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[splott]

sorry to burst bubble, i can't see an electric bus being workable in London, espeically something the size of a double decker bus. A Hyrbrid yes (they are already in service) but not full blow electric, just won't be practical

Can't see it myself, just quoting A/M'S hype

[Nickbat]

sorry to burst bubble, i can't see an electric bus being workable in London, espeically something the size of a double decker bus. A Hyrbrid yes (they are already in service) but not full blow electric, just won't be practical

Could always go back to trolley buses. They worked, to a fashion at any rate. 

[Seth]

Leyland's revolutionary Atlantean chassis made it's debut in the late 1950s.
A radically-new layout featured the 9.8-litre 0.600 engine close-coupled via a centrifugal clutch to a hefty epicyclic gearbox/angle-drive unit, all mounted transversely on the rear chassis overhang.
The driveline was therefore of 'Z-configuration' to an angled hypoid-bevel differential in a 'live' rear axle.

Western Welsh received 66 of the PDR1/1 model between 1960 and 1962, and were given fleetnumbers 301-366.
301-312 (TUH 301 etc), and 313-331 (VKG 313 etc) arrived in 1960.
332-347 (XUH 333 etc), and 348-366 (348 ABO etc) came in 1962.
All were bodied by Weymanns to 'semi-lowbridge' configuration.

Whilst they quickly gained approval with platform staff, they became something of a nightmare to the engineering department!
 




Here's 326 of 1960-vintage, believed to be leaving Merthyr on the long 156 service to distant Newport via Tredegar and Monmouthshire's Western Valley.
With a grey diamond affixed, it's Crosskeys-based - this route being jointly-licensed (and operated) with Red & White's Tredegar depot. R&W generally contributed rear-entranced Bristol Lodekkas to it's share of the 156.






[/img]

Taken around 1974, Penarth Road-based 364 was already some 12 years old.
It's seen here at Cardiff Central Bus Station on arrival from Maerdy, at the head of the Rhondda Fach valley. The important trunk 331/332 services were jointly-operated with the associated Rhondda Transport Co; and ran to a 15-minute frequency (at least as far north as Pontypridd).
Several of these Atlanteans carried overall advertisements as seen here, and were often moved around the various depots on a regular basis as required by the contract.

[splott]

Ok then, if we have high bridge and low bridge, what is semi-low bridge?
Also why did the engineers dislike the Atlantean?

[Lizzie_Zoom]

Ok then, if we have high bridge and low bridge, what is semi-low bridge?
Also why did the engineers dislike the Atlantean?

What a double decker driver claims it is after he has tried to go underneath it?

Like this:



 

[splott]

Ok then, if we have high bridge and low bridge, what is semi-low bridge?
Also why did the engineers dislike the Atlantean?

What a double decker driver claims it is after he has tried to go underneath it?

Not quite the answer I was expecting

[Seth]

Ok then, if we have high bridge and low bridge, what is semi-low bridge?
Also why did the engineers dislike the Atlantean? :y

The early production Atlantean chassis didn't utilize a drop-centre rear axle, so the floor height at the rear end of both decks was slightly higher than the forward portion.
Due to this, there wasn't a 'true' flat floor downstairs, which also resulted in reduced headroom at the rear of the top deck saloon. The rearmost four rows of upstairs seats were therefore arranged in the 'lowbridge' configuration. This was to achieve a low overall height within the constraints of the chassis dimensions.
 :-/


Positioning the engine/transmission assembly some 30ft aft of the driver, was probably the biggest concern with the engineers.

If a fault developed, in many instances, the driver simply became unaware of any tell-tale noises or symptoms of unit failure. The electro-pneumatic control of the semi-automatic transmission, whilst simplicity in itself to use, was easily abused by inept drivers. Gearbox failures were all too common, and the task of changing this hefty unit was quite an involved process. The engine/gearbox was mounted on a sub-frame, which itself had to be removed from the chassis rails before these units could be separated for removal. Easy to see then, that our workshops became monopolised by failed Atlanteans. Western Welsh soon modified the subframe, so that the gearbox/angle-drive unit could be removed whilst the engine was left in-situ.

Other improvements came with the later PDR1A Atlantean, and helped to vastly increase their reliability.
 
I'll get 'our man on the Wirral' to post a photo of one such example soon!

[splott]

I am now watching Mutiny on the Buses, Am I being sad or what

[Seth]

I am now watching Mutiny on the Buses, Am I being sad or what

Isn't that the film where a former Ribble Atlantean was used?

[splott]

Not sure,mywife was ironing in front of the TV. I could only see half the picture,couldn't complain, she would have killed me after getting p***ed last night! :-/

[Seth]

Not sure,mywife was ironing in front of the TV. I could only see half the picture,couldn't complain, she would have killed me after getting p***ed last night! :-/

That's what you employ her for, is it not?

[splott]

I mean piss*d, can't push my luck. Walking on tip toes mate. She's not a happy bunny!

[splott]

Here is one for you Bus Anoraks.............................
Any info on this one?
[/img]

[Seth]

The next Atlanteans to arrive were 10 of the further developed PDR1/3 type in 1969/70.
They were allocated fleetnumbers 367-376, and were registered PKG 367H etc.

A redesigned chassis incorporated a drop-centre rear axle, which allowed 'true' flat floors throughout, and thereby a low overall height double-decker with a 'highbridge' seating layout on both decks. The 0.600 engine was retained, and a much-improved and simplified driveline introduced. It featured a fluid flywheel, cardan shaft and a remotely-mounted 4-speed epicyclic gearbox/angle-drive unit in an 'H-configuration'. The electro-pneumatically operated gear-change was also replaced with direct-air operation.

They soon settled down to give much-improved reliability when compared with the earlier Atlanteans.


   
[/img]

Here's freshly-repainted Barry-based 373 at Cardiff Bus Station, awaiting departure on the 'top road' service to Barry.

Carrying Northern Counties bodies, these buses were equipped for one-man operation from new. They were 13'5" high, instead of the customary 13'8" and had been purchased under the government's 'bus grant' scheme, after Western Welsh received dispensation from the Ministry of Transport.

Fellow BET subsidiary Rhondda Transport, had also placed a sizeable number of similar buses in service the previous year.

[Vamps]

Far more interesting than global warming or the election threads, how about extending to other commercials, please keep them coming.....