Old Bus Photos

Portsmouth Corporation – Tilling-Stevens E60A6 – RV1147 – 84

Portsmouth Corporation - Tilling-Stevens E60H6 - RV1147 - 84
Copyright G E Baddeley

Portsmouth Corporation
TSM (Tilling-Stevens) E60A6
English Electric H26/24R

CPPTD lent seven TSM’s and three Leyland TD1’s to supplement the shortage of LPTB’s vehicles. Parked at the Red Deer pub, Croydon, alongside two Ford Y’s and an Austin 14, Portsmouth Corporation’s TSM (Tilling-Stevens) E60A6 is very much on foreign territory, in Surrey. At the very end of its sojourn in London, between October 1940 and March 1941, it’s part of a restful scene in an otherwise turbulent time, with the Blitz in full spate. The low-angled sunlight shows up the lining-out and city crest a treat! Also showing up is the garage/running number plate just below the front downstairs window, the empty holders of which identified many London helpers to the day they were scrapped! Note the absence of anti-blast netting on the windows. It’s on route 12 which, at the other end, reached Oxford Circus. It was probably based at Croydon Garage, a mere 100 yards from the Red Deer, both still existing, although the garage has been re-built.
She got about in London, for I’ve seen a photo of her at Golders Green, too!
CPPTD bought ten of these petrol-engine’d vehicles, with vee-front English Electric bodies, in 1932, numbered 78-87. Two were destroyed in 1941, in Portsmouth, the rest being withdrawn in 1944 (4) , 1946 (1) , 1947 (2) and 1948 (1). Maybe the delivery of nine Daimler CWA6’s enabled them to withdraw the first four, but, with the pressures on buses in this year on other local operators, this is surprising and mysterious. We shall never know now.
All ten buses were lucky, for they were returned to Pompey on 13/14 March 1942, just after Eastney Depot was bombed on the 10th, destroying ten buses!

Copy contributed by Chris Hebbron Photo copyright G E Baddeley

19/11/12 – 08:14

It seems that these buses were lucky twice over, Chris. If they left Croydon Garage (TC) in March 1941, they escaped the devastating damage caused in May 1941 when the depot was hit during the Blitz and caught fire, causing a number of casualties. See:- www.yourlocalguardian.co.uk These TSM double deckers carried the Leyland clone style of radiator adopted in 1931 to replace the antiquated shape worn by the B10 Express. The wheelbase was 13ft. 4½ ins., and the six cylinder 6.972 litre petrol engine (apparently designed in part by Harry Ricardo) developed 109 bhp at 2500 rpm, driving through a four speed crash gearbox. Among the antiquated features carried over from earlier models was the central accelerator pedal, which some manufacturers, Crossley and Dennis being others, seemed curiously reluctant to abandon. The TSM double decker was not a success, with Walsall, Birmingham and Benfleet & District (which soon became part of Westcliff-on-Sea) among the few purchasers in addition to Portsmouth.

Roger Cox

19/11/12 – 10:30

13ft 4½ins seems very short for the wb. though, considering 16ft for contemporary Regents et al (or around that figure anyway).
What I find truly fascinating about this photo is the English Electric body! This style must beat all records when it comes to the amount of different chassis upon which it was placed, from its 1932-6 existence! I cannot think of a Thornycroft version, or, of course, a Bristol, but all the rest of the contemporary competition had examples. Please correct me if I have missed anything!

John Whitaker

19/11/12 – 12:52

That was a bad bombing, Roger. I found an associated link with a photo of the results – see http://goo.gl/giEwB. Croydon was a Tilling Garage pre-1933 and hosted many Tilling STL’s, one of which can be seen as a casualty! Thx for the additional information. I wish I knew what the TSM model codes meant; sadly, your information sheds no light on the codes.
Your observation is correct, John W, about the versatile EE body. although it always seemed to grace more Leyland chassis than most others, but that may be a faulty observation!

Chris Hebbron

20/11/12 – 05:19

I think that you are correct, John. The wheelbase figure I gave came from a piece written by Geoff Hilditch many years ago, but I think that it might well be a misprint for 15ft 4½ins. The contemporary original 661 Regent had a wheelbase of 15ft 6½ins.

Chris, I hesitate to be pedantic on this – I have gleaned this info from various sources over the years and am open to correction, but the chassis codes for TSM/Tilling Stevens seem to be based on the following formula:-

First letter = Model type number, this case E

Second group = Engine power (petrol) or manufacturer/no. of cylinders (diesel), which here should probably be the figure 60.
Possibly this reflected the old RAC rating, which was really a measure of engine capacity rather than power.

Third letter = Vehicle purpose. A was the letter for a passenger chassis

Fourth number = wheelbase, 6 being the double deck wheelbase figure of around 15½ feet

Other TSM/Tilling Stevens chassis codes were the H type, as in Dave Gladwin’s posting of the Preston’s of Ferryhill coach, and the familiar ex Altonian K type, K6LA7, in which the ‘6L’stood for 6LW and the final 7 for a wheelbase of around 17½ feet. The later, 30 ft long, full fronted lightweight Express models with four cylinder Meadows engines were coded L4MA8, the last figure denoting a 18ft 7½ins wheelbase. There was also a shorter version of the Express II, with a Perkins P6 engine, the L6PA7. The 5LW powered short wheelbase 30 seater buses ordered by the China General Omnibus Co. which were diverted in wartime to the home market, and the very similar machines bought by the China Motor Bus Co. from 1948 were coded H5LA4 and K5LA4 respectively. The wheelbase on these appears to have been about 13½ feet.

Roger Cox

20/11/12 – 15:19

Thanks for that information Roger, I’ve often wondered too because Notts & Derby had a batch of five double deckers in 1932, coded D60A6, so I imagine they would have been quite similar to the ones above, presumably petrol engines were standard at that time. Was a diesel version offered, if so, what form was it? In spite of them being regarded as not successful, some of them seem to have achieved good service lives, the Notts & Derby ones ran for thirteen years, although perhaps war was a factor in that.
I have a photo of an L4MA8 coach with a Duple body which looks very similar to a Bedford SB of the time (1952). What a shame production ended just as TSM were about to enter the ‘modern’ era!

Chris Barker

20/11/12 – 16:55

Your pedantry is very welcome, Roger, and sheds some light on the somewhat arcane coding system TSM used at that time. Incidentally, I believe that TSM reverted to the Tilling-Stevens name just before the war. Even in the post-war era of distress purchasing, they did not do well, their largest orders coming from Hong Kong; 108 to China Motor Bus and 50 to Kowloon Motor Bus (K5LA7), all delivered in 1947/8. This would make the latter like the Altonian vehicle, but with a Gardner 5LW engine. One of them is preserved.

Chris Hebbron

21/11/12 – 06:47

I believe the Notts and Derby batch were a serious bid by TSM to gain access to the Balfour Beatty Group, where tram abandonments were mooted. The composite Weymann bodies were virtually identical to the Mansfield "Regents" of 1932, which replaced the BB tram system there.
TSM never really recovered from the loss of business with the Tilling companies, with whom they shared some common ancestry, with Bristol becoming the standard "marque" after 1934. Several demonstrators had visited the Group in 1932/3, with no success.

John Whitaker

21/11/12 – 06:48

Roger, I understand that the third letter in Tilling Stevens/TSM vehicle designations stood for the location of the driving position: A denoting forward control and B denoting normal control. Hence the B9B and the B10B were normal control versions of the ‘Express’ B9A and B10A.

Michael Elliott

21/11/12 – 10:00

Yes, that sounds right, Michael. I have looked through all references to TSM/Tilling Stevens/Vulcan, including goods chassis, that I can find, and the only other letter that appears is the ‘B’ that you mention. If the ‘A’ stood for ‘passenger’, the B10B would not fit the scheme, so it must, as you say, denote the driving position. At last, we seemed to have cracked the code.

Roger Cox

21/11/12 – 12:53

Kept wondering what it was that makes this rare and handsome bus look so much newer than it really is, and it’s just occurred to me: the very low radiator and bonnet line!
Thanks to Chris for the posting and to Roger for the very full detail. With a spec like that, and issuing from such a respected stable, the chassis ought to have sold in good numbers, but like the Vulcan Emperor, the Morris-Commercial Dictator, the Thornycroft Daring and the pre-war Guy Arab it just seems to have faded away. Was it cost, or some unsuspected weakness…?

Ian Thompson

21/11/12 – 15:26

Ian, one valuable reference source of Tilling Stevens data is the article written by "Gortonian" (Geoffrey Hilditch, of course) in the old Buses magazine in its superior days of 45 years ago, and republished in his book "Looking at Buses". He states that the double decker’s six cylinder engine, though a new design, had only a four bearing crankshaft instead of the usual seven, and the friction surfaces of the clutch were not attached to either the driving or driven plates, a feature intended to ease maintenance but which didn’t actually work out too well in practice. The chassis retained some antiquated design features and, although this TSM was an advance on its forebears, it still compared unfavourably with the Titan and Regent. As we know, the Tilling Group had lost any interest, literally and financially, in the TSM concern by this date, and the firm found it extremely difficult to gain entry to other markets in the depressed ‘thirties. The low bonnet line is certainly commendable. Some contemporary manufacturers, such as Bristol and Dennis, adopted unnecessarily high bonnet levels apparently to give an impression of power. The pre war Dennis Lance with the very high set oval radiator was possibly the most extreme example of all. The Strachans bodied Aldershot and District Lances of 1937 had tiny cab windscreens, which, coupled with the high bonnet, must have severely limited the driver’s view.

Roger Cox

21/11/12 – 17:28

Others were the Sunbeam Pathan/Sikh (the latter an early posting of mine). I’d forgotten the Vulcan Emperor, of which a few were bought by Southport Corporation, more as support for a local business than for any other reason, I suspect! I’m sure a few were bought elsewhere, but can’t recall, off-hand. You’ve got to feel sorry for folk putting in all that work, to come to naught in the end! Bad period for business, what with the Wall Street crash et al. You’re right about the low radiator/bonnet line giving the TSM a modern look: Leyland TD1/2’s of the same period looked more antiquated, with their radiator shape.

Chris Hebbron

22/11/12 – 07:24

The Vulcan Emperor was certainly a rarity. A picture of Vulcan’s advertisement can be seen here:- www.flickr.com/photos/

Roger Cox

23/11/12 – 08:16

Chris B and John W mention five Notts & Derby TSM D60A6’s, with Weymann bodies, delivered in 1932 and lasting until 1945. Here is an artist’s impression of one: www.cooperline.com  from which it is noticeable that the radiator shell is subtly different. Nice looking vehicle, though.

Chris Hebbron

23/11/12 – 10:06

Nice one Chris!
From photos though, I cannot discern any difference.

John Whitaker

07/12/13 – 07:55

I am currently trawling through seemingly endless internet pages to find out as much as possible about Tilling Stevens machinery. Above, in the very first comment, I say that the wheelbase of the E60A6 was 13ft.4½ins., which is patently erroneous for a 26ft. long bus. John Whitaker quite rightly challenged this figure and suggested 16ft. as being more likely. The Commercial Motor for 21 July 1931 gives the figure of 16ft.1 inch, which also fits the final ‘6’ wheelbase code. John got it right!

Roger Cox

08/12/13 – 08:24

I shall very much look forward to the information you find about Tilling-Stevens/TSM when your ‘digging about’ comes to an end, Roger. The company has always fascinated me.

Rv 1143

In the meantime, I have found a good close-up photo of sister bus No. 80 (RV1143) in the Strand, London, on Express service 12. [Copyright W J Haynes].

Chris Hebbron

08/12/13 – 10:27

Me too Roger. I have always been fascinated by Tilling Stevens: Ever since our Bradford tram seaside "bungalow" was placed at Skipsea in 1948, right next to an ex-North Western single decker!
You mentioned Vulcan "Emperors", another fascinating rarity. Am I correct in thinking Glasgow had the most significant number of this make and type, or was the Southport batch the largest? I am trying to collect as much info. as I can on this subject, but apart from the Southport history published by the Leyland Society, there is very little to go on. Thanks for your efforts.

John Whitaker

08/12/13 – 15:43

Between us, we seem to have cracked the post 1930 chassis designation code, and I am sure that, once I have managed to cobble together some information, our collaborative efforts will eventually unravel the details of earlier types. I am fascinated by this splendid picture, Chris. These buses must have been pretty rare subjects for the transport photographer, so every example is very welcome. What was Express Service 12? Did Portsmouth hold some express road service licences, or was this a wartime picture of an LPTB operation? I note that the front wings are painted white which might suggest the latter, but I can’t read the destination. The terminals of the old route 12 were Croydon and Hendon, though no buses operated the entire length; the route was run in overlapping sections. Did the LPTB run some express sections over established routes in wartime?

Roger Cox

08/12/13 – 18:13

Thanks for the photo, Chris H. English Electric bodywork of this era is another subject "close to my heart", and Pompey was a mecca!
On the PCT theme, is it not strange that Portsmouth escaped the massive bus damage which was inflicted on so many other Luftwaffe targets? No utility trolleybuses were necessary, and only the (6?) Duple CWA6s?

John Whitaker

09/12/13 – 09:23

John W – Vulcan also built bus bodies and some 40 or so were ordered by Birmingham Corporation on AEC Renown Chassis in 1930 and one on a solitary Crossley Condor in 1932. I have a photo of one of the Renowns (424) with badly mangled Vulcan body which I would have assessed as a write-off, yet it was not disposed of until 1945 (Peter Gould). I also had one of a damaged Southport Vulcan somewhere, too, and an advert for them. You are welcome to use them if you wish. They also trialled an Emperor in 1930. Of course, Tilling-Stevens took over Vulcan if memory serves, didn’t they?

Roger C – I notice that Birmingham Corporation took a number of T-S TTA1/2/TS3 with Tilling and LGOC bodies in 1914, then bought some more TS3’s in 1915 and bodied them with bodies taken off some pre-war Daimler chassis requisitioned by the War Dept. in 1914! They also trialled a demonstrator T-S TS3 in 1923 and a C60A6 in 1931, but it came to naught.

Roger/John – Yes, the bus is in Whitehall. I can find nothing on LPTB EXPRESS route 12, save that it appeared to operate only for the duration of the loan of these vehicles, detailed above. The destination box is blank. However, looking at the original of 84 at top of page, that, too, seems to show route 12 and is taken in Croydon, but no EXPRESS label is shown. At this time the other destination was Oxford Circus. The supposition that the route was part-EXPRESS or partly so, may well be correct.
The T-S in the lower photo bus worked out of Nunhead Garage, Peckham, opened, in 1911, by the National Steam Car Co Ltd, from where, ironically, bearing in mind the T-S petrol-electrics, operated another non-standard bus type, Clarkson steam buses, fired by paraffin!

Chris Hebbron

09/12/13 – 14:36

It’s interesting to reflect on these "also ran" manufacturers of the early 1930s. These could include the TSM E60 and related models, Thornycroft Daring, Vulcan Emperor, Morris Commercial Dictator, Gilford 163DOT, Karrier Consort and Sunbeam Sikh and Pathan. Quite possibly the pre-war Guy Arab is an "also ran" in this era of the 1930’s. None of these were effective competition against the mighty AEC Regent and Leyland Titan. Karrier and Sunbeam saved themselves by manufacturing trolleybuses instead. Would it be true to say that Daimler might have been an also ran had it not developed it’s "CO" series with Gardner engine and fluid transmission? The earlier CH and CP series had, I think, limited followings. Somewhere in between this list of also rans and the mighty Leyland and AEC were the likes of Dennis, Crossley and Bristol – the latter two having specific support (Manchester Corporation and the Tilling Group respectively) to boost their success. I agree with the contributor above that Portsmouth was a mecca for the stylish English Electric bodywork. Unfortunately the TSM’s shown had all been withdrawn long before I could be aware of their presence on the streets.

Michael Hampton

09/12/13 – 15:22

Hi Chris H. Yes, I would love to see the Renown bodies by Vulcan. Also the advert! Thanks.
Re. Michael`s comments about other contemporary "rarities", it is interesting to note the position of Guy in all this. I think the FC48 "Invincible" model was more of a contemporary of the "Emperor", etc. It was the mid 1930s before the "Arab" appeared, but as Michael says, it was definitely an "also ran" as were Maudslay and Foden double deck attempts during this time.
Daimler were quite successful though, with the COG5, and to a lesser extent with the COG6, but mainly with the municipal fleets. Interesting thoughts Michael!
Good old Bristol could hold their own though, with any competitors!

John Whitaker

11/12/13 – 06:33

According to Ken Glazier’s excellent tome on London Buses during the Second World War (a book now itself twenty-seven years old), the Express 12 followed the normal 12 but ran limited stop between Dulwich and Trafalgar Square. This operation started on 24th October 1940 and ended after 18th March 1941. The main purpose of these services seems to have been to get people home as early as possible, before the combined effects of the blackout and blitz extended their journey too much. By the following spring the urgency was reduced and the change of focus by the Luftwaffe meant that by the following winter these measures were not needed. They had not, in any case, proved very popular.

David Beilby

11/12/13 – 14:53

Thx, David B, for filling in the gap.
Although nothing can be read into it, it would seem that this bus was not popular, since it appears to be empty!

Chris Hebbron

12/12/13 – 12:20

Thanks, John W, for your comment (on 9th). I agree that the Guy equivalent of the Vulcan Empreror would have been the Guy FC, which was named the Invincible later in it’s production career. The FD Arab came on the scene in 1933, and was more contemporary with the Morris Commercial Dictator offering. I had forgotten Maudslay – was their offering called the Meteor? Memory tells me that Foden only produced one (perhaps two double deckers pre-1939. One was registered AMB 834, and had a body with a very sloping front profile in a straight line from upper deck top window right down to the front mudguard. I think it worked for a Cheshire or North Wales independent. I can’t trace the books I need to check these items, so apologies if my memory is faulty – no doubt you good folk out there will add your own memories and facts as needed.

Michael Hampton

12/12/13 – 15:36

Michael, the pre (1939-45) war Foden double decker appeared in 1934, and it would seem that three examples were made. AMB 834 had a Burlingham body with the features you describe, and was purchased by the Ebor Bus Company of Mansfield. A little bit of history about this company may be found here:- www.ourmansfieldandarea.org.uk/
The fates of the other two Foden ‘deckers seem to be more elusive to researchers.

Roger Cox

12/12/13 – 15:38

Michael. The only pre war Foden I can bring to mind was the one supplied to Ebor, of Mansfield. This had a sloping front right down to the base. Not sure exactly when it was delivered, or who bodied it.Maybe Burlingham?
Coventry referred to their Maudslay double deckers, from 1929 to 1931, as "Magna", I believe, including both 4 and 6 wheel versions. I have also seen reference to them described as "Mentor", so hope someone can clarify.
Thanks for the "Arab" clarification. I think the first one was for West Riding, with a Roe CE body, but have always thought that the "Arab" was simply a Gardner engined development of the FC. Certainly, its chassis "geometry" is in line with the FC , being much more a relic of the TD1 era.
Would n`t it be nice if we could bring all this detail from all these 1929/32 attempts at AEC/Leyland competition together in one document!

John Whitaker

13/12/13 – 07:31

Guy double deckers always seemed to be rare in the 1930’s although Cheltenham District bought some (were they called Invincibles?). Another company was Albion which built the Venturer (1932-39 and CX (1937-39), which did not really penetrate south of the Border very much between the wars and not that much in Scotland to my knowledge. Glasgow had some, but also bought Leylands and AEC’s quantity (ever pervasive!). Dundee – NIL. Aberdeen – ?. Scotland never seemed so supportive of Albion as many North Country municipalities were to firms like Crossley and the like in that era. Yet they were sound and reliable vehicles to be trusted.

Chris Hebbron

13/12/13 – 11:42

FWIW, David B, I came across another EXPRESS route which ran for a slightly shorter period: 7/11/40-19/3/41 – same reason given. This was the 47, running from London Bridge, stopping only at Lewisham, Catford, Bromley (Market Place), then all stops to Bromley Garage.

Chris Hebbron

16/12/13 – 07:28

Following on from my posting of 9/12/13, I’ve found details of TS models, with dates into service, which might fill in more blanks: 1924 – TS5X and TS3A, 1925 – TS6, 1926 – TS5A, 1927/1928 – TS6, 1928 & 1931, both T-S and TSM B10A2.

Chris Hebbron

21/12/13 – 07:19

OOps! – In my list of "also rans" for double-decker chassis manufacturers, I mentioned Morris Commercial. I wrongly noted the Dictator, which was a single-deck chassis. The d/d equivalent was the Imperial. This was sold to Birmingham and East Kent (and I think Edinburgh, too?). Also my thanks to Roger Cox for linking my description of the Foden to the bus I had in mind – the Burlingham bodied example owned by Ebor of Mansfield. (Now another digression – Ebor is the Latin name for York – is this a co- incidental use of the fleetname, or is there a specific connection between the Ebor of Mansfield bus company and the city of York?).

Michael Hampton

21/12/13 – 11:46

It would appear that Ebor, besides being the ecclesiastical title of the Archbishop of York, was also the name of a famous nineteenth century racehorse. Perhaps the diocese should submit an entrant to the London Marathon. This link www.ourmansfieldandarea.org.uk/  gives a bit of information about the Ebor Bus Company, but it contains no indication about the origin of the name.

Roger Cox

21/12/13 – 15:20

The Roman town was actually called Eboracum, not just the Bishop! This shuffled into Jorvik (as in the heritage centre) with the Danish invasion and then this gradually became York. Similarly Danum Corporation Transport (the Crimson Lake chariots)- all right, Doncaster.


02/04/15 – 09:04

The Portsmouth Corporation Tilling Stevens seen on the Red Deer forecourt in South Croydon was photographed between October 1940 and February 1941. The row of houses behind the bus, and the school behind the houses were flattened when a bomb fell on the school on 5th February 1941. About 100 yards to the left, the South Croydon bus garage was bombed on 10th May 1941, destroying the building and 65 buses which had been refuelled ready for the next morning. Seven men were killed in the explosion.

H. Daulby

RV 1147_lr Vehicle reminder shot for this posting

30/08/15 – 06:55

The most Vulcan Emperors amassed by anybody were the 25 the Glasgow Corporation transport ran.
Vulcan itself was bankrupt by 1934. The liquidators sold the name to TSM.
As for the 1933-40 Guy Arab Robin Hannay has some detail about it it the current (August-September 2015) number of Classic Bus; in it he also mentions the solitary Sunbeam DF1.
Also Ebor bus Company of Mansfield were connected with Ebor general Stores of York.

Stephen Allcroft

31/08/15 – 06:36

The Ebor Bus Company was an offshoot of Ebor Trading Ltd. of Walmgate in York. Part of their business involved financing vehicle purchases for various operators, one of which was Rudolph Twaites of Lockton, near Pickering, who ran buses into York from Pickering and Malton. Mr Twaites possible over-stretched his finances and the vehicles and business passed to Ebor Trading in 1929. This business became the Ebor Bus Company. Possibly the Mansfield business was acquired in a similar fashion. The York Operations were sold to West Yorkshire Road Car Company in 1930.

David Hick


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Bradford Corporation – Leyland Titan PD2 – EKY 569 – 34

Bradford Corporation - Leyland Titan PD2 - EKY 569 - 34
Copyright Ian Wild

Bradford Corporation
Leyland Titan PD2/3
Leyland H33/27R

This Driver Training bus is seen shining in the sunshine outside Thornbury Depot at an open day in September 1973 a few months prior to the formation of West Yorkshire PTE. It appears to be in splendid condition for its age. Records show its withdrawal from normal service (as fleet number 569) in 1965 so it had a long innings as a driver trainer.

Photograph and Copy contributed by Ian Wild

A full list of Titan codes can be seen here.

16/11/12 – 09:00

These Leyland PD2/3s were a batch of 20 bought in 1949/50. The last ones were 20 years old when they were withdrawn in 1970. A mere 2 years before the 1961 AEC Regents.
Somehow I don’t think todays replacements will be around in twenty years time!

Chris Hough

16/11/12 – 11:24

558 from the same batch is preserved. Last time I saw it, it was undergoing major body restoration at Sandtoft but was in running order.
It spent it’s early preservation years taking members of the West Riding Transport Society to rallies and towing the society’s preserved trolleybuses around, a duty shared with Guy Arab II ex County 70.

Eric Bawden

16/11/12 – 11:38

I may upset a few people here, but I’d like to venture to suggest that Bradford Regent Vs 121-5 were withdrawn in 1972 not because they were worn out, so to speak, but simply because Bradford had a surplus of vehicles at the time – Fleetlines 336-55 being more than enough to see off the last Regent IIIs. The earlier Regent Vs, 106-20, would have been past their second recertification at the time.
It has been inferred elsewhere that AV590-engined Regent Vs were a disaster, but AV590 engines continued to be fitted, almost to the end of production, and I’m not aware that Regent Vs generally had a short life – they seemed to last just as long as contemporary PD3s, Arab Vs, and CVG6LXs.
One thing which does seem untoward is the quoting of EKY 569’s lower deck seating capacity as 27, rather than the more usual 26. Yes, this is consistent with the Peter Gould site, which asserts that all of the batch (554-73) were upseated to H33/27R in the mid-fifties. Most or all of Bradford’s post-war motorbuses were upseated in the mid-1950s, but no other batch apparently had the lower deck capacity increased to more than 26. This includes the 41-65 batch of PD2s, which must have been virtually identical to 554-73. A lower deck seating capacity of 27 implies a rearward-facing seat for five behind the bulkhead, and I can’t recall this as being a feature of any Bradford buses.

David Call

16/11/12 – 13:49

David. As one of AECs biggest fans, I would concur that all wet-liner AECs (470 and 590) were not as good as the A2** that preceded them nor the 691/760 that followed. I have long been puzzled, along with folk such as you, as to the vilification of Bradford Regent Vs. Sheffield’s terrain is as bad as, if not worse than, Bradford’s. Over a 100 590 Regent Vs gave sterling service – and a full service life – in and around the city and were quite frankly superior to the (very good) PD Titans let alone the typically iffy PDR1 Atlanteans. Was there something in the Bradford air that disagreed with the Southall fuel system?

David Oldfield

16/11/12 – 13:50

No David, none of Bradford`s buses had a rearwards facing seat, even after "upseating" I also believe that 121 – 125 were withdrawn due to their extra high fuel consumption.
The Titan PD2/3s came in 2 batches, 554-573, and 41 – 65, the later batch not having the front upper deck rain shields, and thus having a more up to date look. Both batches of Titans looked absolutely superb in their original "Tattam" livery, with yellow lining, cream bands, and grey roofs, the livery to which the preserved example is, I believe, returning. Bradford`s operating and maintenance staff highly praised the Titans, and rightly so, BCPT was never really a "Leyland" fleet, the previous Titans being of the TD1 type, and subsequent ones, in 1967, of the PD3A variety, and consequently, they always had something of a "separate" feel about them amongst the more numerous Mark 111 Regents.
This photo brings the memories flooding back! I always preferred a downstairs ride on a PD2, as the tickover "gurgle" used to fascinate me along with the other magnificent sounds, and the sight of the "Leyland metal framed body" badge is something else etched into my memory! Wonderful, high quality vehicles!

John Whitaker

16/11/12 – 15:35

It is the very essence of informed transport enthusiasm for each of us to have especial fondness for a particular marque or model, and this site thrives upon the diversity of discussion that arises from individual preferences. I personally felt that the Mark V Regent, particularly the noisy synchromesh version, did not measure up to the standards of the older Mark III in a number of respects – sacrilegious, I know, but my favourite Regent Vs were the preselective Gardner powered Rochdale examples – but the views of others offering a different opinion are equally valid. Whatever its shortcomings, real or imagined, the Regent V was not a commercial or operating disaster, and it served many operators faithfully for several years. David Call’s explanation for the seemingly early withdrawals of the Bradford examples seems a little strange to me. No properly run operation would wake up to find itself holding an unplanned surfeit of vehicles, thereby necessitating the early withdrawal of entirely serviceable stock. The earlier than expected demise of buses such as these, by no means only in Bradford, surely arose from the introduction of the New Bus Grant Scheme in the 1968 Transport Act. The opportunity of buying a new bus at half cost was seized upon by all operators throughout the bus industry, and perfectly sound Leyland Titans, Guy Arabs, Daimler CVGs as well as Regent Vs, were pensioned off early. Certainly, the Regent V could probably give most of the modern, tinny, lurching buzz boxes a good run for their money, and probably achieve that result at a lower cost in maintenance and fuel.

Roger Cox

16/11/12 – 16:45

GKU 61_lr

Here pictured in April 1970, again on training duties, is one of the later batch of Leyland H30/26R bodied PD2/3s, GKU 61, delivered in 1950. This bus presents a bit of a puzzle. According to Peter Gould, the fleet numbers and registrations matched, which should make this bus No. 61, but the fleet number 60 is clearly displayed. Do our experts have an answer, please?

Roger Cox

16/11/12 – 17:14

Hi Roger,
Bradford’s "0" series numbers were specifically for what they called service vehicles, such as tuition buses, grit wagons, tower wagons etc, and had no connection whatever with the fleet numbers of passenger stock.

John Whitaker

17/11/12 – 06:47

Many thanks, John. That explains it. This site is a goldmine.

Roger Cox

17/11/12 – 06:48

The AEC engine types that David Oldfield refers to as predecessors of the AV470/AV590 were the A208 and A218.
The A208 was the original engine fitted to 9612E/9612A which was found to run hot when driven ‘hard’ and the A218 had an external water pipe feeding coolant to the rearmost cylinders to overcome this.
The engine fitted to the Regent RT was the A204, which also received the external water pipe modification but without any change to the type number, which remained A204.

Michael Elliott

17/11/12 – 06:49

Bradford borrowed some AEC Regents from Huddersfield in the final months before the formation of the PTE. This may have been in part due to vehicle shortages as Bradford decided to buy no more new vehicles after 1972 as they were not in favour of the PTE and did not wish to furnish it with new stock. Certainly in the early years of the PTE a number of Leeds Daimlers saw service in Bradford to cover shortages.

Chris Hough

17/11/12 – 06:50

There are comments elsewhere on the BRADFORD thread about changes to the livery. Some apparent changes are caused by the lighting conditions, the film or the way it was processed – for example, I have a Royal Blue coach next to a Birmingham PS2 in one photo, and they both look alike, whether they were or not in reality. In the views above, are they really different shades of blue, or is there an outside factor?
Nice views, by the way!

Pete Davies

17/11/12 – 06:53

Are the colours of these two buses supposed to be the same or is it a photo thing? If the same, which of the two is the more realistic?

Chris Hebbron

17/11/12 – 06:53

Both of these beautiful vehicles are presented in a way that would disgrace many modern operator – and they were only for driver training at the time! Well done, Bradford.

David Oldfield

17/11/12 – 06:54

I said I might upset people – I probably have, but I’ll probably upset a few more yet. AEC’s 470/590 engines may well have been widely criticised, but they must have had something going for them, or they wouldn’t have been introduced, and operators wouldn’t have bought them by the thousand.
I don’t think Bradford’s Regent Vs were universally disliked – Stanley King may have disliked them, and he was inclined to make his views known.
As for Bradford 121-5 having excessively high fuel consumption, I’ve heard this one before – but why would they be any more thirsty than 126-225, which had the same engines? The two-pedal control wouldn’t have made any great difference.
I’m now going to take Roger Cox to task for his criticism of my suggestion as to why 121-5 were withdrawn when they were. At the height of the bus-buying boom (prompted by the ‘bus grant’) there was a two-year waiting list for new buses – any operator who could accurately predict how many vehicles would be coming due for replacement in two years time would need not only good business sense but a degree in clairvoyance. To have predicted within five, for a fleet of over three hundred, doesn’t seem bad to me. Don’t forget that operators were more likely to err on the side of underestimation – and finished up keeping vehicles they had been planning to dispose of.

David Call

17/11/12 – 08:39

As Chris says, the Bradford Blue has come up before. Years ago, I had problems trying to obtain a consistent blue in silk screen work, and eventually those who knew told us that blue was a translucent colour (or somesuch) and it depended on the colour of the primer. On the other hand, 35mm colour film did vary: I think Fuji was bluish and Kodak reddish- perhaps!


17/11/12 – 08:39

EKY 55x

Another picture of a PD2 in the Bradford Training fleet. I took this hurriedly composed shot around 1969/70 but can’t quite make out the registration number. It looks like EKY 55?
Can anybody positively identify it?

Eric Bawden

17/11/12 – 13:29

Re film colour. I’ve been shooting aircraft on AGFA, Fuji and a much smaller amount on Kodak slide stock since the early 1970s. I also have a fair number of prints/negatives from various film types.
I’m currently scanning around 14,000 aircraft slides, 2,000 prints plus all the family photos using an Epson V700.
Colour rendering and quality varies. The Epson tends to scan to a blue bias whilst Fuji slide stock of the period has an inherent green tinge. Agfa tends to a slight red and, if the slides have suffered from age, those tendencies are amplified.
Kodak is a nightmare to scan and, thankfully, forms the minority of my shots by a long way.
I find that I have to do some colour work in Photoshop with most slides older than 15 -20 years.
Blue as a colour does have inherent pigment problems. I was a regular visitor to Bradford from a young age and there was always some difference in shades between their buses in the same way as the off white of Stockport’s scheme changed with not very great age.
Am I right in thinking that the shade of blue in later years was deliberately darker than in the early – mid 1950s possibly to overcome fading?
Going back to the comparison between the two photos I’d say, looking at the sky, that Ian’s photo is slightly overexposed either in the original or in scanning but the blue, were the colour temperature and exposure corrected, would approximate to an 1950s blue.
Roger’s photo also has the sky over exposed, presumably to have enough exposure for the bus, but the green of the grass is more accurate. Having said that the blue red balance is out (look at the road surface and the various windows) so the blue of the bus will also be out.
This: www.flickr.com/photos/1  illustrates how the colour is affected by light and shade and is closer to Ian’s shot.
Here is the same bus on a grey day: www.flickr.com/photos/2  which is how I remember the colour (perhaps it was always grey when I went to Bradford (!) but again shows variation and is closer to Roger’s shot. Also look how much richer the cream is in the first of the Flickr shots compared to the second and the shots in this thread.
Unfortunately the variation in film stock, exposure, processing and scanning is not going to help either justify or correct our memories where such issues arise. The only way to know for sure is to obtain the colour number used for the paint and then try to find a colour chart.

Phil Blinkhorn

17/11/12 – 14:37

The last six months of BCT was not a period of great glory. Last week I met some friends in Leeds from my days in the bus industry at that time including Brian Eastwood, who was then Assistant Traffic Superintendent at BCT.
Brian reminded me of the day that the Chief Engineer, Bernard Barrington Brown [who was known as ‘B-cubed’] announced that there was a vehicle crisis. John Hodgson Hill, the Traffic Superintendent, then set Brian and Chief Inspector Fred Wilkinson the task of selecting running boards (vehicle schedules) that could be dropped.
I seem to remember that eventually a list of boards that could be dropped was agreed upon and Arthur Wheet, who operated the address-o-graph and printing machine on the 6th floor of the Head Office at Forster Square, produced the necessary passenger notices of journeys that would no longer be operating.
As I recall the problem came in part from a large number of vehicles requiring re-certification and I seem to remember that a great many of the first batch of 15 Leyland Atlanteans delivered in 1967 were out of service during the period immediately prior to the PTE taking-over.

Kevin Hey

17/11/12 – 17:26

Some interesting comments about colour rendering! It may seem a silly question – but I’m from British West Bradford, not the Yorkshire one, so I think I have an excuse! – is the 0 series a number or a letter?

Pete Davies

18/11/12 – 08:13

I think the "0" is a number, Pete, not a letter, but I do not really know, and does it have any significance anyway? !!.
Regarding the shade of blue. This was adopted in 1942, inspired by the loaned Southend trolleybuses, and never as far as I know, altered until the demise of BCT in 1974, although it is possible that changes occurred as paint ranges changed, evolved, or improved over the years. There always seemed to be a pigment problem, with great shade variations, some buses taking on a distinctive turquoise hue as the paint aged between repaints. This was particularly apparent with certain vehicles, 611 being notoriously remembered. It must also be remembered that the industrial atmosphere changed for the better in later post war years, with less acid based colour deterioration.
I also well remember the BCPT practice of "TUV" , where little black letters above the platform exit referred to the date of the last "touch up and varnish".
There was nothing smarter than a Bradford bus straight out of the paint shops, but, unfortunately, they never retained this shiny smartness for long!
Strange too, that the "new blue" was adopted in wartime, when many motorbuses were decked out in khaki, but I believe that trolleybuses were not subject to quite the same WW2 restrictions as were motorbuses.

John Whitaker

18/11/12 – 08:13

It will be difficult to answer that one! I have a typed and duplicated official Bradford fleet list from the period and this shows the vehicles as "O.60", but unfortunately that particular typewriter used the same character for the number and the letter, so you just can’t be sure. However, a letter would make more sense if you put the full stop in. As far as I can make out though, it never appeared on the vehicles themselves.

David Beilby

18/11/12 – 08:15

The subject of Eric Bawden’s photo is EKY 556. This was formerly fleet number 556. It was transferred to driver training duties as 067 in December 1970, was renumbered 033 in April 1972 and was sold for scrap to Hartwood Exports in February 1974.

Michael Elliott

18/11/12 – 08:16

Pete, does that mean you are really the Clitheroe Kid?

Phil Blinkhorn

18/11/12 – 12:11

No, Phil, but a former boss (the one who told me the Geoff Hilditch version of the advent of the Dennis Dominator, having worked with GH at one time) was. He looked too much like Eric Morecambe for his own good and was rather accident prone, but that’s another story altogether!

Pete Davies

18/11/12 – 12:12

Thank you for that information, Michael. If you look carefully you can just make out the fleet number 067, something that doesn’t show up on the original!
From what you say I think I must have taken it in 1971, whilst on trolleybus photography ‘duty’.

Eric Bawden

11/01/13 – 14:28

In the early 1960s I attended school in Harrogate Road Bradford. One school special was provided by Bankfoot depot, usually an EKY PD2 or now and then a PKY Mark V. Normal services from Ludlam Street depot were RTs/HKW Mark 111/GKU PD2s.
One bus which seemed to perform the best was PD2 573 even with a full load it seemed to power up the hills.
Does anyone know if any modifications were made to the O.600 engine to improve performance. I think 573 was the last PD2 to be withdrawn in 1969.
With regard the school special, what duty did the bus do on reaching Bradford City Centre

Geoff S

12/01/13 – 13:51

Nothing special about 573 that I am aware of Geoff.
I often rode on this batch in their later years, sometimes as duplicates on the 80 route in the Mk V era, and I was, like you, always amazed at their performance. They could all, both batches, have soldiered on for another 20 years or so! In their earlier years, they absolutely "flew" up Manchester Road, so that you thought, apart from that superb "gurgling " sound, that they were trolleys! Wonderful buses.

John Whitaker

13/01/13 – 07:22

Phil has given an excellent resume on colour, but Bradford blue and similar were prone to shade changes due to weather and also what base coat was being used under the blue. Although the blue would have been specified to the Paint suppliers whose tolerances would have been slightly different, the base coats could vary enormously – sometimes referred to as batch to batch variation, but often due to using a cheaper less opaque filler.After university I worked 4 years in surface coatings and was given the job to match the white from an artist impression of the new Hartley’s jam jar. Despite us having hundreds of shades of white I had to start from scratch and can remember adding some yellow and then a drop of black to make it look cleaner. Later I would work 8 years for Bayer who at the time owned Agfa so nearly all my slides used Agfa film as we got them at staff prices. These days as a modeller Bradford blue still causes problems – manufactures saying the model is finished in Bradford Blue. There is no modelling paint which is a direct match for these vehicles – you are advised to make up your own colour blend, or like me don’t chose to paint your bus Bradford blue – stick to Tilling Green which is much easier and readily available.
Why did the New Hartleys Jam Jar fail – well not for the work we did on the paint, but although the sides were slanted inwards for customers to grab them easier from the shelves, the supermarkets found they could get less of these jars on the shelf than conventional ones with vertical sides. – sorry for going ‘Off Piste’

Ken Jones

13/01/13 – 14:09

Some paint colours are unstable. I moved into a house with a bluey colour on the window frames which needed repainting. The garage had a couple of old tins of Ripolin turquoise and I decided to repaint the frames, which finished up an accurate turquoise colour. After about two years, however, it had returned to the colour I first saw. Part weathering, but perhaps part salty air, being half a mile from the beach. However, the latter was not an influence in Bradford!
My recollection of the Hartleys’ jars were that the new shape only held 12ozs rather than the earlier one pound jars, but costing the same. But maybe that was on another occasion.

Chris Hebbron

13/01/13 – 15:14


Following on the question of colour, particularly Phil’s earlier comments, this montage photo shows just how dependent we are on our subjective assessment. The two views are consecutive, taken just a short time apart, at the same location, in the same lighting conditions and of course on the same film. The two slides have been stored in identical conditions, but in separate boxes. The film is one of my rare forays away from Agfa, being Fujicolor, and has survived reasonably well in terms of colour casts. The originals look a bit brownish in the shadows.
The difference in the outcome is due to the fact that they were scanned at very different times, although with the same scanner. The trolleybus was scanned in 2003, the PD2 4 years later. The trolleybus was one of my early scans, before I had become fully versed in what could be done in photoshop. It is definitely over-saturated when I now look at it, but it must have seemed OK at the time.
Scanners do have a tendency to increase contrast relative to the original. The PD2 is perhaps a bit undersaturated, but looks fairly true-to life in terms of colour balance. The shade of blue doesn’t look to bad.
The photo’s were taken on the last day of normal trolleybus service, 24 March 1972. The PD2 as well must have been close to the end of its working life, being already 23 years old.

Alan Murray-Rust

13/01/13 – 17:23

Quick comment on Hartley Jam Jars as I spent so long working on them – they were 12oz at request of shoppers who complained about having to buy 1 pound jars of things like Robertsons Jam, although some shops sold half pound jars of their marmalade. Initial pricing reflected that the Hartleys jars were smaller, then supermarkets moved prices to be same as lb jars, so Chris is right in remembering prices but other supermarkets just gave up and reduced the price of the Hartleys jars to clear space. He’s definitely right about paint being unstable both in settling out and application. Our back faces south and the colours are never the same as the front although black & white has worked best – we have had blue & white and currently red & white – think we might just go for white only next time.

Ken Jones

14/01/13 – 07:08

There are so many variables with paint colour. Memory doesn’t help nor, I understand, do some of the modern pigments which have different chemical properties to those of 40-60 years ago.
I’m told that even using the same colour numbers to the same mixture cannot guarantee a match and then, of course, there is the absence of lead which would have been used in the white base, certainly prior to the 1960s.
As far as Alan’s pics go, to my eye neither is spot on and they illustrate the problem with scanners as the trolley is over saturated, the PD2 is about right for its age but the grass and houses look too pale.
It wasn’t any simpler in the days of black and white. Red, for instance, could be rendered on film in good lighting conditions as anything from light grey to the deepest black depending on the film used.

Phil Blinkhorn

14/01/13 – 13:14

Well, what a range of colours when one looks down these posts! The original photo may not be accurate, but is probably my favourite, albeit allowing for my colour-blindness. But then, after red, my favourite colour is among the greys and I mean this most sincerely, folks. Now you’ll tell me it’s green! And that gloss on the lower deck panels – very impressive!

Chris Hebbron

14/01/13 – 14:22

I was born about half a mile away from this location, and both blues look pretty good to me! In reality, as has been stated before, BCT buses demonstrated great variations when it came to shade and gloss, as the colour did not wear well. However, there was no finer sight than a BCT vehicle straight out of the paint shops!
I firmly believe that such speedy deterioration was worsened after the appointment of Mr Humpidge, in late 1951. He sought to reduce costs, and rightly so, but his elimination of cream bands, yellow lining, and later, grey roofs, seemed to emphasise this deterioration.
The full glory of the earlier "Tattam" livery is a sight to behold, as can be witnessed on 746 at Sandtoft, but the irony is that the pre-war Prussian Blue was not so prone to deterioration. I was brought up though, with Tattam`s "New Blue" as inspired by the Southend loans, and I have this livery etched on my psyche from childhood! To me, the perfect example of a classic livery.

John Whitaker

EKY 569_lr Vehicle reminder shot for this posting

06/07/13 – 07:02

Catching up with the threads on Bradford City Transport, I am not the only one to have heard the reasons for the early withdrawal of Regent Vs 121-125 and do believe it was because of higher fuel consumption caused by Monocontrol gearbox, which is the old Automatic v Manual car argument. Bradford Regent Vs received very bad reports mainly because the injector pipe clips were not replaced at overhaul, and the subsequent vibration caused pipes to fracture. I am told by someone in the know that a fitter was stationed in the city centre on a full time basis. The problem was later solved by re-designing the pipe ends so they were more akin to Gardner injector pipes. Having had the problem occur on preserved example 6220 KW, for the same reasons, I can assure readers that it still happens!!!. Most wet liner engines are suspect as the seal between cylinder block and cylinder liner is of vital importance in not allowing water into the sump. AV470 and 590 are no different to Bristol BVWs in this respect and they suffered from similar problems. On the subject of fuel consumption, BCT 224 and 225 were experimentally fitted with AV690 engines. Needless to say the experiment did not last long and no other vehicles were converted.

David Hudson

06/07/13 – 18:11

The Dennis O4 and O6 engines were of wet liner configuration, and reputedly gave very little trouble, despite being of advanced design with four valves per cylinder and having the timing gears located at the rear of the block. The post war smooth running O6 in particular proved very reliable, and became popular with independent operators who had only basic workshop facilities for maintenance, so it would seem that the engineering skills at Guildford were not matched by manufacturers elsewhere in Britain.

Roger Cox


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Walsall Corporation – Sunbeam F4A – XDH 72 – 872

Walsall Corporation - Sunbeam F4A - XDH 72 - 872
Copyright Tony Martin

Walsall Corporation
Sunbeam F4A
Willowbrook H36/34R

Walsall Sunbeam F4A, Willowbrook bodied trolleybus, 872  XDH 72.
Seen leaving Bichills Depot on the evening of 3rd October 1970, having dropped off the guests it carried and is now making the last run ‘under the wires’ on a public road by a Walsall trolleybus.
At the wheel is Mr R. Edgley Cox, Walsall’s well known general manager.
The bus had been owned by West Midlands PTE since October 1969 and is now at Sandtoft Trolleybus Museum.

Photograph and Copy contributed by Tony Martin

13/11/12 – 17:30

How very atmospheric! Thanks for sharing.

Pete Davies

13/11/12 – 17:31

TDH 912

Here is a picture of fellow Walsall Corporation Sunbeam/Willowbrook trolleybus No. 862, which now resides at the Black Country Museum, Dudley, where I photographed it on 3 June 2010.

Roger Cox

14/11/12 – 07:31

Distinctive, if not that attractive vehicle, IMHO. I do recall being surprised at seeing one of these running around Portsmouth, when there was a municipal transport conference on at the Guildhall around 1955-56. It certainly turned some heads, with its blue livery amongst the familiar maroon/white natives!

Chris Hebbron

14/11/12 – 07:31

Although these vehicles were something of an ‘ugly duckling’ there was something charismatic about them and I always liked them. I have often wondered how long Walsall would have continued to run trolleybuses if the West Midlands PTE had not been set up. Having taken over in 1969 the PTE couldn’t wait to be rid of the trolleys and the drafting in to Walsall of large numbers of Birmingham ‘standards’ hastened the conversion. If my memory serves me correctly this left just Teesside and Bradford still operating trolleybuses and I was present at the last day for both these systems.

Philip Halstead

15/11/12 – 11:12

I’ve always thought that Mr Cox, if he had the chance, would have made sure Walsall’s trolleybuses were the last, even if only by an hour! Of course, early 1972 was one of the periods when power cuts affected many parts of the country.
More of my ‘old bus’ photos on www.flickr.com

Tony Martin

17/04/13 – 07:20

I have a photo somewhere of 864 running route 20 Eastney in Portsmouth – I’ll look to uploading it soon.
If only Walsall had retained the wiring on one of the circular routes and one each of the vehicles…


05/06/13 – 05:51

Almost certain Ron Edgley-Cox is sat on the contactor cabinet in this shot – but he was most certainly at the wheel when it came back


12/07/13 – 07:56

As mentioned the N/S cab contains the large contact box and keeps it well protected. These were the first 30ft trolleybuses to be placed in service on two axles and weighed in at I think, 7 Ton 5 cwt. 832 is a nice one to drive and very user friendly.

William Parker

15/07/13 – 08:14

It was perhaps surprising that Mr Edgley Cox opted for this design since in May 1954 he sent a drawing to the Ministry of Transport for a longer 62 seat version of Hulls Coronation trolleybuses. He fully supported G H Pulfrey’s views on one-man operation and saw this as a good design although his version lacked a central staircase despite having a central doorway as well as the forward doorway.
He also advocated longer single deck trolleybuses.

Malcolm J Wells

11/09/13 – 16:30

Great night picture. I passed out for my green badge on Walsall’s trolley buses (Was it Mr Clarke) and was so sorry to see them go. The colour of those buses at night was strange due to the street lighting. Frosty early mornings was like bonfire night sparks and flashes lighting up the streets. That bamboo pole was in regular use with me pulling the wrong change over, Great buses indeed yes I loved those trolleys. That vehicle they used to come and repair and tape up the damaged poles was an oddity lol. Happy days. I must go to the BCM to see one again. The Daimler Fleetline’s was a lot slower, shhhh, early morning Pratt’s bridge/Walsall you could get a lick on. Thanks for the chance to see those pics, lovely site.


14/02/14 – 13:29

Edgley Cox tried to get towards one man operation when he converted three trolley buses from rear entrance to front entrance. They were 875, 876, 877, These were the first buses I worked on when I started a an apprentice bodybuilder in 1961.

Stewart Poxon

16/02/14 – 07:53

There was a rumor that Walsall purchased Bournemouth 300 in 1969, for some sort of electric to diesel conversion experiments. Did this happen or was 300 scrapped like the rest?

Lewis Esposito

04/04/14 – 06:22

Walsall did have Bournemouth 300 (300 LJ) at their works in 1969, the plan being to make modifications so that it would be suitable for OMO. The plan was to buy 29 of these modern trolleybuses from Bournemouth at a total price of £4,000. One report says that the electric motors were to be removed and replaced by diesel engines. For more search Flickr "300LJ" and you’ll see my copies of newspaper articles from 1969 about this project.


06/04/14 – 08:22

According to David Harvey’s book on Walsall no. 300 was fitted with a diesel engine under the rear staircase in order to be able to operate away from the overhead – the front entrance was to be widened and the rear platform and staircase removed . Extra trolleybuses were wanted for five additional routes under the terms of a Parliamentary Bill of 1969. I am very pro-trolleybus but why, with the impending PTE takeover, trolleybus expenditure was being pursued at this late date is an interesting question.
Ex Cleethorpes 873 was also subject to engine fitting experiments.

Malcolm Wells

06/04/14 – 10:41

Thx for the additional info, Malcolm. This would explain the hole cut in the offside rear of said trolleybus, which had puzzled me up until now. Here is the link to 300LJ which Walsal1955 mentioned above: www.flickr.com/photos/walsall1955

Chris Hebbron

11/10/14 – 06:01

Walsall 862 at the BCLM – www.youtube.com/watch?v

William Parker


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