Sheffield Corporation
1966
Leyland Atlantean PDR1/2
Neepsend H44/33F

There were 40 of these Atlanteans in Sheffield in two batches of 20. This is one of the second batch delivered with blue interiors and wheels together with three rotovents in each side of the upper deck in lieu of sliding windows. These were quite effective in extracting the tobacco fug without causing too much draught but must have been difficult to clean. A facing crossover on the Supertram network now adorns this location allowing trams to reverse in front of the cathedral. The cream and blue livery contrasts with the blackened facade of the National Provincial Bank. I liked these buses with the deep windows in each deck and a touch of modernity with the curved windscreens. Pity the transmission design was not more robust. There was a touch of local pride with the bodies being ‘Built in Sheffield’. The photo was taken in 1967 when the bus was about one year old.

Photograph and Copy contributed by Ian Wild

02/03/14 – 08:19

The rotovents may have extracted smoke but they were worse than useless for providing ventilation in the heat of summer. It’s a moot point about the quality of either these or the contemporary Park Royal bodies as the transmission on the PDR1/2 gave the buses the violent shakes when the buses were at rest. This was even more pronounced if they were left in gear at a stop, traffic lights or give way signs.
Interesting operational point to ponder. The 88 went from Fulwood (one of the wealthiest parts of the city) to Roscoe Bank (a housing estate to the north – just short of Stannington). This was a common feature of cross-city routes – going from a wealthy suburb to a housing estate or a deprived &/or slum area (often in the East End). Did this happen in other towns and cities?

David Oldfield

02/03/14 – 15:42

I think I ought to defend the NatPro bank in this picture, Ian as like most buildings in Central Sheffield by that time, it looks cleaned, and is terracotta and stone. "blackened Facades" in post war Sheffield really were black- for years, people thought the Town Hall was built of coal.
As for vibrations, nothing but nothing can be worse than First’s Optare midibus on the Leeds Citybus route: at every pause, you can feel your brain being vibrated to mush. Progress- what progress?

Joe

03/03/14 – 07:35

Could anyone in the know prove or disprove the story that the wheels on Sheffield buses were red when Labour were in power and blue when the Tories were in power.
On the subject or routes running from rich to poor areas in Leeds the 2 and still run from affluent Roundhay to the vast Middleton estate in the south of the city

Chris Hough

03/03/14 – 07:36

Was this to Sheffield’s own specification, as most of the East Lancs and Neepsend output on rear engined double deckers seems to have been of the Bolton and Southampton style by this time?

Pete Davies

03/03/14 – 07:37

Have I read somewhere that Sheffield painted bus wheels according to the political party running the council? Red when Labour were in power and blue when the Tories were in charge? (the latter infrequently I would imagine)

Michael Keeley

03/03/14 – 07:38

What is the point of the blacked-out window "(not) illuminating" the staircase? Surely the point of a window is to allow light through – the only point of blacking a window out is to keep light out . . . so why build a blacked-out window in to start with?

Philip Rushworth

03/03/14 – 07:38

The pairing of services to rich and poor areas of a city to form a cross-city route may have been quite common for geographical reasons. In a typical city, richer and poorer suburbs have historically grown up on opposite sides of the centre because of the direction of the prevailing winds, the most desirable places to live being upwind of industrial pollution sources. And the most typical cross-city services tend to go from one side of the city to the other.
Fulwood to Roscoe Bank probably did not fall clearly into this pattern – both termini being basically west of centre – but I don’t know if other Sheffield services did.

Peter Williamson

03/03/14 – 15:13

Apparently the first Sheffield vehicle with blue wheel hubs was Atlantean/Park Royal No. 340, exhibited at the Earl’s Court Motor Show in 1963/4.

Geoff Kerr

03/03/14 – 16:01

Peter- this idea of joining places for routes across a city works well in its simplest form: but you wonder sometimes if it gave all drivers (and their buses) a share of the nice, quieter bits or even if the poorer areas subsidised the richer- who still had to be served. Sheffield (and Huddersfield and some other places) is not what it seems on a map. Steep river valleys mean that places in different valleys look close but are a long way apart by bus, if it has to go into town down one valley then out again up another. A trap for the unwary modern bus executive, in a safe office, miles away.
Philip- I think blacked out windows did let light in- the glass is black, not painted- think of those sinister black Saturday night specials (but now illegal up front).
And, all, I think it was thought that the blue wheels co-incided too co-incidentally with the Tories actually gaining power- but it was such an odd happening that I think people let them have their moment of glory!

Joe

03/03/14 – 16:59

Most of Sheffield’s main cross-city bus services were based on the tram routes they replaced, and over the years the tramway network had been gradually extended to serve the large housing estates as they were developed in the 1920’s and 30’s, and linking them to the industrial area of the east end where the vast majority of Sheffielders went to work every day.
One of the last extensions to the tramway system, if not the very last, was along Abbey Lane, a highly desirable area of the city where the trams ran in a central reservation amid much greenery and overall affluence. In fact, to highlight what a city of contrasts Sheffield is, the last route to be converted to buses ran from Beauchief, the site of a ruined abbey at one end of Abbey Lane, through the city centre to the aptly named Vulcan Road, a siding amid acres of forges, steelworks and soot-blackened terraced houses. And as if to add insult to injury, the cars passed right by Wards yard in Attercliffe on the way, where they were eventually reduced to scrap metal to feed those very same blast furnaces.

Dave Careless

03/03/14 – 17:03

Yes. Roscoe Bank and Fulwood are close as the crow flies – but that is up to Lodge Moor, across Rivelin Valley and down from Stannington. By 88, the distance is at least double – if not more. The route shape is more like a (open ended) paper clip with the U turn in town. The current 25 (Bradway – Woodhouse) is like a letter A. South West, North to Town and then South East.

David Oldfield

04/03/14 – 07:11

On the subject of desk wallahs not knowing the terrain a classic was the Northern Health Authority which was formed because the east and west coasts were only a few miles apart unfortunately they forgot about the Pennines!

Chris Hough

04/03/14 – 07:12

It’s difficult to tell from the photograph but were these vehicles built to normal height, i.e. 14ft 6in? If they were, then presumably the reason for specifying the PDR1/2 chassis to achieve a flat floor on the lower deck . I know Sheffield had only a minimal requirement for low height/lowbridge double deckers, surely they wouldn’t have ordered forty of them?

Chris Barker

04/03/14 – 08:26

Off the top of my head, I think that in 1966 STD had 99 (a memorable but odd number of) PDR1/2s. The balance had full height Park Royal bodies. I seem to remember that the Neepsend bodies were lower height – but how much lower I don’t know – or whether they were low-height in the accepted sense.

David Oldfield

04/03/14 – 08:28

These buses could fit under the bridge on the old 70 route to Upton, hence they were to a slightly lower overall height.
Fulwood may well be posh, but Stannington isn’t exactly the depths of poverty! It is one of Sheffield’s more desirable council estates. Roscoe Bank has now morphed into Hall Park Head after the terminus moved further up the hill as housing expanded.
The Conservatives were only in power for one year and the wheels were painted from red to blue. However, at certain times, bus wheels have been black as well as blue. It is also worth pointing out that the red line below the bottom blue band only ceased to be applied after the signwriter retired. These days, you would apply it in vinyl.

Neil Hudson

04/03/14 – 12:04

The design was not unique to Sheffield. Bury, Warrington and Coventry had identical or almost identical bodies on vehicles of the same period.
Blacked out windows did let in light but were opaque from the outside for purposes of "modesty" given their position.

Phil Blinkhorn

04/03/14 – 12:05

This style of East Lancs body was also bought by Warrington.

Chris Hough

04/03/14 – 12:05

Stannington is "very nice". Had I not had to move south with work. Stannington was always high on the list of possible places to live.

David Oldfield

04/03/14 – 15:54

The blacked out window stopped people looking at passengers going up the stairs from the outside it did let a lot of light in just like ambulances and looked the part.

Dragon

05/03/14 – 07:05

Okay, so others bought this same design. Thanks, folks, but was it actually designed FOR an operator or was it the East Lancs/Neepsend ‘standard’ of the time, which some operators (such as Bolton and Southampton) chose not to use?

Pete Davies

05/03/14 – 16:20

Pete. As far as was possible, this was an East Lancs standard design. More to the point, it was well known that there really was no such thing as an East Lancs standard as they were prepared, more than any other coachbuilder, to build a bespoke design for anyone who asked. Bolton were a case in point who had their own individual designs. Southampton’s Atlanteans were really a more modern development or evolution of this earlier design.

David Oldfield

05/03/14 – 16:22

Bolton always incorporated their own ideas into their bodies by the time Southampton bought Atlanteans a single piece wrap round windscreen was standard as was a peak to the front dome.

Chris Hough

Wallasey Corporation                                    Wallasey Corporation
1952                                                               1951
Leyland Titan PD2/12                                   Leyland Titan PD2/1
Weymann H30/26R                                       Metro Cammell H30/26R

The 75 buses of the quaintly named Wallasey Corporation Motors was absorbed – along with those of the Corporations of Birkenhead and Liverpool – into the newly formed Merseyside Passenger Transport Executive on 1st December 1969.
On an enthusiasts’ visit the following August I photographed this pair of Leyland Titans, still wearing their original livery and fleet names. I think they make an interesting comparison.
On the left, 78 (BHF 497) is a PD2/12 with Weymann H30/26R body new in 1952. To the right, 58 (AHF 854) is a PD2/1 with Metro-Cammell H30/26R body new in 1951.
It is quite amazing to me that this pair – both bodied by companies associated through the MCW group – were built within a year or so of one another, the design of 58 being a throwback to the early 1930’s yet still being built in 1951. Admittedly that on 78 can possibly also partly trace its origins back to a Weymann design of around 1939, such as that used on Brighton Corporation’s famous FUF-registered Regents and others, but how much more modern it looks.

Photograph and Copy contributed by John Stringer

28/02/14 – 07:55

What is equally amazing is that some eight years after 58 entered service, Wallasey had one of the first production Atlanteans – a massive jump in design in an always interesting fleet.

Phil Blinkhorn

28/02/14 – 07:57

What a super pair! I was taken on holiday to New Brighton in my early years and still remember the Wallasey fleet such as those pictured. Just a pity the PTE had removed the ornate ‘Wallasey Corporation Motors’ fleetname from the side. Only 75 buses but one of the first Operators to put an Atlantean in service (another contender being the even smaller fleet of James, Ammanford). I think it was in Meccano Magazine that a photo showed a temporary ‘gangplank’ being used at Seacombe ferry where the buses reversed up to the loading points thus enabling passengers to board fleet number 1 in safety.

Ian Wild

01/03/14 – 07:10

Massive route numbers, didn’t Birkenhead have large ones as well? Perhaps lots of short sighted passengers on the Wirral?

Ian Wild

01/03/14 – 13:39

West Bridgford did big route numbers too – as did Douglas IoM. You could tell from three stops away whether it was your bus approaching or not! Much better than scrolling digital displays that include bits of advertising and strange route descriptions instead of numbers.

Stephen Ford

08/10/14 – 06:58

I was employed on Wallasey buses and I was one of the first to drive an Atlantean bus in service, I think it was route 2 from Harrison Drive to Seacombe via Liscard

Trevor Hall

15/04/15 – 10:48

Growing up in Liverpool with its 1,200 corporation buses, the Wallasey fleet ‘over the water’ was always fascinatingly old fashioned in feel and looks, even featuring a clock on the platform giving the time of the next ferry. Always remember that when a ferry unloaded at Seacombe and the lined-up buses filled up, a Wallasey Corporation inspector would blow his whistle and every single bus would pull out, in convoy, bound for the posh Wallasey suburbs or New Brighton.

Mr Anon

02/09/15 – 07:09

I grew up in Wallasey in the fifties and remember the affection we had for our bus fleet. The shared routes such as 9, 10 and 11 with Birkenhead would always cause conflict with yellow and blue buses leapfrogging in rush hour to maximise custom. I recall the annual outings to Helsby when at least 10 Wallasey buses would take us urchins on a day out with a slap up tea and games, I would try to get an upstairs front seat and if possible on bus number 80 which was my adopted favourite.

Alan Johnstone

03/09/15 – 07:12

The interesting thing about Mr Anon’s description of the look and feel of Wallasey buses is that in 1958, of course, Wallasey Corporation Motors was the first operator in the country to put a new-fangled rear-engined double decker into service. But step aboard that bus, and its interior is just as "fascinatingly old-fashioned in feel and looks" as everything else was.

Peter Williamson

05/02/18 – 06:39

I grew up in Wallasey in the late 50’s, 60’s. We used to call the Atlanteans the ‘new buses’. Later in 1974 I trained as a bus driver with MPTE. We were called Instant Whips by the older drivers because we had never been conductors. I often drove some of the original Atlanteans which were still in service. Historic but not as nice to drive as the new ones which we called Jumbos. Later I drove for Crosville where they still had lots of back loaders and conductors. I then drove for Henry C Cox of New Brighton, one of the nicest men and best boss I ever had.

Dan Kelly

13/09/18 – 06:48

Dan, I grew up in Wallasey in the 60s and 70s, and remember well the period you mention. I was wondering though if you know what happened to the Cox’s Coaches business? We used them for trips to Blackpool and Lancaster, but the seem to have vanished without trace. I was asking around about then at the end of last year, but no one I spoke to could recall them.

J Lynch

26/02/19 – 07:18

My grandparents: Mr and Mrs Rupert Jones lived in Grosvenor Drive in the 1960s. Grandad drove the buses and my sister and I used to rollerskate all the way to Birkenhead along the prom to take him his sandwiches! We loved it when he drove the number 1 yellow double-decker bus, because we used to board that one to go to the "Guinea Gap" swimming baths. He used to bring home bus tickets, ticket machines and Wallasey Corporation Driver uniform caps and silver buttons for us to play with. Happy days

Marianne Baddeley

27/02/19 – 07:16

Has the Weymann been re-paneled below the lower deck windows?
All the ones with similar bodies that I’ve seen had an outward curve at the bottom above the under run guard rail

Ronnie Hoye

28/02/19 – 06:23

I think the Weymann flared skirt must have been an option. I have just checked Alan Oxley’s book on Midland General/Notts & Derby Traction. All the pictures of post-war Regents with Weymann body (of which they had quite a lot) were without the flare. Some of the photos are of early date, so unlikely to have been re-panelled. I assume the same was true of Mansfield District, in the same Balfour-Beatty Group.

Stephen Ford

28/02/19 – 06:24

Here’s another member of the batch with the same panels: www.sct61.org.uk/  Earlier Weymann bodies had had the outswept skirt panels, but by 1952 the practice was being phased out. Here’s one delivered further up the coast the same year: www.sct61.org.uk/

Peter Williamson

28/03/19 – 07:23

We too lived in that neck of the woods from the mid 60s onwards. The Wallasey bus colour was known as either "yellow" or "white" by various locals. Of the early Atlanteans, there were eventually 30, but I believe those were the last mainstream buses purchased until MPTE took over. They mainly held down the various routes out to Moreton, where you rarely saw one of the older vehicles, and some of the trunk runs between Seacombe and New Brighton. Everything else was the old half cabs.
The departure from Seacombe every 10-15 minutes, following each ferry arrival, was indeed something to watch. The bulk of the service routes started from there, with vehicles all lined up in echelon, when it looked like the last ferry passenger had come out (and not until) the inspector would blow a piercing whistle (audible all round the terminal), following which up to 10 Leyland engines would instantly roar into life together, and they were off, like a Le Mans start, close manoeuvring, gestures between crews, all pushing across Borough Road together and then fanning out to the different routes. There must have been one or two collisions there from time to time.
Regarding this longstanding Liverpool perception of "posh" Wallasey, goodness knows how that originated about a place which was principally dreary red brick terrace houses, and which had no logical centre.

Bill

29/03/19 – 06:19

You make it sound like Formula 1, Bill!

Chris Hebbron

04/03/20 – 06:39

In reply to J Lynch, what happened to Cox’s Coaches. Henry C Cox started his business in the early 1930’s. Along with Hardings it was one of the oldest coach firms on the Wirral. When I drove for him in the 1970’s, Mr Cox was probably in his own seventies but still driving coaches. As I send in my previous post he was a lovely man and a great boss. He had two sons Tim & David but neither were interested in the business. Mr Cox kept going until the early 1980’s when he retired. The garage in Cardigan Road was bought by a damp repairs company who later sold the land for building. All that remains today is Mr Cox’s house at the very end of the road on the left. He built this house along with the garage in the early 1970’s when he moved the business from Mason St to Cardigan Road. He retired to a bungalow in Pensby and died in 1989. A True Gent of the Road.

Dan Kelly

18/01/21 – 06:17

The Wallasey bus colour was known as Sea Green in Wallasey. The story goes that the first manager of the corporation buses was Mr Green and when they bought the first vehicles someone from the coachbuilders called to the council offices and said ‘What colour do you want the omnibuses painting in?’ The clerk didn’t know and replied ‘Oh see Green.’ And so they were painted Sea Green.

Bill

With – Newcastle Corporation
1963
Daimler Fleetline CRG6LX
Alexander H44/34F

565 CRW; 1963 H44/34F Alexander bodied Daimler Fleetline CRG6LX demonstrator:
Over the years, Newcastle Corporation had quite a number of Daimlers, both double and single deck, with a variety of bodies from different coachbuilders, but with the demise of the half cab in favour of front entrance rear engine buses they stayed very firmly entrenched in the Leyland camp. However, that’s not to say that they didn’t dip a toe in the water. This Daimler demonstrator pictured at Tynemouth is on loan to Newcastle Corporation. The service 11 ran from Newcastle Haymarket to Tynemouth, and was shared by NCT and NGT’s Percy Main depot. When it first started in 1928, the operating licences were divided equally between Newcastle Corporation, Tynemouth and District Transport, and Wakefields Motors Ltd. Wakefields subsequently became part of the NGT group, but all their operators licences remained in their name, so officially, three Percy Main vehicles on this route either had to carry the Wakefields name, or display an ‘On hire to Wakefields’ sticker, needless to say, this was a formality that was frequently overlooked.

Photograph and Copy contributed by Ronnie Hoye

24/02/14 – 07:50

Two Demonstrators were shown at the 1960 Commercial Motor Show, one was a chassis, the other a CRD6 model, with chassis No.60000, the well known 7000HP, in Birmingham City Transport livery, shown above.

This bus later ended up with the Blue Bus Services (Tailby and George) fleet at Willington in Derbyshire, and was totally destroyed in the disastrous fire in January 1976. See here:- www.stephenhowarth.co.uk/ 

Blue Bus Services (Tailby and George) also took 5 more Fleetlines one of which was the first production chassis – 60003, bodies by Northern Counties in 1962, 324 YNU. Seen here in the 3rd picture negotiating flood waters (just shows they are not a modern problem as the press would have us think), on the Derby to Burton via Etwall service, later to be numbered 46 by Derby Borough Transport on the takeover by that concern in 1974.

Stephen Howarth

25/02/14 – 14:42

Thanks for posting this, Ronnie. I found it rather intriguing! The vehicle shown is, indeed 565 CRW, and I have a bought colour shot of her in a livery with slightly more cream. What intrigues me is that I have vague memories of a Daimler/Alexander demonstrator with an awkwardly similar registration, namely 595 CRW. Were there really two of them, or is my memory card in need of replacement???

Pete Davies

25/02/14 – 17:14

Here’s another demonstrator on the 11 Tynemouth to Newcastle, arriving at the Haymarket. Photo by Bob Mack.
Atlantean SGD 669 started life as Glasgow Corporation LA91 then returned to Leyland for use as a demonstrator, afterwards moving on to the Fishwick fleet in Leyland as their no. 34.
IIRC it was in Newcastle during 1964, AFTER the Corporation had committed to this style of bodywork in 1963 on the first trolleybus replacement Atlanteans (1-12 JVK) so I’m not sure what it was demonstrating at the time! Or was it working with Tynemouth, Ronnie?
Does anyone know why this vehicle was chosen for its wider role? Did it initially have any features different from the Glasgow standard? I think (fatal!) that its green panels were changed to matching yellow for its time in Newcastle, so perhaps other modifications happened as well. Did it run in Glasgow colours while in Halifax?

Tony Fox

26/02/14 – 07:40

Glasgow had loaned different Atlanteans to Leyland for demonstration work. Theirs were 30′-8" long and with this stylish Alexander body would have conveyed the modern image of a bus that Leyland would wish to portray. Glasgow and Leyland came to an agreement to part with LA91, replaced later with LA202, presumably to make a vehicle immediately available to Leyland. A six-month wait would risk letting Daimler seize the opportunity. As a demonstrator its Glasgow livery was certainly changed to one more like the Newcastle one, without the green.
I am pretty sure there was no 595 CRW, or at least a Fleetline with that number, but 565 CRW certainly demonstrated in two liveries as it appeared at Halifax in both guises.

David Beilby

26/02/14 – 07:41

Can’t say for certain, Tony. I started at Percy Main in January 1967, so this was before my time, however, by 1963, T&D had 22 PDR1/1’s, which was roughly a quarter of the D/D fleet. In 1963, they took delivery of the first of two batches of Weymann bodied CRG6LX Fleetlines, followed by three batches of Alexander bodied versions in 65/7&8. I lived close to Percy Main depot, and took a keen interest in what went on. From memory, demonstrators were usually to be found working the very busy stop start Whitley Bay to Lobley Hill Gateshead service 1, which was a greater test of stamina than the equally busy but less demanding service 11. If you want my opinion, I would say that it was with NCT rather than Tynemouth.

Ronnie Hoye

26/02/14 – 07:43

Pete, there were no other Fleetline demonstrators around at the time of 565 CRW. I think it replaced 4559VC, a Northern Counties-bodied example which went on to spend many years with Procter’s of Hanley.
Tony, although SGD 669 is nowadays widely-referred to as being ‘ex-Glasgow’, I have to cast doubt on the notion that it actually reached there. Leyland had already, on separate occasions, borrowed two Glasgow Atlanteans, I think they were LA6 and LA83. It was then announced that Glasgow had agree to ‘sell’ LA91 – but it is my recollection that at that time deliveries had not reached that point, and, if that was the case, LA91 would still be in build. Also, it does seem unlikely that Leyland would buy back an already-delivered vehicle when identical ones were still being completed at the rate of, probably, two a week.
SGD 669 took up its demonstration duties in mock Newcastle Corporation livery – there again, why repaint a bus after a week or two in service, when one could be painted to order from scratch?
You’ll see that I said Glasgow had agreed to ‘sell’ LA91 – but it was ultimately replaced by LA152, which was effectively added to the next order for fifty similar buses. So the situation would appear to have been a bit more involved than a simple ‘sale’.
To the question of whether it ran in Halifax in Glasgow colours, I’m obviously doubting that it ever received those colours, and I’m pretty certain that it didn’t do any demonstrating in them.
There’s actually already a page on OBP devoted to SGD 669. www.old-bus-photos.co.uk/?p=581

David Call

26/02/14 – 07:45

When the Atlantean was demonstrated in Aberdeen it was painted yellow and cream Newcastle style.
From memory it had also been in France, the wording on the offside was "Ici Le Leyland Atlantean 78 places".
565 CRW saw service with both Grahams of Paisley and Moffat and Williamson of Gauldry.

Stephen Bloomfield

26/02/14 – 12:10

565 CRW demonstrated at Halifax three times. The first time, in April 1964, it was in a different livery to that depicted above, using a deep brownish maroon and a rich cream. It returned to Halifax in October 1964 to demonstrate to Hebble in the same livery. It returned to the Corporation again in September 1965, by which time it had been repainted in the Edinburgh style with a lighter, more Edinburgh-like red, but with more of an ivory relief colour, rather than Edinburgh’s white. It paid a longer third visit in August/September 1966, just prior to the Corporation’s own first Fleetlines being delivered, still in the same livery. I think much of its extended stay involved some engineering familiarisation.
SGD 669 demonstrated to Halifax in May/June 1964. It was in a Newcastle-style livery, and I recall the interior was rather plain with a lot of darkish green rexene. It returned to the area to demonstrate to Hebble in October/November 1964. There is a nice photo of it working for Halifax Corporation here: www.sct61.org.uk/hxsgd699

John Stringer

26/02/14 – 13:06

Something has just struck me regarding the Alexander body. On such a modern design for the period, why did they continue with rear mudguards when others had abandoned them? It looks particularly odd given the lack of matching ones for the front wheels.

Phil Blinkhorn

26/02/14 – 14:11

If memory serves, Phil, the rear wings were rubber, and so less prone to accidental damage when removing the wheels, especially the inners.

Ronnie Hoye

27/02/14 – 07:38

Here is Daimler Fleetline 565 CRW in King Cross Road, Halifax en route from Hebden Bridge to Brighouse when on hire to HPTD in the summer of 1965. The picture was taken late in the evening when I spotted the bus and just managed to get off a shot (with entirely guessed exposure settings) as I walked home, hence the indifferent quality of the picture.

Roger Cox

28/02/14 – 07:54

The hopper windows were uncommon in those days, I can’t recall any local Operators using them (ECW fitted them to Lodekkas etc). Was this body tagged on to one for regular Alexander users (Glasgow or SBG?) Maybe they specified them? They look much neater tan sliders.

Ian Wild

01/03/14 – 13:36

565 CRW had an A-type body with body number A/1363. Alexander’s body numbering was a bit erratic at the time as they kept changing the system, but the only other A-types ordered around the same time seem to have been A/1663 for AA, Ayr (XSD 430); A/1963 for McGill, Barrhead (AHS 16B); A/2063 for Graham, Paisley (HXS 864). Looking at photos of these three on the web show that all had normal sliding windows.

John Stringer

29/06/14 – 07:17

I am sure 565 CRW worked for Harper Bros (Heath Hayes) as a demonstrator for a while in the mid sixties, but if my memory is correct there was a lot more cream livery on it then.

Keith Harley

20/11/15 – 14:12

Significant information just published in Buses Mag December 2015 page 84 reveals that 565 CRW was shown at 1963 Scottish Motor Show in Glasgow Corporation colours, finished to Glasgow spec.
Having a life-long interest in Fleetlines I was not aware of this but Alan Millar confirms this was the case. Buses Illustrated January 1964 issue page 7 states "By the time this column went to press no order had been placed by G.C.T. for another Fleetline" (GCT already had SGD 730, new in May 1963) "But the Show model was finished in G.C.T. colours and to G.C.T. specification" Has anyone seen a picture of 565 CRW in Glasgow colours?

Jim Neale

Vehicle reminder shot for this posting

25/10/16 – 14:22

I always liked that Alexander body style on Atlanteans and Fleetlines. Bury had 15 on Fleetline chassis, 117-131, later Selnec 6317-31. They were the only ones in the combined fleet after the PTE took over with the highbridge version of the body, although North Western had quite a few with the low height version. Bury had one of those for a short time, YJA 2, in overall advertising livery for Quicks for Ford.

David Pomfret