Leyland Buses in Rotterdam

The City of Rotterdam introduced the first horse tramway in 1879, operated by the RTM (Rotterdamsche Tramweg Maatschappij). Before that a few horse bus services had existed but were not very successful. The first electric tramway was inaugurated in September 1905. The operation was handed over to the new Dutch/Belgian company RETM (Rotterdamsche Electrische Tramweg Maatschappij). The electric network was soon extended. In 1927 the concession of the RETM expired and the municipality took over the tram network. The name RETM was then changed and called RET (Rotterdamsche Electrische Tram, in 1956 changed again into Rotterdamse Elektrische Tram, note the little difference in spelling). The network reached it's zenith in 1931 with 25 routes.
Because of the economical crisis during the 1930's a few tram routes were withdrawn. But the RET always considered the tram to be the backbone of the system. Buses were regarded as feeders to the tram and were only operated to new built outskirts or to and from neighbouring places. Today the tram network reaches most parts of the metropolis. In 1968 the first Metro Line was opened and the entire tram and bus network was reorganised. Today the Metro network consists of 5 lines, partly running over former railway lines.
In 1920 a temporary motor bus route was introduced during the construction of tram route 13. But the actual 'busboom' actually started in the 1920's. With about 450,000 inhabitants the town was served by 15 tram routes and approximately 83 private bus operators! One can imagine what chaos that was in the streets. The condition of many buses was very bad and many accidents occurred. The council decided to take firm steps and ordered the RET to operate buses. The first three routes were introduced in 1928. The first batches were German Krupp buses. In the 1930s the first Kromhout buses came, fitted with Gardner motors.
During World War II many buses were seized by the Germans but both tram and bus routes could be kept at a reasonable level until 1944. Finally in September of that year all bus services ceased to run and the trams could still run until December 1944. Because of fuel shortage all buses had to be converted to alternative means of propulsion in 1940. Logs of wood were put in a kind of boiler which consequently produced a kind of 'gas' to power the bus. This means of propulsion was very defect prone! During the severe winter of 1944/45 Rotterdam and the western part of the country was without coal, gas, electricity and...food!
After the liberation the first buses in Rotterdam made their come back in September 1945. By 1947 the bus network was again at 'prewar levels'. However, there was a very serious shortage because so many buses were damaged during the war or simply missing. In 1947/48 the first Swiss made Saurer buses were delivered. Saurer was the standard brand used by the RET. On the high frequency route No. 52, a north-south line via the Maastunnel, trailers were introduced in 1953/55, hauled by Saurer buses. The trailer service lasted only until September 1962. In 1957 again Kromhout buses were ordered. Around the city many new development areas, new towns etc. were built so many buses were needed. The Kromhout factory which had already taken over the coach factory Verheul was in turn taken over by the British Leyland concern so in 1963 a few batches of Leyland buses were ordered, 28 Leyland Worldmasters, in a kind of suburban outfit to run on the new connections to satellite town Hoogvliet. Also a prototype Leyland Panther was ordered. The prototype was followed by 84 Leyland Triumphs in 1965/66. Finally 24 Leyland Leopards followed in 1967, these were shorter and were used on less busier routes or those routes operating on narrow roads. The Rotterdam Leyland era lasted until 1979. In 1967 the DAF standard was introduced and from then on used in almost all big towns in the Netherlands until the 1990's.
Although the Leyland era didn't last that long in Rotterdam the Leylands were quite popular amongst drivers and passengers. Of all three types of bus examples have been kept for preservation. At this moment only the Leopard can actually run.
At this moment the RET bus fleet consists mainly of Mercedes Citaros, VDL Citea diesels, VDL Citea Hybrids and VDL Citea Electrics.

Hans Kloos
01/2021

Leyland Panther 201 (prototype)
Chassis: Panther PSUR 1/1L
Motor: Leyland E680
Coachwork: Hainje
Licence plate number: XB-69-84
Date of delivery: June 22 1964
Withdrawn (meaning actually sent to a scrap yard or sold to private persons and so on!): October 6 1976.

Prototype 201 pictured at Arendsweg on route 49 in the year 1964. This was the first city bus in Rotterdam fitted with three doors.
The photo was taken by the late Mr. J. Niehorster

Another picture of the 201. This time awaiting departure at Centraal Station on route 49.

Leyland Triumph Werkspoor 205
Chassis: LWP City
Motor: Leyland O.680
Coachwork: Hainje.
License plate number: ZB-68-54
Date of Delivery: August 20 1965
Withdrawn: March 24 1979

In 1965 still brand new we see here the 205 on route 52 which was one of the busiest bus routes in Rotterdam. Between 1953 and 1962 the line was operated with Saurer trailer buses and in fact one of the few bus routes which had conductors on board. Except in the immediate postwar years the Rotterdam buses were always one man operated. On the photo the bus has reached the terminus at the back of Centraal Station in the Stationssingel. Compared to prototype 201 the Leyland Triumphs had a wide double front door layout enabling two 'lanes' of passengers but in the beginning only the right hand door was used with the left hand part closed as long as the ticket cancelling machines had not been fitted. This didn't happen until 1971.
These buses were always regarded as 'Panthers' by the drivers and enthusiasts.

Leyland Triumph Werkspoor 224
Chassis: LWP City
Motor: Leyland O.680
Coachwork: Hainje
License plate number: ZB-84-88
Date of delivery: November 8 1965
Withdrawn: September 14 1978

In 1975 the photographer directed his camera on the Rondoplein at the terminus of route 68. This photo clearly shows the 'self service' signs: a panel above the doors showing the passengers the right spur. Those who had a multiride ticket had to validate their ticket themselves in a cancelling machine and took the left hand 'lane' and those who were without any kind of ticket had to buy one from the driver and thus take the right hand lane. At that time the drivers only sold single tickets and day tickets. In 1975 the cheapest single ticket for adults cost 75 cents and was valid for travelling in one tariff zone (about 2,5 miles distance) with free transfer within the particular zone. Under the fleet number a sticker 'depicts' a cancelling machine.

Leyland-Triumph Werkspoor 236
Chassis: LWP City
Motor: Leyland O.680
Coachwork: Hainje
License plate number: ZB-95-19
Date of Delivery: December 20 1965
Withdrawn: January 11 1979

In 1967 a London Routemaster visited Amsterdam, The Hague and Rotterdam as part of a campaign led by the supermarket chain De Gruyter who organised British Weeks in their premises. One could have a free trip on the Routemaster and take part in a prize game and had a chance to win a short trip to London! The Routemaster ran on a carefully selected route in all three cities. Carefully Selected in order to avoid the overhead cables of the respective tram networks. But nothing went wrong. In the foreground we see Leyland 236 making a trial run on the yard of Garage Kleiweg after an overhaul.

Leyland Royal Tiger Worldmaster 901
Chassis: RTWM LERT 2/1
Motor: Leyland EO.680
Coachwork: Hainje
License plate number: XB-77-34
Date of delivery: July 10 1964
Withdrawn: October 1 1976

In 1964 a batch of 28 buses had been ordered especially meant for the new routes 62 and 63 between Rotterdam and the satellite town of Hoogvliet. The total length was a bit longer than all other RET buses (Rotterdam Electric Tramways). In 1974 the Metro network was extended to Hoogvliet and that meant the withdrawal of routes 62 and 63 and from then on the Worldmasters ran only on rush hour services until 1976. The photograph was taken on the yard of Sluisjesdijk Garage on July 22 1964.

Leyland Royal Tiger Worldmaster 918
Chassis RTWM LERT 2/1
Motor: Leyland EO.680
Coachwork: Hainje
License plate number: ZB-06-52
Date of delivery: November 13 1964
Withdrawn: October 1 1976

Hoogvliet Zalmplaat was the terminus of route 63 where we see Leyland Worldmaster 918 at the terminus which was situated at the Bovensim. Photo taken in 1974.

Leyland-Leopard 313
Chassis: Leyland PSU3/1L
Motor: Leyland
Coachwork: Verheul
License plate number: AB-49-17
Date of delivery: March 3 1967
Withdrawn: September 18 1981

Number 313 photographed at the Rivierweg in the Capelle aan den IJssel suburb on route 34 on April 30 1967. The bus carries two small flags because of the Queen's birthday. The photo was taken by the late Mr. J. Niehorster.
The Verheul Coachworks company was sold to British Leyland around 1960. The factory in Waddinxveen near Gouda burnt down in December 1970 and was never rebuilt.

Leyland-Leopard 321
Chassis: Leyland PSU3/1L
Motor: Leyland
Coachwork: Verheul
License plate number: AB-52-15
Date of delivery: March 3 1967
Withdrawn: March 30 1979

Number 321 seen at the terminus Emmaplein in the Schiedam suburb on route 57 to Vlaardingen. The photo was taken by Mr. C. H. Brizard on July 12 1970.

06/02/21 - 12:11

Somewhat belatedly, I have just read and seen this excellent selection of photos and fleet details of the Leyland buses in Rotterdam. Although I first visited Rotterdam in 1972, well within the period of these buses, I'm ashamed to say that I never took much notice of them, being there to ride and photograph the trams.
When in The Netherlands and Belgium, I had always been aware of these (US GM "New Look"-inspired?) multi-frame windscreen arrangements, but some of the examples shown here look (to UK eyes) very angular indeed. Had it not been for the elevated position of the driver, the framework would otherwise have obscured forward vision. I also wonder whether the complicated windscreen wiper arrangement caused some problems for the maintenance staff.
Finally, confirming my ignorance, I would never have recognised the pre-Leopard batches as being Leyland at all, owing to their circular badges.
Thank you, Hans, for sharing this knowledge.

Paul Haywood

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