PENNOCK ‘s Gravenhage The Netherlands 1886 – 1954

Pennock

Pennock was een Nederlandse fabrikant van rollend materieel en carrosseriebouwer, gevestigd in Den Haag van 1886 tot 1954. De fabriek was gevestigd aan het Bleijenburg, later aan de Binckhorstlaan en nog later aan de Weteringkade.

Geschiedenis

Voorgeschiedenis

Zadelmaker Johannes Boon had een bedrijf in Rijswijk (Zuid-Holland). Hij fabriceerde hier ook koffers en rijtuigen. Hij overleed in 1877. Zijn weduwe zette de zaak voort en nam Johannes Jacobus Pennock Lzn. (geb. 4 augustus 1849 te Dordrecht) in dienst, van beroep rijtuig- en zadelmaker. Deze kreeg de technische leiding. Het bedrijf heette daarna de Koninklijke Nederlandsche Fabriek van Rijtuigen en Tramwegrijtuigen J. Boon (KNFRT) en ging voortaan ook paardentramrijtuigen bouwen. In 1883 werd het bedrijf omgezet in een naamloze vennootschap onder de naam Nederlandsche Fabriek van Rijtuigen en Tramwegrijtuigen (NFRT). Dit bedrijf kreeg twee directeuren: Pennock en Haije, maar in 1884 verliet Pennock het bedrijf en werd Haije tot enige directeur benoemd. Pennock verhuisde naar Den Haag en verbond zich aan de rijtuigfabriek van Jacob van den Bergh aan het Bleijenburg, die hij in 1886 onder eigen naam voortzette. De NFRT ging eind 1886 in liquidatie, maar Pennock ging in Den Haag ook stoomtramrijtuigen bouwen.

Pennock

Pennock bouwde carrosserieën voor zowel tramrijtuigen als personenauto‘s, vrachtauto‘s en autobussen. O.a. voor de Haagsche Tramweg-Maatschappij bouwde hij paardentrammaterieel en later autobussen. Aan de Stoomtramweg-Maatschappij Oostelijk Groningen werden veel goederenwagons geleverd en ook bouwde Pennock zeven elektrische trammotorwagens voor de Twentsche Electrische Tramweg Maatschappij.

Pennock heeft rond 1900 een stoomomnibus gebouwd die een half jaar gereden heeft tussen Den Haag en Wassenaar en daarna nog korte tijd rond Papendrecht. De ervaringen met dit voertuig waren niet zodanig dat men hiermee is doorgaan. Ook zou Pennock in diezelfde periode een eigen auto ontwikkeld hebben, maar dat bleek te berusten op een misverstand: deze auto was geregistreerd als Pennock, maar was gebouwd op een chassis van Mors. Personenauto’s werden gebouwd op basis van chassis’ van onder meer Delahaye, Lagonda, AustinMinerva en Armstrong Siddeley. Tijdens de Tweede Wereldoorlog bouwde Pennock carrosserieën voor de Story (een elektrisch aangedreven wagentje).

Autobussen werden gebouwd op chassis’ van onder meer Scemia en Studebaker. Ondanks de goede ervaringen met de Scemia besloot de HTM in 1926 toch niet over te gaan op nieuw materieel van dit merk, maar over te stappen op het Belgische Minerva. De HTM droeg de levering van de Minerva’s op aan de Amsterdamsche Rijtuig Maatschappij (ARM), die de complete bussen leverde onder eigen naam, maar de bouw van de carrosserieën uitbesteedde aan Pennock.

In later jaren heeft de HTM weer een beroep gedaan op Pennock, toen na de bevrijding bussen moesten worden aangepast en zelfs wrakken herbouwd moesten worden.

In 1949 kreeg op het Scheveningse Concours van Koetswerken een Pennock Healey de prijs voor het beste Nederlandse koetswerk. Pennock leverde in 1952 een Austin Sheerline (Princess)aan het Nederlandse Koninklijk Huis. Men had rond deze tijd al veel moeite het hoofd boven water te houden en in 1954, na het overlijden van de laatste directeur Pennock, werd het bedrijf geliquideerd.

Na de opheffing

In het fabrieksgebouw aan de Weteringkade vestigde zich daarna de bussenbouwer König, die echter met het oorspronkelijke bedrijf Pennock niets te maken had. Wel gebruikte hij materialen en werktuigen van Pennock die tot de overgenomen inboedel van het pand behoorden. Ook nam hij personeel van Pennock in dienst en noemde hij zijn bedrijf aanvankelijk Carrosseriefabriek König v/h Pennock. Al begin jaren zestig werd de fabriek gesloten.

Pennock

Carrosseriefabriek P.J. Pennock & Zonen was established in 1898 in The Hague by Johannes Jacobus Leonarduszoon Pennock. It became one of the largest coachbuilders in the Netherlands. The firm built various coachworks for public transport vehicles and trucks, but also both bespoke bodies for individual clients and series-built styles like convertibles, often on higher-priced chassis from the USA and France. In their haydays they created many beautiful bodies on the chassis of brands like Delahaye, Lagonda, Talbot-Lago, Austin, Minerva and Armstrong Siddeley.

Pennock is especially well known for their ‘un-Dutch’ flamboyant designs on Delahayes. After World War II, the Dutch government encouraged coachbuilding for export, and a number of prestige chassis, especially Delahayes, were imported for that purpose. Delahaye had no in-house coachworks, so all their chassis were bodied by independents, who created some of their most attractive designs on the Type 135. One of them was commissioned by Prince Bernard of The Netherlands. His wife, Queen Juliana had also commissioned a special car, a stretched Austin Sheerline Double Convertible Town Car.

Pennock closed its doors in 1953

1909 pennock 1910 pennock-carrosserie-1910-08-11 1911 pennock-1911 1912 pennock-1912 1912 pennock-1912-07 1912 Pennock-fabriek-1-Auto-3jan-1912 1913 Pennock-1913-FIAT 1914 Pennock FN 2700 Landaulette 1916 pennock-1916-1 1916 pennock-1916-2 1917 pennock-11-oct-1917 1917 Pennock-1917-carroseriefabr 1919 pennock-advert-1919 1920 Pennock-1920-Fiat-Bestelwagen 1921 pennock-advert-1921 1921 Pennock-transformabel-1921 1924 Ariès R66 Allonè - Pennock & CO., 's-Gravenhagebusserie6 1924 De Dion Bouton 54 Pennock 1924 De Dion Bouton, idem M-7811-M-20037 G.T.M. 54 met originele Pennock carr 1924 Pennock-scemia-htm 1927 Minerva Pennock HTM 1927 pennock-1927-08 1928 pennock-1928-10 1929 pennock-1929-08 1930 pennock-advert-1930-0129 1930 pennock-carrosserie-1930-12 1931 pennock-1931-01 1931 pennock-1931-04 1931 Studebaker Pennock 22seats 1932 pennock-1932-roldak 1933 Pennock-1933-schuifdak 1934 pennock-1934-02 1934 pennock-1934-04 1935 Studebaker-Pennock-0407-1935 1936 Pennock-1936-zon 1938 Pennock-Graham-1938-nefkens 1938 Pennock-Nash-1938-englebert 1939 Pennock-Nash-1939-englebert 1946 Pennock-1946--bekleding 1946 Pennock-Delahaye-Sedan-1946-11 1949 Pennock-Armstrong Siddeley 1950 alvis-1950-pennock 1950 pennock-1950 1950 pennock-ahw-1950-03-bovag 1950 Pennock-Austin-A-70-1950 1950 Pennock-Kaiser-Cabriolet-1950-1 1950 Pennock-Kaiser-Cabriolet-1950-2 1950 pennock-seriebouw-1950-04 1950 pennock-talbot 1950 pennock-talbot-2 1950 Pennock-Talbot-lago-1950 1950 Skoda-Pennock-Rai-1950-04 1950 VW pennock-1950-05 1951 Pennock Austin LWB Sheerline Princess 6-window Convertible Limousine Juliana 1951 Pennock Austin LWB Sheerline Princess 6-window Convertible Limousine Kon. Juliana 1951 Pennock Austin LWB Sheerline Princess 6-window Convertible Limousine Koningin Juliana 1951 pennock-skoda 1102 1952 Pennock-alfa-romeo-1952-03 1952 pennock-royal Austin Sheerline Princess a 1952 pennock-royal Austin Sheerline Princess b 1954 pennock-1954-06-könig 1954 pennock-schuifdak Pennock Catalogue Pennock Fabriek The Hague Pennock GVB bussen Pennock Scemia HTM 10 Pennock-delage-1 pennock-delage-2 pennock-Morris Minor-1

Extra INFO // New Information.

De omroep was hard getroffen door de oorlog.
Van de 5 reportagewagens  waren er nog 2 over
De NCRV wagen had de oorlog overleeft.
Verder waren op de Diamond T de antraciet  Gasgenerator gebruikt, waardoor de motoren, de banden en verder ook alles in slechte staat waren. Verder was een wagen door de Nederlandse Omroep  weggegeven voor oorlogs  verslaggeving en is later gebruikt, net als twee andere wagens als vluchtauto op Dolle dinsdag. Wel kreeg de Omroep een Opel Biltz  die door de Duiters was gebruikt bij Stalinggrad en bij de invasie in Normandie. Helaas zijn bij deze acties veel collega’s dood geschoten, waaronder een chauffeur van net 23 jaar..
Na de oorlog was duidelijk dat niet iedere Omroep zijn eigen wagen meer kon hebben. Het was financieel niet haalbaar. De Nederlandsche Radio Unie werd opgericht om studio’s ,wagens en materiaal te beheren . Met veel pijn en moeite kocht de NRU  5 chassis in (1949) Diamond  T –  4 voor de grote omroepen en een voor de Wereld Omroep . Ze werden ingericht als Reportagewagen met opname ter plekke 3 waren voor zien van plaatsnijmachine een een al met Bandrecorder.  Deze werden in 1949 gelanceerd aan Garage Spoorstraat in Hilversum. Ze kregen 4 vaste chauffeurs.  De carrosserie werd gemaakt door Pennock te Den Haag en Technisch werden ze ingericht door de NRU.
In 1950 kwamen er door de Marshal hulp nog 4 wagens beschikbaar  als Lijnwagen waren en 6 koffers apparatuur beschikbaar voor live uitzendingen  3 voor de omroepen en 1 voor de WO die een andere kleur had. Gemaakt door de NSF in 1935.  De Carrosserie werd gemaakt door LITH in Rotterdam. Het Chassis was Diamond T  voorzien van grote sticker op de zijkant . Technisch ingericht door de NRU. Ze hebben dienst gedaan tot 1958-1959  met ongeveer 250.000 km op de teller.

1949 diamond-t-wereldomroep-1 Pennock

1950 Diamond T Reportagewagens van de diverse Omroepen aangesloten bij de NRU. De wagens hadden een carroserie van Lith te Rotterdam

1950 Diamond T Avro Pennock

1949 Diamond T Reportagewagen van de NRU voor het AVRO gebouw met carroserie van Pennock ‘s Gravenhage

Met hartelijke dank aan Eric van Dijk voor de toegezonden info.

SEDDON PENNINE Lancashire England UK

Seddon Pennine 

Seddon Pennine 7
Stevensons Seddon Pennine ASD 838T

A Seddon Pennine 7 with Alexander Y Type bodywork in the fleet of Stevensons of Uttoxeter
Overview
Manufacturer Seddon Atkinson
Body and chassis
Doors 1 door
Floor type Step entrance
Powertrain
Engine Gardner 6HLXB 6-cylinder horizontal diesel engine
Transmission ZF synchromesh 4 or 6 speeds or Self-Changing Gears direct-acting air operated semi-automatic epicyclic, electric control, 4 or 5 speeds
Dimensions
Length 36 ft (11 m) or 39 ft 4 in (11.99 m) for 42-57 seats
Chronology

The Seddon Pennine 7 was a mid-underfloor-engined single-deck bus or coach chassis built by Seddon Atkinson between 1974 and 1982.

Historical overview

Seddon Atkinson Ltd had risen to prominence in the UK bus and coach market in the late 1960s with the Pennine 4 front-engined lightweight chassis and then the Gardner-powered Seddon Pennine RU rear-engined bus. In 1970 Leyland announced it was to cease making the Leopard PSU3/3R, which version had a Leyland manual gearbox and the 140 bhp O600H engine. All future Leopard production was to be of models with the larger O680H engine and the Pneumocyclic semi-automatic gearbox. Scottish Bus Group were by this time the only purchaser of the old variant, they stated they would not buy semi-automatic Leopards and regarding the O680H as too thirsty tried to persuade Leyland to fit the Gardner horizontal engine in the Leopard. Leyland (having had less than full value from previous SBG specials) declined.

As a result, dismayed by the monopoly position British Leyland now enjoyed, by 1972 Scottish Bus Group had approached Seddon Atkinson; at the same time they were working with Ailsa, the Irvine-based Volvo truck importer, on a new type of double-deck underframe. Collaboration with SBG resulted in rapid development. After one prototype, production commenced with the first example bodied and delivered in October 1973; the last entered service after a run of 527 chassis in 1982.

No replacement was produced, thus Seddon’s involvement with bus manufacture ended with the Pennine 7.

Chassis description

The Seddon Pennine 7 featured a ladder-frame chassis with channel-section longitudinals and tubular cross-members, available to either 5.6m wheelbase for 11m bodies or (from 1975) 6m wheelbase for 12m bodies. It was horizontal in elevation but only parallel in plan over the leaf-sprung front and rear axles; the nearside member was in-swept at the front to allow a wider low-entrance area, and the offside member was outswept in the wheelbase to allow ready access to the Gardner engine and its auxiliaries. The frame did not continue aft of the rear axle-mounting, collaboration with SBG’s preferred supplier Walter Alexander Coachbuilders meant there was no worry about the supplier providing a strongly cantilevered rear overhang capable of supporting a capacious luggage boot, especially after Alexander’s switch back (from 1967–72) to aluminium alloy body framing. Power steering was standard. The prototype (carrying a late body by Seddon’s Pennine Coachcraft subsidiary) had a Self-Changing Gears semi-automatic gearbox, but production variants were initially to be fitted with a four-speed ZF synchromesh unit, coach versions having a higher ratio final drive allowing a 76 mph maximum speed, 56 mph being the designed maximum for bus versions, better acceleration and more flexible performance ensuing with the low ratio back axle.

Customers

It was a chassis commissioned by Scottish Bus Group but only two of its subsidiaries bought the type. Eastern Scottish took 301 (over 57% of production) and Western SMT 213 (over 40%). Most of these were bodied by Alexander but Eastern Scottish took 64 from 1978-81 with Plaxton Supreme III or IV Express bodies, the first ever Plaxton bodies for the SBG. Buses carried the Alexander AY or AYS body and (non-Plaxton) coaches either the AY or AT (Alexander T-Type) body, coaches generally had 49 seats and buses 53, although some of Eastern’s touring coaches had 45 reclining seats, generally in the rather bus-like AY body. All of SBG’s 11 metre Seddons qualified for New Bus Grant.

The Pennine 7 was originally envisaged just as an 11-metre bus or coach, which meant it was suitable for the UK government’s New Bus Grant. In 1974, pleased with the initial batch, Eastern Scottish commissioned a longer version to carry the exclusive and luxurious Alexander M-Type coach body. At the time Anglo-Scottish express services were expanding, and whilst previously Western and Eastern Scottish were the only operators to work to London, Alexander (Fife), and Alexander (Northern) were to gain routes from respectively Kirkcaldy (Fife), Aberdeen and Dundee (Northern) to London. Orders for the new (third series) M-type coaches went to three chassis suppliers, Leyland, Seddon and Volvo, previously Western and Eastern Scottish had chosen a special version of the Bristol RE for M-type bodies but coach variants of the RE were axed earlier in 1974, the final 12-metre examples having gone to United Automobile Servicesearlier that year. Western Scottish chose the Volvo B58-61, built in Sweden but imported to the UK by Ailsa Bus in Western Scottish’s operating area, the coaches for the Alexander companies would be Leyland Leopard PSU5/4R (with O680 engines and 5-speed Pneumocyclic transmission). Eastern Scottish chose the new version of the Pennine 7, unlike previous versions the 12-metre Pennine 7 as commissioned by Eastern Scottish had a 6-speed ZF synchromesh gearbox, top speed was alleged to be 87 mph, the same as the 256 bhp Volvos of Western with the same gearbox. As circumstances turned out Eastern Scottish initially took four Leopards in the yellow and black colours of their previous M-types for almost a year before its Seddons were completed, then passing the Leylands on to the Alexander companies. When the Seddons did arrive at the end of 1975 they introduced a new blue and white livery which became standard within SBG for services to London until the mid 1980s. This featured ¾ of a Saltire flag and the single word SCOTTISH on the side. Soon all SBG M-types were painted thus, although at the time every other bus or coach in the Scottish Bus Group ran in the individual operator’s own colours contrary to the rigid corporate branding approach of their English and Welsh counterpart.

With the Volvo B58, Leyland Leopard and AEC Reliance supplying the premium-coach class, and with Bus and Car of Belgium, DAF and Mercedes-Benz also offering coaches (the former with a right-hand drive version of the Trailways (USA) coach), the Pennine 7 began to attract orders from private operators, all but one with Plaxton Supreme bodies, the first 12m example went to Smith of Wigan late in 1975 with an early Supreme III C50F body. Sworder of Walkern, Surrey had a 57 seater, Young of Rampton, Cambridgeshire and Scotts Greys, Darlington took two 57 seaters. Tally Ho of Kingsbridge Devon got 53 seaters on 12m coaches, OK Motor Services were the only independent to take a Pennine 7 to bus grant specification an 11m Supreme II Express with 53 seats. The final Seddon Pennine 7 bodied was BNC334Y which carried a mildly restyled 11m Willowbrook 003 coach body seating 42 with a toilet compartment, this went to Johnson of Oldham after Pennine 7 production had ceased, the dealer who had supplied it hoped to attract orders for similar coaches on Dennis Dorchester chassis which did not ensue.The London Borough of Brent bought an 11m express-doored example in 1980 for its school transport fleet.

Other than Alexander, Plaxton and Willowbrook the only other body on a new Pennine 7 was by Pennine Coachcraft, this was the prototype, and until their 1979 deliveries (when the two SBG subsidiaries changed their minds on gearboxes) the only one with a Self-Changing Gears transmission. In late 1974 it was completed to full-PSV standards, fitted with 49 semi-coach seats and finished in National Bus Company leaf-green and white bus colours; it was licensed for the first time as UBU72N and sent to Crosville to help them to cover the remedial body and chassis work on the 100 Seddon Pennine RU owned by them, after the rebuilding work was finished it remained with Crosville and was retired after eleven years service, no further Seddons were purchased by NBC.

In service

Eastern Scottish’s variants were used on bus, long-distance express services and tours, and were not generally withdrawn early. Western used its similarly but had always had a shorter-life policy for its vehicles and the first of their Pennine 7s were offered for sale at around the seven year mark, four of its early T-type coaches were converted for wheelchair access, with 24 seats and a central wheelchair lift spreading the type to Central and Midland Scottish. Central Scottish’s example is under a long term storage at the Glasgow Vintage Vehicle Trust’s Bridgeton garage where restoration had once began. When new SBG subsidiaries were established in 1985 and Eastern lost its westernmost garages, Kelvin, Midland, Central, Clydeside and Lowland Scottish inherited Pennine 7s, Kelvin ridding itself of them as early as it could as it attempted standardisation. Not as well known as the Leopard, they sold less quickly on the second-hand market but operators including Stevensons of Uttoxeter and Burton and North Eastern Bus Service of Newcastle standardised on the Seddon for deregulated bus work. The last examples saw out the turn of the century with Allander, Milngavie on school contracts and with Morley, Whittlesey on rural Cambridgeshire services.

Problems in operation

Drivers, particularly coach drivers, felt the Pennine 7 was over-geared, starting-off smoothly from rest sometimes causing trouble, overheating was another early fault, the radiator was mounted directly in front of the engine in mid-wheelbase and was thus shrouded by the coachwork, and in common with many Gardner-engined vehicles the throttle-pedal was regarded as hard to operate. The power-steering took several modifications and adjustments to work properly.

Morley’s of Whittlesey found their three astonishingly economical, the high-geared one of the trio (RSD978R) averaging 21 miles per gallon, whilst the two-lower geared examples (NSJ19R & NSJ21R) still achieved 18mpg.

In retrospect

SBG did not fulfill Seddon’s dreams. Leyland offered SBG alone a four-speed ZF manual option on Leopard which was taken between 1974 and 78 by Central, Western Scottish and the Alexander companies. Total Pennine 7 production over a decade was less than a year’s Leopard production.

From 1980 the six-speed ZF was offered with the Leopard on general sale but SBG were by that time taking the Pneumocyclic.

Western and Central Scottish took the later and similar Dennis Dorchester, and they, Clydeside, Lowland, Northern, and Eastern Scottish took Gardner-engined variants of the Leyland Tiger, by the mid-1980s a much weakened Leyland could not refuse SBG’s engine preferences.

Survivors

A number of Seddon Pennine 7s have been preserved and are stored at bus museums in Scotland. Among preserved examples one of the Eastern M types survives at the Scottish Vintage Bus Museum. MSF750P is the only Alexander M-Type bodied coach fully restored. Y-type, T-type and Plaxton-bodied examples also survive, some preserved, some in non-psv roles. Only one Pennine 7 is known to have been rebodied, former Western MSJ388P which was purchased by a Lancashire businessman in the late 1980s for conversion into a racing car transporter, the Alexander T-type body proved unsound so the businessman, Andrew Wareing, asked Duple to rebody it, they politely declined, having never bodied the type, so one of Mr Wareing’s employees, aided by a friend who worked at Duple, were tasked with building a new body which features a number of Duple 320 components, this vehicle, re-registered 5887AW, has been in use as a car transporter for over 20 years.

Former Western Scottish Y Type BSD 857T has been converted into a motorcaravan.

1948 Seddon MK4 1949 Seddon 1 1950 2x Seddon Mk VI with Seddon B31F wr707 1951 Seddon Pennine Mark 10-11 Diesel Bus Brochure wp776-XFH39T 1951-1952 Seddon Diesel Bus Mark 4 & 6 1952 Pennine Leyland Royal Tiger PSU15 + Leyland C41C body MTD-235 1954 Seddon Cumberland Bus Factory Photo wj7963-VC3GUA 1954 Seddon Cumberland Bus Factory Photo wj7965-EX6F5W 1954 Seddon Cumberland Bus Interior Factory Photo wj7964-SJ9GLJ 1954 Seddon Mark 7P Bus Brochure wj7851-N2AJHX 1954 Seddon Mark 10 & 11 Bus Sales Brochure wb4441-S75ZSW 1955 Seddon Mark 4 & 6 Diesel Intercity Bus Brochure wi979-VHLBFZ 1955 Seddon Mark 6 XR Bus Brochure & Factory Letter wp771-G2NCQP 1955-Seddon-Pennine-Plaxtons-Intercity-Bus-Brochure 1958 Albion Aberdonian 41, UXJ241, with Seddon B42F bodywork 1960 SEDDON Mk 16 30-33 Seat PASSENGER CHASSIS Brochure 1960 1963 Pennine Motor Services Leyland Leopard L2 Roe B49F240-CWY_lr 1963 Seddon MK17L 203FBUSeddon B36F 1964 AEC Reliance 2MU3RA with Pennine Coachcraft B39F body 1964 AEC Reliance Pennine Coachcraft B39F OLYMPUS DIGITAL CAMERA 1966 AEC Reliances with Pennine bodywork 1966 Pennine B39F bodywork was carried by this shortened AEC 6MU3R Reliance 1967 AEC Swift MP2R with Pennine B50D bodywork 1967 AEC Swift with 50 seat Pennine body originally in the Morecambe & Heysham fleet dates from 1967 1967 AEC Swifts with Pennine bodywork seating 50 1968 Bristol RELL6G with Pennine B34D bodywork 1968 Bristol RELL6G with Pennine B34D+35 bodywork 1968 Pennine bodied Bristol RESLs. 288 1968 Pennine bodied Bristol RESLs. 288a OLYMPUS DIGITAL CAMERA 1968 Sseddon Pennine ad 1969 AEC Swifts with uncommon Pennine bodywork 1969 Leyland Leopard Pennine 1969 Leyland Leopard PSU4A with a Seddon Pennine body 1969 Leyland Leopard PSU4A-2R with a 43 seat Pennine body 1969 Leyland Leopard-Pennine new to Todmorden J.O.C. 1969 Seddon 'Pennine' RU 1970 PLAXTONS (5) Pennine IV op SEDDON 1970 SEDDON PENNINE IV-236 - SELNEC 1970 Seddon Pennine RU with a Pennine Coachcraft B43D body 1970 Seddon Pennine RU with Pennine B51F+20 bodywork 1971 Bristol RESL6L with Seddon Pennine B46F 1971 Bristol RESL6L with Seddon Pennine bodywork 1971 Daimler SRG6LX Fleetline with Pennine B45F body 1971 Leyland Leopard PSU4A-2R had a 43 seat Pennine body 1971 Pennine bodied Leyland PSU4A-2R Leopard 1972 Leyland Atlantean PDR2-1 with Seddon B40D body 1972 Leyland Leopard PSU3B-2R with 51 seat Seddon body 1972 Leyland Panther with Seddon Pennine body 1972 Leyland Panthers built it carries a Seddon body 1972 Seddon bodied Leyland Panther 1972 Seddon Pennine RU a 1972 Seddon Pennine RU chassis with Pennine bodywork 1972 Seddon Pennine RU with Pennine bodywork 1972 Seddon Pennine RU with Seddon B51F+18 bodywork 1972 Seddon Pennine VI with Seddon Interurban DP49F bodywork 1972 Seddon RU with Seddon dual entrance bus body seating 46 1972 Seddon-bodied Seddon Pennine RUs 1973 Seddon Pennine midi buses 1973 Seddon Pennine RU B46F 1973 Seddon Pennine RU DP47F 1974 Seddon Pennine cvspg699 1976 MSF750P Seddon Pennine with Alexander Body 1976 Seddon Pennine 7 carrying Alexander's transatlantic-styled 'M'-type motorway coach body 1976 Seddon Pennine 7 1976 Wells Continental Seddon Pennine MVX423J 1979 Western Scottish, Seddon Pennine VII, Alexander T type, DSD 978V 8171A - Hong Kong Model Co Seddon Pennine Commercial Buses 14 Seddon Pennine Mk6-2 with Pennine Coach Craft B34+17D body Green bus Seddon Pennine Greenbus seddon pennine a Midland bodied Seddon Pennine Coach Nimon & Sons Ltd Seddon Pennine IV NZ Seddon2 NZL Seddon SuperCruiser 40, Ford D 5, Seddon SuperCruisers 49 and 50 Pennine motor serv leyland Royal Tiger + Brush B44f body MTC-757 Pennine Motor Service 5895 YG, Leyland Leopard with Duple body Seddon Ambulance Seddon Bus Ad Seddon Midi Taxi SEDDON Mk 4 PASSENGER CHASSIS Sales Brochure NO DATE Seddon MK17L Seddon B36F Seddon Pennine 4 Crosville Bristol FS DFG120 at Wrexham Seddon Pennine Brochure Oldham Lancashire Seddon Pennine Japan Seddon Pennine Plaxtons Brochure Seddon Pennine RU Seddon Pennine S22-AR7635 2 Seddon Pennine SIB 2804 Seddon Pennine VII, one of only six converted by 'Wheel Base engeneering' for use as outside broadcast units Seddon Pennine Vl with Duple C57F body Seddon Pennines on the approach. seddon Stevensons Seddon Pennine ASD 838T Sworder's Seddon Pennine 7 Three axle Seddon Pennine IV M Cook NZL Whenuapai 19 with NZMB B51+25D body Bus Seddon Pennine 19 XVU334M Stoniers Seddon Pennine

That’s what I could find.