Old Bus Photos

Potteries Motor Traction – Bristol FS6G – DPM67C – T2

DPM 67C

Potteries Motor Traction
1965
Bristol FS6G
ECW H33/27RD

New to Brighton Hove and District as fleet number 67 this was one of a pair of these Lodekkas acquired by PMT in NBC days as Driver Training vehicles. The yellow NBC style livery is rather attractive. Seems a strange vehicle type to transfer to an ex BET fleet with no previous experience of this model.
Photo taken at Woodhouse Street, Stoke outside the main works in July 1978

Photograph and Copy contributed by Ian Wild


22/04/20 – 06:46

These two buses were added to the PMT fleet at the end of 1976 and if my memory serves me right one was received in NBC green whilst the other had traditional Southdown livery. These buses were newer than all of the Leyland Atlanteans and most of the Daimler Fleetlines still in operation at that time, but these were not suitable for Driver Traning duties by virtue of having semi-automatic transmission. At that time to obtain a licence to drive all type of PSV a driver had to have undertaken at least part of the PSV training on a bus with fully transmission.

Leekensian


23/04/20 – 06:40

Thanks for the comment. In 1976 PMT would still have Ford coaches with manual transmission (and maybe Reliances 986-991 and 1041 -1043, possibly some Reliance service buses still with manual transmission). Most BET fleets had gone over to forward entrances for their later half cab deliveries and rear entrance buses were easier (and cheaper) to adapt for driver training. An interesting interlude and interesting comment about liveries as received.

Ian Wild


23/04/20 – 08:27

I agree that the livery is quite attractive, probably aided by how impeccable the bus looks.
Is it still or no longer the case that PSV drivers must have some experience of manual transmission? The Stagecoach learner buses I see around locally (all single deckers, although the fleet has double deckers, too) are so old as to suggest that they have manual gearboxes. They are of the high-floored variety coach type with steep steps into the vehicles.

Chris Hebbron


24/04/20 – 06:08

In 1976 PMT still had a large number of Leyland Leopards and AEC Reliances from the batches delivered between 1962 and 1965 – 921 to 950, 976 to 985 and 1036 to 1040. One of 1963 Leopards (927) was converted to a Driver Trainer in 1977 and carried the same livery as the two Bristol FS6G. Unfortunately all of the heavy weight(some might say decent) coaches had been withdrawn by PMT in 1973 to be replaced by twenty Ford coaches with Duple Dominant Express bodywork. I have often wondered if the coaches were withdrawn prematurely to take advantage of the bus grant scheme or in order to improve the profile of the coach fleet. A further link between PMT and Southdown also took place in 1976 when six 1965 Leyland Leopards coaches were purchased and carried PMT fleet numbers 10 to 15.

Leekensian


24/04/20 – 06:09

Chris-so far as I am aware the use of high floor coaches is more to do with a requirement that buses used for PCV licence testing (and hence training) are fitted with ABS brakes. Modern coaches are so fitted (again by law) hence meet the required standard.

Ian Wild


25/04/20 – 06:29

Ian; When this came into force my local operator, First Eastern Counties, had to use the newest Volvo coaches (R reg) for driver training and the N&P reg ones for revenue earning services.
Shortly before the ABS requirement I had passed my class D driving test in a 26 year old Bedford YMT which obviously did not have ABS.

Nick Dasey


26/04/20 – 06:10

Even when delivered in 1966, the FS did not appear to be the bus for the future of the industry! Several of the last batch went to Tilling companies that already used FLF forward entrance deckers. So why revert? I recall United Counties had several of this last batch, with the reliable 6LW Gardner engine and without CBC radiators and thus engineering-wise were very reliable vehicles. But not much use when one man operation of double deckers came to the industry within two years of the delivery. United Counties carried out careful conversions of four of their last FS6G into Driver Trainers and, in at least one case, combined with tree lopping duties, complete with trailer for carrying the cuttings. They were out-shopped from Northampton similarly to the PMT version in an immaculate yellow version of the NBC livery. I think samples are still running and there are photos on Flickr. PS: I remember collecting Eastern Counties last FS5G from Lowestoft in 1966!

Geoff Pullin


26/04/20 – 06:12

Nick, I really admire your gall to go public on this site to say that you passed your test in a Bedford!
Perhaps our illustrious ‘blogmaster’ could start a separate topic heading, so that we might be able to regale tales of what we passed our PSV test with?
just an idea? (Tin hat time from our beloved Bedford fans, I fear )

Mike Norris


27/04/20 – 07:25

Mike, you think that admitting to passing a test in a Bedford is bad, it get’s worse. I also passed my class 3 & 1 HGV tests in Bedfords and worst of all, I still own the coach.

Nick Dasey


27/04/20 – 07:25

Well, I learned and passed my test in a magnificent (6 speed) 6U3ZR. Of course, purists might (justifiably?) say that learning and passing on a constant mesh decker is something of which to be more proud.

David Oldfield


27/04/20 – 07:27

I passed my PSV test on either DPM66C or DPM67C I don’t recall which one, having trained on both of these buses whilst at PMT in 1978. My assessment was undertaken on the aforementioned Leyland Leopard 927 (927 UVT).

Leekensian


28/04/20 – 06:27

I did my initial PSV training at PMT on dual control (and Metalastik toggle link suspension fitted) AEC Reliance 470 5596. I progressed to PD2 L466 (which suited me as it had a sliding cab door) and finally PD2 L337 which I wasn’t keen on. The Instructors were Gerry, Sam And George Clews who was the Examiner. He somewhat reluctantly advised me that I had passed my test. Something about being an Engineer, I wouldn’t have to drive a bus in anger!!! Happy days

Ian Wild


29/04/20 – 06:24

I recall that the primary use of T5596 was to train Conductors in order to obtain a Car licence.
George Clews took me on an assessment to drive a Company car but my PSV test was undertaken by a Ministry Examiner. The man in charge of the PMT car pool was an affable man, Bill Corden who I remember was also the Chauffeur to the General Manager. His initial greeting when encountering him was ‘haven’t we got good jobs’. Indeed happy days.
There is a link on the SCT’61 site regarding T5596.

Leekensian


30/04/20 – 05:54

I remember Bill Corden, great bloke in charge of the private car garage. Bill was very helpful and encouraging to me. His usual greeting to me was ‘How’s the fleet!"
Characters!!

Ian Wild


 

Quick links to the  -  Comments Page  -  Contact Page  -  Home Page

 


 

Potteries Motor Traction – Daimler Fleetline – 5001 VT – L 1001

Potteries Motor Traction - Daimler Fleetline - 5001 VT - L 1001

Potteries Motor Traction
1964
Daimler Fleetline CRG6LX
Alexander H41/31F

Photographed in June 1970 at Manchester, and mercifully still retaining its Potteries livery and logo, is Daimler CRG6LX Fleetline No. L 1001, 5001 VT, with Alexander H41/31F bodywork, the first of a batch of twenty five delivered in April 1964. Ten similar vehicles followed in 1965. L 1001 seems to be remarkably coy about showing its destination, reducing its passenger information down to a sticker in the windscreen. Was this route not a standard operation for this type of vehicle, which would not then have had Manchester on its blind display?

Photograph and Copy contributed by Roger Cox


17/03/19 – 09:11

Yes Roger,
It should be able to show ‘Manchester’ in the top half of the box (where it reads P.M.T.) and the second line would show X2 in Bold, with Knutsford over Altrincham (where it shows ‘Service’) There are photos on the web of the PD3’s that used to run this service and I have downloaded a copy of Fleetline 964 from the web in exactly the same place showing the full service blind that I refer to.The layover seemed to be quite lengthy and in busy times, the vehicle would have to vacate the stand and park on Lower Mosley Street itself, prior to returning to load up for the return journey. I spent many hours in my spotting days here but sadly I never got to ride on the service, principally as it was an out and back service TO Manchester. These Alexander bodied Fleetlines did not look out of place here as they were look alikes of North Westerns own examples and when PMT provided an NCME bodied Fleetline, of course that resembled LUT’s which used LMS on the Blackpool service, as all had a basic Red/Cream livery.

Mike Norris


18/03/19 – 07:08

North Western’s Fleetlines had single piece curved windscreens, single headlamps and different sidelights and the NWRCC colour scheme with a lighter red and more cream was much less drab. PMT’s colours on its double decker fleet didn’t exactly brighten up the Potteries’ landscape.

Phil Blinkhorn


20/03/19 – 06:15

The PMT vehicles often parked in Whitworth Street West. This road was close to LMS and was between the two railway lines that ran from the old Central Station and the line from Oxford Road. In my spotting days the low bridge Atlanteans were common fare.

Andrew Gosling


20/03/19 – 06:16

The ABC Coach and Bus Guide for the Winter period 1969/1970 contains a timetable for the Potteries to Manchester PMT service X2. Points served were Newcastle-under-Lyme, Hanley, Burslem, Tunstall, Kidsgrove, Lawton Arms, Sandbach, Holmes Chapel and Knutsford. Set downs were at Altrincham, Sale, Stretford and Manchester (Lower Mosley Street). (A full fare table was not shown.
The timetable shows ‘dep’ for departure times up to and including Lawton Arms and ‘arr’ for arrival times at Altrincham and beyond. However, Sandbach, Holmes Chapel and Knutsford have neither ‘dep’ or ‘arr’ which may mean they could have been both pick-up and set down points).
The northbound departure times were:
09:20 from Newcastle-under-Lyme (arriving Manchester 11:30) on Saturdays and Sundays
14:30 from Hanley (arriving Manchester 16:30) on Fridays and Saturdays
The southbound departure times were:
12:00 from Manchester (arriving Hanley 14:00) on Saturdays
18:00 from Manchester (arriving Newcastle-under-Lyme 20:10) on Fridays, Saturdays and Sundays
PMT also ran a Hanley to Birmingham service X1 which had a similar format timetable.

David Slater


21/03/19 – 06:58

Bury also had some Alexander Fleet lines, 117 to 131, later 6317-31, but they had flat windscreens and were the full height version.

David Pomfret


26/03/19 – 06:53

David Slater’s description of the timetable is very helpful. Was it really the case that passengers were only allowed 30 minutes to spend in the city of Manchester.
Barely time to purchase a cup of tea and an Eccles Cake!

Petras409


02/07/19 – 05:59

L1001. 5001 VT was allocated to Newcastle Garage and service X2 was operated by Hanley Garage it may have been the case that ‘Manchester’ was not on the destination blind. Out of interest the bus was destroyed by a fire at Newcastle Garage in 1975.

Leekensian


12/02/20 – 16:38

On a matter related to P.M.T double deck Fleetlines, I recall travelling on Burslem based Northern Counties bodied L967 and noted that the electronic gear shift had been replaced by a floor mounted air assisted unit. If my memory serves me right I cannot recall ever coming across this feature on any other P.M.T. Fleetline. There must have been a reason for this change – I just wonder what it was.

Leekensian


23/02/20 – 09:43

In the early days of semi automatic gearboxes – Fleetline, Atlantean etc – PMT had concerns over the reliability of the ep (electro-pneumatic) valves which actuated the air supply to the different gear ratios. As early as 1957, the prototype PD3 (PMT H7700) had a direct air change from a floor mounted pedestal. On the early Fleetline in particular where the ep valve was mounted on the gearbox bell housing this was vulnerable to serious damage in the (not infrequent) failure of the trailing link coupling between the engine and transmission. This was moved under the lower deck rear seat on later variants of the Fleetline. Just how suspicious PMT were of electro-pneumatic control was evidenced by the removal and blanking off of the neutral warning light on the gearswitch in the cab on the AtlanteansWWG8. I was not aware of this happening with other Operators. Another thought is that the production Roadliners 1965 onwards all had direct air operation from a floor mounted column – the prototype (PMT SN1000 had an ep type gear change). Was the modification on L967 a precursor to the Roadliners? Finally, PMT took 21 single deck Fleetlines in 1970 which had the latest Westinghouse miniaturised direct air gear shift mounted on the steering column. These gave a lot of early trouble where oil in the air pipes caused delay in releasing a gear and effectively had the bus trying to drive in 2 gears for a brief but disconcerting period. Daimler solved this by fitting quick release valves at the gearbox end of each gear air pipe.

Ian Wild


23/02/20 – 16:33

Thanks for your input on Fleetline gear controls. I was aware of the Leyland Pedestal mounted EP’s as Bolton had them on PD2’s and PD3’s. But I am still puzzled about any air change device on Daimlers (there is thread open on the other webpage) I fully understand your comments about the coupling between the 6LX and the Gearbox on Fleetlines, having broken one myself, inadvertently. I was driving LUT Fleetline 184 on service 14 towards New Bury along Bolton Road in Farnworth, a fairly wide road. I was accelerating from a stop and while in third gear needed to pull out to pass a parked van. Indicating this manoeuvre, I became aware of a fairly fast car overtaking me, so came off the accelerator, but then seeing the car flash me to pull out, I re-applied my foot onto the pedal – Bang ! Disaster ! – bits of the coupling came through the bonnet housing, and more were embedded in the engine housing behind the rear seat. I received a caution for poor driving but that was later rescinded when the T&GWU represented me at a disciplinary hearing as the fault became more widely known about. Yes, the later FEGR Fleetlines had a small lever in a mini pneumocyclic style gear change that was mounted on the cab offside (not true Fleetlines though).
So still learning about Fleetlines all these years later, but still believe that electric control was better than air, for the reasons you have stated.

Mike Norris


25/02/20 – 05:49

In reply to Ian, the conversion could have been a precursor to the Roadliners but given that L967 was a 1963 delivery would the Engineering Department at PMT have made the conversion to such a new bus?

Leekensian


29/02/20 – 06:56


 

Quick links to the  -  Comments Page  -  Contact Page  -  Home Page

 


 

PMT – AEC Reliance – 4989 VT – C989

PMT - AEC Reliance - 4989 VT - C989

Potteries Motor Traction
1964
AEC Reliance 2U3RA
Duple C49F

Potteries C989 registration 4989 VT was an AEC Reliance 2U3RA with a Duple Commander I body delivered in early 1964. One of it’s early duties was an appearance at that years Brighton coach rally where it won the Coach of the Year trophy with favourable comments from the judges on both the interior and exterior designs which is understandable when viewing the simple but elegant lines with the attractive livery applied in a layout that follows the lines of the coachwork, a feature sadly missing on many of todays vehicles.
The photo was taken outside Southdown’s Royal Parade garage in the summer of 1964 when on an extended tour.

Photograph and Copy contributed by Diesel Dave


26/02/15 – 06:20

I remember them well! These six coaches C986-991 were the backbone of the extended tours fleet. They could be relied on to complete the tour without difficulty, rather more than can be said for the six Roadliner coaches. Their only vice was a tendency to overheat when driven for long periods in 6th gear. For one of these fine Reliances in a bit of trouble, see my posting in the Galleries headed A Potteries Motor Traction Coach in a spot of bother

Ian Wild


26/02/15 – 15:16

By the winter of 1965/66 they were regulars on the X2 from the Potteries to Manchester – I used to get the afternoon departure after a round trip from Manchester to Leek (via NWRCC’s X1 – usually a "VDB" Y-type) and then visits to Berresfords at Cheddleton and Hanley town centre. I guess that PMT didn’t do much in the way of extended tours in the winter.

Neville Mercer


04/03/15 – 15:42

I have been driving buses for about 45years and have never driven a vehicle so superb as these AEC Duple Commander’s. The finest coach I have ever driven.

Michael Crofts


06/03/15 – 06:39

I remember this when it was operated by Sabelis Concorde Coaches from Bugbrooke. I travelled to school on it. The regular driver said that it would sit at 80mph all day. That was in 1974, before Speed Limiters were foisted on the world.

Stemax1960


06/03/15 – 11:03

I looked up this batch in my spotting notes and turned up the following results (if you excuse the pun):
C986/987/989 parked in Priory Road in Anfield for the Everton v Stoke City match (1-1) on 12/12/1964.
C990 parked in Priory Road in Anfield for the Liverpool v Stoke City match (3-2) on 03/05/1965 (same season as above).
C991 parked at the Adelphi Hotel on Lime Street in Liverpool, almost certainly the team coach, for the Liverpool v Stoke City match (2-1) on 30/09/1967.
C988, seen but not logged.
Where did 50 years go?

Dave Farrier


 

Quick links to the  -  Comments Page  -  Contact Page  -  Home Page

 


 

All rights to the design and layout of this website are reserved     Old Bus Photos does not set or use Cookies but Google Analytics will set four see this

Old Bus Photos from Saturday 25th April 2009 to Saturday 15th August 2020