Production peaked at this point, because the Government was phasing out the New Bus Grant which had provided up to 50% of the cost of a bus used on local services, provided it met certain rules. In order to compensate for this drop in bus sales, Leyland Bus (as it had now become) decided to produce a new flagship product for the booming deregulated coach market, following the Transport Act 1980. This was the Royal Tiger underframe and the Roe Doyen body. This was a sophisticated product, as the Tiger coach chassis competed head-on with the Volvo B10M. The Royal Tiger Doyen was designed to provide a British alternative to the high-end Setra coach from Germany. Production got off to a slow start, not helped by overly centralised control from Leyland and a rigid set of body specifications, which did not initially provide all the features more demanding coach customers wanted. In 1983, the year of launch, only 10 complete Royal Tiger Doyens entered service, a further 13 underframes being supplied to Van Hool and Plaxton to receive versions of their standard coachwork. In 1983, production of the underframe was moved to Workington and 22 coaches were completed by Roe, as well as 86 Olympians. The plant was not at that point viable for British Leyland, who had been impoverished by the chronic failure of its Austin mass-production car division. It closed on 17 September 1984, thus, Roe followed Daimler, Guy, AEC, Park Royal and Bristol into oblivion.