Flxible New Look

Flxible New Look
Name	Flxible New Look
Manufacturer	Flxible
Production	1960s–1970s
Capacity	40–60 passengers
Length	30–40 ft
Width	8 ft
Height	10–12 ft
Doors	1–3

Flxible New Look The Flxible New Look was a transit bus model line produced by the Flxible Corporation during the 1960s and 1970s that served municipal, intercity, and private operators across North America. It combined postwar industrial design trends with evolving transit needs, influencing fleet procurement decisions by agencies such as the Port Authority of New York and New Jersey, the Chicago Transit Authority, and the Los Angeles County Metropolitan Transportation Authority. The model competed in markets alongside vehicles procured by manufacturers like General Motors, Marmon-Herrington, and ACF-Brill, while interacting with regulatory frameworks shaped by bodies including the Federal Transit Administration and state departments of transportation.

Design and Development

The design and development phase drew on influences from earlier transit products by Mack, Chevrolet, and Consolidated Vultee, as Flxible engineers referenced successful elements from the GM New Look (bus) and the White Motor Company. Engineering teams incorporated chassis and coachbuilding techniques from suppliers such as Detroit Diesel, Cummins, and Allison Transmission, while styling cues echoed contemporary work from designers associated with the Society of Automotive Engineers and industrial programs at the Massachusetts Institute of Technology. Initial prototypes leveraged manufacturing methods used by Flxible Corporation in previous highway coach projects, and designers worked with municipal clients like the Metropolitan Transit Authority of Harris County and the Southeastern Pennsylvania Transportation Authority to refine interior layouts, door placements, and greenhouse treatments. Safety and durability considerations referenced crashworthiness research at institutions like National Highway Traffic Safety Administration and materials testing coordinated with firms such as Armco Steel.

Variants and Models

The product line included multiple variants to address requirements from agencies including the New York City Transit Authority, the King County Metro, and the Toronto Transit Commission. Model distinctions reflected length differences—typically 30-foot, 35-foot, and 40-foot formats—and options for transit or commuter use similar to contemporaneous offerings by Flxible competitors. Configurations ranged from single-door local service buses to dual-door express and suburban coaches used by operators like the Long Island Rail Road for feeder services. Specialty adaptations, commissioned by organizations such as the United States Postal Service and various university transit systems like Indiana University, included school bus conversions and paratransit modifications complying with emerging accessibility standards advocated by groups including the American Association of Retired Persons.

Production and Manufacturing

Manufacturing took place in Flxible facilities that employed assembly techniques influenced by production lines at companies such as Ford Motor Company and General Motors. Parts sourcing involved suppliers like Raybestos for braking components and Monroe for suspension parts, while body panels and window systems were procured through firms including Avery Dennison and Parker Hannifin. During production runs, Flxible coordinated with labor organizations including the United Auto Workers and navigated procurement contracts awarded by municipal governments and transit authorities including the San Francisco Municipal Railway and the Southeastern Pennsylvania Transportation Authority. Export and shipping logistics connected with ports such as Port of New York and New Jersey and Port of Los Angeles, and aftermarket support later interfaced with restoration groups and parts distributors servicing fleets from operators like MBTA and SEPTA.

Service History and Operators

Operators deployed the buses across urban networks in cities such as Chicago, New York City, Los Angeles, Toronto, and Seattle, as well as in smaller systems including Rochester, Buffalo, and Hartford. Transit agencies that acquired these vehicles included the Chicago Transit Authority, the Metropolitan Transportation Authority, and the Los Angeles County Metropolitan Transportation Authority, while private carriers such as Greyhound Lines and regional coach companies used adapted models for commuter and intercity routes. The buses saw service during major events and policy shifts—running routes during periods of urban renewal under mayors like Richard J. Daley and participation in fleet modernizations spurred by legislation passed by state legislatures and influenced by federal initiatives under administrations such as Lyndon B. Johnson and Richard Nixon.

Technical Specifications

Technical specifications varied by model and customer options. Powertrain choices included diesel engines from Detroit Diesel and Cummins, mated to automatic transmissions from Allison Transmission, and alternative propulsion experiments referenced technologies from firms like Eaton Corporation. Dimensions commonly ranged from 30 to 40 feet in length with an 8-foot width and gross vehicle weight ratings compatible with standards from the American Public Transportation Association. Passenger capacities typically accommodated 40–60 seated and standing riders, with HVAC systems supplied by manufacturers such as Carrier Corporation and electrical components from Delco Electronics. Braking and suspension systems used technology from Bendix Corporation and Monroe, while seating and interior fittings often came from subcontractors experienced with contracts for the U.S. Department of Defense and large transit authorities.

Legacy and Preservation

The model’s legacy persists through preservation efforts by museums and enthusiast groups like the Museum of Transport, the Seashore Trolley Museum, and regional transit historical societies in Ohio, Pennsylvania, and British Columbia. Restored examples appear at rail and transit events alongside exhibits featuring rolling stock from Amtrak, California Zephyr, and streetcars preserved from systems in San Francisco and New Orleans. The design influenced subsequent coach development at companies such as Flxible successors and spurred parts-of-interest for restoration collectors tied to organizations like the Historic Vehicle Association. Preservation projects often collaborate with corporate archive collections held by institutions like the Smithsonian Institution and state historical societies to document procurement records, technical manuals, and photographic archives.

Category:Transit buses