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at buses...
4 WHATEVER
results may emerge from • this week's test in the UK of a "Continental-style articulated bus the presentation of the Danish-built vehicle to British operators, following its recent overseas debut at the UITP Montreal congress, provides a timely demonstration for a little publicised but highly successful Leyland venture in Europe.
The current wave of interest in .articulated passenger vehicles, which are not only finding increasing favour in Europe but have fired the imagination of North American undertakings (the latest contender for that continent, a Volvo B 58-based vehicle is about to start a two-year evaluation programme in Edmonton and Calgary) is placing Leyland-DAB of Si[keborg, Denmark, in a strong position as a potential supplier of such equipment.
The DAB subsidiary, now wholly owned by British Leyland, has been actively associated with psv construction for Danish transport systems since it was founded before the First World War.
In 1954 a DAB-bodied Leyland Worldmaster — known as the Copenhagen bus — attracted considerable interest at the Earls Court commercial motor show. In the early 60s the firm introduced a low-frame integral bus which has since been further developed into the current range which during recent years has not only gained an increasing share of the Danish domestic market but has been exported to a number of foreign countries including Norway, Poland, Benelux, Iceland and Israel.
An agreement with the Saurer company, of Switzerland, in 1973 led to technical co-operation between the two manufacturers resulting in access to an additional marketing area for DAB and extended applications of Saurer engines.
The exchange of psv tech nology has also enabled DAB to extend its chassis programme by the inclusion of articulated vehicles of the type now shown in Britain.
Of similar concept to the UK demonstrator but differing in capacity, seating plan and door lay-out are the 10 DAB-built artics which have already gone into service on a 25-mile express route for HT, the new Greater Copenhagen transport authority. Because these 18m-long vehicles are still run on a special dispensation, only 20 standees are permitted in addition to 75 seated passengers. Outstanding impressions of their performance are the low interior noise level (72dBA) and the ride quality which even in the trailing rear section provides optimum travelling comfort.
Use of the Swiss-designed double ball centre coupling with linked steering to the trailing axle has resulted in train-like .road holding at maximum speed.
On the other hand the handling of the vehicle, to all intents and purposes a 9.9m-long, 5.5m wheelbase, bus with a 7.45m-long singleaxle trailer imposes fewer route restrictions than the 12m-long "rigid" buses widely used in Danish city practice.
Admittedly the design of stopping places, terminal facilities and garage accommodation must take account of the greater length, but the undi puted attraction of improvir the load factor at little ext operating cost is arguir strongly for the introduction such units especially countries, or under condition where double-deck operation proscribed.
The DAB artic bus incorpc ates the builder's system modular construction in which number of basic chassis fran elements are used to provic the required overall lengt wheelbase and engine locatir for the entire psv programm The front element includes tl forward-mounted radiator, bitery boxes, driving /steerir module and the air-sprung tonne-rated front axle; tl second main element includ the horizontal power un transmission/retarder and tl 11-tonne drive axle.
These two elements a welded together by means variable length intermedia frame members to achieve tl required chassis layout. To ti rear of the No. 2, engine-can ing, element can be attach, rear overhang sections of variety of configurations produce low-height rear pli forms, flat doors, or rais, frames when increase lugga space is called for.
The power unit/drive a) module can be turned throw 180 degrees to provide rear-engined chassis. (Curre demand by Danish operators still strongly directed towar the mid-under-floor engin vehicle), Built-up chas frames, including those I completion by Saurer at t ilten plant, are taken to a Decialist contractor for sandlasting and immediate corroon protection treatment.
Modifications of standard lements for use in the artic ariant include use of the No. 2 iodule for the trailer section rranged to take a front Jspension and steered axle iyout and altered side em hers.
A special straight-frame elelent has also been developed ) carry the turntable mounting.
Body structure of all DAB ahicles is of light-alloy framing rid exterior panels using (elusively Alusuisse sections ad sheets to offer full resisince to the unduly high arrosion risk in Danish winter aeration. Special attention is aid to the vertical joints of side anels which are given a >unter-sunk capping strip to -esent a completely flat surce. Continuous aluminium leet is used in roof construe Complete autonomy and eedom of sourcing has enaed DAB to introduce a Jmber of features unique to its Inge. A double-curvature ati-reflection windscreen of an aproved type is now made in nland especially for DAB to eet operator's suggestions Id requirements.
As an example of the lengths which the company will go to Isure the highest possible )erating reliability mention ust be made of components id auxiliaries, such as radiator .pansion tanks and electrically )ated rearview mirrors, which e made at Silkeborg rather an bought in as proprietary irts which may give rise to implaints and spoil the good ime.
DAB with its main )Oft-long production building id associated machine shops, iecial trades sections, paint )oths and servicing departents nevertheless still retains fficient flexibility to accomodate development work of advanced nature. Much of is is done in close liaison, or 'en on behalf of, the parent oup such as the current work psv suspension layouts.
Of very great significance to e high esteem which DAB has lilt up in Denmark is the close lationship with operators rich provides a constant flow engineering and service edback and the acknowJgement of customers' fleet perience in subsequent adifications.
Location, at the front of the bus, of the engine air intake, shaft-driven independently mounted alternators and electric control panels in easy-access positions behind the driver have been part of the evolution of the Danish psv.
Other features such as the very large and clear destination displays reflect the strong influence of the former Copenhagen Tramways operation. This progressive undertaking was instrumental in the establishment of the HT (Hovedstadsornradet Trafiknet) authority which has given Denmark its largest unified passenger transport system and greatly improved road/rail interchange to the capital region.
The road services operation -over two-third of the fleet is Leyland or Leyland/DAB-based -comprises 176 (Copenhagen) city and country routes,
and town services in Helsingor, Koge and Roskile. The area covered extends for almost 90km from Gilleleje in the north of Zeeland to Harley, south of Koge and stretches from the Copenhagen metropolitan area in the east almost 50km to west of Roskilde. Ticket facilities allow full interchange between buses, DSB (state railways) trains, and private railways in the region.