Old Bus Photos

Huddersfield Corporation – Karrier MS2 – CVH 743 – 543

CVH 743_fullshot
Copyright Ian Wild

Huddersfield Corporation
1947 rebodied 1961
Karrier MS2
East Lancs H40/32R

On a day trip to Huddersfield on 30th May 1967 I travelled on service 40 to Bradley, Leeds Road on 543. Trolleybuses were replaced by motor buses on this cross town route to Longwood a few weeks later on 12th July. In those relatively traffic free days the trolleys could easily turn in the wide junction on the main A62 Leeds Road at Bradley which is now a major multi lane traffic signal controlled intersection. Had I known more about the system then I would have travelled on the other half of the service to the more picturesque Longwood terminus where after from negotiating narrow streets the trolleys turned by reversing on to a concrete platform built out above the sharply falling ground.

Photograph and Copy contributed by Ian Wild


01/09/11 – 11:03

The sight of the trolleybuses poised on that "built out" platform at Longwood always makes me literally cringe with terror. The effects of even a minor brake or other failure, or possibly the slippery wet sole of a driver’s shoe, don’t bear thinking about. I’ve had to do a few hair raising manoeuvres in my time but nothing to compare with this. As a matter of interest, I wonder if there ever were actually any mishaps at this location ??

Chris Youhill


01/09/11 – 11:06

Huddersfield had a strong tradition for re-bodying its trolleybuses and started a scheme in 1950 when 28 pre-war Karrier E6 were done by Roe and this continued with the post-war Karrier MS2 and Sunbeam MS2 from 1955 to 1962. Both Roe and East Lancs supplied new bodies for these MS2s and 41 were done.
I have very fond memories of this fleet and fortunately did ride on most of the routes including the marvellous service to Marsden in the days when many of the original Park Royal Karrier E6s were still in service.
Lovely memories Ian and thank you for this posting of 543.

Richard Fieldhouse


01/09/11 – 11:09

The concrete platform at the Longwood terminus was actually built as a trolleybus turntable, one of only two in the UK the other one being at Christchurch on the Bournemouth system.
On 13th February 1967 Sunbeam S7A 634 of 1959 reversed too far and toppled over into the field below. It was badly damaged and never ran again. In 1965 634 became the last trolleybus in the Huddersfield fleet to receive a full repaint.
For some reason all the Huddersfield trolley’s that were re-bodied were always referred to as rebuilds.

Eric


As requested a closer view of 543.

CVH 743_closeup


01/09/11 – 17:57

With respect to the occasion at Longwood when 634 toppled off the reversing platform and ended its career, I had an interesting conversation last year with a fine chap who had been a fitter at Longroyd Bridge depot for years about just this particular incident.
He told me that he knew the chap who had been driving 634 that day, and emphasised what a good young driver he was. Apparently he’d started off on trolleys, had switched over to motor buses, and not long before the accident, had resumed work on the trolleybuses again.
He suggested that during the reversing manoeuvre, 634 had rolled back rather quicker than normal, and the lad panicked a bit, and not thinking straight, had accidentally put his foot on the accelerator instead of the brake pedal, the controls on the trolleys being the reverse of the normal configuration fitted to buses.
According to this gent, the bus wasn’t damaged that badly at all in the fall, but the recovery men made such a mess of getting the vehicle back on its feet that it was summarily written off, a fact which obviously still very much bothered him some forty-three years later!
Out of interest, there’s a photograph of the unfortunate 634 lying in the shrubs and trees off to the side of the turntable in the David and Charles book "The History of the British Trolleybus" published many moons ago.

Dave Careless


02/09/11 – 07:27

Gosh Dave, what a frightening tale about an event which I’m so sorry happened, and especially to a good driver – so regrettably my fears seem to have been justified. I imagine that the driver and conductor must surely have been injured ?? The turntable at Christchurch in Bournemouth was an odd affair but at least it was on terra firma and, being hand operated by the crew, the operation was at speed slow enough to virtually preclude anything untoward.

Chris Youhill


02/09/11 – 07:29

Apparently the batch of which 543 was one of them were actually Sunbeams but all had Karrier badges for some reason.

Spencer


02/09/11 – 11:14

There is another picture of 634 suspended in mid air during recovery operations in "Huddersfield Trolleybuses" by Stephen Lockwood published by Middleton Press in 2002

Eric


02/09/11 – 11:15

The matter of car/bus throttles being between clutch and throttle in the ‘thirties has been mentioned before, but not the reversal of the ‘throttle’ and ‘brake’ positions on trolleybuses. Whether it was universal (it was certainly common), I’m not sure, but I am sure that these aberrations were certainly dangerous! And especially in cases where bus/trolleybus drivers interchanged.

Chris Hebbron


02/09/11 – 11:35

Karrier badged MS2 trolleybuses were also supplied to South Lancashire Transport as 66 to 71 but they were taxed as Sunbeams. As Huddersfield was the "spiritual home" of Karrier up to 1935, it is understandable that they wanted their MS2 trolleybuses badged as Karriers. However this was short-lived as Rootes sold the Sunbeam and Karrier Trolleybus interests to Brockhouse Engineering in 1946, but retained the Karrier name for their use on specialist local authority vehicles such as dust carts and tower wagons.

Richard Fieldhouse


02/09/11 – 14:43

To take the Karrier story on a further step, after the sale to the Rootes Group in July 1935, the bus building part of the business was transferred from Huddersfield to the Sunbeam Moorfield Works in Upper Villiers Street, Wolverhampton, which Rootes had also acquired in October of the same year. Then, in December 1935, AEC became interested in Sunbeam, and the managing director C. W. Reeve and the chairman of AEC both joined the board. Out of this came the production of a Sunbeam bus built on an AEC chassis but powered by a Gardner engine, but very few were sold. By the end of the war AEC had decided to dispose of its interest in Sunbeam, and it was sold to the Brockhouse Group in 1946. The trolleybus side of the business was purchased by Guy from Brockhouse in January 1949, and from then on, all trolleybuses from this source carried the Sunbeam name. In 1953 Guy transferred Sunbeam production to an extension of its own Fallings Park factory. I have gleaned much of this information from the following sites:

Roger Cox


02/09/11 – 14:44

I don’t think the crew were seriously hurt, Chris, at least there was no mention of it during our conversation, but they would undoubtedly have been bruised and shaken up. I think the incident definitely belongs in the category of "serious dewirement"!
Thanks for the tip about the recovery picture, Eric, must see if I can go about obtaining a copy of that book.

Dave Careless

Try //www.abebooks.co.uk/ will deliver over to you I think.

Peter


07/06/14 – 08:29

I have several photocopies of that accident with 634. The original newspaper article and photo’s ,I sent to The Trolleybus Museum at Doncaster.
I left Huddersfield in 1962, and England in 1967, but to this day retain my enthusiasm for my childhood (and adulthood!) hobby of Huddersfield Trolleybuses.
They were all magnificent , and well maintained vehicles, and I saw them all from 401 to 640 inclusive.Think I rode on almost all of them.

Rodney Senior, Hampton, New Brunswick, Canada.


06/04/15 – 07:23

I worked as a conductor on Huddersfield trolleybuses in the summer of 1962. My regular run was on the 40 Marsden-Bradley. Students often filled for staff on holiday and I did two weeks on the 90 with a most competent Pakistani driver.

Hds trolley

Hds trolley_2

At the now locked Longwood (Dod Lea) turntable (and many other reversal points) the conductor was required to be outside guiding the driver to reverse–with his whistle. Yes, this was occasionally breeched in bad weather but I suspect at this accident the bemused conductor was safely on firm ground.

Tom Parkinson


07/04/15 – 06:54

Thanks for the photos Tom. The trolleybus is at Fixby Triangle, less than a mile from my home of the last 40+ years – so very familiar. It would be a good run on the 40 out to Marsden, I still enjoy that journey today especially on a double decker.

Ian Wild


24/02/17 – 17:33

I loved the Huddersfield trolleybuses and was lucky enough to get a seat on the last public trolleybus back in ’68. Seems like yesterday in some ways.
I only ever managed to ride the Longwood, Bradley, Waterloo, Lindley and Outlane routes. Mind you, I was only about 13 when the last of the others closed, so being a Manchester lad I maybe didn’t do too bad.
First introduction to them was as a kid in Uncle Harry’s car visiting some relatives – suffice it to say the route taken was by Marsden, and the trolleys were still active over it. To say I was hooked is putting it mildly.

Brian Wainwright


 

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Huddersfield Corporation – Daimler CWA6 – CCX 778 – 218

Huddersfield Corporation - Daimler CWA6 - CCX 778 - 218
Photograph by ‘unknown’ if you took this photo please go to the copyright page.

Huddersfield Corporation
1945
Daimler CWA6
Duple L55R

This is obviously a pre delivery photograph of a Huddersfield Joint Omnibus Committee vehicle, note the combined Huddersfield/LMS Railway crest on the nearside panels. The bus is in full fleet livery so must date from the end of the war. The service 64 shown on the blinds was Huddersfield to Bradford operated jointly with Bradford Corporation and Hebble. The livery is smart but restrained and continued in the same layout until the Joint Omnibus Committee was wound up in 1970. It’s an unusual place for the licence holders!

Photograph and Copy contributed by Ian Wild

A full list of Daimler codes can be seen here.


31/07/11 – 10:40

This is a splendid picture of a most interesting vehicle. I always think that the Duple utility bodies, especially the later versions like this one, were extremely tidy and pleasing in appearance. From personal experience of working on many such vehicles I can also vouch for the fact that they were of excellent construction, and must overall have cost far less in major rebuilding than most other utilities. The sliding ventilators are of a design that I don’t think I’ve noticed before and appear quite robust. As Ian rightly says, the position of the licence discs is unusual and, I would have thought, vulnerable to weather and to lubricant vapour – although I ought to retract the latter of those two references as I believe that Huddersfield maintenance was of the finest !!

Chris Youhill


31/07/11 – 12:21

I’m glad to say that sister ship CCX 777 is with Stephen Morris at Quantock Motor Services and runs extremely well. I do agree with Chris Y: handsome bodywork, simple and perfectly proportioned. But I think the licence discs have been moved to a less exposed position!

Ian Thompson


02/08/11 – 07:14

It’s a little unusual for a lowbridge vehicle to have the upper deck handrail continued all the way along the nearside of the bodywork, this revives memories of the twin gangway subject, which this is very obviously and most certainly not!

Chris Barker


02/08/11 – 20:31

Huddersfield Corporation always set a high standard specification for its buses so protective handrails on the upper saloon are not surprising. I have a picture of Daimler CWA6 CCX 777 taken in 1990 which also has an upper saloon safety handrail and a tax disc in the cab which was a standard location for Huddersfield. Quite a number of pre-war built low bridge bodies were also fitted with safety rails on the upper saloon nearside and supplied to various operators. London Transport Duple Daimler CWA6s D1 to D6 were similarly fitted with safety rails all round the upper saloon. Maybe these rails were more common than first perceived.

Richard Fieldhouse


03/08/11 – 06:43

Huddersfield Corporation - Daimler CWA6 - CCX 777 - 217

The appearance on the website of a picture of a wartime Daimler CWA6/Duple L27/28 of Huddersfield Corporation has prompted me to send the above photo of the restored example of this batch, CCX 777. The pictures was taken on 15th June 1968 at the Halifax Passenger Transport parade of old vehicles that formed part of the celebrations held to mark the 70th anniversary of the running of the first tramcar in the town. I have several other pictures from this event that I can supply in due course if any one is interested.

Roger Cox


04/08/11 – 07:12

Richard is right about LPTB’s D1-6 having safely rails ALL around the upper deck, even extending across the rear emergency exit!

Chris Hebbron


04/08/11 – 07:16

Thank you for this, Roger. It brings it all back. The tot at the upper deck window had no connection with the bus. At the start of the parade, he and his mum were looking up and down the line of buses, and she suddenly announced "This is ours!" and got on. We allowed them to stay, but we did touch them for a donation!

Peter Williamson


04/08/11 – 21:42

The Halifax climate produced a real rarity for that occasion, Peter – a wonderfully fine day. It is a sobering thought that the "tot" is now well into his forties!

Roger Cox


05/08/11 – 07:46

This recent correspondence puts me in mind of one of my favourite batches of Bradford buses, Nos 487-501 of January 1945.
These too were lowbridge utility CWA6 Daimlers with Duple bodies, and I well remember being unable to retain my dignified posture when the bus cornered, as there was no cohesion between clothing and wood lathe seats. Quite exciting and different they were, when compared with more dignified BCPT vehicles.
Examination of photographs, and trawling of memory tells me that these, too, had a white safety rail along the nearside of the upper deck, so perhaps this was a standard Duple feature. 487-501 had the shell back dome, as on London`s D1-D6, and I am still wondering why the MOWT allocated them to Bradford, who did not need lowbridge buses, and when some fleets such as Huddersfield DID need them. I wonder also why there was not more interchanging among municipalities to iron out these requirements, as this happened quite frequently amongst company operators. Huddersfield obtained a highbridge CWA6, presumably unwanted as such, at about the same time.
Whilst on the subject of municipal utility buses, I wonder why some fleets maximised their use with commendable efficiency, whereas others disposed of them with unseemly haste, never for them to run again for anyone else. Whatever happened to the Brush CWA6s of Manchester, for example, and why did some, including some of the Bradford Harriets, disappear after withdrawal in 1952, whilst at a later date, London’s "D"fleet was quite sought after Municipal politics I suppose.

John Whitaker


05/08/11 – 14:58

The absurd thing about London Transport’s disposal of utility buses was that, being (albeit only a technicality, operationally) part of BTC, it was not allowed to sell them to any competitor, yet some of them had been overhauled and other operators would have gladly had them. Instead, they, along with other types, such as the post-war STD’s and even ‘Scooters’ went to such as the Atomic Energy Commission and Belfast Corporation and overseas to places such as the Canary Islands, Jugoslavia, Ceylon. Such a short-sighted policy.

Chris Hebbron


06/08/11 – 07:00

That is very interesting Chris. I obviously knew that LTE could sell to other UK operators, but that it was competitors to whom sales were restricted. By competitors, I presume they meant operators abutting onto their area of operation. Most London sales were via dealers, I think, especially Norths of Leeds, but some were direct? Sales to Belfast and Southend come to mind. There were not many London sales to other UK operators before 1950, with a few exceptions even going as far back as B types, some of which went to Birkenhead corporation.
I must agree with Chris Y about Duple quality at this time. They were obviously doing their best to improve build quality under very trying circumstances, as the introduction of minor changes demonstrates. For example, Bradford’s 476-479 of November 1943 (early CWA6s), did not have the shallower stepped cab window of later batches. This would have allowed more solidity into the framework at the critical front bulkhead area. All very interesting stuff!

John Whitaker


06/08/11 – 07:01

This will not be a pre-delivery photo as suggested. The windows are full of traffic notices. I know a lot of things could be applied at the builders, but never something as ephemeral as that.
Huddersfield seem to have been in the habit of photographing their buses although I’ve no idea what they did with the photos!

David Beilby


06/08/11 – 07:02

John, in a published photo of 496 in its new guise as Nottingham City Transport 47 the nearside safety rail upstairs is prominent. It is also clear that downstairs at least, the seats were upholstered by then, but the caption does say that they were extensively refurbished before entering NCT service.

Stephen Ford


06/08/11 – 07:03

One factor to bear in mind is the difference between utility (wooden seats, no opening windows) and relaxed-utility. The Huddersfield CCX Daimlers were the latter. CCX 777 stayed at Huddersfield for around 10 years, then worked at West Bridgford for slightly longer, and is actually quite comfortable and civilised. Full utility buses would have needed reseating and other modifications for prolonged peacetime use, and in some cases the structural integrity of the bodywork may not have merited this.
Manchester considered rebodying their CWA6s but rejected the idea after examining one that had been done by another operator. I don’t know why.

Peter Williamson


06/08/11 – 15:08

The whole topic of utility versus relaxed utility can be quite confusing.
I believe that individual restrictions such as the number of opening windows allowable, and the use of panel beating were "relaxed" as circumstances changed for the better. This was on an "ad hoc" basis rather than an "overnight pronouncement", and the term "relaxed utility" is one compiled later by transport historians. The use of wooden seats is another example, as there are plenty of examples of utility buses supplied with upholstered seats before the advent of the so called "relaxed utility" era. Indeed, in the early utility period, whilst stocks lasted, upholstered seats were fitted to many vehicles.
Bradford`s 1943 Massey bodied CWG5s for example, were so fitted, whereas later ones were not, but in Bradford`s case, wooden seats were generally replaced by upholstered ones from pre – war withdrawn stock.
As there were no pre war lowbridge seats apart from TD1 Titans, there was a further circumstance for the withdrawal of the Flat Harriets, so those sold to Nottingham must have been re-fitted before use by NCT
Thanks to Peter and Stephen for their interesting comments.

Interesting Stephen that second hand Duple bodied utility Daimlers ran on the same (Wilford) area routes for both NCT and WBUDC. Did West Bridgford not also rebuild some pre-war Park Royal Regents into lowbridge from highbridge for the same end use? \Bradford "Flat Harriets" or "Pig Troughs " for NCT, and the more refined ex-Huddersfield product for West Bridgford. West Bridgford just has to be one of my favourite fleets!

John Whitaker


06/08/11 – 18:36

In addition to the utility/relaxed utility debate there was also the issue of “unfrozen” – which I understand to be work in progress at the time of the ban on bus production, which the Ministry of War Transport eventually allowed to be completed and released, in advance of the utility specification being issued. I understand, for example, that Grimsby Corporation suffered devastating damage to several of its fleet as a result of a butterfly bomb landing on or near the Victoria Street depot. At least two of their Roe-bodied centre entrance Regents were resurrected with rather tasteful conventional rear-entrance East Lancashire bodies that were unfrozen.
John, you are right. West Bridgford had two of their 1936 Regents (8 & 9, CRR91-92) rebuilt with Willowbrook lowbridge bodies in 1952, as their first vehicles for the Clifton service. (After a long-running row, NCT was allowed to run 50% of the Clifton service, with 25% each going to WBUDC and South Notts). 1939 Regent no.4 (FNN 102) was similarly treated in 1953. They lasted until 1957 (8 & 9), and 1965 (4). WBUDC then purchased new manual AEC Regent IIIs no’s 11 and 21 (ORR 139-140) in 1954, and finally in 1955 acquired the two 1945 Huddersfield utilities CCX 777/779, which became 24 and 27. They survived until 1967 and 1965 respectively. After the arrival of the three Reading bodied Regent Vs in 1958 I don’t think the older vehicles accumulated much mileage, but even so the 22 year service life of no.24 wasn’t a bad innings for a utility.

Stephen Ford


07/08/11 – 15:39

You are correct about "unfrozen" category Stephen, although , again, this a title which was framed later. All outstanding chassis and body products were allowed to be completed, making for some interesting combinations, as original intent was not always realised.
The East Lancs rebodied Regents at Grimsby were very similar to some Regents rebodied for Bradford, where the original all-metal EEC bodies had become unserviceable. As mentioned before, East Lancs were designated as a rebodying concern only, and not "licensed" to build on new chassis in the war period, from the start of the utility era.

John Whitaker


Today 14th August was the Annual Bristol Bus Running Day and I was most surprised to see CCX 777 arrive! Having seen the above picture of the bus when first saved for preservation in 1968, I thought readers might be interested in seeing how it looks forty three years later! As you can see it is in fine running order and I took two pictures of the inside showing a few details of the utility construction. There was nobody around to ask permission to climb aboard to capture the upper deck but at least these show that the bus is in safe hands!

//farm7.static.flickr.com/6200/6042997011_e2b8b3826e_b.jpg
//farm7.static.flickr.com/6190/6043546162_1c994d85a7_b.jpg
//farm7.static.flickr.com/6198/6043000273_ee801baaa3_b.jpg
//farm7.static.flickr.com/6137/6043001391_b33ee82f13_b.jpg
//farm7.static.flickr.com/6195/6042998235_c0d27b1a07_b.jpg

Richard Leaman


15/08/11 – 13:14

‘Unfrozen’ also included assembling chassis and bodies from spare parts with minimal additional work. London Transport were allowed to build 20 lowbridge STL bodies to cater for high-capacity single-deck routes. They looked pre-war superficially, but were single-skinned inside, possessed reduced front and no rear/side blind displays and spartan seating. They were put on existing chassis, and Chiswick’s other ‘real’ STL unfrozen bodies were put onto AEC’s unfrozen chassis. These bodies were all different, some with with a front display designed for a roof box, but no roof box fitted! They, too, were stripped out versions, the chassis having crash gearboxes, sensibly being sent to country services. In some respects, London Transport was lucky during the war, despite compensating trials and tribulations, its 4%(?) float of spare bodies for overhaul purposes came in handy when buses were ‘blitzed’, for the chassis usually survived and could be re-bodied with a float example, although, in the end, even these ran out!

Thank you, Richard, for bringing back childhood memories of the lowbridge ‘D’s’ which frequented my part of the post-war world in Morden on the almost circular route 127 between Morden and South Wimbledon. The blind display is not right, but it was not an LT bus, so I’m not carping. It was good of the owners to paint it in this livery! I dread to think of the preservation work put into these austerity bodies over the years to keep them on the road! Like HMS Victory, I suspect only 30% of the original bodywork is still extant! Very like the veritable broom which has had three handles and four heads, but is still the same broom!

Chris Hebbron


17/08/11 – 07:30

I agree that it was good of the owners to attempt to create as near as possible a representation of an LT D class although I am a bit of a sceptic about ‘fake’ liveries. I wonder if they would consider painting it in WBUDC livery, with whom it spent the greater part of its working life!

Chris Barker


17/08/11 – 10:33

That would indeed by very nice Chris – but I guess it would still remain highly inauthentic unless the screens were rebuilt to accommodate the gigantic WBUDC "61 Clifton Estate via Trent Bridge" display that could be read almost before the bus itself appeared!

Stephen Ford


18/08/11 – 08:05

Are you sure CCX 777 (WBUDC 24) ever had the gigantic destination display? I don’t recall this having to be modified when it entered preservation as Huddersfield 217. I thought all that was needed was a repaint. I too would like to see it in WBUDC livery, but the owner is a commercial concern, and favours red buses to the extent of painting a Leeds Daimler CVG6LX-30 in Huddersfield livery!

Peter Williamson


18/08/11 – 10:09

Steve Morris is a serious preservationist who knows exactly what he is doing. The Leeds CVG is in Huddersfield livery because it ran in it after disposal by Leeds – not its original livery, but authentic. There must, therefore, be a good reason for what has happened to CCX. [It was certainly specially decked out as a Sutton D for the Carshalton running day a few years ago which celebrated the 127, particularly it’s demise with the concurrent removal of the RLHs.] It’s nothing to do with him preferring red – he has and has had plenty of green and cream vehicles in his preserved fleet.

David Oldfield


19/08/11 – 06:55

It should have been decked out as a Merton ‘D’, which was where the lowbridge version was garaged for the 127/152/Epsom Races services they were authorised to run on. Only the 100 relaxed spec ‘D’s were at Sutton. But who cares; any excuse is reasonable to see these old-timers run!

Chris Hebbron


20/08/11 – 14:02

Here is a photo of what appears to be PMT utility Daimler B58. This caused quite a stir at the POPS bus rally in 2007, until someone suggested we look at the licence disc, which of course said CCX 777.

PMT_B58_reduced

I believe Steve Morris is a native of those parts.

Peter Williamson


23/08/11 – 10:11

With regard to the WBUDC question, I’ve just found a photograph which I’d forgotten I had, which shows that CCX 777 was not fitted with the giant size destination display, it was however fitted with a small route number display on the nearside above the platform, which was standard on all their rear entrance double deckers. It’s strange that if they went to the trouble of fitting this, they didn’t modify the front at the same time. If it never carried the large display with West Bridgford, I would imagine that it was the only vehicle in the fleet that didn’t.

Chris Barker


23/08/11 – 10:12

The Leeds Daimler once owned by Steven Morris (now exported to Venice) never ever carried Huddersfield livery when transferred to Metro Kirklees. They ran in Leeds livery with 42xx numbers until they were overhauled at Great Northern Street, Huddersfield when the orange rooflights were removed and they were repainted in Verona Green and Cream. They were also renumbered 871-875 at this time

David Hudson


23/08/11 – 14:22

The Leeds Daimlers which went to Huddersfield were always the odd ones out in Leeds. Indeed LCT tried to sell them when only a few years old as non-standard. Of course they fitted in very well in Huddersfield. They were the only front engined Leeds buses to wear PTE livery

Chris Hough


24/08/11 – 08:00

Not only was Steven Morris’s ex Leeds Daimler never operated in Huddersfield livery but the style Steven painted it in was not authentic Huddersfield either. Apart from the shade of cream looking too light (I only have photos to go on) all three cream bands where different.
The lower cream band should be below the ‘Roe Rail’ and the top band was narrower than the middle one which in turn was much narrower than the bottom one. The sweep of the cream curve from the front panel to the upper band also doesn’t look right, although this is open to debate.

Eric


21/09/11 – 06:17

At the bottom of the page on "Huddersfield Corporation – Daimler CWA6 – CCX 778 – 218" there is a question which refers not to this Daimler CWA6, but to Stephen Morris’s ex-Leeds CVG6 which was painted in Huddersfield’ colours: "Anyone got a shot of this Leeds Daimler in Huddersfield livery."

Img_0852-450

Please find attached a choice of three shots which I took in the coach park at Minehead during the Minehead Running Days on 2nd/3rd May 2009. I did ask Stephen why it was painted in Huddersfield colours, and the reply was simply "because he liked the livery"!

Img_0823-450

I have also attached a photo of CCX 777 taken at the same event. It is (or was, at the time) painted in London Transport livery, as it had been used in the making of a film. I drove this vehicle from Minehead back to it’s depot just outside Taunton at the end of the day, and it drove beautifully.

Dave Jessop


21/09/11 – 15:42

Leeds/Huddersfield CVG6- Is it the camera, or should we be a bit more cream….?

Joe


21/09/11 – 18:16

The Huddersfield liveried Leeds Daimler is now on the continent as a snack/coffee bar in Vienna!

Chris Hough


22/09/11 – 06:19

Oh Chris H – I WISH I’d known that a few weeks ago as I had three nights in Vienna in August, and would love to have taken some pictures of the Bradford/Morley/Ledston Luck flyer.

Chris Youhill


07/02/13 – 14:09

The other Saturday I was desperately looking for something to watch on the tele that wasn’t trying to insult my intelligence, and I came across an old episode of Last of the summer wine ‘I know’ anyway, CCX 777 was in it. I didn’t catch when the episode was made, but Bill Owen ‘Compo’ was in the cast so that takes it back a few years.

Ronnie Hoye


08/02/13 – 06:33

The bus was used in the 1981 Christmas special.

Chris Hough


10/02/13 – 16:40

Continuing the bus-related ‘Last of the Summer Wine’ theme, preserved West Yorkshire Bedford OB/Duple coach CP1(FWW 596) appeared in the last episode of all. A lovely supporting role. The only blot on the landscape was that the stately old thing had to suffer the indignity of being made to belch out clouds of exhaust smoke for comic effect. As if….! Such antics should be left to Mark 1 Leyland Nationals surely?

Brendan Smith


17/01/14 – 09:43

I always enjoy rummaging around this website and most recently have come across the entries relating to the preserved ex-Huddersfield/WBUDC vehicle listed among the “Duple bodywork” heading. Here is a so-so shot of mine taken I think, summer 1966 of sister CCX779 cast aside after withdrawal, seen at the Abbey Road depot yard.

CCX 779

Note that the destination display had NOT been altered to the more expansive usual WBUDC style, and I recall that “CLIFTONESTATE” appeared to be presented as ONE word crammed into the available aperture. Alongside is ex-NCT Roberts bodied Regent III 328, acquired as a source of spares, no doubt for WBUDC`s still numerous iconic fleet of Park Royal bodied Regent IIIs.

Rob Hancock


CCX 778_lr Vehicle reminder shot for this posting


07/02/22 – 06:43

In reply to David Beilby’s comment from August 2011, about Huddersfield taking photos of their vehicles, I spent some time in the engineering department whilst on placement from college in 1972. I managed to borrow a number of photos to have copied, some of which had the background blanked out, but I don’t recall seeing this one of CCX 778.

Ian Charlton


 

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Huddersfield Corporation – Daimler CVG6 – DCX 114B – 114

Huddersfield Corporation 114 Daimler CVG6 front view Huddersfield Corporation 114 Daimler CVG6 rear view

Huddersfield Corporation
1964
Daimler CVG6-LX30
Roe H39/31F

This particular vehicle has appeared on this site before, but a comment came in from Stephen Ford requesting any rear or internal shots. So I thought I would oblige, no internal shot I’m afraid but it’s not a bad rear end. I notice on this particular vehicle there is no destination blinds at the rear I do not think it was as easy to have them on front entrance vehicles. I know they had rear destination blinds on the rear entrance Regent IIIs I used for school, the number of times I saw the 63 tootling merrily up the road resulting in me having a one mile walk home or wait an hour for the next one.
If you have any rear or internal shots please feel free to contribute them to the site for everyone else to see.


This bus ..114 was a Huddersfield Joint Omnibus Committee bus it was never fitted with rear number blinds … the Joint omnibus committee vehicles at the time were allowed to carry adverts .. and the space was available for advertisers .
The similar buses that were owned purely by the Corporation had rear number blinds fitted up until 1966.
The Corporation at the time did not allow any advertisements on the outside of its vehicles.

Colin


In my West Yorkshire gallery this difference is illustrated by a couple of consecutive rear end photos of (3202 and 3203) in the Holme Valley collection. See here

David Beilby


Interesting shots of the Roe rear ends David. I note that the lower rear panels from the axle back have been shortened to prevent them ‘grounding’ when negotiating junctions at the bottom of very steep hills. Bradford C T carried out this modification to the rear overhang of many of its MCW-bodied AEC Regent Vs for the same reason, with the rear chassis extensions being similarly visible. On the subject of rear ends, does anyone else wonder why some coachbuilders fitted (and some operators specified) such dated features as split upper deck emergency windows, on what were otherwise quite modern-looking front entrance buses? Even the ‘balloon roof’ Alexander bodies mounted on Atlantean and Fleetline chassis could be had with them, despite having very modern curved screens on both decks at the front!

Brendan Smith


 

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