00griff00
LAK 309G - 1969 Leyland Titan PD3A/12 Alexander H41/29F
From www.kbmt.org.uk
The PD3 was the final variant of the Leyland Titan, being the 30ft long version of the PD2 model, introduced in 1956 when double deckers of that length on 2 axles were first permitted. In usual Leyland practice, the chassis type code indicated the particular combination of specification, the PD3A/12 featuring the Leyland 0.600 engine, air brakes, pneumocyclic gearbox and a concealed radiator.
By the late 1960`s the rear engined bus had become very popular because of the ease with which it would accept bodywork capable of one person operation and thereby also attracting government grants. The grants were largely aimed at persuading operators to modernise their fleets and naturally most operators took advantage of the scheme. The result of this trend was a decline in the demand for traditional front engined chassis, and fewer and fewer were ordered. In 1969 the last of a long line of Leyland Titans was produced.
In the 1950`s and up to 1964, Bradford had sourced its double deckers from AEC. The 1966 deliveries were Daimler CVG6s but in 1967 Bradford strangely ordered its first PD3s at the same time as taking its first rear engined double deckers, which comprised both Leyland Atlanteans and Daimler Fleetlines. These two models again featured in 1968 deliveries but for the 1969 double deck intake, PD3s were again specified, the batch comprising 15 buses numbered 301 - 315, These were among the last PD3s delivered, being concurrent with a batch for Stockport, an export order for India, and two (including the very last) for Ramsbottom.
When new in April 1969, 309 was allocated to Bankfoot depot and ran on the Manchester Road and City Circle routes. On formation of the West Yorkshire PTE it was renumbered 2309 and later transferred to the Hall Ings (Interchange) depot on its opening in 1977. It continued in service with the PTE until May 1984 and passed immediately on withdrawal to the West Yorkshire Transport Museum, where it was restored to original condition and livery. It was acquired by Keighley Bus Museum from the administrators of Transperience in September 1998 with support from the Heritage Lottery Fund, the Science Museum PRISM Fund and Bradford Metropolitan Borough SNL801.
Bradford had acquired earlier batches of Regent V all with Metro Cammell bodies, in small numbers in 1959 (15), 1961 (5) and 1962 (10) and in larger numbers for trolleybus replacement in 1963 (60) and 1964 (30), these buses being numbered 106-225, a total of 120 buses. This period saw the closure of trolleybus routes to Bradford Moor (1962), Crossflatts (1963). Bolton - Bankfoot (1964) and Eccleshill (1964). Bradford first motorbuses in 1926 had been AEC's and Regent IIIs and Vs were bought regularly between 1947 & 1964.
By the late 1950s a move was being made away from the traditional rear entrance open platform for two major reasons. The most important of these was safety. Later the entrance began to appear at the front of the vehicle so that the driver could supervise the platform. The addition of doors also meant that the bus was warmer and at a time was car ownership was beginning to grow. this was considered an important element in the fight to retain passengers.
6220 KW is representative of the Bradford fleet of the early 1960s as by this time about a third of the fleet was of this type. The vehicle was still in service at the formation of the West Yorkshire PTE in 1974, and received fleet number 2220 as a Bradford District vehicle. Due to the increasing difficulty of obtaining spares for AEC vehicles after the company's closure, many of these buses were withdrawn before the end of their expected lives and scrapped in the early 1970s. 2220, however, was retained for use as a mobile mess room for the bus station painting crew and remained in use even after the engine had ceased to function, being towed to site as necessary.
The bus was purchased by the West Yorkshire Transport Museum in 1985 and restored to original condition. It was acquired by Keighley Bus Museum from the administrators of Transperience in September 1998 with support from the Heritage Lottery Fund, the Science Museum PRISM Fund and Bradford Metropolitan Borough Council.
6220 KW: AEC Regent V MetroCammell H40/30F 1964
During the early 1960s, trolleybus operators throughout the country were looking at running costs and deciding that trolleybus operation was becoming too expensive. Routes and systems were gradually closed as opportunity arose and replacement motorbuses were purchased. Bradford in the early 1960s was in the throes of redevelopment and a decision was taken that certain trolleybus routes should be abandoned.
LAK 309G - 1969 Leyland Titan PD3A/12 Alexander H41/29F
From www.kbmt.org.uk
The PD3 was the final variant of the Leyland Titan, being the 30ft long version of the PD2 model, introduced in 1956 when double deckers of that length on 2 axles were first permitted. In usual Leyland practice, the chassis type code indicated the particular combination of specification, the PD3A/12 featuring the Leyland 0.600 engine, air brakes, pneumocyclic gearbox and a concealed radiator.
By the late 1960`s the rear engined bus had become very popular because of the ease with which it would accept bodywork capable of one person operation and thereby also attracting government grants. The grants were largely aimed at persuading operators to modernise their fleets and naturally most operators took advantage of the scheme. The result of this trend was a decline in the demand for traditional front engined chassis, and fewer and fewer were ordered. In 1969 the last of a long line of Leyland Titans was produced.
In the 1950`s and up to 1964, Bradford had sourced its double deckers from AEC. The 1966 deliveries were Daimler CVG6s but in 1967 Bradford strangely ordered its first PD3s at the same time as taking its first rear engined double deckers, which comprised both Leyland Atlanteans and Daimler Fleetlines. These two models again featured in 1968 deliveries but for the 1969 double deck intake, PD3s were again specified, the batch comprising 15 buses numbered 301 - 315, These were among the last PD3s delivered, being concurrent with a batch for Stockport, an export order for India, and two (including the very last) for Ramsbottom.
When new in April 1969, 309 was allocated to Bankfoot depot and ran on the Manchester Road and City Circle routes. On formation of the West Yorkshire PTE it was renumbered 2309 and later transferred to the Hall Ings (Interchange) depot on its opening in 1977. It continued in service with the PTE until May 1984 and passed immediately on withdrawal to the West Yorkshire Transport Museum, where it was restored to original condition and livery. It was acquired by Keighley Bus Museum from the administrators of Transperience in September 1998 with support from the Heritage Lottery Fund, the Science Museum PRISM Fund and Bradford Metropolitan Borough SNL801.
Bradford had acquired earlier batches of Regent V all with Metro Cammell bodies, in small numbers in 1959 (15), 1961 (5) and 1962 (10) and in larger numbers for trolleybus replacement in 1963 (60) and 1964 (30), these buses being numbered 106-225, a total of 120 buses. This period saw the closure of trolleybus routes to Bradford Moor (1962), Crossflatts (1963). Bolton - Bankfoot (1964) and Eccleshill (1964). Bradford first motorbuses in 1926 had been AEC's and Regent IIIs and Vs were bought regularly between 1947 & 1964.
By the late 1950s a move was being made away from the traditional rear entrance open platform for two major reasons. The most important of these was safety. Later the entrance began to appear at the front of the vehicle so that the driver could supervise the platform. The addition of doors also meant that the bus was warmer and at a time was car ownership was beginning to grow. this was considered an important element in the fight to retain passengers.
6220 KW is representative of the Bradford fleet of the early 1960s as by this time about a third of the fleet was of this type. The vehicle was still in service at the formation of the West Yorkshire PTE in 1974, and received fleet number 2220 as a Bradford District vehicle. Due to the increasing difficulty of obtaining spares for AEC vehicles after the company's closure, many of these buses were withdrawn before the end of their expected lives and scrapped in the early 1970s. 2220, however, was retained for use as a mobile mess room for the bus station painting crew and remained in use even after the engine had ceased to function, being towed to site as necessary.
The bus was purchased by the West Yorkshire Transport Museum in 1985 and restored to original condition. It was acquired by Keighley Bus Museum from the administrators of Transperience in September 1998 with support from the Heritage Lottery Fund, the Science Museum PRISM Fund and Bradford Metropolitan Borough Council.
6220 KW: AEC Regent V MetroCammell H40/30F 1964
During the early 1960s, trolleybus operators throughout the country were looking at running costs and deciding that trolleybus operation was becoming too expensive. Routes and systems were gradually closed as opportunity arose and replacement motorbuses were purchased. Bradford in the early 1960s was in the throes of redevelopment and a decision was taken that certain trolleybus routes should be abandoned.