Old Bus Photos

Sheffield Corporation – Leyland Titan PD2 – PWA 258 – 158

Sheffield Corporation - Leyland Titan PD2 - PWA 258 - 158   Copyright Ian Wild

Sheffield Corporation
1953
Leyland PD2/12
Weymann H32/26R

Sheffield operated a number of occasional services to small villages and hamlets to the north west of the City. Ewden Valley Village lay about a mile off the main Sheffield to Stocksbridge route 57 via a Sheffield Corporation Waterworks private road and was primarily home to workers at the adjacent reservoir. Service 164 was sparse but included this Saturday morning journey taken in February 1963 with a few villagers complete with shopping leaving Weymann bodied Leyland PD2/12 at the terminus in the snow. The bus which was allocated to Herries Road Garage was one of the 1953 B fleet batch of 26 such buses originally numbered 142-167 but renumbered later in 1963 with the addition of 2000 to their fleet numbers.

Photograph and Copy contributed by Ian Wild

A full list of Titan codes can be seen here.

———

24/02/11 – 08:10

Coincidence. Was just looking at 687 on the South Yorkshire site before I came here to find 158.
Ewden Valley is part of the beautiful Sheffield "Lake District" of reservoirs (and forestry) to the north of the city. Originally part of the West Riding, the area came into the city with the 1974 Local Government reorganisation.
Note the treacherous conditions with "raw" snow. At least the driver had a manual gearbox to help him cope. I drove part time for Reading Mainline in the ’90s and remember a happy Saturday morning in Reading when none of the side roads had been gritted. [I had never been skating before this…..]

David Oldfield

———

24/02/11 – 09:19

I worked in Sheffield during that winter. I can’t remember the buses ever stopping, but perhaps they did. I don’t think I missed a day’s work. This bus has- it seems- reversed into its terminus gritless. Presumably with a gentle bit of clutch work it will set off on that lock? Are today’s buses not gritless but gutless- these people wouldn’t have seen one for weeks? Despite the weight at the rear, does the transmission stop them getting a grip or are they just too long to control and the rear weight just makes them jack-knife?

Joe

———

24/02/11 – 10:11

Joe, I lived through some pretty harsh Sheffield winters in my childhood – notably 1962. Once the ploughs and gritters had been out, the buses emerged. The STD buses very rarely failed the burghers of Sheffield.
With a clutch there is far more control than any sort of automatic gives. This is one reason that all STD buses from 1951 to 1959 were manual. (The advent of "no-choice" on Atlanteans and Fleetlines put an end to this – and possibly the fact that the Atlantean killed off the last trams and was easier to convert tram drivers.)

David Oldfield

———

24/02/11 – 10:13

Joe – Many of us older drivers know that, in snow, you need grip, not power. The answer is to pull away and accelerate in a higher gear than usual, easy with a manual gearbox.
Also, modern buses have smaller wheels, I’m sure, so a smaller ‘footprint’ in the snow.
There may be other considerations, too, of which I can’t think offhand.

Chris Hebbron

———

24/02/11 – 21:33

What a handsome body was this penultimate Weymann style, before the advent of the "Orion". I believe that this style was heavier than the Orion, and that it continued after the 1954 Orion body and was known as "Aurora", availability continuing until the late 50s. In fact, Bournemouth`s MF2B trolleys owe much to this design. Not sure about my facts here, if anyone can clarify, but, as an enthusiast, I remember their gradual demise with some regret. They were, in my view, the most handsome of all bus bodies, and were a real "classic", their ancestry being traceable back to the first Weymann metal bodies of 1933. A truly evocative photograph!

John Whitaker

———

24/02/11 – 21:58

In reply to Joe, I am pretty sure that the bus as pictured had driven in to that position, it would reverse to the right of the photo before returning to the main A616 and the City down the private road which is to the left of the picture.
The nearest bus route to my home was on a pretty steep hill and I can remember in the snow drivers would go as slow as possible at the bus stop whilst the passengers jumped on the rear platform. Rarely did the buses miss in those days. My first two winters at work were 1962 and 1963. The first I was at Rotherham, the second on the edge of Sheffield City Centre, as well as two nights a week at night school. I cannot remember missing either work or night school during those winters due to the weather. I remember the single skin upper saloon domes with ice on the inside – no saloon heaters in those days!

Ian Wild

———

25/02/11 – 08:38

Rochdale received the Aurora on Regent Vs until 1959 (including the famous Gardners in about 1956) and Bournemouth was receiving the Sunbeams until 1962. The Bournemouths were the same design – except they had five short bays – just as the Rotherham CVG6s, contemporary to 158, had five short bays (and were also 7’6" wide).
The Orion is much maligned – often unfairly – but there is no doubt that this is a far better and more attractive design. Only the roof of the domes was single skinned on the Aurora. Around the front (and front side) windows was double skinned, as was the area around the rear emergency exit. All of this area was single skinned on the Orion.
As I’ve said before, the first upper deck heating on STD buses was the 1325-1349 Regent V/Roes of 1960.

David Oldfield

———

25/02/11 – 09:37

I can’t quite work it out on the photo, and it might be a trick of the eye with dirt/snow along the bottom, but does this body have the Weymann flair? If so, it would be quite late to have this feature.

Chris Hebbron

———

25/02/11 – 11:18

Yes, 158 had the Weymann flaired skirt. Also, PD2’s 668 to 687 of 1953 and 688-723 of 1954 had the flair. Straight ‘skirts’ were fitted to this body style for the Regent 3’s of 1954, nos. 178-199, 724-735 and 1154-55. Further deliveries thereafter were Orions.

John Darwent

———

28/02/11 – 06:59

This body design came out in 1952 or 1953. I have been aware for some time that Croft of Glasgow built similar-looking bodies, and have always assumed that they were Weymann-based – until I discovered that Croft were actually building them several years before Weymann! The one at this link must have looked incredibly modern in 1949.

Peter Williamson

———

02/03/11

Thanks for the Albion-Croft link, Peter W. The Croft body’s modern look is emphasized by the wonderfully thirties-looking Albion chassis–especially the radiator!

Ian Thompson

———

06/03/11 – 08:18

The Rochdale 1959 Regent V’s were probably the final incarnation of the Aurora design and what magnificent vehicles they were. When originally delivered in Rochdale’s majestic blue and cream streamlined livery they looked superb. The last four 319-322(TDK 319-322) had platform doors, believed to have been added to the spec so as not to be outdone by Bury Corporation whose Orion bodied PD3’s had this feature and operated on the joint routes 19 and 21T between the two towns. Compared to the Bury vehicles which I always found noisy and rough, the Rochdale Regent V’s with their semi-automatic gearboxes, were much more refined.
One of these vehicles was preserved at Sheffield Bus Museum. Is it still there? One of the 1956 Gardners is in the collection at Boyle Street, Manchester.

Philip Halstead

———

06/03/11 – 09:09

Yes, it’s still at Rotherham. [The museum moved!]

David Oldfield

———

07/03/11 – 09:27

I remember the Rochdale Regent Vs (and the preceding Daimlers with basically similar bodies) very well as I used to use the 17 service in Manchester regularly. What impressed me even more than the features Philip mentions was the interiors. They were fairly basic really, with leatherette seats and painted metal window cappings, but who would have thought that two shades of blue, together with a strangely translucent white on the ceiling, could be so restful? With those colours, the smoothness of the drive train and the soporific crooning of the transmission, a 12-minute journey on one of those was almost enough to induce an altered state of consciousness!

Peter Williamson

———

12/03/11 – 08:00

I agree with Peter, the Rochdale interiors were plain but very clean and fresh feeling. As a child I was a bit susceptible to travel sickness and somehow the Rochdale interiors seemed to calm my problem. It is surprising how interior features stick in ones mind from those childhood days. Manchester’s ‘standard’ bodies were very dark and oppressive inside with dark moquette seats and dark varnished woodwork. In the days of almost universal adult smoking the moquette seating seemed to soak up the stale tobacco fumes even in the lower saloon. We used to travel into Manchester from Rochdale on the 24/90 service, jointly worked by Manchester, Oldham and Rochdale corporations and I would always hope our bus would be a Rochdale vehicle.
The Oldham buses had some distinctive internal features I well remember. Hanging leather straps in the lower saloon with handles similar to horse-riding stirrups. A row of domestic style Bakelite light switches with porcelain fuse holders on the front lower saloon bulkhead above the driver’s cab window. The words ‘Oldham Corporation’ were emblazoned across the front bulkhead in gold lettering – civic pride still existed in those days! And finally the ‘Honesty Box’ on the rear platform. Did anybody ever put anything into it, I wonder? I also remember the Oldham Roe bodies were a bit short on bell pushes in the upper saloon and conductors would give the starting signal from the front with a couple of heavy stamps of the foot on the floor above the cab!
We seem to concentrate our interest in the exteriors of buses but not much is written or photographed about the insides.

Philip Halstead

———

13/03/11 – 08:05

Philip, I fully agree regarding bus interiors. That was the environment in which you travelled, and it was often very distinctive – location and style of bell pushes (or cords or strips), pattern of light fittings (before the arrival of standard fluorescent strip lights), seats and upholstery – even smells. Perhaps there are a few more interior shots out there to add another dimension?

Stephen Ford

——— Top of this posting ———


 

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

 


 

PMT – Leyland Atlantean PDR1/1 – 861 REH – L861

861 REH_lr   Copyright Michael Crofts

Potteries Motor Traction
1961
Leyland Atlantean PDR1
Weymann L39/33F

This is one of a batch of 105 Atlanteans delivered between 1959/1961 and the above picture was taken at the water point at the PMT Newcastle under Lyme depot. It was very rare for this type of vehicle to do the Leek route as it was normally worked by Leyland Titan PD3’s and this bus would normally be on the Longton Newcastle Estates route. So it was a pleasure for me and a first to go to Leek in an Atlantean as I liked driving these splendid vehicles unlike the Daimler Fleetline which I detested. The prefix L in front of the fleet number denotes a low height body which was one of the reasons why this type of bus was normally on the Longton service as there was a low railway bridge in Longton.
During the Potteries annual holidays double deck vehicles would be used on the express service’s to Morecambe and Blackpool, the buses would be either Atlanteans or Fleetlines with Alexander bodies the latter being hard work with their hydraulic throttles and having a top speed of 42 mph, the Atlanteans on the other hand would do between 52-55mph.

Photograph and Copy contributed by Michael Crofts


22/02/11 – 10:06

Thanks, Michael, for this interesting picture of another early BET company Atlantean. As you say, they could really motor, but they didn’t half drink the diesel when doing so. That was just one of the reasons why some operators changed to Fleetlines; lower overall maintenance costs was another.

Roy Burke


22/02/11 – 19:54

Good to see this photo of what was the most common type of bus in the PMT fleet in my time working there. Longton Depot had some of the earliest batch and achieved phenomenal engine mileages of 400,000+ between failures. Frank Ling was the Depot Engineer there and maintained a very high standard of maintenance. My first winter there was a cold one and the Atlanteans frequently failed with the air system unloader valve frozen causing the vehicle to lose all air pressure and hence drive. The unloader valve was mounted under the cab in one of the coldest locations on the vehicle. A rag on a steel bar, dipped in diesel and set alight was the quickest means of unfreezing the unloader and restoring normal operation. Flywheel gland failures were another problem coating the engine bay in oil with the consequent fire risk (wiring fires in the Atlantean engine bays were not uncommon not aided by the wiring insulation becoming brittle with age and falling off). Quite a number of Atlanteans had to be rewired, some being dealt with by local Contractors as the level of work exceeded the available labour in Central Works at Stoke. Leyland tried adding a fan bolted to the fluid flywheel (more correctly the fluid-friction clutch) on a number of buses but there was no real improvement. As originally built, the chassis had rear light units fitted on the rear sub frame and which shone through holes in the fibreglass engine cover. PMT later fitted high level rear lights in the rear ‘tween decks panels thus eliminating the wiring to the sub frame lights located as they were in a very oily environment. The main rear lights were fitted to the lift up rear engine cover and the additional lights were necessary to provide rear lights at night if it were necessary to open the engine cover whilst on the road at night. Oh happy days!!

Ian Wild


22/02/11 – 19:55

The early Atlantean in low height form was a modified lowbridge bus in reality on the other hand the Fleetline with its drop centre rear axle was a true lowheight vehicle from the off It took Leyland until 1966 (four years after the first Fleetlines entered service) before they offered a low height chassis which removed the low bridge layout from the top deck. Having said this the Atlantean PDR1/2 was not one of Leylands finest although when it appeared the AN68 was what the Atlantean should have been from the off

Chris Hough


26/01/13 – 06:24

The seating in the forward part of the upper upper deck on these buses was too low in relation to the window line whilst the rear rows of 4 were too high! This is except the initial row of 4 which were mounted straight onto the raised rear platform resulting in an excellent match between seat height and window level.

Ian Wild


 

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

 


 

Maidstone & District – Guy Arab IV – RKK 996 – DH 456

Maidstone & District - Guy Arab IV - RKK 996 - DH 455
Copyright Ray Soper

Maidstone & District
1953
Guy Arab IV
Weymann H32/26R

Seeing the pictures of Guy Arabs submitted by Andrew Charles and Chris Youhill reminded me of my own experience of these wonderful vehicles. This picture of Maidstone & District Guy Arab IV, (originally Chatham & District), is another fine example. It has much nostalgic value for me personally, because either it or its next door stable mate, DH 455 – I’m afraid at this interval of time, I can’t remember which – was the first double-decker I ever drove.
Opinions about the attractiveness of bodywork are very personal, but I always thought the Weymann bodies on these vehicles were restrained and elegant. They were comfortable, and the buses rode well.
Having been brought up in York, I had virtually no familiarity with Guys before I went to M&D, but I rapidly developed a great deal of admiration for them. To get the best out of them, they required a small modicum of driving skill, (Chris Youhill will know exactly what I mean by this), but driven properly they were very rewarding and had very adequate performance. I never drove any of M&D’s Bristols, apart from Chatham Depot’s Gardner 5LW-engined breakdown vehicle, and had limited experience of their AEC Regents, but for me, the Guys were the best front-engined vehicles they had. Some of M&D’s Leyland PD2s did higher mileages over their lifetimes, but those vehicles were generally operated on rural routes with relatively generous running times, whereas the Guys lived an unremitting hard life.
M&D had about 24 of them, all with Gardner 6LW engines, and all based at Chatham Depot, where they operated the Company’s most demanding urban routes – the heaviest traffic, the hilliest terrain and quite sharp running times. In that role they were both economical and almost unbelievably reliable. Apart from routine maintenance, they just never seemed to develop problems. My involvement in operations at that time extended to gaining a management view, and I came to regard a Guy Arab with a 6LW engine as being about the best you could get for urban services.
Chatham also operated Leyland Atlanteans, introduced to replace the Bristol K5G’s, but they gave the Depot Engineer far more headaches than the Guys. Of course, Atlanteans had the advantage of a larger passenger capacity, but the price paid for that was substantially higher fuel, oil and maintenance costs – occasionally frighteningly so – and more engineering overheads to keep the fleet operational. In the longer term, of course, rear-engined vehicles were the future, and M&D were leaders in introducing them, but back in the 1960’s, when few operators visualised one-man operated double-deckers, their advantage was not immediately obvious.
I have long felt that Guys have been undervalued by some enthusiasts, but I’m not sure why. Maybe it is just relative unfamiliarity with them, compared with Leyland and AEC, or the fact that many people’s first experience of them was of buses fitted with WWII bodies and Gardner 5LW engines. Those engines sounded agricultural, and were sometimes thought under-powered in hilly districts, but a 6LW engine transformed performance without a significant rise in fuel consumption. As far as I know, although many M&D vehicles have been preserved, no Guy is amongst them, (if anyone knows otherwise, please do write a comment), which is a very great pity.
Finally, the AEC Reliance behind DH 456 also brings fond memories to me. One of this batch was the very first bus I drove. I had a short lesson in one the day before I went out in the Guy Arab, I think primarily to satisfy the instructor that I could actually handle a large vehicle.
My sincere thanks, also, to Ray Soper for his permission to use his photo.

Photograph and Copy contributed by Roy Burke


13/02/11 – 16:50

My experience of Guy Arabs was minimal living in Leeds only West Riding having any when I began to take an interest in matters bus and these always played second fiddle to the ill fated Wulfrunians West Ridings lowbridge Arabs were absolute work horses and would probably be still running if asked to! They would prove to be the NBCs last lowbridge buses.
Later I lived in LUT territory and found their Northern Counties bodied Arabs to be just about the last word in what was then conventional bus smooth riding with well built well proportioned bodywork and a virtually flat entrance.
The former Halifax manager Geoff Hilditch wrote a series of articles in the late sixties – early seventies on various chassis he called the Arab solid reliability and really I don’t think that is far of the mark!

Chris Hough


13/02/11 – 18:06

The first bus I ever drove was a Guy Arab with Northern Counties Bodywork and the 5cyl Gardner engine I also was a conductor on these vehicles and I would never describe them giving a smooth ride, harsh yes. They were reliable and you could also drive them with the cab door open in the warm weather and this was the best feature for me, oh and they had nice steering. Can’t compare a front engine bus with a rear engine bus though, especially when rear engine buses were a new idea.

Michael Crofts


13/02/11 – 18:06

I have to say that it looks very odd, to my eyes, to see a Orion body sporting a Guy radiator, but it’s not unattractive. It’s also the first Orion I noticed with sliding windows rather than wind-down ones.
Thank you, Roy, for giving us your experiences of driving them – glad they were positive. Guy’s demise was a sad event – it was a pity that shortage of money meant that the Wulfrunian into service under-developed, there hastening its end.

Chris Hebbron


15/02/11 – 07:08

LUT’s forward-entrance Arabs were Arab Vs, which explains the smooth ride. The suspension and semi-low chassis frame were the main improvements over the previous model. Add the optional semi-automatic transmission and you got what I would imagine to be a perfect bus, but unfortunately so few of those were built for the British market that I never had the pleasure.

Peter Williamson


05/04/11 – 05:45

The M&D bus appears to be a Weymann rather than a Metro Cammell body, re the curved lower edge to the front bulkhead window.
The exposed rad Guy with Orion body wasn’t all that rare after all, Northern General had many (All 5LW’s?) some of which were diverted to PMT prior to delivery, and Exeter Corporation had a 6LW engined batch too.
I experienced the latter and always thought them amongst the nicest looking Orions I’d encountered. Those with Leyland’s BMMO tin fronts and narrow front domes with monstrously thick corner pillars were an assault on the senses. As if these weren’t bad enough, Luton and Blackpool managed to make them even more hideous in lowbridge and full front guise.

Keith Jackson


04/08/11 – 21:39

I would put forward the Park Royal RT-style bodies on East Kent’s FFN-series Arabs as the best-looking on this chassis – as with the RT itself, it’s a style that never seemed to date, and they were excellent buses to work in.

Lew Finnis


29/01/12 – 16:36

At Northern’s Percy Main depot, we had two batches of very similar Orion Guy Arabs, ’12 in all if memory serves’ the first batch were slightly different in that they had ventilator cowls on the side of the roof rather than above the front upper windows. I don’t know if it was an effort to save weight, or money, or more likely both, but they were positively spartan inside, the upper decks were only single skinned with the frame exposed, as a result they had more rattles than Mothercare, the much later Orion PD3’s were a far better finish, they were all double skinned and padded between layers and were much quieter as a result, but it would be unfair to blame the body builders for the short comings of the Guy’s, as all bodies are ‘or rather were’ built to order and you get what you pay for. As with all Northern groups Arabs, they had the almost indestructible Gardner 5LW, and they were an entirely different vehicle to drive than a PD, ‘count very slowly to 4 pausing in neutral to change up, and loads of revs to change down’

Ronnie Hoye


30/01/12 – 07:46

Experience with Orions in Manchester was similar to Ronnie’s. The whole idea of the Orion was to save weight, but they overdid it in the early stages. Metro-Cammell were Manchester’s preferred body builder, but after the first Orions the Corporation moved on to Burlingham while MCW sorted themselves out. The later ones were much better finished, and medium-weight rather than light.

Peter Williamson


30/01/12 – 11:00

Ronnie. I love "more rattles than Mothercare" – you ought to copyright it.

Sheffield, likewise, had the same problem. After over a hundred interim Weymann classics (ie like the Rochdale Regent Vs rather then the "true" post-war classics) they bought around a hundred early Weymann Orion bodies. As described above, they were horrendous and built to the barest standard with no panelling and exposed frame. Subsequent Weymann Regent Vs, like the Manchester Titans and Daimlers, were finished to a proper, acceptable standard – they were very nice vehicles! [I seem to recollect that the Sheffield back-loader Bridgemasters were similarly spartan – certainly around the window pans.]

David Oldfield


30/01/12 – 16:18

Interesting comments about the MCW/Weymann Orion bodies. My memory is that all the M&D Arab IVs had Weymann bodies, although Ian Allen lists them as MCW. (Hasn’t someone explained elsewhere on this site that the decision on the body builder depended on the volume of the order?).
The choice by different operators of a 5LW or a 6LW is interesting, too. M&D chose the latter to replace their 5LW-engined Bristols at Chatham, (their other Bristols had AEC engines). The Depot Engineer at Chatham had no doubt that the 6LW was the progressive choice, not only because it really transformed the vehicles’ performance, (which from a traffic management viewpoint was extremely important), but also because in service the saving in fuel consumption of the five-cylindered engine was hardly significant. I have never seen comparisons, but I’m not surprised at that view.
Ronnie’s account of changing gear with a 5LW amused me – not very different, in my experience, from doing so with a 6LW, although the noise in the cab of M&D’s 5LW-engined Bristol breakdown vehicle was so loud that you could never tell from listening alone whether you’d managed a clean change from 3rd to 2nd.
Some of the M&D Guys did, however, have one truly aggravating feature: the exhaust brake. On most of them it didn’t work, but whether from failure or deliberate disconnection I couldn’t say. I do remember driving DH465 when it had just been overhauled for recertification and getting a throbbing headache from the intolerable noise in the cab caused by the exhaust brake. Does anyone else have any recollection of this contraption?
Finally, the comparative sound of the 2 Gardner engines would make a great entry to the new Old Bus Sounds page. Surely someone more technically competent than I am will post one?

Roy Burke


30/01/12 – 16:20

My contact with Midland Red was fleeting, but I seem to remember they had some pretty spartan double deckers- such design always reminiscent of a vandal-proof public toilet- with an exposed glassfibre front roof dome with the rough side towards us- is my memory playing tricks?

Joe


31/01/12 – 07:52

There were two deciding factors about orders for MCW – which was originally the marketing company and NOT a manufacturer.
One was traditional customers went in one direction or another. Sheffield always went to Weymann, Manchester to Met-Camm. M & D were a Weymann customer. However, as Roy so rightly says, Met-Cam (MCCW) were considerably bigger than Weymann and tended to be allocated the large orders – unless local preference had been voiced. In that way, when the Atlantean came on stream, it was decided that the more popular Highbridge would be made by Met-Cam and Weymann would make the lower volume semi-lowbridge model. Sheffield, a Weymann customer, took most of its early Atlanteans from Met-Cam but had at least two batches from Weymann – despite all being full height.
All Atlanteans and Fleetlines had the better specified bodies and did not suffer the indignity of the lightweight Orion effect.
[Weymann also did the other low volume work – coach bodies – until the two firms did indeed merge as the coachbuilder MCW in 1966.]

David Oldfield


31/01/12 – 07:54

There is possible confusion here between MCW (Metro-Cammell Weymann) and MCCW (Metro-Cammell Carriage and Wagon). MCCW was the body builder, whereas MCW (until 1966) was a design and sales company jointly owned by MCCW and Weymann. Therefore Ian Allan’s habit of describing Weymann-built bodies as MCW wasn’t actually wrong, but just imprecise.

Peter Williamson


31/01/12 – 09:29

…..and of course MCW muddied the waters by putting their name on body builders plates rather than the individual builders themselves.
As a post script, there was a way to identify a Met-Camm Orion from a Weymann Orion.
i) The window construction on the cab door was different (separate on MCCW and as a unit on Weymann).
ii) The saloon front windows were an exact (if radiused) rectangle on MCCW whereas on the Weymanns the bottom of the window curved down towards the outside – an echo of the classic Weymann predecessors but with a straight top rather than that also curving down.
As ever, this was also muddied towards the end when the proud and honourable tradition of Weymann was dogged by industrial problems which caused its eventual demise. The effect was that quite often, between 1963 and the end in 1966, orders were swapped from Addlestone to Birmingham – frequently having been built as a frame before transfer.

David Oldfield


02/02/12 – 07:00

I didn’t know about the cab door. I knew about the bulkhead window, but have recently discovered that it wasn’t as reliable as I thought – especially on lowbridge versions.
What does seem to be reliable is the join of the top of the nearside cab window to the canopy – a straightforward right angle on Weymann but with an angled insert on MCCW. But beware post-1966 bodies. I’ve seen one that looked like a Weymann, only to discover that it was built by Cammell Laird!

Peter Williamson


18/02/12 – 07:17

Luckily one of the West Riding Low Bridge Roe bodied Arabs survives and is currently under restoration. Chris is right that the Arab could still be called on – after 30 years dry stored it started first time and drove out of the shed in November 2011. Hopefully it will be running at Dewsbury Bus Museum open days within the next 12 months

Mark B


18/02/12 – 09:30

Industrial unrest/strikes at Addlestone are a common theme, but what was the source of the unrest. Was mention of closure a cause or effect of eventual closure, or was it something else? (David Oldfield 31/01/12 – 09:29 posting above)

Chris Hebbron


18/02/12 – 09:35

That is very good and welcome news Marky B. The West Riding lowbridge Arabs were fascinating vehicles indeed and full of real character, and the traditional livery suited them perfectly. Many years ago I travelled on one on a busy Friday evening, having with me a very early portable tape recorder. The bus was more than full, overloaded slightly with Bingo hopefuls, and as we ascended the steep hill from Great Preston into Kippax Cross Hills even that sturdy little machine was struggling in second gear – naturally I’ve no idea who the driver was but he certainly deserved a medal for the finest completely skilled and imperceptible change down into first gear that I think I’ve ever enjoyed – a wonderful experience which ZF, Voith and the present day lot couldn’t know anything about.
I was under the impression that none of these little gems had survived, and I can’t wait to see and hear this one in action – great news !!

Chris Youhill


10/09/12 – 07:25

I’ve only just caught up with this site, to my shame, but I was delighted to come across Roy Burke’s contributions about the Chatham & District Guy Arabs, and the operation itself.
Members of the Friends of Chatham Traction (of which I’m Chairman) invariably give these vehicles as the finest bus experience of their youth. This is rather a long time ago now for most of us but we’ve still enough fuel in the tank to be working to restore the sole surviving C&D Bristol K5G, a type which Roy also mentions.
The "8-foot Guys", as I believe they were known, were a revelation to us lads when they arrived in three batches in the early 50s. They were like space-ships compared to the old Bristols. I mean, they had trafficators and string-operated buzzers! And yes, I did go to school on them, from 1959.
Roy, we (FoCT) would be very pleased to learn more of your experiences of Chatham, Luton depot and its buses. Our range of interest extends as far as the withdrawal of the last Chatham Traction bus (in 1970 – the Bristol breakdown vehicle GKE 65, also mentioned). Interesting that you came down from York. I was born and raised in Chatham and have now lived in York for 20 years!

Richard Bourne


11/09/12 – 06:47

Great to hear from you, Richard. I’d be delighted to correspond with you direct about my time at Chatham, and have suggested to Peter that he sends you my e-mail address, for that purpose, although, as you say, it’s rather a long time ago now. I’ve occasionally viewed the C&D site and have followed your efforts to restore GKE 68, a sister of the ex-breakdown vehicle. I’m told, incidentally, that GKE 65 still exists, and might even be for sale, but it’s not, apparently, in good condition.

Roy Burke


24/12/12 – 07:12

I know it is over a year ago now Mark B but this first time starting was only achieved when someone pressed the correct button and held down the right switch at the same time!

Andrew Beever


13/04/13 – 07:29

Lets just say KHL 855 starting up was a team effort! I can’t remember if I pushed the button and you flicked the switch or was it the other way around? I have now managed to track down a recording of her being driven from Saville Street to Belle Isle Depot when she was the Trainer Bus. Sounds fantastic!

Mark B


RKK 996_lr Vehicle reminder shot for this posting


09/02/15 – 13:56

I’m currently researching for a publication for the OS which I call SOUTH.MOG, the garages, outstations etc of major ops in Southern England. As RKK 996 is standing outside a garage, this would be an ideal pic for inclusion. Would it be Ok to use it, and which garage is it? I suspect Borough Green.
If anyone has historical data on M&D garages, I should be glad to hear from him.

David Domin


 

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 Friday 2nd December 2016