Chapter 6: GAC-Bombardier Irish Buses
by John VeerkampTo understand the reasons for the existence of the Bombardier-GAC buses a short introduction into the transport history of the Irish Republic is helpful. After independence in 1922, a process of consolidation of public transport led to bus services being mainly provided by the railway companies GSR (Great Southern Railway), GNR (Great Northern Railway) and by Dublin United Tramway Company (DUTC). In January 1945 the government set up a new company, Coras Iompair Éireann, in which GSR and DUTC were united. This company was nationalized in 1950. In 1958, the part of the Great Northern Railway operating in the Republic of Ireland was also absorbed into CIE, giving this organization almost complete control over all rail and bus transport in the Republic of Ireland. In 1984 it was decided that CIE could be run more efficiently if it would be split up into three operating companies, with CIE providing some support services. In 1987 the three companies were created: Ianród Éireann (Irish Rail), Bus Éireann (Irish Bus), and Bus Átha Cliath (Dublin Bus). Dublin Bus (as it is normally called) operates bus services in the greater Dublin area, while Bus Éireann operates most services in the rest of the country, including city services in Cork, Waterford, Limerick, Dundalk and Galway. A very small number of other bus companies exists, though under new European Union rules it may be expected that in coming years deregulation and privatization will change the transport scene again.
Being a nationalized company with a virtual transport monopoly in a relatively poor country with high unemployment, CIE was logically under pressure to purchase as much of its vehicles as possible in the country itself. Previously, most buses chassis had been of British make, and CIE continued this tradition. In 1947 a contract was signed with Leyland, which bound CIE to buying Leyland chassis for 25 years, in exchange for which Leyland provided spare parts at cost price and would help set up a chassis building plant. This never happened, but most vehicles received bodywork built by CIE in its own plant. The Leyland contract was renewed several times, until 1974. Initially, the Leyland buses, many of which were double deckers, performed well. However, with the introduction of the Leyland Atlantean in the 1960's, CIE started experiencing many mechanical problems with its vehicles, leading to high costs and unavailability.
As a result, the Leyland contract was suspended and alternatives sought. The first project was a contract with Belgian bus builder Van Hool. Van Hool took over CIE's plant in 1973 and teamed up with the Irish company McArdle to form Van Hool-McArdle. As Van Hool considered the CIE needs as too small to cover costs, they expanded and started building buses and coaches for other companies and for export. However, already in 1976 problems arose between CIE and Van Hool over the contract, which was suspended in 1977, with the last buses being delivered in 1979.
In 1977, CIE contacted FFG in Hamburg with the request to design a standard bus family. FFG, originally a division of the Hamburg public transport company, had, among others, designed the German standard bus. FFG built several prototypes: a 53 seat dual purpose bus in 1978 (V1), a 45 seat double decker in 1981 (KD1), a 35 seat dual-door city bus in 1981 (KC1), a minibus in 1981, and two 47 seat school buses in 1983 and 1984 (KS1 and KS2). With the exception of the minibus, all these models would be built in Ireland between 1981 and 1986.
CIE looked for a partner to build these buses in Ireland, which was found in AMG (American Motors General) in the US. A factory in Shannon was leased, but AMG pulled out of the deal before starting production. Finally, an agreement was reached with Bombardier in Canada and the General Automotive Company (GAC). Bombardier was expanding rapidly and saw the Irish investment as an opportunity to get a foothold in Europe. Bombardier (Ireland) was created and production finally started in Shannon in 1981. However, problems soon arose as CIE did not need (or had the funds to buy) the 250 buses per year that the factory needed to produce to be profitable. Bombardier already withdrew in 1983, leaving GAC as the only partner. An attempt was made to find an export market and a prototype rural bus was delivered to United in the UK in 1985, but no orders materialized. GAC withdrew the same year, and the plant was closed in 1986, after CIE finished the last buses itself.
As there evidently was no space for an Irish bus building plant producing specialized models for one operator, CIE decided to buy their buses from existing builders.
One reason for the failure to find a market in Europe may have been the use of otherwise unknown or rare US components: GM engines, Rockwell axels and Allison gearboxes. Also, while the buses initially permitted a reduction in costs through better performance than their predecessors, they showed structural problems after some 2 years in service, and repairs were costly.
Between May 1981 and August 1983 a total of 365 Bombardier GMDD double deckers were built (KD2-KD366, the prototype was renumbered KD1). These had two doors and were used on city services in Dublin, Cork, and Limerick. They were all delivered in new two-tone green colors. After the split-up of CIE, most remained with Dublin Bus, where a substantial number was still in service in 2000. Bus Éireann repainted their vehicles in red and white, but withdrew the last double deckers from service in 1998. Upon the arrival of a large number of new low-floor double deckers, Dublin Bus withdrew its last Bombardier buses in December 2000.
In 1981 and 1982 20 Bombardier GMIC intercity coaches (KE2-KE21, prototype dual purpose bus V1 was renumbered KE1) were built. These had 45 luxury seats, one narrow, front door and came in "Expressway" livery as they were used on long distance express services. They went to Bus Éireann but have all been withdrawn. Also withdrawn are the 31 Bombardier GMTC tour coaches (KE22-KE52), which were almost identical to the intercity coaches, but lacked a destination display. After being used as coaches for a while, they ended up in the same role as the intercity coaches. Some received Bus Éireann's new white livery with red stripes and gold trim.
In October 1982, Bombardier GM KC2 was the first dual-door 35-seat city bus of a series of 201 GAC CB buses (KC3-KC202, nr KC124 was written off and replaced by another bus), delivered between October 1983 and January 1987. As there was a surplus of buses, many were stored for years, with the last ones finally entering service in 1992! They were used on all city services operated by CIE. After the creation of Dublin Bus and Bus Éireann, the Bus Éireann vehicles were repainted red and white, while the Dublin Bus vehicles remained in the two-tone green livery. Their numbers have dwindled considerably, but they can still be seen in Cork and Galway. The last Dublin KCs were withdrawn in December 2000.
The final model was the rural bus, based on the KS1 school bus design. Between June 1985 and January 1987, 224 GAC RB buses were delivered to CIE (KR2-KR225, KS1 became KR1). The last bus finished before GAC withdrew was KR202, in January 1986. CIE finished the last 23 buses (KR203-225) itself in December 1986/January 1987. The rural bus had one narrow entrance door, 47 normal bus seats and was somewhat shorter than the KE-type. The prototype export rural bus, having 43 seats, was built in December 1985 and went to United in the UK as their number 1501. However, in April 1988 it was sold to Bus Éireann and became KR226. All the KR type buses went to Bus Éireann and many can still be found in their red and white livery. They are now rapidly being withdrawn form public service, but many extend their useful lives in the Bus Éireann school bus fleet.
While the KD and KE buses had GM engines, the KC and KR models received Cummins engines. Many KR buses later had their engines replaced by DAF units.
Soon the various K-class models will be gone, ending a unique chapter in public transport history of a bus family designed in Germany and built by a Canadian-US consortium in Ireland for a single national operator.
View Bombardier and GAC Photographs
(Originally Featured 01-February-2001)
