Philadelphia Sunderland District Depot 1973
Robert Facey
The year 1973 was one of change but in relation to Sunderland District Omnibus (SDO) the depot was very much as it had been over the years. The major companies of the Tilling Holding Company (Tilling) and British Electric Traction (BET) had been brought together to form the National Bus Company (NBC), with Nationalisation the way forward. Operating companies would give their Express services over to National (Express) while in the main continuing to operate those services. The Tilling group had been Nationalised since 1948 and was linked to the Nationalisation of the Railways, British Rail. In 1968 BET offered the group to the Government and this brought on NBC in January 1969 when the two companies formed the basis of NBC and Nationalisation of the industry.
For many companies what had been the way for decades change was coming. The unique in some cases, liveries of some, or collective liveries of such as the Tilling companies would be swept away leaving two principle liveries revolving around the areas basically of North and South where in the main all in the north would be poppy red and the south would be leaf green in a standard colour scheme, added to would be a standard white waist band. This was the image of the new NBC with all coach liveries under National being replaced by white regardless of what area the coach came from. There were similar arrangements in Scotland which was separated and became Scottish Bus Group (SBG) with the companies colour coded, like Yellow for Northern Scottish, green for Eastern Scottish, with the coaching Express side coming under the name Scottish Citylink and again the set corporate Express livery was standard over all the companies. Outstanding express liveries like the green and cream of United Automobile Services (United) and the yellow and black of Eastern Scottish would be replaced by one corporate livery, standard white for United and blue/grey for Eastern Scottish.
Within all the companies there was exceptions and such as South Wales Transport where the area more dictated green the fleet was given red. Within the English mainland there would be odd cases of deviation from the standard corporate colour. A handful of companies were allowed dark blue rather than the red or green. Companies such Midland General but also the SDO company working from the legendary depot of Philadelphia. The SDO was a subsidiary of Northern General Transport (NGT) a BET company and as such had a special unique livery within NGT of blue/light grey.
Marching also into the era of change a new vehicle was likewise on the scene, the Leyland National (LN). To appreciate the time leading to this new era, companies had very much been proceeding independently with their own management structures, ordering vehicles they wanted, doing their own extended tours as an example. Sometimes tradition was the way, in the main NGT took Leyland, with United/Tilling taking Bristol. The new NBC would see the marques of both in NGT and United. Likewise, management structures changed and added to individual company Management Trainee schemes were NBC trainees. This upper level of management was set to bring much change.
My first recollection of SDO comes from the early 70s just as the change was starting to make inroads. The autonomous depot of Philadelphia was very much within its own unique bubble, but little changes were creeping in. The first Leyland National was I believe unveiled at Philadelphia and would start a new fleet number range unique to NGT. The company had been chosen to be an early recipient of LNs along with Cumberland that took the first. Built at Workington, the Leyland National was of integral build and much regard had been given for strength and safety but sadly the engine chosen would be troublesome with no alternatives. Within a short period of time NGT would have 100 LNs and in the end become a major operator of the type. Noted before was companies doing their own agendas and such as NGT, Daimler Fleetline single decks with Alexander dual door bodies were the latest buses for SDO. Coming alongside them was Bristol RELL dual doors and Bristol VRTs, both the latter unusual against the standard NGT pattern of AEC Reliance, Leopards, Leyland Atlanteans and Daimler Fleetlines. Bristol RELH both ECW and Plaxton were the new order though Leopard coaches would still later come.
Regarding the new fleet number range and the unveiling of the first LN at Philadelphia. In standard red base colour, the Leyland National was unveiled. Shortly after as 1K, the first of the new range, the bus would receive the coveted SDO livery. The new range would be added to regardless of what model of bus or coach was taken. The first LN would be added to shortly after by 2/3K. The last group of buses for SDO were 376-92, in the old range, 17 Alexander dual door single deck Fleetlines, they were the last of the old order and major changes would start not long after. Philadelphia was very much original SDO in 1973, no NBC blue evident though near. Unfortunately, the first Leyland National suffered fire damage and 1K was withdrawn. Fire was the one element to a Leyland National that was fatal through the bus being integral, where otherwise a vehicle with a chassis could be rebodied a Leyland National could not.
Change would start and much of the north disappeared in a blanket of poppy red, SDO was allowed a darker shade of Blue. This allowed the depot to carry on in its autonomous traditions separate still with a unique identity. The first Leyland National would arrive in the now darker shade of NBC blue, 41L. Not too long later 4K would appear as a transfer from NGT being formerly NGT colours. The first 20 Nationals were in SDO/NGT fleet livery but with the arrival of 21L this LN was the first in poppy red, being slightly different as being configured as fully automatic though not thought to have operated in service that way. A few after 21L were also in NGT livery but poppy red would soon make an appearance and all new buses would be generally painted as such. Another LN was allocated to Philadelphia, the unique 56L, different as it was poppy red but carried SDO fleet name, why it was never painted a mystery! One further 67L, painted SDO blue but a transfer like 4K.
The rest of the SDO fleet I can remember from around the Leyand double deck PD2s that started from around 286 and ran till 298. Two Tiger cubs 299/300, beautiful coaches in their day but by then in bus livery. Early Atlanteans from 301 working through the numbers of more Atlanteans and DP Tiger Cubs till the Leopards around 333. Leopards would work through till 345-52 that were DP Leopards and once carried the special Turquoise DP livery unique to SDO as previous DPs also did. More Leopards until two Panorama Coaches 356/7. There is a stunning picture of an SDO and NGT coaches loading in Worswick street bus station in their respective company liveries only difference being one maroon and the other blue in relief colours. Leopards again from 358 going to 370 the batch being the first semi-automatics. Two odd Marshall Camairs 371/2 that would transfer way after a short while had brought a futuristic look. Three Daimler Fleetlines 373-5 and finally 376-92, the single deck dual door Daimler Fleetlines, one of the smartest buses built to date, mentioned before, bringing the end of the old order!
The new order was making inroads and change had been brought on. A visit in 1973 could see some of this change. United had been the recipient of 19 Bristol RELLs that NGT had ordered. The change to NBC had seen Bristols make inroads but then came the National. With NGT now taking National's what REs they had been due to take were diverted. United was an obvious choice for the REs and United dual door 5036/7 were part of the order diverted. To anyone looking they looked standard United build, but they were built as configured NGT dual doors, had one seat less and were a four-speed gearbox. They hadn’t been changed as they were too far in build. Seventeen RELLs were not too far on and they came as 4265-81 built single door and with the normal five-speed gearbox, common to United. A visit in winter to Philadelphia would also find Plaxton RELH coach 113L stored down the side of the depot, within the depot. Winter storage could find several stored coaches. As if by a special decree the order of 10 Plaxton RELH of which 113L was part had been split with 113-20L in standard National white but 121/2L likewise different in they carried SUNDERLAND fleet name as opposed to NORTHERN of the first eight. Just as Philadelphia had been allowed the two Panorama Leopard coaches the two RELH took their place.
The new order progressed. Double decks were coming in the form of Atlantean AN68s Park Royal dual doors. The first of these seen creeping down A platform in the old Park Lane bus station at Sunderland was stunning, SDO had seven taking an eighth later that had been poppy red. The special arrangement would however eventually come to an end and Philadelphia became a Wear Buses depot and the traditional blue would disappear. By this time mired in yet more change and upset. A double blow over two years, Deregulation and Privatisation, but years after, 1986/8 respectively, from my visits of 1973.
What has successive change brought, Philadelphia depot is no more. The depot that carried a special thought in many a local’s mind, a tradition carried over many years where passengers had loyalty and respect. What was alongside the depot however was a rather large connection. Sunderland and District Tramways formed around 1901 and operated till 1925. The powerhouse alongside for the trams and now the home and depot of the Northern National Restoration Group (NNRG). The group was formed initially with an ex Northern Leyland National 2 4681. A beautiful building shortly to be 125 years old where generations of later Northern/Go Northeast buses can be found. The main depot maybe gone but NNRG still maintains and is proud of the connection with the depot still known affectionately as Philadelphia. The powerhouse is grade two listed and NNRG involved in maintaining this building. In 1973 the building was tied with other National Coal Board buildings in the immediate area. The aim of NNRG is to restore the building with respect while also building a relationship with the community, the same relationship the once proud SDO Philadelphia depot once enjoyed.