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Over the years I have had six in depth articles published in The Leyland Society Journal but never received payment or even a copy of the Journal. The final article was the complete and in depth story of the Leyland Royal Tiger Doyen and why it failed. The article ran to 8,000 words, so the Leyland Society said they would publish it as a book, sadly they changed their mind at the 11th hour and hacked it down to be published in the Journal as a 23 page article. I felt very bitter and like previous articles they published I received no payment or a copy of the Journal. The sad thing is the Journal is not sold but a book would have.
The article took five months to write spending two hours a day, I had two Leyland experts proof read the article these were Basil Hancock who worked the design of the underframe and Doug Jack. Both made useful comments and provided additional information which resulted in a further four weeks of rewriting the article.
I wanted to upload my article in full on Flickr, I asked The Leyland Society for permission to do so, and they said no, and I could only upload one page!
The latest issue of the Classic Bus magazine number 167 features an article about the Royal Tiger Doyen and why it failed. I have purchased a copy of the magazine online and look forward to reading the article and more who wrote the article.
I can easily explain why the Royal Tiger Doyen failed. In June 1982, Leyland Bus held a customer styling clinic with a prototype Doyen B50.03 and three European built coaches. The feedback received about the Doyen was not good, but Leyland threw caution to the wind and launched the Royal Tiger Doyen in October that year after 10 months of testing!
The decision to have the Doyen built at the Charles Roe factory was a mistake, the staff took a long time to come to terms of building a bespoke luxury coach. Leyland's detailed engineering drawings had many errors resulting in the drawings having to be returned back to Leyland. Unbelievable the design of the Doyen body did not include provision for a Continental door, sunken toilet, driver's bunk, and fitment of television and video equipment. All this resulted in long delivery delays with only 12 Royal Tiger Doyens registered in 1983, one was a Leyland demonstrator.
All the Doyens built in 1983 had to go to ECW at Lowestoft for modifications to be made along with warranty work to be carried out. It took a long time to set up the second production facility at Leyland's Workington factory who took over full production of the Doyen by the end of 1984. Sadly the damage was done and the Royal Tiger Doyen was never to shake off the early problems.
Mechanically the Royal Tiger Doyen was flawed, the Leyland TL11 engine was under powered at 245bhp and later 260bhp. The TL11 suffered from oil leaks and other problems costing Leyland a fortune in warranty claims. Likewise the Leyland Hydracyclic gearbox was flawed and cost a fortune in warranty claims.
Postscript: I had just finished writing this caption and through my letterbox plopped the Classic Bus magazine. The Doyen article runs to six pages and uses the report from the styling clinic I mentioned which I have the full report. Sadly not really a good article or did it tell me what I had already ready known.
Publication: The Leyland Society Journal Volume 3 Number 20, year 2018
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A selection of newspaper clippings highlighting the progression of construction and the celebration of opening day on the Coquihalla Highway.
Article courtesy of DUSK...here are some excerpts from other articles(ranging from 1992-1995) i found while browsing the U-T online archive
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The "graffiti belt" -- places where graffiti vandals hit most frequently -- runs roughly along Interstate 5 from Balboa Avenue to the border, along State Route 94 from I-5 to Lemon Grove, and along Interstate 8 from Mission Valley to El Cajon.
The Lemon Grove Avenue sign on State Route 94 was being hit by graffiti artists so much that Caltrans workers encircled the base of the sign with barbed wire.
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Police define tagging as "recreational vandalism." Although many taggers collect in social cliques called "crews," they're less concerned about affiliation and geographic areas than gangs are. Crew affiliation is not as permanent as gang membership.
Taggers have their own language. Often after a party, taggers go on "bombing runs," in which they blitz the entire city with their tags in order to be known as "all-city." A "piece" is a really nice mural; a "piercer" does really good pieces, [James Coleman] said. A "toy" is a derogatory term for a beginner. "Suckers" are the residents who "buff" the graffiti (paint over it).
Styles sometimes overlap. Generally, though, tagger signatures are fashioned in wide, feathering bands, Coleman said. He said that bubble letters reflect the second generation of tagging graffiti, and murals are the third generation.
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No good estimate exists of the amount of monetary damage done by taggers -- graffiti vandals usually in their teens or pre-teens. Caltrans says it spends $20,000 a month in San Diego employing and equipping full-time crews to clean the graffiti from freeway signs. But tagging is costly in other ways, in declining property values and increased public unease and fear.
Another important barrier to enforcement, according to [Joe Wood], is the California penal code. In order to qualify as a felony, vandalism must result in over $5,000 damage; below that, the crime is a misdemeanor. In the case of misdemeanors, in order for police to make an arrest, the crime must be committed in the presence of the arresting officer. Unfortunately, the fact that the tagger's name is on the wall doesn't prove anything. A freeway sign may contain several names placed there by one tagger. Also, some taggers plagiarize or "bite" other taggers' code names, especially the names of more notorious taggers. So SDPD is considering a number of innovative investigation techniques, among them, handwriting analysis to link tags with individual taggers, and charging several taggers with conspiracy to commit a misdemeanor; the conspiracy itself becomes a felony.
"W e briefly considered greasing the poles, but that was considered too messy," says James Larson, Caltrans community affairs director. (To climb freeway sign poles, some taggers bind their wrists and ankles in duct tape, sticky side outward.) "We've also tried putting up rat guards. You know, like the metal funnels used years ago to keep rats from climbing up the ropes to ships." But taggers used ladders to climb over the rat guards.
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Sgt. Joe Wood, 38, knows what the hieroglyphics along the freeways mean and he knows about the taggers who make them. "Actually, taggers don't like to be called taggers," says Wood, as he wheels his beat-up Mustang south on Interstate 5. "They like to call themselves `writers.' "
Wood says police used to prefer downplaying the details of tagging, and he is still ambivalent about saying anything that could glorify taggers, but he figures that the more the public knows about tagging, the more it will support political solutions. "Besides," he says, "anything I can tell you, the taggers already know."
(At a Burger King where Wood stops to eat, I look at the mirrored wall behind him and see a small crew insignia scratched into the glass.) Caltrans has begun to wrap razor wire around highway sign poles; in Los Angeles, taggers have circumvented this by using ropes -- so Caltrans is now wrapping poles to prevent roping as well.
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Although taggers hit myriad buildings, billboards and road signs, most pass through [Joseph Gaspard] and [Matthew O'Deane]'s jurisdiction because the kids get around by bus.
The transit cops sometimes also work on foot, watching for boys vandalizing bus benches and signs. They have trailed taggers who were painting nearly everything in sight, waiting for them to tag transit property.
An hour of observation doesn't net any arrests for Gaspard and O'Deane. So they head for Park Boulevard, where two other transit cops have caught a boy etching three letters into a bus window.
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[Michael Cochran] said the back windows of the buses are so etched with gang symbols, initials and other graffiti that you can't see out of them, adding that even the new buses have been marred with graffiti from the back halfway to the front.
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Mayor Susan Golding and representatives of four retail chain stores announced yesterday that the stores will lock up spray paint and other tools of graffiti vandals.
Golding was joined at the event by 8th District Councilman Juan Vargas, who announced a plan for San Diego similar to those in school districts and cities statewide that punish the parents of graffiti vandals along with the culprits themselves.
Kmart, Target, Pep Boys and Home Depot stores have agreed to keep aerosol paint cans, etching tools and marking pens locked up in their stores to prevent shoplifting of the items, Golding said.
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Thirty-seven people were arrested this week after San Diego police and sheriff's deputies posed as Hollywood producers in an elaborate, six-month sting operation to catch taggers, the common name for graffiti vandals. Six others are being sought.
Letting their egos take the lead, the taggers unwittingly took the "producers" on a graffiti tour of the county, proudly pointing out their artwork on walls and freeways, police said. The admissions were captured on videotape.
The answers will be the primary evidence used against the taggers, said Deputy District Attorney David Williams. While searching the homes of taggers, investigators even found photo albums showcasing the graffiti, as well as videotapes of the taggers in action.
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"They got 14- and 15-year-old kids, and some people who hadn't tagged in two or three years," says Chino, an aerosol artist (yes, galleries throughout the world recognize the technique). He was targeted but resisted the blandishments of Star Productions over a three-day "recruitment" by phone and at Star Productions' "office" on G Street.
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"They had row on row of paint cans against the wall, to use in the office there." Chino says he refused to paint in the storefront for the camera. "They offered to take me out in the van." He refused to go.
Imperial Beach businessman Jeff Franz, who supports the aerosol painters -- opposed to taggers -- by giving them his walls and a studio, says the six-month sting actually increased freeway tagging.
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Greg] and four of his friends responded to the casting calls, and he soon found himself spraying graffiti under a bridge at the intersection of Interstate 805 and state Route 54 in Chula Vista.
San Diego police Sgt. Joe Wood denied that the sting involved entrapment. Wood said the department received guidance from the District Attorney's Office every step of the way.
Wood agreed that many of the people arrested in the sting have artistic talent, but he said most graffiti vandals start out as taggers when they are younger and cause thousands of dollars worth of damage. In addition, he said all the arrests made involve illegal graffiti.