semi-decorative epoxy coating, a first within the industry. Such treatments along with easily repaired panels gave the bus a long life – often rust free for twenty plus years.

Seven FBP7 prototypes headed out testing – the cold of Finland, Spain for higher mercury levels and closer to home, with Belgian pavé attempting to rattle the frame to destruction. Goodyear worked closely with Leyland to create a tubeless radial low profile 11/70 tyre, another bus first, the successful fitting of air suspension allowing for a lower entrance step and floor. Cabin heating was derived from heat exchangers housed in the roof pod found at the rear.

The rear fitted engine was a cause of the National’s distinctive sound, smell and often look. The straight six cylinder with turbocharger 8.3 litre, known as the Leyland 510 was unusual due to it having non-detachable cylinder heads; any repairs had to done from the bottom of the engine^[4]. Poor fuel economy, increasingly expensive warranty claims from operators and a tendency to smoke heavily on cold start up led to the rear panels, where the exhaust lay, resembling a coal fireplace – any advertising here often besmirched by exhaust grime.

Ten pre-production Nationals were built between August and November 1971, and with several mechanical and paint processing teething problems ironed out, the first National (from an order of 498) was delivered in March 1972^[5]. Initial reaction was favourable, leading in 1973 to a plethora of awards coming the National’s way. So too did increased UK orders, although it quickly became apparent that the limit of sales would hover around the 800 per annum mark.

Exports were sought and were not limited to South Africa, Australia (as CKD kits), Iran, Jamaica, Egypt, Venezuela, the Netherlands, Trinidad and Tobago and even the USSR. This last example was sent over as a possible solution to the forthcoming 1980 Olympic Games transport issues in Moscow. Residing there, a few questions were asked at Leyland HQ, but the Russian National was never seen again. Other Nationals were made, pressed into transporting prisoners and air passengers (though not together!), a mobile medical emergency response vehicle and even a battery electric version that required its power supply be carried in a trailer to the rear.

By the mid-1970s, noise and emission legislation loomed, forcing the a thorough re-engineering of the National. The National 2 was revealed at the 1978 British Motor Show, replete with 11.1 litre O.680 engine at the rear with a front mounted radiator – the roof pod, omitted. Incorporating a more bowed windscreen than the practically flat initial version, the National 2 was lengthened by some 300mm.

While Lillyhall and the National remained profitable for a time^[6], morale began to slip as those profits were siphoned away into the turbulent BL car production waters. Another significant problem being Leyland’s lack of marketing prowess. A superb answer the National (its successor more so) may have been but few were asking the question. Leyland buses were favourably viewed in many areas, but few needed a bus so technically dense, or long. And many foreign countries wished to see their own manufacturing, as opposed to foreign imports or simply could not afford Leyland’s prices. From the seven thousand Nationals made, the vast majority plied the Queens highways.

Leyland chose to diversify, a costly change. External factors such as a reduced (and then ceased) Bus Grant, new and fierce competition and more orders for double deckers did for the National. A tie up with British Rail to use the bus chassis as a train carriage (Diesel Multiple Units) extended the National’s life (with carriages lasting well into the 21st century) but by 1985, the National was done for.

Many drivers lamented its passing, although examples were still shifting passengers as late as 2010. A 64Kph top speed, easy handling and “encouraging brakes” made for eventful journeys. Many drivers and operators lambasted the National for such idiosyncrasies, but now aged fifty, the bus enjoys a healthy level of interest, with many being refurbished. Cherished examples are often allowed out from museums and collections, with this year in particular enjoying several large gatherings – the largest being in and around Workington.

Lillyhall went on to produce many different buses under differing names and owners; Volvo being the last in 1992. The former factory is now part of the Eddie Stobart empire. And the National still looks modern, once more proving good design has longevity.

_{[1] Traditionally, buses had a crew of two – the separate driver and a conductor who would take fares and issue tickets. The thought of a double decker being operated by a single person caused a great deal of fuss with the government and bus companies.}

_{[2] British Motor Holdings chairman. BMH came under severe criticism from the government for their dismal performance. Wilson believed that by merging would create a world beating engineering giant. Ponder on that for a moment.}

_{[3] With many more over a hundred, centred in and around the Midlands, causing again a deal of consternation. The opening of the Lillyhall facility also brought with it an upgrading of the A66 arterial trunk route in order to free up traffic flow from already tourist-clogged major roads in the area; this went surprisingly well!}

_{[4] Leyland engines had used Stellite valves, an enduring alloy lasting upwards of 300,000 miles before replacement. This encouraged headless variety engines use. Later Nationals we’re offered with uprated Leyland O.610 or the much preferred and trusted Gardner 6HL varieties. Leyland’s insistence on using the 510 lost them entire areas of sales, notably Northern Ireland and New Zealand.} 

_{[5] Although it must be pointed out that all the pre-production models suffered from ineffective interior trim. Prototype components and cobbled hastily together led to internal criticism and from press and operators, alike.}

_{[6] Upwards of £40M in 1974 and never suffering industrial action.}

_{Final footnote: The National Bus Company along with many Passenger Transport Executives (PTE’s) were also a Wilson creation and the forbear of privatisation. Many PTE’s welcomed the National.}

_{Data sources: Beyond Reality by Doug Jack. Gracious thanks too for additional information procured from the ever helpful John Cash, with inspiration for the piece deriving from Stuart Nyrenda.}

Author: Andrew Miles

Beyond hope there lie dreams; after those, custard creams? View all posts by Andrew Miles