Daimler Fleetline
The Daimler Fleetline, later known as the Leyland Fleetline from about 1975, was a rear‑engine double‑deck bus chassis built from 1960 to 1983. It was the second UK rear‑engined double‑decker after the Atlantean and was designed with a drop‑centre rear axle to keep the upper deck low without forcing awkward seating. The prototype used a Daimler engine, but production mainly used Gardner engines (6LW, 6LX or 6LXB), with Leyland 0.680 and 0.690 engines also offered. Some export versions used a Cummins V6 200. Power ranged from about 112 to 188 bhp. The fleet came in standard lengths of 30 feet, with 33‑foot and 36‑foot versions also available.
Between 1960 and 1973, Fleetlines were built in Coventry, then at Farington. The chassis codes started with CR (C for Coventry or Commercial, R for Rear‑engined) and were followed by engine codes (D6 for Daimler prototype, G6 for Gardner, L6 for Leyland, C6 for Cummins). Later Leyland‑badged Fleetlines used FE designations with length, engine, and drive details.
London Transport was the largest British user, purchasing about 2,646 Fleetlines between 1970 and 1978, with the last 400 built as the B20 variant. London Fleetlines wore Park Royal or MCW bodies and carried the DMS fleet code (Daimler Mono‑Standee or Daimler Multi‑Standee). The first DMS Fleetlines joined service on January 2, 1971, on routes 95 and 220. The early batch used Gardner engines, but Leyland engines became common later; around 200 B20s later received Iveco engines in the 1980s. The Fleetline faced criticism in London because boarding was slower than on the old Routemasters. An automated fare collection (AFC) turnstile trial in 1979 was not successful, and maintenance costs were high, prompting withdrawals as cheap replacement options became available.
Withdrawals began in 1979, with Leyland Titans and MCW Metrobuses taking over many routes. Some Fleetlines went to Ensignbus or Wombwell Diesels, and many were scrapped early. However, many ex‑London Fleetlines found a second life with other operators in the UK, and some were exported or refurbished for further service, including usage in Hong Kong. A number even spent time in the United States for sightseeing.
Outside London, the West Midlands (the West Midlands PTE and successors) ran the largest non‑London Fleetline fleet, numbering well over 2,100 at its peak. After deregulation, the fleet was reduced, with the last in the region withdrawn in 1997. Greater Manchester also ordered more than 500 Fleetlines, many later operating in the famous orange and white SELNEC style. Other notable users included Sheffield/SYPTE, Rotherham, Mexborough, Yorkshire Traction, Cardiff Bus, BET Group, the Scottish Bus Group, and private operators.
There were some unusual variants and engines, such as short‑wheelbase Fleetlines built for Walsall, and occasional experiments like a Perkins V8 or a Rolls‑Royce LPG engine in separate buses. A Walsall Fleetline was rebuilt with a different arrangement after a low‑bridge collision, and one Teesside Municipal Fleetline used LPG. A number of Fleetlines were preserved after withdrawal, including DMS 1 in the London Transport Museum and DM 2646 in the Ensign Bus Museum, along with several other kept examples.
Hong Kong bought many Fleetlines for long service life there: China Motor Bus purchased hundreds (336) between 1972 and 1980, Kowloon Motor Bus bought about 450 (mainly for Cross‑Harbour routes), and these “Jumbo” Fleetlines also fed into Citybus and Argos Bus. Many of these were later sold back or refurbished for continued operation.
In summary, the Daimler/Leyland Fleetline was a foundational rear‑engine double‑decker that served widely in the UK and abroad, known for its low‑height design, varied engine options, and long service life, especially in London and the West Midlands, before gradually being replaced in the late 20th century.
This page was last edited on 3 February 2026, at 09:24 (CET).