Copyright John Stringer

Lancashire United Transport
1969
AEC Swift MP2R
Alexander B43D

LUT’s single deckers were often a little different from the norm. This AEC Swift was one of three (291-293) delivered in either late 1968 or early 1969 (sources differ) along with some similarly bodied Bristol RESL’s. Their Alexander bodies were based on the W-type, but featuring short window bays, flat glass, V-shaped windscreens, and a plain front roof dome, rather than the more common version with long bays, curved screen and peaked dome. Interestingly they appear to have retained the curved rear screen though.
The Swifts did not find favour and were ‘swiftly’ withdrawn in 1973 and sold to neighbouring St. Helens Corporation, with whom they retained the same fleet numbers.

Photograph and Copy contributed by John Stringer

19/05/13 – 11:31

The Bristols, delivered at the same time, had a three part rear window arrangement including a full depth emergency exit door in the centre. Short window bays also appeared on the Plaxton bodied Seddon RUs and Bristol REs, delivered up to and including 1974.
I always thought the Alexander bodies, with their deeper window line, were better looking than the Plaxton bodied Seddon RUs and Bristol REs. and decidedly superior to the, at best, unattractive Northern Counties LH6Ls delivered in 1969.
The Swift’s short service duration with the company has always been a matter of conjecture. Was it the reputation the type was rapidly gaining in London or, much more likely, the fact that the power plant wasn’t a Gardner or, at a push, a Leyland.

Phil Blinkhorn

19/05/13 – 12:08

As we saw with the DM(S) Fleetlines, failure in London was not necessarily a reflection on the vehicle – more on the rigid London "system". As an AEC man, I would accept that the Swift (& Merlin) wasn’t their finest hour – but wasn’t as bad a the Panther and certainly not the disaster that was the Roadliner. It just wasn’t the RE! St Helens, Morecambe and Leeds – not to mention in a smaller way, Sheffield – gave them full service lives. [OK. I haven’t forgotten East Kent.]
I think Phil’s final paragraph has it in a nut-shell. Non-standard – and not Gardner.

David Oldfield

20/05/13 – 07:33

Did Alexander classify these bodies as W-type? I think the more anonymous front front panels, and dome – OK the whole front! – has stood the test of time better than the "classic" W-front (and would probably be cheaper to repair in the case of any lower front panel damage). I think the three-window/smooth dome of the REs probably sat better with this frontal design than the "classic" curved-screen/peaked dome. For me though, the biggest single improvement over the usual W-type body has to be the straight window-line fore and aft. RE/RU/Swift/LH/Plaxton (bus bodywork)/Northern Counties/Alexander/LUT/LT/St Helens – I’d forgive them all shallow window-lines, inflexible practices, less-than reliable offerings etc, just to have them still around . . . I can’t see myself offering opinions on some First/Arriva etc Wright etc thingy 40+ years down the line. Its 44 years – this photograph is closer to 1926 than today!

Philip Rushworth

20/05/13 – 07:34

Four of the Sheffield two-door Swifts were sold to Hardwicks at Scarborough when they were just over three years old, and supposedly even one of those they acquired by default. Story has it that one of the buses they’d agreed to buy couldn’t be persuaded to start when they came to collect it, so they ended up taking a different one instead!
Two of the quartet, TWE 21F/22F got themselves sold on to Stokes of Carstairs a few years later, and when asked about the pair during a depot visit on one occasion, Mr Stokes himself suggested that the only good thing about the two of them was that they kept a fitter in full time employment!

Dave Careless

20/05/13 – 09:08

That quip made my morning, Dave C – don’t you just love black humour!

Chris Hebbron

20/05/13 – 09:09

And a Ribble Lowlander in view: from the (almost) sublime to the ridiculous – please refer to the Ugly Bus Page . . .

Pete Davies

20/05/13 – 11:36

As far as I know, Dave’s story is correct. You need a bit of black humour on a grey and gloomy Monday morning…..

David Oldfield

20/05/13 – 16:56

Glad you enjoyed that one, Chris and David! Again, it’s not only the vehicles, it’s the people involved with them that make this hobby of ours so fascinating and, at times, wonderfully entertaining.
And you’re not alone with respect to the Monday morning weather, it’s equally as dark as the humour here in Nova Scotia also!

Dave Careless

20/05/13 – 16:58

This style of body was also bought by Cardiff also on Swift chassis. Although LUT had bought Marshall bodies with a wrap round windscreen. They reverted to an almost fifties appearance for their Plaxton bodywork on Seddons and Bristols one wonders if this was a cost saving measure as a small two piece windscreen would be much cheaper to replace. The NCME ones were the standard product which was a strange mixture of styles that didn’t gell The next LUT saloons with wrap round windscreens would be a batch of Leopards with Plaxton bodywork which were LUTs swan song as an independent operator.
Despite their outer appearance I always had a soft spot for Ribbles Lowlanders they were certainly an improvement on a "lowbridge" Atlantean

Chris Hough

21/05/13 – 07:37

You’re right about the Lowlander Vs Lowbridge Atlantean, Chris! I have experienced the preserved Silver Star example of the latter style on a number of occasions. It doesn’t look right, somehow!

Pete Davies

21/05/13 – 07:38

Like St Helens, Blackpool also had a fairly large fleet of AEC Swifts which seemed to have full service lives.

Philip Halstead

21/05/13 – 12:40

Portsmouth Corp’n had 12 AEC Swifts in 1971, lasting 10 years. They went with some slightly older Panther Cubs and some slightly newer PDR2/1’s, seemingly part as a cleanout of single-deckers than for unreliability reasons. I seem to recall some of them finishing up with Basil Williams (Southern Motorways), actually owned by White Heather and which, during a rail strike, were used to ferry folk, working in the City, to London every day! Basil acquired quite a collection of Swifts/Merlins in the end. He’d earlier owned ex- London Transport GS’s, of course!

Chris Hebbron

21/05/13 – 15:50

Yes, Chris H, Portsmouth had 12 AEC Swifts (new 1969) with Marshall bodies, and these had wrap-round windscreens, which I always assumed were "BET style" (or similar). The 26 Panther Cubs (14 Marshall + 12 Met-Camm) were similar in appearance. The 12 PDR2/1s that followed in 1971/72 were unusual in two respects – saloon bodies on a d/d chassis, and Seddon as the manufacturer. Pompey began to withdraw the Panther Cubs in 1977, but some of them along with all the rest were still in service in 1981/82 when the MAP project was carried out. The drastic recasting of services saw all the remaining Panther Cubs, all the Swifts and some of the PDR2/1s leave the fleet, along with 14 5-year old Leyland Nationals! As you say, at least two of the Swifts ended up with Basil Williams of Southern Motorways fame. By the time deregulation came in, Williams had some ex-London Swifts/Merlins, too, and repainted them in his original Hants and Sussex red and cream livery, using that fleet name, too. A non-enthusiast friend of mine travelled on one of the ex-London ones said it was a "fantastic vehicle". Make what you will of that, good people – an ex-London bus, around 18 years old, run by Mr Basil Williams, in the opening days of deregulation…

Michael Hampton

21/05/13 – 16:50

Amazing, Michael H, that a generally derided vehicle of such age and with standard London Country bus seats should get such glowing praise. Basil Williams must have had great faith in these vehicles to let them loose on the 150-odd mile return journey to London every day, although he would not have owned them for long at that stage!

Chris Hebbron

22/05/13 – 07:27

Chris, from my own knowledge of the Basil Williams empire, and my personal experience of driving GS 43 (Southern Motorways – Guy GS – MXX 343 – Ex LTE GS 43 on this site), I believe that faith formed a major ingredient of his maintenance procedures.

Roger Cox

22/05/13 – 17:46

Just to clarify the earlier note, my non-enthusiast friend travelled on the ex-London Swift on a local route, not a London marathon. Memory says Williams used route no 451 for a service from Portsmouth to the Emsworth area. Always with grandiose ideas of route numbers, it didn’t clash with the competition!

Michael Hampton

23/05/13 – 07:49

As most of you will know from the cover of a recent issue of Bus & Coach Preservation magazine, the Cardiff Transport Preservation Group has ex-Cardiff Swift/Alexander 512 and it’s still living up to the breed’s reputation as rather troublesome beasts.
Its arrival at last year’s Merthyr Rally all the way from Barry depot brought forth some expressions of surprise and relief from members at its safe arrival but we weren’t allowed to go anywhere on it, just in case!
There may come a day when we use it to go on one of our summer evening runs, but it’s not likely to happen soon.

Berwyn Prys Jones

04/07/13 – 17:33

Leeds had the largest provincial fleet of Swifts eventually having 150 in service. They were by no means perfect but had a normal lifespan. The last 1971 batch were by far the best with more powerful engines. When the PTE took over in 1974 they went for Leyland Leopards and Volvo B55 chassis. The first Nationals (other than a one off delivered to Leeds) were Mark 2 examples which were followed by Leyland Tigers in 1983.

Chris Hough

14/07/13 – 14:25

Just wished I could have driven one of these Swifts in my LUT days and I could have told you all about them. They were allocated to Atherton and try though I may to get one whenever a changeover in ‘foreign depot’ territory was required, I never could. I did not previously know about their rear end having a single windscreen as against the similar looking but Bristol RE’s, that we had at Swinton, which as is stated had three piece rear windows that included the emergency door. They did not, as far as I saw spend much time on the hard working 84 (ex trolley bus service) and of course as soon as the Seddons arrived, even their look alike Bristols were taken off the 84 in their favour. Wide doors, good acceleration, great brakes, comfy thought out cab, no wonder the Seddons became everyones favourite, myself included.

Mike Norris

Vehicle reminder shot for this posting

11/04/16 – 16:22

LUT First Flat fronted bus was the Wulfrunian.
The first Daimler Fleetline to arrive was fleet number 98 it should have been 97 but wasn’t finished in time for the driver to drive it back to Atherton.

Mr Anon

12/04/16 – 06:05

Mr Anon may be right about LUT buses but the coaches in the 1950s starting from the Duple (Midland) Britannias and the following Burlingham and Northern Counties batches had a very plain frontal appearance.

Stephen Allcroft

13/04/16 – 13:38

"Leeds had the largest provincial fleet of Swifts eventually having 150 in service. They were by no means perfect but had a normal lifespan." (04/07/13) 
With respect Chris H (Chris Hough) but wasn’t the total of Leeds Swifts 120, plus 30 Fleetlines making the total of 150 OPO single deckers of that pattern ??
Sorry its taken me three years to spot this – par for the course, old age you know !!

Chris Youhill

Copyright Pete Davies

Southampton Corporation
1969
AEC 2MP2R Swift
East Lancs B47D

Here are an off side front and a near side rear view of Southampton Corporation TCR 293H fleet number 7. This AEC 2MP2R Swift was built in 1969 with East Lancs B47D bodywork. She is seen in Pound Tree Road between duties. I captured her on film in April 1976. There is something odd about the name of this road, which might be resolved if the UK ever goes fully "European". Does it refer to Kilogram or Euro? After all, there are people who think money grows on trees!

Photograph and Copy contributed by Pete Davies

13/01/13 – 10:27

Please refer to the "Gallery" entry on the King Alfred Running Day for comparative views of the Strachan body on similar chassis.

Pete Davies

13/01/13 – 10:28

Not sure I like ‘peak’ at the front, but otherwise, it’s a nice design in a simple livery. I recall that Seddon bodywork had similar peaks. Sign of the time, I suppose.
I think it’s fair to say that East Lancs bodies were not common along or near the South Coast. They are not too familiar to me as a Southerner.
Maybe the road should be re-named Poundstretcher Road, in recognition of the country’s plight!

Chris Hebbron

13/01/13 – 15:07

No, Chris, EL bodies don’t seem to have had much of a following in the South. I think Eastbourne was the only other Municipal, plus Aldershot & District and Southdown. Southampton bought them because, as one Manager told me, they were "cheap and cheerful"!

Pete Davies

13/01/13 – 15:08

I have a picture of another Southampton Swift/Strachan, MTR 424F, which I hope to submit in a Southampton gallery at some time. As for the rarity of East Lancs bodywork "south of Watford", you’re right, Chris. Aldershot & District and Eastbourne and Luton Corporations had them. To the east, Southend had some, and Lowestoft had a couple of PD2s in 1965. Otherwise, nothing, unless, of course, anyone else knows differently.

It occurs to me that Gideon Osborne would be looking to set up huge plantations of Pound Trees accessed by a thoroughfare called Recovery Road.

Roger Cox

13/01/13 – 17:19

Roger: just the 8 Reliances and 26 Lolines at Reading, of course. Not southern, but geographically south of Watford, there was also also Cardiff with a sizeable number; the Merthyr fleet doesn’t quite qualify as ‘south of Watford’!
The Pound of Pound Tree is surely the place to which illegally parked, or similarly recalcitrant, buses would be towed; in order to suitably screen any double-deckers from public view, it would have been surrounded by trees, the traditional corrugated iron fence being insufficiently tall.

Alan Murray-Rust

13/01/13 – 17:19

East Lancs bodies south of Watford must also include Southdown’s rebodied TD4 and TD5’s carried out between 1946 and 1950 of which there were a total of fifty nine plus of course their final batch of PD2/12’s Nos789-812 considered by many to be the best of the various body builders used on that chassis.
In later years East Lancs became much more popular in the region being bought by Brighton, Portsmouth, Southampton and Plymouth municipalities all outside of the sites timescale I know.

Diesel Dave

14/01/13 – 07:12

I must say, I like Alan’s theory of how the road got its name and Roger’s idea of a plantation of this sort of tree. It may be of interest that the bit of public open space to the nearside of the bus forms a gyratory layout, and is known – among bus crews at least – as WINO ISLAND. Guess why!
Thank you, Dave, for your thoughts on other South Coast operators of the EL (or Neepsend!) bodywork. Almost all of Southampton’s Atlanteans had the product and almost all are too new for these pages. I think the same applies to the Brightons and Portsmouths. The Southampton ones with other bodywork came from Plymouth and were well and truly clapped out when they arrived.
I look forward to Roger’s forthcoming "Southampton Gallery"!

Pete Davies

14/01/13 – 07:13

I can’t imagine how I came to forget the Southdown examples of East Lancs, Dave. I saw them many times when I popped down to Brighton from Croydon. Thanks for reminding me. I agree that the Welsh examples should be included in our survey, Alan. Cardiff is certainly south of Watford, and I doubt that the people of Merthyr would consider themselves to be "northerners" or even "midlanders".

Roger Cox

14/01/13 – 15:34

Southdown also had 40 East Lancs bodied Leyland Royal Tiger PSU1/13 saloons. The first 10 had rear entrances and the rest had centre entrances. All were later converted to front entrance OMO.

Roy Nicholson

16/06/13 – 06:55

To stray from the bus theme but to stay with the ‘Old ‘ bit, a Pound was something every village had back to Norman times, before land was enclosed by greedy landowners. Animals were grazed around the village but strays were rounded up and put in the Pound, released when a fine was paid, The connection with life today is obvious.

Roger Ingle

29/06/14 – 17:27

I cannot add anything to the debate about the name of Pound Tree Road, except to point out that for most of its length the road is between two parks, so there are plenty of trees. If there’s any corrugated iron in the area, it’s on the bus shelters.
As far as East Lancs bodywork is concerned, it might have been cheap – certainly the Venture history of East Lancs reports that their tender for a batch of Mancunians was very competitive. However, it was nevertheless considered to be of good quality, being both substantially built and well finished. The most notable weakness was a tendency to change minor details on every batch of vehicles! I worked for the Transport Department during part of the 1980s, and the engineers were happy with the EL products. SCT did later acquire about a dozen Park Royal/Roe bodied Atlanteans from Plymouth, but as Pete Davies says above, they were past their best, but the interiors were also very utilitarian. Maybe that was down to the operator, but Park Royal seemed to have been on to a cost reduction ‘tick’ since the Leyland PD2s and AEC Regents of the very early 1960s.
I must confess that I quite liked the look of these four Swifts, as the EL single deck styling was subtly different to the contemporary BET design, which had several imitators. Of course. it wasn’t as good as ECW bodied RE, but an interesting contrast. I think the peak at the front, that Chris Hebbron refers to, is a result of the rather high set Swift chassis. A rather neater effect could be achieved on a Bristol RE chassis, with the accompanying benefit of a better mechanical setup!

Nigel Frampton

Rochdale Corporation
1969
AEC Swift MP2R
Seddon B46F

My Thanks to Ian Beswick for contributing the above excellent shot of this Rochdale Corporation AEC Swift with its Seddon body who also supplied bus bodies under the name of Pennine.
The Swift was AECs move into the rear engined single decker market. It first appeared at the 1964 commercial motor show and there were two versions a low frame for bus work and a high frame for coach operations. Operators also had the choice of either the 16ft 6in wheelbase for a vehicle length of 33ft or 18ft 6in for a 36ft vehicle. The high frame version allowed for luggage to be stored in underfloor side lockers due to the fact that the rear of the vehicle housed the horizontal six cylinder diesel engine. Yet again there was a choice of two engines the AH505 ?? litre or the AH691 11·3 litre. London transport acquired several 36 ft 11·3 litre Swifts which they called Merlings (MB) for some reason best known to them, but the manoeuvrability was poor so the shorter version (SM) were acquired but due to the shorter length they had to have the AH508 8·2 litre engine which rendered them well under powered.

Photograph contributed by Ian Beswick

When AEC first announced its rear-engined single deckers, there were to be two models, the medium-weight Swift with the AH505 engine (33ft or 36ft), and the heavy-duty Merlin with the AH691 (36ft only). London Transport ordered their Merlins at that stage.
By the time the two models went into production, they had been harmonised to such a degree that AEC renamed them Swift 505 and Swift 691. But LT always persisted with the original names.

Peter Williamson

Can someone give technical information on the Swift Chassis, like its length, weight, width and other information?

Charlie

The Swift was the first joint production with Leyland after the 1962 "merger".
The main chassis frame, and other components, were common to the Swift and the Panther. The engines and axles were unique to each respective model.
There was a 32’6" (AH505) model (Leyland was the Panther Cub with 0.400 engine). There was a 36’0" long (AH505 or AH691) model (Leyland was the 0.600 Panther).
All were 8’2½" wide. There was the most common bus version with a lower front frame and the high frame model intended for coach work. In the event, no AEC Swifts were built with high frames but there were a number of high frame Panthers, some with 0.680 engines.

David Oldfield

Does anybody by chance know the weight of the AEC SWIFT AH505 Chassis?

Charlie

13/02/12 – 07:18

I once worked with a former London Transport engineer, who told me how Merlins were constantly being reported for defective engine stops. Quite often the true explanation turned out to be that the awful engine had worn its cylinder bores oval, so the bus was actually burning its own sump oil which was leaking past the piston rings! No good cutting off the diesel if that isn’t what’s burning…!
And, I once attended a Traffic Commissioner’s hearing in Southampton where Bill Lewis, then General Manager, responded to a question about the Southampton Swifts by saying: "If only someone would make me an offer for them!". Not one of AEC’s best efforts!

David Jones

21/04/12 – 11:38

I had a couple of holidays in South Australia in the mid 90s where I saw many ex Adelaide Swifts in various guises. Their were some in a yard at Port Adelaide being converted for further use. In Port Pirie the local bus company had about 6 in use. There was one on town service in Port Lincoln. One at Port Kenny as a caravan which had a Hino engine a popular conversion with mobile home conversions. A further mobile home in North Adelaide. Another in Woolaston near Gawler. In a Marina at Port Adelaide I found one in use as a support vehicle for a film company who had four more in stock for the same purpose all still with their AEC engines, one of which had just returned from filming a documentary in the out back doing many miles off road. I read a couple of years ago the some Swifts had been refurbished and sold to a mining company on an island in Indonesia for staff transport. All this info suggests that the poor reputation of the Swifts might be unjustified.

Ron Stringer

21/07/12 – 12:19

As an enthusiastic operator of AEC’s Swift. I find it difficult to imagine how a few operators apparently had so much trouble with them. From working for an independent who acquired nine of them second hand … and with more to put into service had he not passed away, to running four of my own, I found them excellent, reliable and economical work-horses. Any mechanical maladies were easily attended to as everything was practically laid out in typical AEC fashion. There are few more challenging bus operating areas than North Staffordshire with it’s mix of dense urban environment and steep hills. All ours were 505 powered which generally allowed 10mpg on service and any feeling of being underpowered was usually attributable to a stretched accelerator cable in my experience. Were I still operating today, I’d have no hesitation in having one around as a spare bus … indeed I share a preserved one. (ps. The 505 was generally regarded as being just under 8.2 litres swept volume and had power outputs up to about 160bhp)

Martyn Hearson

20/03/14 – 17:37

Happened on this site purely by accident. In no way consider myself a bus enthusiast. Rootes Classic cars are my scene.
But many of the photos on this site have stirred up some vivid childhood memories from growing up in Alkrington, Middleton on the 17 Manchester / Rochdale route.
Like – how immaculate the Rochdale buses on this route always were. Loved the blue/cream livery and the deep blue seats. AND on this route were Lady Conductors! Unheard of in Manchester. As a 10 yo I developed a hopeless crush on one particularly pretty chatty girl and it was a thrill when she came along to issue the ticket.
I’m pretty sure that this route 17 and the 24 to Rochdale via Broadway/Royton are two of very few to have retained their original route numbers to the present day since WW2 and maybe before. The 17 was certainly the tram route number way back when (not that I remember that far back!)

Paul Blackwell

21/03/14 – 17:58

Yes, the 17 has a very long history and as a bus service it has the longest possible history of using the same number in Manchester, as it dates from the introduction of route numbering in 1930 although at that point it was an express service from Bacup to Flixton. It took its current form in 1932.
Whilst there are several routes that have remained essentially the same for many years, the 17 has avoided being renumbered in all that time. The 24, by contrast, is a comparative youngster, as it dates from the acquisition of the Yelloway service from Manchester to Rochdale at that time.

David Beilby

22/03/14 – 08:20

Another route 17 (and 18) is that of Portsmouth Corporation (and successors’) tennis racquet-shaped route from Dockyard-Eastney-Dockyard. It lasted, unchanged, for about 82 years, until a major re-arrangement of services brought its demise last year.
Here is a trolleybus on the route- www.old-bus-photos.co.uk/

Chris Hebbron

05/12/15 – 06:53

I used to live in Rochdale & remember the 17 that ran to Manchester, both Manchester Corporation "Red" & Rochdale Corporation "Blue Bus". The buses had a peculiar idle sound, where the engine would rev up then coast, never settling at a constant speed until driven off.
Can anyone tell me what this was? Was this a design feature or a worn engine? Also what make were they? I seem to recall "AEC" & "Leyland" on the driver’s steering wheel but I’m not sure if these were the type of buses in question. I’ve heard sound samples of Routemasters (the only type I’ve identified recently) but they seem to have a normal idle sound.
I live overseas now so can’t research this in person. Thanks in advance.

Mike

07/12/15 – 06:18

Mike, I think that the distinctive engine sound you heard probably relates to Leyland buses of the late 40s/50s. Leyland engines of the period often had pneumatic rather than mechanical governors fitted to their fuel injection pumps (usually supplied by CAV or Simms and both offering a choice of governor type). The fitting of a pneumatic governor gave rise to the characteristic ‘hunting’ at tickover, and other vehicles with this fitment and idling characteristic which spring to mind are the 4-cylinder Ford Thames Trader, and 4-cylinder underfloor-engined Albion Claymore lightweight trucks. The Claymore’s Albion EN250H engine was also fitted to the Albion Nimbus and Bristol SU psv chassis. Personally I found the ‘rise and fall’ tickover quite endearing, especially on Bradford City Transport’s Leyland Titan PD2s, which gave the impression of "contented mechanical purring" when idling.

Brendan Smith

07/12/15 – 17:12

I don’t know how these Pennine bodies fared on the AEC Swift chassis (or on the Lancashire streets) but we had two almost identical bodies on 33ft Fleetline chassis, also G registered, at Halifax which fell to pieces.

Ian Wild

08/12/15 – 05:50

Portsmouth had 12 Pennine single-deck bodies on double-deck Leyland PDR2/1 Atlantean chassis, delivered in 1971/72. This followed deliveries of 26 Leyland Panther Cubs and 12 AEC Swifts, with a mixture of Marshall and MCCW bodies. At that time I was only an occasional visitor to Portsmouth, but I remember the Panther Cubs and Swifts as sometimes seeming rather sluggish in pulling away, but the Atlantean saloons being strong performers. However, the bodies really shook, rattled and rolled! It is of interest, though, that after the MAP project in 1981, the Corporation withdrew all the remaining Panther Cubs, all 12 Swifts, and 14 newer Leyland Nationals (new 1976). These Seddon-bodied Atlanteans continued their shaking ratttling movements for several more years. Their numbers dwindled slowly with the last going c.1986/87. So the Corporation must have been satisfied enough to persevere with these, in spite of any faults that there may have been.

Michael Hampton

08/12/15 – 13:53

I travelled on the single-deck Atlanteans a few times up until 1976, when I left Pompey. The bodies rattled and rolled after about two years service, even on the more sturdy double-deck chassis. They were certainly lively vehicles, but one wonders why they were ever purchased for the virtually flat terrain of Portsea Island, save for Fratton and Copnor Bridges, which crossed the railway lines and were hardly vertiginous!
This does raise the thought of who else bought single deck Atlanteans, I recall Great Yarmouth and Glasgow, if memory serves, not hilly places, either!

Chris Hebbron

09/12/15 – 06:18

The early rear underfloor engined single deckers suffered from structural problems, particularly the longer 36′ types, but this probably affected the shorter versions, such as those in Portsmouth, to some extent as well. The Panther Cub used the Leyland 400 engine, and was, I believe, generally regarded as underpowered, and not particularly satisfactory in other respects as well.
So it is perhaps not so surprising that Portsmouth looked for something different for the next batch, and single deck Atlanteans would have offered the additional benefit of standardisation with the double deck fleet. The 33′ Atlanteans had a short rear overhang, so the structural problems should have been less. When it came to the later clearing out of some of the single deckers, I would imagine that the fuel consumption counted against the Leyland Nationals – although the potential ease of selling the Nationals against the "oddball" single deck Atlanteans might also have been a factor.
I think that Glasgow’s single deck Atlantean was rebuilt from a fire-damaged double decker, and not purchased new as such. On the other hand, Merseyside PTE had two s/d Atlanteans, that had been ordered by Birkenhead, with Northern Counties bodies. In later years, a number of operators had old Atlantean chassis fitted with new single deck bodies, including the Southampton East Lancs bodied "Sprints". As I understand it, their performance in this form did not live up to the name!

Nigel Frampton

18/12/20 – 07:05

Regarding the rear engined AEC swifts a friend of mine who was a Senior Foreman in the workshops at Mellor Street, told me that after they had been in service for a short while complaints from drivers that they lacked power started to be logged. The engineers at first could not find any problems when they were trying to determine the problem from the rear engine compartment, but then on road test they lacked power. Further investigation found the problem to be stretched accelerator cables. The engine was not getting full throttle opening. The cables were over 30 foot long and ran the full length of the bus from front to back!

David Newton

19/12/20 – 06:16

History repeats itself, but the lessons seem not always to be learned. The early Dennis Darts suffered from exactly the same cable stretch problem, and the cable adjustment provision was totally inadequate to take up the excessive slack.

Roger Cox

19/12/20 – 14:02

Seems as if the maxim about history repeating itself applies here as well. Cables are/were an expedient but also a two edged sword – as many pros as cons. DAF made excellent buses and coaches. ZF make excellent gearboxes, especially the old 6 speed fitted to many coaches of various manufacture. The Achilles heel in the DAF was the cable connection in the gear shift. A new and/or well set up cable connection was a delight to drive but, when the cables stretched, the coach became an absolute pig to drive. [As a part-time/occasional driver, I noticed this over a period of time with one of my favourite steeds – a 6 speed ZF DAF coach.]

David Oldfield

20/12/20 – 06:41

I can remember, when cables on our older cars stretched so far that the outer cable adjuster was no longer sufficient, we used to fit this sort of auxiliary adjuster. www.oldclassiccar.co.uk/cable-adjusters.htm

John Lomas