Old Bus Photos

Ideal Service – Leyland Titan – CCK 668 – 16

Ideal Service - Leyland Titan - CCK 668 - 16
Copyright Unknown

Ideal Service (R Taylor & Sons)
Leyland Titan PD2/3
Brush L27/26R

New to Ribble Motor Services (No 2691) in 1949 passed to Delaine Bourne in 1961 as their (No 54) where it served 5 years when it then passed to R Taylor & Sons Cudworth in February 1966 (No 16) part of the Ideal Service When Taylors sold out to Yorkshire Traction in 1967 this vehicle passed to H Wray & Sons of Hoyle Mill Barnsley and remained in service until 1969.
Photographed outside Taylor’s garage at Cudworth.

Photograph and Copy contributed by Brian Lunn

26/09/17 – 06:45

Twenty years service from one of these vehicles who’s Brush bodies were said to be of questionable durability was a good innings.
Delaine’s beautiful livery must have inspired Taylors to replicate the V arrangement on the upper deck front panel and the application of the IDEAL name on the (illuminated?) glass panel is a nice touch. The large fleetname on the side is just visible and the whole thing looks very smart indeed, a worthy transformation from blue to red!
I can’t help thinking that H Wray & Sons might not have gone to the same trouble!

Chris Barker

26/09/17 – 14:23

Judging by the rubber window mounts I would guess this vehicle’s bodywork was rebuilt/refurbished somewhere along the way. In 1949 except for ECW this type of window mounting was rare. I seem to recall hearing or reading that at this time ECW had this type of window mounting patented. I am sure someone will comment.

Philip Halstead

27/09/17 – 06:22

Pictures of this bus in Delaine’s ownership are seen here:- http://www.delaineheritagetrust.org/54.html The windows had already acquired the external flush rubber glazing at that time, so a body refurbishment took place either under Delaine or earlier. Full details about Delaine, including a historic fleet list, may be found on this web page:- http://www.delainebuses.com/fleet.html

Roger Cox


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Trent – SOS DON – RC 2721 – 321

RC 2721

Trent Motor Traction
Brush B36F

Pictured on the HCVC Brighton Run in 1969 is RC 2721, an ex Trent SOS DON of 1935 with a Brush front entrance bus body that originally held 36 seats. SOS vehicles were favoured by the Trent and Northern companies during the 1930s, and the vehicle radiators were cast with the appropriate nameplates. No.321 ran for the Trent company until about 1953, when it then became a mobile booking office at Skegness, a popular holiday destination for coach trips from Derbyshire. In 1965 the vehicle passed into the hands of the Lincolnshire Vintage Vehicle Society, who rallied it in its unrestored state as shown in the photograph for several years, before retiring it with a (long term) view to full restoration in the early 1970s. Other pictures of RC 2721 may be seen on OBP here (scroll to bottom):- www.old-bus-photos.co.uk/

The extensive refurbishment/rebuilding programme is currently progressing well, as may be seen at this site:-www.lvvs.org.uk/

The SOS ON (“Onward”) type appeared in 1934 following the increase in maximum permitted length of single deckers to 27ft 6ins. The ON had the compact SOS 6 cylinder 5.986 litre RR2SB petrol engine which allowed the body to house 38 seats, and some retained the petrol unit right up to withdrawal in the early 1950s. A diesel version of the ON was immediately put in hand, and after trialling prototypes with the direct injection Leyland 8.6 litre engine and the indirect injection AEC 7.7 litre A171 engine, production adopted the AEC unit. The petrol ON thus became the diesel DON, but the AEC six cylinder engine was longer than the BMMO petrol, reducing the body capacity to 36 seats. The indirect injection engines in the BMMO DON fleet were converted to the A173 direct injection type in 1938, and this Trent example was likewise modified. By 1935, the SOS type presented a truly archaic appearance with the offset antiquated shape of radiator, narrow cab set entirely clear of the bonnet and different shape and depth to the mudguards (wings is hardly an appropriate description) on each side of the body. It compared unfavourably with the contemporary classic designs from Leyland, AEC and other major manufacturers. Whatever the mechanical merits, it was as if BMMO perversely set out to make its machinery as ungainly in appearance as possible. Not until 1938 did the more modern “AEC clone” radiator appear on BMMO SOS vehicles, and then only on double deck FEDDs. The first single deckers with the new style radiator were the SONs of 1939, as seen in this OBP page:- www.old-bus-photos.co.uk/

Photograph and Copy contributed by Roger Cox

12/03/17 – 17:37

I should have added that Potteries was another company that took SOS chassis. Surprisingly, Stratford Blue, a BMMO subsidiary from 1935, took none.

Roger Cox

13/03/17 – 16:34

UP 551, is a 1929 Northern General B37F Brush bodied SOS QL. It has been fully restored by Beamish Museum, and is shown on their website. Its in regular use transporting visitors around the site, and as Roger says in his posting, the Northern name is cast into the radiator. Whether it would be allowed onto a public highway is not known, but when this restoration is complete, it would be nice if somehow they could been seen together

Ronnie Hoye

13/03/17 – 16:35

Although Stratford Blue ran a very eclectic range of vehicles makes pre-war, it was a very loyal Leyland user post-war. I used to enjoy visiting there (and Birds)from time to time in the 1950’s and 60’s.
A pocket history of the company can be found here: http://lths.lutsociety.org.uk/

Chris Hebbron

14/03/17 – 06:51

Ronnie – From photos on the web, it looks as if Northern General CN 2870 has ‘Northern’ on its radiator, UP 551 having Midland Red. See: https://tinyurl.com/he7e48f

Chris Hebbron

15/03/17 – 07:06

That’s a strange one Chris, having seen UP 551 in the flesh as it were, and in all the photos I’ve seen, it has Northern on the radiator, and yet, as can be clearly seen, in this case it has midland.
Explanations or theories anyone?

Ronnie Hoye

15/03/17 – 16:08

It certainly is a conundrum. The radiator shape and bonnet profiles of the two vehicles are quite different and it seems unlikely that they would be swapped over at any time.

Chris Hebbron

24/11/18 – 08:47

I have an AEC 171 engine with engine number A171RB 3952. It is Direct Injection which is puzzling me – your article describes converting 171 Indirect to 173 direct injections – was this an engine replacement or were the 171’s modified to 173 spec?

Steve Bruce

22/01/19 – 07:26

With regard to UP 551 carrying Midland Red on its radiator.
The radiators were cast with Midland Red in the header tank when constructed. The Northern plate is a separate casting fitted over the Midland Red logo. This arrangement was replicated during the restoration of UP 551.
The image was taken during a visit of a group from the Midlands hence the Northern plate had been temporarily removed.

Friends of Beamish

08/12/19 – 06:27

A tardy response to Steve’s query above, but AEC A171 indirect injection engines were (almost) universally converted to direct injection, at least in the UK, but I would imagine that the engine numbers remained unaltered.

Roger Cox


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Birmingham City – Leyland Titan – HOV 685 – 1685

Birmingham City - Leyland Titan - HOV 685 - 1685

Birmingham City Transport
Leyland Titan PD2/1
Brush H30/24R

HOV 685 is a Leyland Titan PD2/1 with Brush H54R body, to Birmingham’s then standard design. She dates from 1948 and we see her in the Weymouth rally on 1 July 1979. She began her service at Yardley Wood depot and, Malcolm Keeley reports in his book in the Glory Days series, most of the batch so allocated from new remained there throughout their working lives. The others were at Perry Bar. The saga of the Brush bodies is not so happy, however. There had been some earlier disagreements between the builder and the operator, the former managing to convince itself that the product was entirely the opposite of what the operator wanted. This batch appears to have been the last of the Brush bodies for Birmingham.

Photograph and Copy contributed by Pete Davies

05/06/16 – 09:22

Brush had a similar "conversations" with Manchester regarding fifty bodies it was building to the Manchester post war Standard design on Daimler chassis at the same time. Manchester was unhappy with Brush’s interpretation and had to keep a watching brief on the progress to ensure what was produced was identical to the drawings. As it turned out the bodies were well finished and lasted well.

Phil Blinkhorn

07/06/16 – 11:43

Can anybody please explain what the dispute between BCT and Brush was about.
Presumably the operator issued a comprehensive specification of their requirements for the builder to follow

Pat Jennings

07/06/16 – 18:48

Pat, according to his ‘Glory Days’ book on Birmingham City Transport, Malcolm Keeley reports that the rot seems to have set in – in more ways than one – when the timber frame bodies on the surviving 1929-31 AEC Regents had to have new Austerity bodies by Brush in 1943/4. There was supposed to be a decrease in price as a result of salvaging parts from the old bodies, but they had been from four different builders and the cost was actually increased.
The next chapter takes place in respect of the Crossleys ordered in 1945. They should have had Brush bodies, but delays in delivering chassis caused Brush to ask to be ‘released’. Not an unreasonable request, perhaps, but Keeley says, "After the wartime disputes over the Regent and CWA bodies, small wonder BCT ceased to employ Brush."

Pete Davies

09/06/16 – 06:45

Pete, that’s all true but the Leylands are 1948 deliveries whereas your comment finishes in 1945. If I were a betting man I’d put good money on Bush having the same approach as it took with Manchester.

Phil Blinkhorn

09/06/16 – 19:08

Phil B, I’ve spent most of the day looking in the Keeley book for his comments about this dispute, so far without success. I’m sure I didn’t dream it. I’ll post further on this in due course!

Pete Davies

10/06/16 – 05:33

Pete, you are quite right in your summary of Malcolm Keeley’s account of the Brush utility bodies for Birmingham, and the consequent decision by BCT not to use Brush any more. The account of the war-time re-bodying of the pre-war AEC Regents (p.26) describes the problems Brush had salvaging material from the old bodies by four makers, and trying to incorporate these into the fifty new bodies. Delivery was delayed because of the interruption to the production system, and additional detail design work was also needed. A major dispute broke out over the cost. (One is illustrated on p.30, and a trainer conversion on p.41). As you say in your original posting, Brush asked to be released from bodying the 10 Crossleys ordered in 1945, because of pressure of other work in their drawing office. They were already committed to 100 bodies on Leyland PD2s. Keeley, on p.48, indicates that BCT ceased to employ Brush, as you quote above.

Michael Hampton

10/06/16 – 10:21

Thank you, Michael . . .

Pete Davies

10/06/16 – 10:21

Thanks Pete and Michael. Perhaps the clue to the similarities to the dispute with Manchester lies in the drawing office.

Phil Blinkhorn


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