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25-665: The L113 was largely a cross between the N113 and K113, with the front section of its chassis of a similar height to that of the N113, and an 11-litre engine that was mounted longitudinally as per the K113. However, it differed from both models by having this engine inclined to the side. In Scandinavia , the L113 was sold mainly as an interurban bus with bodywork by a range of manufacturers including Carrus and Ajokki of Finland and DAB of Denmark. It

50-533: A double-curvature windscreen with an arched top. It had an 11-litre engine mounted at the rear, coupled to either a Scania or Voith gearbox. It was available as: A total of 641 N113s were sold in the United Kingdom , this figure made up of 405 two-axle double-deckers , 194 standard-floor single-deckers and 42 low-floor single-deckers . The double-deckers were offered with bodywork by Alexander , East Lancs and Northern Counties , while most of

75-440: A further seven with Strider bodies in 1994, while Nottingham took eight PS-bodied versions in 1990. Among other customers were Yorkshire Traction , Tayside Buses and Stevensons of Uttoxeter . Of the 42 low-floor single-deckers , 30 Wright Pathfinder bodied examples were bought by London Buses in 1994 for trials at its East London and Leaside Buses subsidiaries. The other 12 carried an East Lancs body marketed jointly as

100-464: A majority of trunk, feeder and Townlink services in the East. Metro Tasmania purchased 147 Ansair bodied N113CRBs between 1989 and 1995. In 1997, Scania introduced its 4-series range of buses, which utilised smaller and cleaner engines in order to comply with Euro2 emission limits. The N113 thus gave way to the low-floor, 9-litre-engined N94 . However, N113 double-deckers continued to be sold in

125-571: A result, the East Lancs name - disappearing in favour of Optare. Production of all the original East Lancs bodies by Optare ceased by 2011, and the premises in Blackburn closed on 31 March 2012. East Lancs has had many different styles of bodywork. They had a tradition of using cacography , mostly replacing a letter i with a letter y, which continued until the Esteem and Olympus series. In

150-472: The Cowie Group , with all orders by British Bus companies for buses bodied by East Lancashire Coachbuilders subsequently cancelled at short notice by Cowie. The company avoided entering administration with both the intervention of Blackburn Member of Parliament Jack Straw as well as chassis manufacturer Dennis Specialist Vehicles supplying ten of their bus chassis for bodying, with payment for buying

175-728: The MaxCi , and of these, five went to Clydeside 2000 , four to Midland Red North, and one to Tayside. In 1993, Kowloon Motor Bus purchased two Alexander RH-bodied Scania N113 tri-axle double-deckers . The Alexander RH buses all have a double-curvature windscreen with an arched top. They were equipped with Scania DS11-74 engines (274 bhp) and Voith DIWA863 gearboxes. Another 20 were purchased in 1996, but equipped with Scania's DSC11-24 engine instead of DS11-74. All were withdrawn between 2010 and 2014. Singapore Bus Service took delivery of 200 Alexander PS bodied Scania N113CRB single deckers in 1989/90, 50 of which were air-conditioned and

200-615: The UK until 2000, the last examples being a batch with East Lancs Cityzen bodies built for stock and sold to a variety of small operators. The N94 was eventually introduced to the UK in 2002, in both single-deck and double-deck forms. For the Hong Kong market, Scania developed the low-floor Scania K94UB 6x2/4 double-decker bus , but only one prototype was built. East Lancashire Coachbuilders East Lancashire Coachbuilders Limited

225-561: The 1960s and 1980s, eventually being sold to the Drawlane Transport Group (later renamed British Bus ) in 1988. By 1994, the company had expanded into new premises on the Whitebirk Industrial Estate and commenced a programme of development that resulted in a range of single and double deck buses, which was the primary source of income for the company. In August 1996, British Bus was purchased by

250-715: The Darwen Group was based, however it was confirmed in November 2007 that East Lancs would stay in Blackburn with a move to a new manufacturing site on the Walker Business Park. In 2008, Jamesstan Investments, an investment company controlled by the Darwen Group, purchased another bus manufacturer, Optare . Later, in June 2008, a £15.95 million reverse takeover was performed, with the Darwen name - and as

275-585: The Esteem/Olympus body but with MAN's own Lion's City design front and rear. A double decker based on the Kinetec was built called the Kinetec+ ; however, it was a one-off order, and Kinetec buses were phased out with the new acquisition by Darwen Group in 2008. These buses are the last surviving variants of the original low floor series which became part of their own series. The Scania product range used

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300-597: The Myllennium styling but with Scania own front styling. Whereas the Esteem products used an original front, which developed into a new body entirely. The Scania products were launched in 2004; however, the OmniTown was not as well received as the company hoped and was discontinued after Darwen took over ownership. Both the Esteem and the Olympus (its double decker variant) were launched in 2006. An open top version of

325-473: The Olympus, named East Lancs Visionaire was launched in summer 2007 with Arriva 's The Original Tour . Production of these buses continued under Darwen ownership. British City Bus was the parent company that owned East Lancashire Coachbuilders. The company was dissolved after Darwen Group rescued East Lancs from administration in 2007. East Lancs Overseas was a subsidiary of East Lancashire Coachbuilders in charge of taking orders and exporting buses. It

350-405: The certification of East Lancs double-decker bodies on Scania chassis intended for London as a result of failing the tilt test ; a package of 17 redundancies followed in November 2006 as a result of overall low turnover. After the purchase, the Darwen Group rebranded the company as Darwen East Lancs. Speculation was raised that bus building could potentially move to Newcastle upon Tyne , where

375-469: The chassis deferred until the buses were bodied and sold to operators. On 17 August 2007, East Lancashire Coachbuilders went into administration, however it would bought out from administration by the Darwen Group the next day. It was claimed by ELCB's sales director John Horn that entering administration was a direct consequence of a changeover to building on Euro IV chassis, as well as a delay in

400-575: The early 1990s, East Lancs developed buses for the low floor market with the style of the body being based on the former East Lancs Pyoneer. In 1999, the buses received a front and interior overhaul with the style of the body being based on the new East Lancs Myllennium that was launched for the Millennium Dome routes. The Kinetec was launched at the Euro Bus Expo 2006. They are designed as low-floor bodies for MAN chassis. They have

425-670: The remaining 150 non air-conditioned. Several of the non air-conditioned buses were retrofitted with air conditioning in 1998/99. These buses served mainly the eastern parts of Singapore and were predominantly under the control of the Bedok North depot , with a minority at Ang Mo Kio, Braddell and Hougang depots. They were transferred to SBS Transit on 1 November 2001 and retired from 19 August 2008 to 1 May 2009. These buses were repainted between January 2004 and December 2007. Some of them were already replaced by Volvo B10M who in turn replaced by Scania K230UB . The N113CRBs operated on

450-1269: The standard-floor single-deckers were bodied by Alexander to their PS and Strider designs, though the Wright Endurance , Plaxton Verde and East Lancs EL2000 were also specified. London Transport was to be the biggest UK customer for the double-deckers , taking 71 between 1989 and 1992 for its London Northern and East London subsidiaries. Of these, 29 were bodied by Alexander, the other 42 by Northern Counties. Brighton & Hove bought 51 between 1989 and 1998, all with East Lancs bodies. Yorkshire Rider took 42 in 1990 and 1991 (37 with Alexander bodies and five with Northern Counties bodies), while West Midlands Travel took 40 with Alexander bodies in 1990. Nottingham City Transport would buy 23, while Midland Fox took 20, and Kingston upon Hull City Transport and Mayne Coaches both bought 16. There were also 13 for Northumbria Motor Services , 12 for Newport Transport , and ten each for Busways Travel Services (the former Tyne and Wear PTE undertaking), Cardiff Bus and Liverline of Liverpool. Other customers included Grey-Green , Borehamwood Travel Services , GM Buses , Midland Red North and Derby City Transport . Busways

475-647: Was a manufacturer of bus bodies and carriages founded in 1934 in Blackburn , Lancashire , England . The company went into administration for a short while in August 2007, before being bought by Darwen Group and performed a reverse takeover with Optare when its parent purchased the company in 2008 and its site and business was later closed in 2012. East Lancashire Coachbuilders was first founded by Walter Smith at Brookhouse Mill in Blackburn in 1934. The company would change hands multiple times after Smith's death between

500-598: Was also sold as a city bus in South America. Sydney Buses purchased 102 step entrance L113CRB, 156 low entry L113CRL and 50 14.5 metre step entrance L113TRBs bodied by Ansair between January 1993 and April 1998. In Estonia , the L113CLB was made bodies by Duple Metsec but build at Baltscan in Estonia, most common body was Duple Metsec T-76 City, others were also available. Only one Duple Metsec T-76 City

525-425: Was dissolved after Darwen Group rescued East Lancs from administration in 2007. Darwen North West was a vehicle repair business in Blackburn, England , offering coach refurbishment, repair, maintenance, and conversion services. It was originally a subsidiary of the bus manufacturer, called North West Bus & Coach Repairs which was renamed to Darwen North West after the acquisition of assets by Darwen Group. It

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550-708: Was introduced to the United Kingdom in 1994, with 511 delivered. Early examples had step-entrance Northern Counties Paladin and Alexander Strider bodies, while East Lancs offered the European and later the Flyte . However, the L113 sold best with the low-entry Wright Axcess-Ultralow with 330 such vehicles built, the majority for FirstGroup subsidiaries. In 1997, Scania introduced its 4-series range of buses, which utilised smaller and cleaner engines in order to comply with Euro2 emission limits. The L113

575-768: Was preserved as museum example. In Portugal , the L113 was sold between 1993 and 1998. The most common bodyworks was the Marcopolo Tricana and Irmãos Mota Atomic UR95, but it was also available with Irmãos Mota Atomic UR89 or CAMO Camus bodyworks, all of them as city buses. However, the L113 was also sold as a coach , almost all of them using Irmãos Mota MKIII bodywork, but they could also be seen bodied with CAMO Riviera. A total of 77 L113s were supplied to Singapore – Trans-Island Bus Services taking 50 with Alexander Strider bodies and 15 with Greek built ELBO bodies between 1995 and 1997, and Singapore Bus Service taking 12 with Soon Chow bodies in 1995. The L113

600-507: Was the first United Kingdom customer for the standard-floor single-decker in 1989, eventually taking 36, all with Alexander PS bodies. The biggest customer, however, was Yorkshire Rider, which bought 55 with Alexander Strider bodies in 1993 and 1994. Newport took 30 Strider-bodied versions between 1993 and 1997, while GRT Group took 26 with Wright Endurance bodies in 1994/95 for its Midland Bluebird and Lowland Scottish fleets. Cardiff Bus bought 14 with Plaxton Verde bodies in 1992 and

625-464: Was thus replaced by the 9-litre engined L94 . [REDACTED] Media related to Scania L113 at Wikimedia Commons Scania N113 The Scania N113 was a transverse-engined step-entrance and low-floor city bus chassis manufactured by Scania between 1988 and 2000. The Scania N113 was designed as a successor to the N112 . Most of the single-decker buses and the double-decker buses have

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