Old Bus Photos

Bradford Corporation – Leyland Panther – NAK 512H – 512

NAK 512H

Bradford Corporation Transport
1969
Leyland Panther PSUR1A/1
Marshall B45D

For 1969, Bradford Corporation ordered ten chassis of the rear horizontal engine variety, its first new single deckers since a couple of AEC Reliances in 1958. The ten new chassis were split between AEC’s Swift and Leyland’s Panther, but, since the chassis design of the two types was virtually identical apart from the engine manufacture and the radiator position – at the rear on the AEC and at the front on the Leyland – the exercise was probably intended to ascertain which power unit was best suited to the challenging Bradford terrain. All ten were equipped with Marshall B45D bodies. Seen above in April 1970 is the last of the batch, No. 512, NAK 512H which was delivered in December 1969. In the event, no further single deckers were to be bought by Bradford before the infliction upon all the West Yorkshire municipalities from 1st April 1974 of the all embracing WYPTE. In this new conglomeration, the five Bradford Panthers were the only examples of their type, and the PTE Director of Engineering, a certain Geoffrey Hilditch, soon sold them all to Chesterfield. A picture of one in service in that town may be seen here (a very long page, but about halfway down – search for Chesterfield in the browser :- www.mikesbuspages.com/municipalbuses.htm
In his book Steel Wheels and Rubber Tyres, GGH says that pictures of the Bradford Panthers in original livery are hard to come by – he should have asked me.

Photograph and Copy contributed by Roger Cox


11/09/17 – 06:38

Nice pic!
Stuart Emmet Another story on these 10 was they were bought to start OMO; however double decker OMO was approved legally soon after they were ordered, so they were redundant as far as that went. They spent their time inventing conversions to single decker routes and seemed to settle on the 61 as shown – about a 25-minute journey across town from Undercliffe to St. Enochs that went for around 5 mins over roads in the Canterbury Ave area that were not used by other routes.Effectively a peak hour route every 10 min from 0700 to 0900 and 1600 to 1800 with a few journeys between 1200 & 1400 hours that required 6 buses for the 10-minute headway. The rest of time they seemed to rest/in-filled as spares.

Stuart Emmet


12/09/17 – 06:46

From 1969, BCT participated in White Rose Express service X33, Bradford – Sheffield, which entered its area at Birkenshaw. The other joint operators reluctantly agreed, even though Bradford’s entitlement was no more than one journey per week! In practice, as explained to me by the late Stanley King, Bradford saved up their mileage until they were able to operate a bus for a whole week, replacing a Yorkshire Woollen duty.
BCT had few single deckers and I believe these Panthers and the contemporary Swifts were used. Does anyone recall seeing a photo of a Bradford bus on X33, as I’ve never seen one.

Geoff Kerr


12/09/17 – 06:47

Just about everyone was caught with the change of legislation which allowed DD OMO. Sheffield certainly was – initially with purchase of the Swifts and subsequently with the change of Bristol order from REs to VRs.

David Oldfield


13/09/17 – 06:46

In the lovely book Colours of West Yorkshire the author states that these were ordered because agreement could not be reached with the Unions to operate OMO double deckers. I.e. The legislation already permitted it but not the Unions until agreement was reached later on.

Sam Caunt


14/09/17 – 07:04

The Bradford manager at the time was not in favour of one man buses These and the Swifts were also used on the express X72 which ran between Bradford and Leeds at peak hours.

Chris Hough


15/09/17 – 06:45

I recall someone (who I believe was very knowledgeable) telling me that as late as 1981/2 that Bradford area buses of West Yorkshire PTE were around 80% crew operated.

Dave Towers


16/09/17 – 06:47

The change in legislation to permit double deck OPO was in 1966, and I doubt that an order for vehicles to be delivered in 1969 had been placed before that date – i.e. the fact that D/D OPO was possible would have been known.
I like to see a clear and readable destination display, but in this case I suspect that a slightly smaller window would have fitted the lines of the vehicle rather better!

Nigel Frampton


17/09/17 – 06:55

Another story was that the unions rejected the DD legislation but SD would be OK It was also said on delivery of these SD’s unions OKed the use of DD OMO How far this any of this is fact or fiction seems lost in time.

Stuart Emmet


18/09/17 – 07:19

I started working at Bradford City Transport in the Traffic Office in October 1973. The story of OMO at BCT is intriguing. I cannot comment on the position of General Manager Edward Deakin in relation to OMO, although I could find out as Bob Tidswell his PA is still heal and hearty. I can say that Traffic Superintendent John Hill was not very enthusiastic about OMO, and from all accounts the T&GWU branch was not very keen, either. Around 1971 or 1972 the position of Asst. Traffic Superintendent became vacant and Brian Eastwood, who was Traffic Superintendent at Maidstone Corporation, was appointed to the post. Maidstone had undertaken extensive conversion to OMO and BCT felt that Brian’s experience in this regard would be extremely useful. Many years later Brian told me that when he arrived at Forster Square – BCT Head Office – there was little enthusiasm for OMO. Earlier this year I had lunch with Brian and he said that many of the new ideas that he tried to bring to Bradford fell on stony ground. Maidstone had a very large circle OMO sign on the front of their Atlanteans and Brian arranged for one of the signs to be sent to Bradford for evaluation. John Hill rejected the idea. Bob Tidswell once told me that Edward Deakin had a policy of splitting chassis orders between manufacturers – and thus having small batches – on the basis that if one chassis type developed a serious fault then the impact on the operational fleet would be minimised. Some of the single-deckers were allocated to Ludlam Steet and were used on the 272 service to Leeds, the 61 and sometimes other routes operated from the depot, such as Eccleshill, Fagley and Haworth Road. They were used on the White Rose service and at weekends for private hire work at weddings etc. When the PTE was formed John Hill became Metro Bradford District Manager and the position of District Traffic Officer was given to Bert Henry from Leeds City Transport who was very keen to expand OMO across the Bradford route network.

Kevin Hey


19/09/17 – 06:01

Still trying to get "facts" and the best come across so far, is from the JS King book. The following is a timeline summary:
1967
BCT ordered the Swifts and Panthers (503-512 ) to start OMO and had the unions OK 8 and 10/1969. The Swifts and Panthers arrived but went to work with conductors on 61, 83 and 27-29/32. Cannot find a reason why they were not used for OMO. These buses were also available for breakdown cover for the other operators on the joint with 7 other operators "White Rose" express to Sheffield; BCT having only one journey a week which they "banked" so they could then a bus operate all week.
Mr King notes the SD were already "white elephants", as by now DD OMO was acceptable, so seventy 33 foot DD were ordered, with union acceptance of OMO for these 2 door 33 foot vehicles.
8/1970
The DD start to arrive (401-470) but unions said no as are too long and the drivers’ view of exit door was insufficient. So OMO introduction postponed once again.
9/1971
SD work on the peak time only Leeds express (272) joint with Leeds CT who operated SD OMO, but BCT used conductors
31 Dec 1972
OMO finally starts using 30 foot DD (315 to 355) on routes 36-38 and 40-42 20 May 1973
OMO starts on joint working with Leeds on the 72 route
Footnote
This appears is a strange story, that however, shows the management/union environment at the time.

Stuart Emmet


19/09/17 – 06:02

Re Kevin Heys comments. There was a regular evening trip on service 46 to Buttershaw.
OMP operation commenced in Bradford with the conversion of the 72/78 services between Bradford and Leeds which were jointly operated with Leeds City Transport. This started in late May 1973. I cannot recall them being used on White Rose services during my time in Bradford in 1973.

Stephen Bloomfield


22/09/17 – 07:15

I suspect that when BCT ordered dual doorway buses the ‘agreement’ with the T&GWU was merely one of outline or agreement in principle to discuss the matter. It would appear that a detailed agreement with signatories was not secured until 1972. The initial conversions at the end of 1972 used single door Fleetlines, but evidently the T&GWU was prepared to allow two-door buses to be used on services to Leeds when these were converted in May 1973. The feeling I detected at Bradford was that neither management nor the T&GWU were keen to pursue OMO. Management believed that OMO made the service worse for passengers, while the T&GWU was against a reduction in potential members and staff – members – losing overtime.

Kevin Hey


 

Quick links to the  -  Comments Page  -  Contact Page  -  Home Page

 


 
 

Please leave a comment

 

Please Note if you want to send a photograph with your comment please use the Contact Page by clicking here or send as an attachment via email.

 

PLEASE READ THIS
If no or an incorrect code is entered you will get the CAPTCHA ERROR PAGE, right click anywhere on the page and click on Back so you can enter or correct the code without losing your comment.


*

All rights to the design and layout of this website are reserved     Old Bus Photos does not set or use Cookies but Google Analytics will set four see this

Old Bus Photos from Saturday 25th April 2009 to Monday 25th September 2017