Sheffield Corporation
1962
Leyland Atlantean PDR1/1
Metro Cammell H44/33F

This bus was one of a batch of nine supplied new to the B fleet as fleet number 1355. This batch were extensively used from new on service 41 to Hackenthorpe where there was a large new housing development. They were the first rear engined double deckers for the B fleet and were the final batch with rear destination displays before reversion to rear route numbers only.
Following the absorption of the B fleet in 1970, the bus was renumbered to 225. Here it is seen at Fulwood terminus of service 88 which replaced the former tram route. Fulwood was the elegant part of the City! The date was 26th August 1973, the bus looks smart and as always the Sheffield livery helped to disguise the box shape of early rear engined deckers. It carries the final pre PTE fleetname introduced I think by General Manager Noel Macdonald. It still has a full set of Leyland wheel embellishers although eleven years old. Note the Sheffield bus stop flag, quite distinctive in the days before the nationally standardised type.

Photograph and Copy contributed by Ian Wild

03/08/15 – 16:06

I always thought the original Atlantean and Fleetline designs from the MCW group had a certain symmetry that was lost with the later moves to graft on curved or vee windscreens and peaked domes which always looked like a bit of a lash up to me. Yes the design was ‘boxy’ but it was simple seemed to work. The PRV/Roe early incarnations though were absolutely dreadful with the top heavy Bridgemaster upper deck characteristics. Of all the body builders on the early rear-engined buses only Alexander really got it right with the Glasgow design.

Philip Halstead

04/08/15 – 06:54

I agree with Philip regarding the style of the early MCW Atlantean/Fleetline bodywork.
I have always thought it to be a rather good, quite attractive design which was most appropriate for the then ground breaking rear engined buses.

David Slater

05/08/15 – 06:20

But are these wheels with their embellishers red- as they should be- or blue, reputed to have been in "celebration" of a rare & brief Conservative takeover of the city council in 1968? Bit of history here.

Joe

Best I can do I’m afraid.

06/08/15 – 05:49

Both red AND blue would you say? Red centre on a blue wheel?

Joe

06/08/15 – 15:37

I lived at Hackenthorpe when these were introduced. What a revelation they were replacing the AEC batch 190 -198. 1261-1263 + Leylands 159-161. At eve rush hour when full standing by the driver you would marvel at the gear changing (a lollipop in a fag pkt). When new as joint omnibus fleet they did not carry the cities coat of arms! When did 225 receive it? Must say it wasn’t long before I missed the wonderful exhaust note of the AECs!!!
NB I am collecting photos of any buses on the 41 route in 50s/60s if anyone can help?

David Grant

07/08/15 – 17:06

I preferred the Park Royal body from around the same period.

Andy Fisher

02/09/15 – 07:06

I also lived at Hackenthorpe when 1350-1358 were new.
The upper deck of 1357 was totally destroyed in a fire in the late 60s, while operating on the 41 to Hackenthorpe. It received a new Park Royal body and re-entered service in 1968.

Martyn Else

Ribble Motor Services
1962
Leyland Atlantean PDR1/1
Weymann "Orion" L39/33F

Ribble bought a hundred early Atlanteans with MCW "Orion" bodywork in 1959/60, seventy highbridge and thirty lowbridge. These were followed by a reversion to the Titan model, with ninety five PD3/5’s with Metro-Camell "Orion" fully fronted bodies in 1961/2. These were followed by fourteen lowbridge Atlanteans, including this one, which proved to be the last PDR1/1 to enter the fleet. Subsequently Titans and Lowlanders were bought, followed by fully lowheight PDR1/2 Atlanteans. It was generally thought that Ribble preferred the Titan but used Atlanteans for lowbridge/lowheight vehicles.
The original version of the Atlantean Chassis had a dropped-centre front axle, and a "normal" rear axle. This meant that the lowheight body could be built with "normal" seating at the front, but at the rear a side gangway arrangement was necessary. The last four rows of seats were thus on a raised platform, in four passenger benches, but with the gangway on the nearside – the opposite side from the conventional lowbridge double-decker. This photo was taken in the twilight years of the bus, which is wearing the NBC poppy red livery rather than the traditional cherry red livery used by Ribble for so many years. Despite it’s age it was being one-man-operated on an extremely long journey.
1807 is seen here passing through Troutbeck Bridge on the almost legendary service 555, heading from Keswick to Lancaster. This lengthy route still runs, still operated by double-deckers, passing through the Lake District – surely one of England’s most scenic bus routes.

Photograph and Copy contributed by Don McKeown

05/03/15 – 07:13

Very nice, Don. Thanks for posting. This route used to be the 68 when I first took an interest in buses [in my secondary school days in Lancaster] – I’m not sure when it was renumbered to 555.

Pete Davies

Thanks for posting Don. I know the area fairly well having stayed in Troutbeck Bridge a time or two.
To Pete, If it helps, I have just consulted my Ribble Area No 1 timetable, dated 30th September 1963 and under Table 50 it shows these services :-
Service 68, Keswick to Lancaster
Service 70 Kendal to Lancaster
Service 555 Keswick to Kendal
So 555 was shown in use at that time, be it for only part of the route, with 555 journeys shown separately as either between Ambleside & Keswick or between Kendal and Ambleside, but strangely for the most part they did not connect !

Mike Norris

Sheffield Corporation
1964
Leyland Atlantean PDR1/2
Neepsend H44/33F

Nice body – pity about the chassis! Neepsend produced a striking looking body (ok, I know – it was an East Lancs design) for the 20 buses delivered in 1964/5 plus a further 20 in 1966. I rather preferred this first batch with the red upholstery and red wheel centres. They also combined sliding windows and rotovents in the top deck. They were regular performers on the cross city 82 service. 348 of this batch had  ducted air saloon heating as a trial, later to become almost universal, as opposed to the underseat heaters of the remainder of the batch. The bus is in Fargate, Sheffield, nowadays pedestrianised but many of the buildings are still there.

Photograph and Copy contributed by Ian Wild

02/03/15 – 07:32

Did Sheffield Corporation specify the PDR1/2 chassis in order to provide more headroom on both decks, in the same manner as the Nottingham Renowns? It’s difficult to tell from the photograph but this vehicle doesn’t look to be low height.

Chris Barker

04/03/15 – 15:45

These were 14ft 3in if memory serves me right. They were designed to fit under a low bridge at Darfield on the 70 to Upton. There were special instructions in the Drivers Handbook about both batches.

Neil Hudson

04/03/15 – 15:45

Manchester Corporation had 132 of the PDR1/2 model. At the time it was thought that this was for reasons of standardisation, in that the gearbox was the same as on the many Fleetlines in the fleet. These vehicles had Metro-Cammell "Orion" bodies to an intermediate height of 14 feet and half an inch. They sounded very different from PDR1/1 Atlanteans, the gearbox whine being very prominent.

Don McKeown

05/03/15 – 07:11

It seems a bit unlikely that Sheffield would have bought 40 A fleet buses to a special reduced height for a B service requiring perhaps two buses. I suspect that it was coincidental that they happened to fit under the bridge on route 70 but maybe a Sheffield expert can confirm this.

Ian Wild

06/03/15 – 06:41

During my time in Sheffield in the 1960s and 70s, there were three routes which required low-height double deckers – service 70 to Upton (a C route) and B routes 6 and 19 to Dinnington. The C fleet had no suitable double deckers but only one bus was needed on service 70 (joint operator Yorkshire Traction normally used saloons). All three routes were served by the B fleet’s lowbridge Regents and later by Bridgemasters from the A fleet, in which fleet there was no requirement for low-height deckers! A lot of mileage balancing must have gone on. I’ve no recollection of the Neepsend Atlanteans being so used and I’m fairly sure a saloon was used on 70 by the time I left the area in 1975.

Geoff Kerr

07/03/15 – 07:14

My understanding of the Manchester PDR1/2 situation is that there was a low(ish) bridge on a service to Partington (222/223) which was run jointly with North Western. When this service first started, MCTD didn’t have any buses to put on it. They didn’t like the idea of being a ghost operator, but neither did they like the idea of buying special buses for one route. So they changed their standard spec for both Atlantean and Fleetline bodies to the intermediate height, which required the use of the PDR1/2 chassis for the Atlanteans. All subsequent double deckers were built to this height until the Mancunians appeared.

Peter Williamson

07/03/15 – 17:14

Peter, am I right in thinking that this arrangement meant the Atlanteans and Fleetlines shared a common drive train.

Phil Blinkhorn

08/03/15 – 06:54

Phil, the PDR1/2 used the Daimler concentric drive gearbox of the Fleetline in conjunction with the dropped centre axle from the Lowlander. Daimler used its own dropped centre rear axle.

Roger Cox

08/03/15 – 16:12

Thanks Roger

Phil Blinkhorn

25/03/15 – 16:24

I think they also operated from Bridge St. on the Shiregreen route, 47 or 48? They were always parked by Firth Park shops.

Andy Fisher