Old Bus Photos

Manchester Corporation – Panther Cub – BND 872C – 72

BND 872C

Manchester Corporation
Leyland Panther Cub PSRC1/1
Park Royal B43D

Delivered in April 1965 and photographed in June 1970 following the formation of Selnec is Manchester Corporation Panther Cub No 72, BND 872C. The Panther Cub was a shortened version of the Panther, the length being reduced from 36ft. to 33ft. 6ins. on an 18ft. 6ins wheelbase. With the 6.5 litre Leyland O400H engine instead of the Panther’s 9.8 litre O600H, the Panther Cub proved to be somewhat underpowered. The limited appeal of the model resulted in its being offered only from 1964 to 1968 during which 94 examples were built, though the same basic chassis with more powerful AEC engines was more successful as the AEC Swift. Manchester took eight Panther Cubs, BND 863C- 880C, Nos. 63 to 80, with Park Royal B43D bodywork, though the seating capacity was later altered on No. 71 to B36D and on No. 74 to B42D. The Corporation tried to improve the engine output on some of these buses by experimenting with turbocharging, not entirely successfully. The picture above is of additional interest in that the fleet number of BND 872C is displayed as 27 rather than 72. Was this just an inadvertent “numerical spoonerism” by the body shop?

Photograph and Copy contributed by Roger Cox

09/02/20 – 08:31

The legal lettering on a Southampton Atlantean mentioned, for some odd reason, PROTSWOOD Road rather than the correct PORTSWOOD. I saw in Stubbington on one occasion a road marking for GOPSROT, and there is a hotel in Southampton which ‘failed’ some years ago. The rot seems to have set in after the opening of a brasserie, spelled incorrectly after one has to assume the sign writer was distracted by the presence of a lap-dancing club opposite. Who knows what distractions the fellow applying 27 had?

Pete Davies

09/02/20 – 10:22

The fleet number is correct – it had been renumbered not long before when Manchester renumbered their single-deckers from 46 upwards as 1 upwards (so fleet numbers were reduced by 45). The whole batch of Panther Cubs totalled twenty with the original pair new as 61/62 (ANF 161/2B).

David Beilby

10/02/20 – 06:47

CPPTD made a success of our Panther Cubs, mainly because the city is mostly dead flat. One survives.

Dave French

10/02/20 – 06:48

Thanks for the corrections, David. I overlooked the original two. I did not know that these buses had been renumbered – Peter Gould’s LTHL listings do not record this. Apologies also for the typo in my copy. Eight should read eighteen.

Roger Cox

10/02/20 – 06:50

I didn’t know about that renumbering, and evidently I’m not alone, as Peter Gould’s fleet history in the Transport History Library says that 61-80, 81-99 and 101-110 passed to SELNEC retaining the same fleet numbers. I wonder, did the missing Panther 100 (destroyed by fire at MCW before delivery) result in a missing 55, or were 101-110 reduced by 46 instead of 45?

Peter Williamson

10/02/20 – 11:12

I suppose Portsmouth (CPPTD) could be described as making more of a success of the Panther Cub, but they were still rather short-lived compared with more traditional vehicles. Typically, the PD2s and PDR1 Atlanteans worked for around 16 years, those converted to open-top even longer. But of the 26 Panther Cubs, nine went in 1977, at just ten years old. Four more went in 1979/80. The remaining 13 were withdrawn in 1981, which may have been life-expired withdrawals, but was also influenced by the results of the then-recent MAP project. The result of that saw a "rationalisation" of services, and saw all 14 of the five-year old Leyland Nationals sold as well! The Panther Cubs did look smart when new in their traditional CPPTD livery, but I did not like the eventual transformation to an almost all-white scheme with just a red line. I wonder whether drivers, mechanics, etc saw them as a "success"?

Mr Anon One

10/02/20 – 11:13

It was SELNEC which renumbered the ex Manchester single deckers.

Mr Anon Two

11/02/20 – 06:53

To add to the comments from Mr Anon Two, according to the P.S.V. Circle SELNEC Fleet History (PC7), the vehicles transferred to SELNEC under their old numbers on 1st November 1969, and the fleet renumbering was introduced in March 1970.
Peter W asks about the Panther Cubs and the Panthers. 61-99 became 16-54, and 101-110 became 55-64.

John Kaye

11/02/20 – 06:55

SELNEC 55 was GND 101E, so there was no gap in the new numbers for the missing GND 100E.

Dave Farrier

11/02/20 – 16:26

Thanks everyone for clarification. I hadn’t noticed the date of the photo, and I was fooled by the apparent survival of the "City of Manchester" fleet name, though I must say whatever is above it doesn’t look much like the city coat of arms.

Peter Williamson

12/02/20 – 16:46

Did the registration number GND 100E signify the bus was fitted with a Ford side valve engine? If so, it is not surprising that it was missing, although not in the accepted sense of the word. Try changing the plugs!

Mr Anon Three

13/02/20 – 06:06

72/4/6/8/80 were allocated to Queens Road Depot from new. I used to travel to school on them sometimes on service no 142. There was one regular driver who always started in third gear, another started in second then slammed it into fourth without a pause. I always thought they were lively performers.
I believe 61-70 had the turbocharged engine. Some if not all of these had machines to cancel prepaid tickets which were bought in books of ten. These ten also had lever controls for the exit door, while 71-80 had the exit door controlled by an extra position on the gear lever, as later became standard on the Mancunians. All had the front door controlled by a foot control.

Don McKeown

15/02/20 – 06:31

It was 71-80 that had the turbochargers, but they were troublesome and usually disconnected. I too thought the Panther Cubs were lively performers, as long as the revs were kept up. I’m quite surprised at the widespread view that they were underpowered.

Peter Williamson


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Manchester Corporation – Leyland Titan PD2 – JND 619 – 3218

Manchester Corporation - Leyland Titan PD2 - JND 619 - 3218

Manchester Corporation
Leyland Titan PD2/3
Metro-Cammell H32/26R

Seen in Piccadilly in August 1969 in the final months of Manchester Corporation ownership is No 3218, JND 619, one of a batch of Leyland PD2/3 buses purchased in 1951. Despite appearances, the bodywork is not by Crossley, being instead of the then standard Manchester design built by Metro-Cammell. Having given some eighteen years of service to Manchester, this bus survived to pass into the SELNEC era, though not, I suspect, for long.

Photograph and Copy contributed by Roger Cox

23/07/18 – 06:58

This would be on a rush hour full service length extra on which these and the similar looking PD1/3s, which were withdrawn between 1967 and 1968, were regular performers. According to the official SELNEC fleet allocation these PD2/3s were not taken into stock, although Eyre and Heaps in the Manchester Bus have all but 3224, withdrawn in April 1969, transferred to SELNEC. What I suspect happened was that the vehicles were deemed withdrawn at midnight, MCTD having ceased at 23.59 on October 31 1969, SELNEC coming into being at 00.01 on November 1 – such are the legal niceties!

Further to my previous comments, the SELNEC operational fleet allocation on formation has 300 PD2s from Manchester and 103 from Salford in the Central Area fleet listing. No Manchester and Salford PD2s were allocated to other divisions on formation. The SELNEC stock allocation i.e vehicle assets taken over in whatever state, lists 501 PD2s in the Central area. Taking Eyre and Heaps listings in the Manchester Bus and in the Salford lists available, the number of PD2s owned by those undertakings on October 31 1969 was 387 in Manchester and 103 in Salford giving a total of 490. The situation would seem to have been that 67 PD2s from the MCW and Leyland bodied JND registered batch in the sequence 3200-3299 were transferred as assets but immediately deleted from the available fleet along with 1 from the Northern Counties batch 3300-3329 and 19 from the Leyland bodied batch 3330-3369. There is photographic evidence of one or more of these batches pressed into SELNEC service. There is however a discrepancy of 11 PD2s between the 501 listed as assets and the total of 403 operational and 87 midnight withdrawals. If anyone can find the missing 11, given that as far as I can ascertain, the assets of the Central division did not include any transfers in from elsewhere at the time of formation on November 1 1969 I would be grateful.

Phil Blinkhorn

24/07/18 – 07:25

I regularly travelled to and from school on these buses between 1964 and 1967. I understand that the shallower windows on each side at the rear were to support the platform which was not supported underneath as on most buses. I have read that Metro Cammell came up with this design, although Crossley adopted it as standard for a while.

Don McKeown

25/07/18 – 06:11

Manchester certainly got its moneys worth out of these buses and although quite elderly they were used on many lengthy prestige routes until the end of MCTD. They regularly appeared on the 17, 24 and 90 in Rochdale by which time the joint operating partners, Rochdale and Oldham on the 24 and 90 were using more modern stock. I always found them rather drab buses to travel in with lots of dark woodwork and a fairly depressing moquete pattern for the seats. And of course like most buses of that time the upper deck reeked of stale tobacco smoke. I think the experience of 1950’s upper deck travel so Mum could have a fag made me a life-long non-smoker!

Philip Halstead

26/07/18 – 06:45

I was living on Barlow Moor Road in Didsbury in 1969 and 1970, and I remember 3218 as being the only one of these at Parrs Wood garage – very much the odd one out; always slightly surprised when it turned up, which it often did on rush hour extras.

Steve Owen

27/07/18 – 06:45

I have slides of 3237, 3246 and 3255 taken in Manchester on October 29 1970. They did not sport the green SELNEC Central S.
They were showing the following route numbers 64X, 63X, and 62X respectively.

Stephen Bloomfield

29/07/18 – 07:36

Stephen, the Central flash was Blue.
Green was for the Southern Division, Magenta was the Northern Division, and the Orange was for the Coaches, Parcels, and Central activities. Brown was later used for the Cheshire Division, the ex North Western Road Car Company.

Stephen Howarth

05/08/18 – 07:52

I was using rush-hour limited-stop services along the Hyde Road corridorout of Chorlton Street bus station for a time between 1970 and ’71 and several of these "32xx" PD2s turned up regularly on routes such as the "124" and "207/208/209". The buses were run-down inside (torn-rexine) and were probably living outside the Hyde Road depot in the yard,awaiting the chop.

John Hardman

05/08/18 – 09:41

John, you are most likely correct in your assumption as to the source of the rush hour extras. SELNEC would have preferred not to have taken any vehicle assets over fifteen years old but the legislation demanded that the undertakings absorbed were absorbed lock, stock and barrel. The distinction that was made between the operational fleet and the total vehicle assets was quickly blurred due to the need to move vehicles around the divisions to introduce OMO and the need for extra vehicles caused by delays in deliveries. It would seem that the best runners from the withdrawn stock that still had valid certificates of fitness were temporarily relicensed to fill rush hour gaps. It was estimated that in 1965 one third of the Manchester fleet was retained for rush hour duties, generally vehicles over fifteen years old and apart from the 1953/1954 Daimlers which SELNEC took into the operational fleet, all those older vehicles in the Manchester fleet in 1969 were originally listed as non-operational. In passing it is worth commenting that the MCW PD2s outlived the newer Northern Counties bodied batch from 1953.

Phil Blinkhorn

07/08/18 – 06:06

I moved to Manchester to become a student in October 1970 and I am absolutely certain that MCTD 32xx series buses were in service then and at least for a few months afterwards. I do not recall seeing any 33xx series fleet numbers and I assumed that they had been withdrawn previously although at that stage of my university career I admit that I did not go far off the Oxford Road/Wilmslow Road axis.

Peter Cook

08/08/18 – 06:06

I became a Manchester student a year after Peter, and didn’t move far off the Oxford Road/Wilmslow Road axis either. My abiding memory is of the 1953/4 Daimlers on the 44/46. I do not remember the PD2s at all.

David Oldfield

09/08/18 – 07:21

Regarding Phil’s comment about a third of the Manchester fleet, I must admit I’ve always understood it to be the other way round – i.e. that Manchester’s peak problem was so severe that only one third of the fleet was out all day, with the majority being confined to rush-hour extras, rush-hour services, works services, works variants and works contracts. But I’ve believed that for so long now that I’ve no idea where I got it from.

Peter Williamson

10/08/18 – 07:12

Regarding Peter Williamson’s comments on the proportions of the Manchester fleet, the situation as he has it was certainly the case up until the late 1950s. From then things started to change. Rapidly increasing car ownership was the main factor but there were others. New vehicles delivered from 1957 had around 17% more seats than those they replaced and the eventual inclusion of reasonable numbers of Fleetlines and Atlanteans saw this figure rise to over a third more seats per bus. Diesel trains replacing steam on commuter lines and the electrification of lines to Crewe saw faster, cleaner and competitively cheap trains and the decimation of the Crossley fleet ahead of normal life expectancy were all factors which changed the the fleet use proportions. By 1969 the use of private cars had massively increased over that of 1960 and with far further large capacity vehicles in service, including the Mancunians, the need for a large rush hour fleet had diminished further.

Phil Blinkhorn

12/08/18 – 07:18

I’ve spent some time trying to reconcile the number of PD2s the SELNEC Central Division inherited and operated given the confusing numbers published in Eyre and Heaps The Manchester Bus, Manchester and Salford – One Hundred Years of Municipal Transport, Stewart Brown’s Greater Manchester Buses and my own sources from MCTD, Salford and SELNEC from 1968 through 1970. My own notes show that SELNEC intended to reduce its fleet of traditional front engined vehicles in short order and introduce OMO as soon as possible – an aspiration repeatedly delayed by late deliveries, the need to write down assets and union negotiations. It is a fact backed by written information from SELNEC, that SELNEC Central Division required an Operational Fleet for daytime running of 400 PD2s to cover services, maintenance, reserve vehicles for breakdowns and education departments’ needs. The Operational Fleet as far as PD2s were concerned was restricted to vehicles of less than 15 years old, in fact the oldest vehicles were the 1956 3400 series PND registered ex Manchester PD2s. Manchester contributed 300 PD2s, Salford 103. No vehicles to the best of my knowledge were imported to Central from other divisions. In addition to the Operational Fleet it appears Central had a fleet of licenced, driver training and withdrawn PD2s, all transferred from MCTD. The Manchester Bus in its vehicle listings at the back of the book infers the PD2s older than 15 years old that were transferred to SELNEC were fully licenced vehicles. Manchester and Salford a Century of Municipal Transport breaks down the transfer into driving school and withdrawn vehicles, as can be found on page 301 of The Manchester Bus, leading to the conclusion that the withdrawn vehicles were delicenced at midnight on 31 October/1 November 1969. However, the Eyre and Heaps publications disagree with each other in terms of numbers and because Manchester and Salford a Century of Municipal Transport was published much later than the last edition of The Manchester Bus, I have taken the latter’s figures. Central still required a reasonable number of rush hour extras and the older PD2s that were licenced, were thus employed. Most were withdrawn during 1970, the last of the pre 1956 PD2s in early 1971. The next discrepancy is that Greater Manchester Buses states that 501 PD2s were inherited in total and does not break down the numbers.
MCW Manchester Standard bodied PD2s 3200-3223 and 3225-3264 were transferred as licenced – total 64.
Leyland bodied PD2s 3287/94/99 transferred as licenced – total 3
3266/71/75/78/88/90 transferred as driving school – total 6
3265/67/69/70/72/77-79/82/89/92-95/97 transferred as withdrawn assets – total 15
Northern Counties bodied PD2s 3323 transferred as licenced – total 1
3324/25 transferred as driving school – total 2
Leyland bodied PD2s 3331/32/34/37/39/40/42/45-47/50-52/54/56-60/64 transferred as licenced – total 20
The overall PD2 assets transferred, if the later figures compared to the previous figures I had are to be believed number 514, now 13 more than noted in Greater Manchester Buses. Anyone else want to have a shot at sorting this?

Phil Blinkhorn

13/08/18 – 05:57

I’m surprised to read that there was a requirement specifically for 400 PD2s. What about the contemporary Daimler CVG6s (and CCG6s? Surely there would be some overlap between these two types?

Don McKeown

14/08/18 – 06:00

Unlike the situation with the PD2s, there was no cut off for Daimlers older than 15 years as the total of front engined Daimlers required for the Operational Fleet was 368 vehicles and to achieve this 48 CVG6s from Salford dating from between 1950 and 1952, 67 CVG6s from Manchester dating from 1950-1951 and all 110 of the 4400 batch of CVG6s and CVG5s from 1953 to 1955 were taken into all day service, though almost all of the 1950-1952 CVG6s from both city’s fleets had gone by the end of 1970, penny numbers of the Salford examples provided rush hour extras in early 1971. Again there are discrepancies in the published information. Greater Manchester Buses has it that 368 CVGs in total were taken by the Central Division but adding the requirement of 368 vehicles to the withdrawn and driving school assets taken over, the total is 407. the breakdown is as follows:-
Salford CVG6 415/16/18/25/28/29/33/39/57/61/63/65/70/73/78/83/84/85/88/98/506/07/11/21/22/24/25/27-29/31/33/35-41/43-45/47/48/52-54/60 Total 48 to Operational Fleet.
419/22/58/64/66/67/69/77/502/08-10/12/13/15/26/49/50 Total 18 taken over as withdrawn
Manchester CVG6/CVG5 4111/18/22-37/39-48/50-74/76-89/4400-4509 Total 177 to Operational Fleet
4101 Total 1 to driving school
4106-4108/4112-4116/19/21 Total 20 to driving school.
Post 1955 Daimlers CVG5 and CVG6s taken over were:
ex Salford 111-146/189-190 Total 38
ex Manchester 4510-4654 Total 105
It would seem the Greater Manchester Bus, unlike with the PD2s, only listed the number of CVGs in the Operational Fleet

Phil Blinkhorn


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Manchester Corporation – Albion Aberdonian – UXJ 244 – 44

Manchester Corporation - Albion Aberdonian - UXJ 244 - 44

Manchester Corporation
Albion Aberdonian MR 11L
Seddon B42F

Single-deckers were always very much in the minority in Manchester Corporation’s fleet. In 1958 a batch of six Albion Aberdonian MR 11L entered service. These had Seddon B42F bodywork. Manchester City Council’s Transport committee had decreed that the bus fleet should be composed of Leylands and Daimlers, so the order for Albions fell outside this policy. Since Albion was a part of the Leyland group, the batch were registered as "Leyland Aberdonians" and the word Leyland appeared on their tax discs. When new they carried "Albion" badges on the front, but these were soon removed. Due to their unsatisfactory durability, they were withdrawn in the late sixties, after only ten years of service.
The photograph shows 44 (UXJ 244) passing under a footbridge on Princess Parkway, around 1968, not long before withdrawal. These were the only postwar Manchester buses to carry the -XJ registration mark. They were unusual in having an offside cab door; the driver could not enter/leave the cab through the passenger door as was usual on underfloor engined buses.

Photograph and Copy contributed by Don McKeown

10/08/14 – 10:42

Don, All Manchester’s underfloor single deckers and the Airport half deckers, until Albert Neal eventually got his Tiger Cubs, had offside cab doors. As for the Albion’s durability the body was poor and the chassis not good but their demise in the fleet was due to the fact that Neal didn’t want them and they were used as little as possible when the Tiger Cubs arrived in 1961. They were sold by Ralph Bennett as soon as they were written down in the Department’s accounts. They were also unique as the only post war buses sold by Manchester for further PSV use, albeit across the Irish Sea, one staying in the area for use by a band. Given their reputation they all survived for some time – though, of course , they had hardly any wear and tear.

Phil Blinkhorn

10/08/14 – 13:36

Just to correct my previous comment regarding the offside doors on the Airport half deckers, only the batch on Royal Tiger chassis had offside driver doors. The Tiger Cub batch did not. Regarding the removal of the Albion badges, "soon" is a bit misleading. Some survived until repainting circa 1962.

Phil Blinkhorn

11/08/14 – 07:18

It hadn’t occurred to me before that these were the only XJ post war MCTD buses. I don’t think there were many VU either, the only one that springs to mind is the curious 3696, 889VU – I seem to recall there’s a reason for that registration but can’t remember what it was. Manchester, having been one of those operators who early post-war had whole batches of buses which annoyingly missed having matching fleet and registration numbers by one or two digits (e.g. 3100-3199: JNA 401-500) went on to then wholeheartedly embrace matching fleet/reg. numbers. (Interestingly though, there were latterly three double deckers in Manchester with XJ regs – Mayne’s last Regents!)

Michael Keeley

11/08/14 – 09:42

Michael, there were two post war MCTD motor buses registered in the VU series, both due to administrative error, plus fifty four trolleybuses being the Crossley Empire and Dominion series.
In July 1948 2108, the last of a batch of Crossley DD42s was registered in the GVR series as GVR 111, some five years after the series had been allocated to the Department and some two years after the decision on registrations for over 300 vehicles the Department received as the first post war deliveries arrived. A private motorist had applied for GVR 111 for his Vauxhall and the department agreed to release the number and 2108 became HVM 621, the next number available in Manchester in 1948. In 1949 the last batch of DD42s arrived (2160-2219) and these were to have been KNA 601 to KNA 660. Prior to registration, someone in the Department determined that GVR 111 had not been allocated to a bus and the registration belonged to the Department. In July 1949 2160 was delivered and took to the streets as GVR 111, the rest of the batch becoming KNA 601 to KNA 659. In the pre computer, ANPR and local registration authority days the duplication with the car passed unnoticed. The car had moved to another area so when it was re-taxed the duplication was not noticed and it was 1954 before the error came to light and NVU 137 was hastily applied to 2160.
Ten years later in 1964 the last batch of PD2s to be delivered was registered 3696-3720 VM (3696-3720. An error in the Motor Tax Department reissued 3696 VM to another vehicle. When the error was discovered, as Manchester had 889 VU available in its Ambulance Department, this was issued to 3696. So the only two post war VU registered motor buses MCTD ran were each the first of the last batch of two significant types which played a major role in the Department’s history.

Phil Blinkhorn

11/08/14 – 17:38

Phil, I’d forgotten about the Crossley trolleys, by the time I became a "spotter" there were only the BUTs (and those only just) so the Crossleys were a bit off my radar though I think there’s one at Boyle St. Thanks for clarifying the 3696 story – the first of the batch which along with the previous 3671-95 surely had the deepest induction roar of any PD2s.

Michael Keeley

12/08/14 – 05:51

Michael, I think Stockport’s Crossley bodied PD2s were even louder and deeper.

Phil Blinkhorn

13/08/14 – 13:04

Considering that Manchester had so few single deckers what work did they actually do?

David Slater

13/08/14 – 14:48

There were a number of routes, mainly feeders from estates within the city boundaries and overspill areas outside the city boundaries, to main roads served by trunk routes, to nearby towns such as Middleton or Oldham or to local shopping centres in Wythenshawe, but two all day trunk routes existed, the #22 between Levenshulme and Eccles – with low bridges at both ends, and the #31 from the City to Bramhall with a low bridge at Cheadle Hulme where single deckers were the only option until the 1960s. Manchester had a private hire licence which allowed it to operate well beyond its boundaries and single deckers were often used. Two single deck City Circle routes ran for a time in the city centre linking the stations and shopping areas. In addition single deckers were used to supplement double deckers at rush hour and Ralph Bennett converted a number of double deck all day routes to single operation.

Phil Blinkhorn

14/08/14 – 06:46

As an addendum to Phil Blinkhorn’s comment it shouldn’t be forgotten that the single deckers in Manchester also tended to be the guinea pigs for any omo fare collection systems dreamt up in the bowels of Piccadilly or Devonshire Street. The original stabs at this took place as early as the 1920’s in normal control vehicles and but weren’t embedded for any length on a route until 1949 when the 110 feeder service was introduced and this which remained single decked (albeit with forward control from 1953) until incorporated in a longer double decked route in the late’60’s. In between those times the six single deckers that are the subject of this article were, in addition to their feeder service duties, employed on the rush hour Express Service 130 following the withdrawal of Crossley DD42’s on the route, much to the chagrin of the passengers of which I was one. Noisy, rattley and decidedly utilitarian they were very unpopular and the introduction of omo with slow loading and exit times on a traditionally fast route did little to endear them further. In an experiment to speed up loading the department introduced ‘carnets’ of tickets, 10 for the price of 9. The tickets had a small magnetic oblong on their reverse which when fed into a slot reader mounted on the entrance bulkhead head was supposed to issue a beep. Within a fortnight most of the readers had failed and until the ‘carnet’ facility was withdrawn the torn off tickets were just handed to the driver. Fortunately the Albions were fairly soon replaced on the route by new Panther Cubs which had, at least, wider entrances than the Albions but the electronic ticket cancellers were no more reliable than the gated access on the Panthers than followed them. However, the latter did restore Journey times.

Orla Nutting

18/08/14 – 12:15

Another route using single deckers was the 56 Halfway House, Cheetham Hill to Hollinwood Station. These replaced double deckers when they became One Man Operated. It meant the service could go under the low bridge and stop opposite the railway Station. Double deckers were still used for extras and on a few occasions the drivers forgot about their height and got stuck under the bridge, much to other drivers mirth. Another single decker service I remember, was on the 7 Manley Park Brookdale Park. It operated a 6d minimax fare system. The passengers had to put a sixpence coin in to go through a turnstile for any length journey. The half fares had to use the right hand turnstile. It was not a great success.

Peter Furnival

18/08/14 – 17:28

NBU 515

Peter Furnival makes mention of Double Deckers going under Hollinwood Station Bridge. Well here is a picture of Oldham Corporation Passenger Transport Department NBU 515 having carried out just such a manoeuvre. The gentlemen ‘wrapping up’ the top deck for transportation back to Wallshaw Street Depot, are from left to right:-
Don Harris (Garage Foreman), Eric Watts (Assistant Chief Engineer), and Bill Connelly (Assistant Depot Foreman).
History does not say who the Driver was or his ultimate fate.

Stephen Howarth

01/02/17 – 17:08

Phil, do you know what became of all six of the Aberdonians? I understand the whole batch was bought by the dealer Dodds of Dromara in Co. Down but where did they pass on to. I believe UXJ 244 may have been with the Fermanagh County Education Committee?

Bill Headley


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