Sydney Bus Hire

If you are looking to hire a bus in Sydney, you have a number of options. First of all recognising the requirements of high class buses for hire in the city, there are a number of providers provide this service. However, when you need a good quality bus hire company. contact Sydney Bus Company. The number 1 choice for Bus hire in Sydney

Be sure about what you want

The first thing to do is be very sure about your requirements. This way, you can hire a vehicle that is just right for your needs. You don’t have to spend more on a bus that does not fulfill your requirements. Some questions that you need to address include the number of people who are going to travel in the bus, the approximate duration through which you need it, the facilities you would like in the bus and other such aspects. More importantly, you need to be very sure about your budget. Make a precise estimate of your spending capacity so that you don’t sign a rental contract that costs more than your budgetary limit. When you visit the bus rental service, be prepared with a list of your requirements.

Check carrier safety rating (CSR)

Every vehicle operator is awarded Carrier Safety Rating that is based on four factors namely collisions that the vehicle has experienced, convictions, facility audits and inspections. These ratings are available for public viewing. There are five levels of ratings provided by Canada ministry of transport – excellent, satisfactory, satisfactory-unaudited, conditional and unsatisfactory. Contact Sydney Bus Company  for Sydney Bus Hire

So, before you hire a bus from a rental service, you need to analyse these ratings so that you get a precise idea about the operator’s performance.

Compare and analyse

Never hire the first service that you come across, even if it has a good carrier safety rating. Always compare and analyse three to four good companies. This way, you can find a company that does not compromise on quality of service, has a good rating and is more affordable than others. Although you need to spend time on this, it is going to be worth it.

Testimonials

Testimonials talk a lot about Bus Hire Sydney the performance and quality of service of a bus rental service. Request the rental service for a list of previous clients. You can undertake a personal research and ask friends, family members, neighbours and colleagues who have rented bus service previously.

Spend some time identifying the best company because it is going to return great benefits.

Official Sydney.com site

Leyland Atlantean History

Ubiquitous Leyland Atlantean Bus, designed and made by Leyland Motors, Leyland near Preston, Lancashire. This bus design was radical and innovative and transformed the shape of buses in the UK and all over the world. With its rear engine and front doors next to the driver it enabled single crew operation on a double decker. The drivers and conductors weren’t happy originally. In some places it was operated by a full driver and conductor crew for several years. Can’t say I’d like to drive such a big vehicle and work out the price of a ticket and the change for a queue of passengers. This bus held 78 passengers which was large for the time.

At the time the use of buses was reducing as people moved to cars. To the general public it may not have been apparent at the end of the 1950’s but by the end of the 60’s it was obvious to all.

The chassis / engine was built at Leyland and the bodies were built mainly by Metro-Cammell, Weymann, Saunders-Roe, Walter Alexander. Every now and then you would see a bare chassis being run around the local area for testing with a driver sat up front wearing goggles.

Many people didn’t like the boxy shape, the way the engine stuck out at the back, the odd sideways seating downstairs and raised upper rear deck seats, the uneven location of the windows. Well I’ve got to say that I liked all those things. The Atlantean looked so modern.

There are versions with flat backs and tapered in upper decks; waste of time.

The front wheels are set back like a coach and enabled it to sweep round corners. It also sometimes looked like it was a bucking bronco with pronounced pitch movement, don’t know why but some had air suspension so maybe it needed pumping up or possibly due to the front wheels being set back.

The basic shape of the Atlantean is still in todays buses. Below the 36 business class bus service Leeds – Harrogate – Ripon. I recently went to Harrogate and these buses seem to run very frequently, every 20 minutes it seems. Quite nice I think, also the illuminated destination boards are attractive and very readable.

Transport in Melbourne

Melbourne has an excellent public transport system, referred to as The Met. It comprises a train, tram and bus network. A system of private bus routes is also in operation.

If you work in the city and live close enough to a station you may like to make use of the train on a daily basis. Some stations also have carparks. The journey usually takes half the time it does in a car during peak hours. Casual parking in the city is $6.50 upwards per day (usually around $10 per day) and if travelling on the South Eastern freeway, you have a toll fee to pay too.

City Circle Tram

To see some of the Melbourne CBD, board the burgundy City Circle Tram (picured left in front of Flinders Street Station) that runs a 30 min loop around downtown Melbourne along Flinders, Spencer and LaTrobe Streets. It runs every 10 minutes in both directions from 10am to 6pm every day of the week and is free of charge. (Not available Christmas Day or Good Friday)

The Met distributes a City and Suburbs Travel Guide available from selected newsagents, the City Met Shop and on their website. Hire A Bus in Melbourne

There are 3 fare zones in Melbourne. There are also 2 hourly, daily, weekly, monthly, annual and concession tickets covering all zones. The cost of a Zone 1 Adult daily return ticket is $5.10. Concession tickets (students & pensioners, under 15’s and other concession cardholders) are available, as are short trip tickets and discounts for purchasing weekly, monthly or annually. Children under 4 travel free.

The ticketing system is fully automated and enables you to travel between trains, trams and buses on one ticket (as long as you are in the correct zone). Tickets may be purchased at train stations, on board buses and trams, at many newsagents and other selected retail outlets, as well as The City Met Shop. You must validate your ticket in a machine prior to boarding your train or immediately on boarding a tram or bus.

Leyland Atlantean bus, 1970, 1969

Text courtesy of the Powerhouse Museum

This Leyland Atlantean double-deck bus was used in Sydney between 1970 and 1980. It differed radically in design from all previous double-deckers used here because it had its engine placed in the rear of the vehicle and a door at the front enabling the driver to collect the fares instead of a conductor. This bus is the first in the fleet of 224 Leyland Atlanteans placed in service in Sydney by the Public Transport Commission, later the Urban Transit Authority, between 1970 and 1972.The Atlantean design was pioneered in England in 1958 by Leyland Motors in response to the fall in passenger numbers being carried after the Second World War. This was because of the rise in use and ownership of cars. Not employing a conductor saved transport providers much in costs.New South Wales Government bus services commenced in Sydney in 1932, on a route from Manly to Cremorne Junction. Early double-deck buses were of the short wheel-base, front-engine half-cab design with access via a rear platform. The Atlanteans were introduced in Sydney in 1970 and were at the centre of a long running union dispute which led to the demise of the popular Government double-deck buses in NSW. There was considerable union unrest during the 1970s with a 6-week stop work in 1972 over the removal of conductors from Atlanteans. The State Government decided it no longer required conductors, which saw them re-employed as street ticket sellers, drivers and clerks. By 1980 almost all the double deckers had been withdrawn from service, the large-scale conversion to one-man operation making them redundant. The last of the Leyland Atlanteans left Sydney’s roads in 1986. Difficulty in obtaining spare parts for the Leylands saw the government change to the Mercedes-Benz MKII models instead.

Production notes

The chassis and mechanical components of this bus were made in England at the British Leyland Motor Corporation’s factory. The firm was established in 1896 as the Lancashire Steam Motor Company in the town of Leyland in North West England. It became Leyland Motors in 1907 and they built another factory at nearby Chorley. The firm produced the Trojan Utility Car in Kingston-upon-Thames, Surrey, an example of which is in the Museum’s collection (object number B1470).

After World War II Leyland Motors acquired a number of other vehicle and transport companies. In 1968 they merged with British Motor Holdings to form the British Leyland Motor Corporation.

Leylands were important manufacturers of buses and their most significant was the rear-engined Atlantean produced between 1956 and 1986. They were used both in the United Kingdom and around the world and were popular with British municipal operators including Aberdeen, Glasgow, Edinburgh, Newcastle, Manchester, Liverpool, Nottingham and Sunderland.

History notes

The first of the 224 Atlanteans were stationed at Mona Vale and Brookvale depots and later deliveries saw them sent to Randwick, Pagewood, Willoughby and Waverley depots. The largest number was at Randwick and Waverley for the busy Eastern Suburbs services. Later, they were transferred to Ryde and Leichhardt for use in the inner city and Victoria Road routes. The Atlanteans were all sold or withdrawn between 1977 and 1986, with the last government-operated service on route 189 to Taylors Point. Half the Atlanteans were purchased by private operators and most used as school buses in rural areas of New South Wales.

This bus entered service with the Public Transport Commission (PTC) on 21 April 1970. It was the first of the Atlanteans used by the NSW Government and has the registration and fleet number 1001. (The fleet numbers finished at 1224). It operated from the Mona Vale and Brookvale depots servicing the Warringah area and was later transferred to the Willoughby Depot. The bus was withdrawn from service in August 1980 after completing 191,900 km. After restoration at the Chullora Bus Workshops the bus was donated to the Museum in 1981.

Bus Transport in Australia

Melbourne hosts many big events including the Melbourne International Festival of the Arts, Melbourne Food & Wine Festival, Melbourne Comedy Festival, Australian Tennis Open, AFL Grand Final, the Grand Prix, Spring Racing Carnival and The Melbourne Cup, and not forgetting our superb music and theatre productions.

Besides such world class sporting venues as the Melbourne Cricket Ground and Melbourne Park, home of the Grand Slam Australian Open Tennis Championship, recent developments have added some superb new venues, including an Aquatic Centre, the IMAX Cinema, the Exhibition and Convention Centre, the Docklands Stadium and most recently, Federation Square. For Melbourne Bus Hire contact Melbourne Bus and Coach

The city is also famous for its magnificent parks and gardens – including the beautiful and peaceful Royal Botanic Gardens, with its elegant lakes, sweeping landscapes and rolling manicured lawns as well as the evergreen Fitzroy Gardens, housing Captain James Cook’s cottage, shipped from England and rebuilt stone by stone.

Shopping is a great experience – browse the stylish department stores, trendy boutiques and designer shops or bargain at the many bustling art, craft and food markets – there is something for everyone.

Restaurants, brasseries, bars and pavement cafés abound in Melbourne. From the localised cuisine and cultures of Lygon Street, Chinatown, Chapel Street and Brunswick Street, to the myriad of offerings in and around the city, the standard and enormous variety of cuisine in Melbourne is exceptional.

Excursions around Melbourne are season-orientated – from the beaches, the bay and the winelands in summer – to the awesome slopes of Mount Buller and Mount Hotham during the ski season, you will never be at a loss for outdoor entertainment. Testament to Australia’s quality of life is the fact that people from more than 140 countries have chosen to become Australian citizens. It ‘s interesting to note that one in four Melburnians were born in other countries. Not only is Melbourne the third largest Greek city in the world, but it is also the largest Italian city outside of Italy.

Leyland Atlantean from Wikipedia

The Leyland Atlantean was a double-decker bus chassis manufactured by Leyland between 1958 and 1986.

It pioneered the design of rear-engined, front entrance double deck buses in the United Kingdom, allowing for the introduction of one man operation buses, dispensing with the need for a conductor.

The prototypes

In the years immediately following World War II, bus operators in the United Kingdom faced a downturn in the numbers of passengers carried and manufacturers began looking at ways to economise. A few experimental rear-engined buses had been produced before the war but none successfully made it beyond the prototype stage. The need to minimise the intrusion of the engine into passenger carrying space was a priority, leading to several underfloor-engined single-deck designs. However, such designs raised the height of the floor of the vehicle, forcing additional steps at the entrance. On double decker buses, these problems were amplified, causing either an increase in the overall height of the vehicle or an inadequate interior height.

In 1952, Leyland began experimenting with ideas for a rear-engined double-decker bus. A prototype was built, with a body by Saunders-Roe, to the maximum permitted width of 7 feet 6 inches (2.29 m). It was fitted with a turbocharged version of the Leyland 0.350 engine, which was transversely mounted at the rear of the sub-frame. The chassis was a platform-type frame of steel and light alloy with deep stressed side-members. An automatic clutch and self change gearbox were also fitted. The vehicle was designated the PDR1 (R for “Rear-engined”).

In 1956, a second prototype was constructed, this time with a Metro-Cammell body and, again equipped with a 0.350 engine fitted across the frame. It had a centrifugal clutch, Pneumocyclic gearbox and angle drive. This vehicle was 13 feet 2.75 inches (4.0323 m) in height, with a 16-foot-2.875-inch (4.94983 m) wheelbase and overall length of 29 feet 10 inches (9.09 m) and had a seating capacity of 78. Leyland christened this prototype the Lowloader.

Though two prototypes were thoroughly tested, the same problem of a front-engined bus remained, they had rear entrances with the space alongside the driver being wasted.

PDR1/PDR2

The first production Atlantean ofWallasey Corporation

An amendment to the Construction and Use Regulations in 1956 saw the maximum length for double-deckers increased to 30 feet (9.1 m), allowing a wider entrance to be located ahead of the front axle. This was initially to allow the driver to supervise boarding whilst the conductor collected fares, but quickly it became apparent that the design would allow for one man operation. Leyland took advantage of the new regulation to launch the first prototype Atlantean at the 1956 Commercial Motor Show at Earls Court Exhibition Centre.[1][2] Though it featured the front entrance design that would redefine the bus industry, several factors prevented the bus going on the market. The main problem was the high level of engine noise inside the lower saloon, as the engine was still inside the body, with the compartment being used for bench seating.

Mechanically, the prototype Atlantean was similar to the Lowloader with an 0.600 engine transversely mounted at the rear with a pneumo-cyclic gearbox situated in the rear offside corner providing drive in a straight line from the engine. The Atlantean had a light and strong fabricated frame. Light alloy floor plates were rivetted directly to the framework, fulfilling the dual purpose of reinforcing the frame and providing a foundation for the saloon floor. The platform-type sub-frame concept from the Lowloader was retained for the prototype. A drop-centre rear axle allowed the flat floor, only one step up from ground level, to continue for the full length of the bus.

The prototype was demonstrated around the country to various operators. It also had an unregistered sister vehicle, which was used as a testbed. Both were subsequently scrapped.

A distinctive feature (shared with the Daimler Fleetline) was the recess in the rear of the bodywork, required by the lift-up engine cover

Preserved Newport TransportAlexander bodied Atlantean in 2004

By 1958, Leyland had overcome most of the problems and moved the engine to a rear-mounted compartment outside the main body and the first production Atlantean PDR1/1, with a 16-foot-3-inch (4.95 m) wheelbase, was launched at the 1958 Commercial Motor Show. It had simpler mechanical specification than the prototype, with conventional front and rear axles, leaf springs all round and a channel section frame. Glasgow Corporation, James of Ammanford and Wallasey Corporation each put their first example of the type into service in December 1958.[3]

From 1964, a drop-centre rear axle was available as an option for the Atlantean; the Atlanteans with drop-centre rear axles became known as theAtlantean PDR1/2 and, for the later version, the Atlantean PDR1/3. In 1967, Leyland launched the Atlantean PDR2/1 which could be fitted with 33-foot-long bodywork (10 m).[4][5]

In 1965, London Transport purchased a fleet of 50, initially operating on routes 7, 24, 67 and 271 before being transferred to Croydon.[6][7][8][9]

In some body designs the recess was not full-width

Though some operators initially continued to buy front-engined vehicles for reliability, the Atlantean became very popular. Though the National Bus Company and the Scottish Bus Group favoured the Bristol VR and Daimler Fleetline respectively, the Atlantean proved popular with municipal operators. Aberdeen, Bournemouth, Glasgow, Edinburgh, Newcastle, Manchester, Liverpool, Newport, Nottingham and Plymouth Corporations purchased large numbers of the type.

In 1968, three Atlanteans were bodied by Marshall as single deck buses for Great Yarmouth Corporation.[10] By 1972, over 6,000 Atlanteans had entered service.[11][12]

AN68/AN69

Preserved Delaine Buses Northern Counties bodied Atlantean in Stamfordin August 2007

Citibus Tours Roe bodied Atlantean in Manchester in the 1990s

In February 1972, Leyland announced the AN68 series to replace the PDR1/PDR2.[13] The new chassis provided a wider entrance and several new safety features were included. An audible and visible alarm discouraged engine overheating by giving the driver due warning. A fail-safe parking brake was introduced, while the steering box and brake controls were protected against damage from severe head-on collision and stainless steel air-piping gave greater resistance to corrosion.[14]

Two models were offered: AN68/1R (9.4m in length) and AN68/2R (10.2m in length). Power assisted steering was standard on the AN68/2R and optional on the AN68/1R. The steering pump was power driven, which replaced the early belt driven system, while the only available engine was the new Leyland 0.680. A wide variety of body styles from various manufacturers continued to be offered, allowing the Atlantean to be tailor made to requirements from operators ranging from the small independent to the large city corporation.

In 1978, Leyland started to offer the AN69 with Leyland 0.690 (a turbocharged variant of the 0.680 engine, all were sold to overseas operators.[15]

The Atlantean continued to sell in large numbers, with many operators proving loyal to it.[16] London Transport however, notably it chose the Daimler Fleetlineover the AN68 for its first large rear-engined double-deck order. Though over 2,000 Fleetlines would be purchased, reliability problems let to their very premature withdrawal.

The formation of British Leyland in 1968 saw rivals Daimler and Bristol merge with Leyland, bringing the two competing rear-engined chassis (Daimler Fleetline and Bristol VR) together with the Atlantean. Though the Bristol brand was retained, Daimler was dropped and products were re-badged as Leylands. After the re-organisation, Leyland set out to develop a new rear-engined double-deck bus for the London market to replace the troublesome Fleetlines. This new vehicle, the Titan B15 spawned a simpler, non-integral offshoot, the Olympian, which debuted in 1980. Though the Olympian was meant as a direct replacement for the VR, Fleetline and Atlantean, the venerable AN68 continued in production alongside the Olympian until 1986. The last Atlantean for the domestic market rolled off the production line in 1984, the last of a batch for Merseyside PTE, while the export version remained in production for a further two years, with deliveries to the city operator in Baghdad, Iraq.

By the end of production, over 15,000 Atlanteans had been built. Greater Manchester PTE (and its predecessors) was the largest operator of the Atlantean with ‘Greater Manchester Standard’ bodies from Northern Counties and, to a lesser extent, Park Royal. Second was Glasgow Corporation/Greater Glasgow PTE most of which were bodied by Walter Alexander. Third was Merseyside PTE who took approximately 800 Atlanteans mostly bodied by Walter Alexander and East Lancs although there were smaller batches with MCW and Willowbrook bodies.

Exports

Public Transport CommissionPressed Metal Corporation bodied Atlantean in Junee in March 2011

Singapore Bus Service received 520 Leyland Atlantean AN68/2Rs between 1977 and 1986 in three batches with the bodywork provided by Metal Sections/Duple Metsec, British Aluminium Company and Walter Alexander.[17][18][19][20] The Singapore Leyland Atlanteans were withdrawn between 1993 and 1999 with 101 sold to Citybus (Hong Kong).[21][22][23]

A small fleet of Atlanteans also crossed the Atlantic, entering service in New York City. The double-deckers arrived in 1976, but proved problematic. After finally getting the too-tall buses from the docks, it was discovered that their height made them unsuitable for use on Fifth Avenue, and due to an underdimensioned air-conditioning system they could not be operated in the height of summer. New York’s heavily potholed roads also took a toll, and after the Atlanteans spent most of their time being repaired the fleet was quietly withdrawn in 1980.[24][25][26]

In Australia, a fleet of 224 were bodied by Pressed Metal Corporation for the Public Transport Commission, Sydney between 1970 and 1973. Reliability and industrial relations issues plagued the fleet with withdrawals commencing in 1979.[27] A deal was concluded to sell the fleet to China Motor Bus, however the incoming Government of New South Wales blocked the deal.[28] The final examples were withdrawn in 1986, by which time they were concentrated on route 190 to Palm Beach. [29] These were the first double deck buses bodied in Australia for 17 years, and would be the last until the Bustech CDi in 2011. Many would go on to have longer careers after being sold, and some still are in service today, often in open top configuration.[30]

Many former municipal bus company Atlanteans were imported into Australia in the 1970s. Australian Pacific Tours, Kirkland Bros Omnibus Services of Lismore, Sita Buslines and Westbus of Sydney among the operators.[31] In April 1974 a PDR1A/1 chassis originally intended for Southampton Corporation but fire damaged at East Lancashire Coachbuilders was bodied by Pressed Metal Corporation as a single deck bus for Seven Hills Bus Co.[31][32]

The Story of 680

On the 3rd of May I was invited along to Heysham docks to see the return of GBB 516K a 1972 Leyland Atlantean that had been saved from being scrapped by Fred Mckale. Fred Mckale Roy Carrington Eddie Tweddle and myself witnessed her arrival as she drove off the ferry back onto her native soil where she would undergo a major restoration project to return her to her original condition and pride.This Atlantean was purchased by the TYNESIDE P.T.E in 1972 being one of a batch twenty five purchased at that time and was given fleet number 680 later in 1974 she was renumbered to 716. She ran in service on Tyneside until in 1981 being one of a batch of sixteen she was sold to the Isle Of Man National Transport Company where she ran for a further four years in service on the island. Then after her service life came to an end she was sold to a karting club to be used as a control centre and tower. When a newer vehicle was sought to replace her it was decided that her future, unless someone could be found to restore her, that her demise would be at the hands of the scrapyard people, Richard Dodge and Les Cannan two island enthusiasts were informed and stored 680 for two years and would restore her themselves at a later date if no one could be found, that would take on the restoration. That is when Fred McKale came onto the scene and set about her subsequent repatriation and restoration. All of the pals are to take part in this restoration but being disabled I can only supply my technical knowledge and let the others do the heavy work still being part of it is a great pleasure though.

Gbb 516 194 Gbb 516 226 Gbb 516 225 GBB 516 186 GBB 516 9 709