Old Bus Photos

Lancashire United Transport – Leyland Tiger – CTF 425 – 116

Lancashire United Transport - Leyland Tiger - CTF 425 - 116

Lancashire United Transport
1938
Leyland Tiger TS8
Roe DP30F

Lurking in the back streets by Victoria Coach Station in 1961 and by then owned by a contractor is former Lancashire United Transport No.116, CTF 425, a Leyland TS8 of 1938 fitted with Roe DP30F bodywork. It was withdrawn by LUT in 1957. Lancashire United became a confirmed Leyland customer from the mid 1920s, though it dabbled in the thirties with some Dennis types, and built up a substantial fleet of TS7 and TS8 Tigers and TD Titans. It even managed to obtain examples of the relatively rare Tiger TS11 model during 1940. The LUT TS Tiger fleet was withdrawn during the 1950s, but three of the 1938 TS8s, CTF 434/5/8, originally fitted with Roe B32F coachwork, were refurbished in 1953 and equipped with full fronted Plaxton FC35F bodies. They lasted until 1960.

Photograph and Copy contributed by Roger Cox


11/06/18 – 06:00

Three further TS8s from 1939 were also rebodied by Plaxton in the same way as CTF 434/5/8. These were DTF 266/9/70. I was involved in a failed attempt to preserve DTF 269, the body of which was eventually lost to a fire.

Peter Williamson


12/06/18 – 06:34

Thanks for that additional information, Peter. I have tried to find a picture of these rebodied full fronted Tigers without success. A photo of a line up of some of LUT’s earlier 1936 TS7 batch with Metro-Cammell coachwork may be found here:- www.flickr.com/photos/gmts/16162288018

Roger Cox


12/06/18 – 06:35

After being a Leyland devotee before the war LUT pretty well forsook the make in the postwar era and became mainly wedded to Gardner engined products. Guy was the staple manufacturer for double deckers but they also had some late model Arab coaches and single deck buses from Atkinson. They were unusual for a Lancashire based operator in having no PD2’s and had only one batch of PD3’s bought at a time when Guy was having financial difficulties and the Arab was withdrawn from the market for a time. There were small batches of Daimlers but when Guy got back on its feet after the Daimler take-over they quickly returned to the Arab and even tried a solitary Guy Wulfrunian. Opo and Bus Grants spelled the end of the front engined bus and LUT ended its independent days buying the Daimler Fleetline.

Philip Halstead


14/06/18 – 07:46

There is a photo of one of the rebodied TS8s with a subsequent owner at www.flickr.com/photos/

Peter Williamson


15/06/18 – 08:23

Similar vehicle CTF 423 is preserved in the care of the Aire Valley Transport group I was lucky enough to have a ride on it a few years ago It gave a very spirited performance and was a pleasure to sample.

Chris Hough


 

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Leeds City Transport – AEC Regent V – XUM 888 – 888

Leeds City Transport - AEC Regent V - XUM 888 - 888

Leeds City Transport
1957
AEC Regent V MD2RA
Roe H33/27R

Leeds was one of several operators initially not persuaded by the AEC “new look” front end (a preference with which I entirely concur), and its first Regent V deliveries retained the classic radiator design and hence the outward general appearance of the Regent III. These buses were of the MD2RA air braked specification of which Leeds became the largest customer, being powered by the AV470 7.7 litre engine driving into the four speed Monocontrol transmission. They were delivered in two batches, all with handsome, traditional Roe H33/27R bodywork. WUA 760 to 839 (with corresponding fleet numbers) came into service from January to November 1956, and XUM 840 to 894 arrived between March and October 1957. In the photo above, XUM 888 is seen in April 1970, four years before Barbara Castle created the heavy and inefficient hand of the West Yorkshire PTE that was to fall upon the municipalities of Bradford, Calderdale, Huddersfield and Leeds. I understand that these buses did not long survive in PTE ownership. Geoffrey Hilditch paints a revealing picture of the dire financial performance of the PTE in his “Steel Wheels and Rubber Tyres, Volume 3”. Later still, of course, another dogma driven politician of the opposite persuasion, a certain N. Ridley was to wreak even greater devastation upon the entire bus operating industry outside London, a saga that has previously been discussed at length on this forum.

Photograph and Copy contributed by Roger Cox


21/05/18 – 06:39

These buses were all withdrawn before PTE days.
The last of the WUA batch had gone by April 1973.
The XUM batch had perished earlier, all bar one (accident damaged) in 1971.

Dave Towers


23/05/18 – 06:44

These small AECs flattered to deceive they had an attractive body but were of light weight construction and when idling in later years the rattles were almost syncopated In addition because Leeds were frugal with fuel a fully laden example could really struggle on the most gentle of inclines For some reason they always seemed to really lean into corners perhaps due to their lightweight construction I well remember one occasion when one really heeled over at the bottom of New York Street in the city centre so far over did it go that the platform was causing sparks to fly from the road surface and was leaving gouges in the roadway!

Chris Hough


24/05/18 – 07:34

Chris, I recall that our highly respected and informed contributor, Chris Youhill, once commented on this forum about the distressing propensity of Leeds City Transport to cut down the engine fuel pump settings on this fleet of Regent Vs. These buses, with their modest AV 470 power units, must have been truly pathetic performers after the fuel pumps had been reset to "economy" levels. Yes, for years, a great many Bristol double deckers got along (albeit steadily) with the 94 bhp 5LW, but, in my experience, AEC motors were never remotely in the same low speed torque league as the Gardner.

Roger Cox


24/05/18 – 07:36

A feature of Leeds buses of yesteryear which always mystified me on visits to the city as a young lad was the unpainted bonnet cover on PDs & Regents of LCT. Nobody has ever given me a proper explanation as to the reason for this, somebody said it was so the fitters did not scuff the paintwork if the bonnet had been painted when working on the engine, but I do not know how true this is.

Andrew Spriggs


28/05/18 – 06:42

This was always given as the reason It survived three managers so was certainly a proper policy rather than a managerial whim and was in use in prewar days. Even the last batches of enclosed radiator AEC Regents with enclosed radiators had the feature The nineteen fifties and afterwards Daimler’s and the PD3As had green bonnets oddly the Crossleys also had painted bonnets.

Chris Hough


 

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Halifax Corporation – Leyland Titan PD2 – KWX 19 – 356

Halifax Corporation - Leyland Titan PD2 - KWX 19 - 356

Halifax Corporation Transport and Joint Omnibus Committee
1951
Leyland Titan PD2/12
Leyland L27/26R

On the left of this photo taken in PTE days in December 1977 is the last operational ex Todmorden JOC PD2, as Halifax 356 which had been a Driver Training bus since withdrawal from passenger service. On the right is its replacement – ex Halifax 279, a 1965 Roe bodied Leyland PD2/37. This is in its new guise as Driver Training bus T7. By this date the PTE had introduced a dedicated training bus livery.
T7 was later sold to a driving school in the West Midlands. 356 was put on one side for preservation but was eventually scrapped as a lost cause, a sad loss considering what can be achieved nowadays.

Photograph and Copy contributed by Ian Wild


14/05/18 – 07:18

The heaters on Halifax MCW PD2s were very good for about a year. Being under the seats at floor level they sucked in lots of dust which blocked the warm air flow. It was a long job to clean them out. Just blowing the dust out with an air line covered the saloons in dust. The cleaning job was also unhealthy so nobody would do it. The old round Clayton heaters being fitted well above floor level didn’t gather much dust and remained in working order much longer. At Blackburn we used to place wet sacks over the heater unit to catch the dust when blowing it out with an airline, this was not ideal but kept some heat in the saloon during winter!

Mr Anon


17/05/18 – 07:56

The 1965 Roe bodied Leyland PD2s & the CCP registered Park Royal bodied Regent IIIs are my all time favourite Halifax D/Ds, its a great pity that no examples of either type are in running order in the UK. I did see a former Halifax Roe bodied PD2 still in its Metro training bus guise at Winkleigh a few years ago, but I could not tell which one it was.
Another of the Roe bodied PD2s number 62 was put back in full Halifax green, orange & cream attire, but it did not spend long in preservation & it was exported to either the USA or Canada in the early 1980s. Does it still exist?

Andrew Spriggs


02/07/18 – 07:12

In 1974 my wife worked in the personnel dept. of the then newly formed West Yorkshire Metropolitan Transport Executive. She, they had to send a memo out to Ex Tod crews that taking their buses home at lunchtime was no longer permissible.

Geoff Bragg


05/07/18 – 06:21

Wonderful story, Geoff. Big business versus small business destroying the personal touch, as ever!

Chris Hebbron


11/07/18 – 07:17

The 1965 Roe bodied Leyland PD2s of Halifax were wonderful buses, very solid in the best Roe tradition. It is interesting to relate that a very similar batch of buses were supplied to Ashton Under Lyne in the same year & two years later Lincoln received a batch. Lincoln had received two batches of Roe bodied Atlanteans in 1964/5 & then reverted to PDs in 1967. I would say these Roe bodied PD2s were my favourite double deckers, the longer HBU registered Oldham Corporation Roe bodied PD3s of 1964 were also firm favourites, sadly one was lost when it turned over on a roundabout in Rochdale in 1967.

Andrew Spriggs


12/07/18 – 07:18

The Oldham bus which turned over was 108 HBU.
It turned over in Oldham, at the bottom of West Street, after being hit by a tanker, not in Rochdale.
It was operating the Rochdale to Ashton service 9.

Stephen Howarth


13/07/18 – 07:37

I drove a number of these Roe bodied PD2s whilst at Halifax when they were new, and I agree that they were in a greatly superior class to their Weymann contemporaries, except in one particular. Being a quite long legged specimen, I found that the drivers’ seats on the Roe bodies did not go back as far as those on the Weymann examples, making them less comfortable to drive.

Roger Cox


14/07/18 – 07:01

I know that Mr. Hilditch was, shall we say, a traditionalist in his views and requirements but why did he specify holes in the bonnet sides on these vehicles? It seems like a throwback to the 1940s, did they serve any practical purpose?

Chris Barker


GGH inherited this order from the previous (Leyland besotted) GM, Richard le Fevre, who, despite being on the verge of retirement, chose to saddle his successor with his Leyland legacy. Because of the extended strike at Weymann, where some of these PD2s were heled up for months, Geoffrey Hilditch managed to divert those chassis that were still accessible to Roe for bodying. The apertures in the bonnet were for access to the oil filler cap and dipstick, and this was a Leyland option that appeared on all the Halifax PD2s and PD3s.

Roger Cox


17/07/18 – 06:29

Believe me those holes are invaluable for oil checking. I have a couple of vehicles with solid sides and they are a pain. In service you needed conscientious mechanics to avoid engine seizures.

Roger Burdett


 

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Old Bus Photos from Saturday 25th April 2009 to Wednesday 22nd August 2018