Finding a Single-decker • to Suit Sunderland
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available earlier this year, however, and in any case it is powered by the Cummins V-6 engine. Leyland Motors, however, promised delivery of three shortened Panthers fitted with 0.400 engines (what has come to be known as the Panther Cub) in time for April. Delivery of these .
chassis was put off until September, however (but had still not been made at the time of going to press), and when the complete buses do enter service, another make and type of bus will have joined Sunderland's relatively small singledeck fleet. As Mr. Morton summed up the whole situation: " It is all too depressing."
Whatever Sunderland's problems in finding satisfactory single-decker buses, the department has faced up squarely to the many other problems confronting bus operators. As is often the case, the dispute previously referred to centred round the question of staff redundancy caused by the introduction of one-man single-deckers in place of doubledeckers. In fact, such a measure was becoming an absolute necessity to keep the bus services up to normal strength, because of a persistent shortage of bus crews. Six singledecker bus services are now operated, compared with 15 basic double-decker services, and show a saving of 10d, a mile in operating costs.
When Norman Morton became general manager of Sunderland Corporation Transport in July, 1952, he was confronted with the task of replacing the town's tramway system and, at the same time, retaining the low fare scales for which Sunderland was already well known. In two years, 88 tramcars and 30 old-type central entrance buses were replaced by 69 new buses, though in fairness it should be said that two tram routes had previously been switched to motor bus operation without any subsequent withdrawal
of tramcars from the fleet. Even so, by streamlining services and cutting out unnecessary overlapping of facilities, a notable fleet economy was achieved.
To obtain the maximum economy in operation, 7-ft. 6-in.-wide buses were re-introduced as standard, and were fitted with Gardner 5LW engines, though the refinement of fluid transmission was retained. Furthermore, although the newer vehicles weighed nearly a ton less than their immediate 8-ft.-wide predecessors, they were actually better equipped. A modification to the Roe type of safety-staircase was designed by the department, and became standard in all new buses, apart from one batch of Northern Counties bodies in 1958. This facilitated the fitting of 63 seats, compared with the previous 58 maximum. No fewer than 97 of these light-medium-weight double-deckers were introduced between 1953 and 1958, whilst six bodies of similar specification were fitted to reconditioned wartime Guy chassis in 1954.
The operation of this economy fleet has truly paid off. At least one extra mile per gallon has been achieved compared with earlier buses in the fleet, and the only drawback has perhaps been in the reduced width of the buses. Riding comfort of this fleet frankly compares very well with the London RT, and even if the seats are not so comfortable their standard is more than reasonable.
Notwithstanding the success of these buses, Sunderland Corporation is keeping abreast of developments and is, indeed, one of the pioneers of the new movement in public transport to provide more comfortable and attractive buses. A prototype Daimler Fleetline with 70-seat Roe body, introduced in March, 1962, was followed by five more towards the end of that year. Another nine, with 77 seats, entered
service in 1963, 12 more entered service this year, and a further 12 are to be purchased next year.
A new decor has been adopted for all new buses, both internally and externally, and all single-deckers from the Guy L.U.F.s onwards have moquette seats. A most unusual feature of the fizetlines is a rear profile rather like a Ford Anglia, the top-deck being foreshortened and fitted with square corners, with the panels above the waist-rail sloping rearwards towards a "peak" at the roof. A peak is also employed at the front. Critics have claimed that anyone can see that the buses are simply standard Park Royal Group bodies modified, but this is, of course, nonsense. Only experts can detect this fact, and the " newlook" buses have been very well received in Sunderland, whilst their cost is much lower than if a special design were employed. Both the prototype and the first batch of five were exhibited in the town centre before being placed in service, to help promote good will.
In tramway days. Sunderland's undertaking used to be described as a model small-town tramway system, and I think it is perfectly fair to describe the town's system today as a model, medium-town bus system. The system has expanded considerably since the trams ceased, and a large boundary extension in 1951. brought the corporation to loggerheads with the Northern General Transport Co. Ltd.
who regarded this new land as their own territory. In practice joint services have been established to serve the new estates within the boundary extensions, and whilst the transport department will never cease to claim that it should have the sole right to serve the town's own people, transferred from older parts of the town, working relations with Northern are nevertheless quite friendly.
Sunderland has always maintained as low a fares table as possible. To avoid a further fares increase, the town recently granted relief from the rates, amounting to a 23d. addition per ratepayer. The basic fares table retains a 2d. minimum fare, available for 1-1 miles, the fares increasing in Id. increments to a maximum of 9d. for 8.8 miles. A Id. surcharge is made on all fares at week-ends and on Bank Holidays, however. This surcharge is blamed for the 21 per cent fall in passengers in the year ending March 31, compared with last year, and the department argues that the fall would have been much greater had there been a general fares increase.
As for the future, Sunderland Transport is looking ahead, and it was probably the first undertaking in the country to produce a report for future development following the publication of the Buchanan Report. Entitled "People and Transport it is a must for anyone to read who has not already done so.