Old Bus Photos

Portsmouth Corporation – Thornycroft J – BK 2986 – 10

Portsmouth Corporation - Thornycroft J - BK 2986 - 10

Portsmouth Corporation
1919
Thornycroft J
Dodson O16/18RO

BK 2986 is a Thornycroft J, built in 1919 for Portsmouth Corporation. It originally had a Wadham O16/18RO seater body but was rebodied in 1926 with an ex London General AEC B 1920 Dodson O16/18RO body. Having been built in Basingstoke, it is fitting that she is seen in the Milestones museum there, one of three Portsmouth buses. Note the tram tracks – there’s a Portsmouth tram there as well. The photograph was take on 12th November 2013.

Photograph and Copy contributed by Pete Davies


07/07/14 – 15:54

Thanks for posting this elderly bus in it’s current position. We are fortunate that Portsmouth Corporation had what we would now call an enlightened view of bus preservation. Both this bus, from it’s first ever batch of buses, and a tram (No 84) were retained by the Corporation from the 1930’s onwards. They also saved the very first trolleybus (201) in 1958, which then went to Beaulieu in 1960. It has had a more chequered history since, but has also resided at Basingstoke for a few years. It is now safe with the CPPTD (the preservation group, not the Corporation!) in Hampshire. The Thornycroft in the picture was quite often brought out and driven around on special occasions for some years. At that time it was in the then-current red/white livery. I remember seeing it at the Brighton Coach Rally c.1962, with a bikini-clad young lady hanging on at the back, trying to smile, wave, and keep her balance! In 1976 (I think), it was used by representatives of the Portsmouth Council to open the new M275 motorway into Portsmouth. Fortunately there was no park and ride service then, otherwise there might have been some suggestions for use? – no, probably not. Both this Thornycroft and the tram seem to be well cared for now, and located in a sympathetic setting at Basingstoke.

Michael Hampton


07/07/14 – 16:39

Am I not right in thinking that this bus was originally No. 10, but renumbered 1 for most of its preserved life, more recently getting back its correct number? I used to see it a lot (with 201) at the late lamented Dave Chalker’s annual Southsea Spectacular on Southsea Common.
Does anyone have a photo of one of these vehicles with original Wadham body. I had one but can’t find it now – typical! Another survivor is what’s left of the 1931 diesel-engined Crossley Condor (RV720), after being cut down as a service vehicle. After being abandoned on the council tip, it was rescued and is a runner.

Chris Hebbron


08/07/14 – 07:18

When you see vehicles like this, you realise the great strides made in chassis and body design in the 13 years between 1919 and 1932.

Chris Hebbron


08/07/14 – 07:20

Yes, Chris, this bus was originally No. 10 in the fleet, out of the series 1-10 for the batch. I read somewhere in a fleet history that it had also been used as a petrol tanker by the Corporation for a while after withdrawal from passenger service. As the Karrier 6-wheel double-deckers bought in 1927/28 to replace these Thornycroft J’s were very thirsty buses , this probably explains the conversion. Another fleet history does state that the Karriers had to be refuelled during the day to keep them in service. Presumably, after the Karriers were withdrawn in 1935, No 10 was redundant as a tanker, and a Dodson body was re-united with it for preservation. It became No.1 in c.1942 – an odd year for such a decision to be made and carried out (don’t you know there’s a war on?). It remained as No.1 until virtually the end of CPPTD, and it’s correct original No.10 restored, I think in the early 1990’s, but I’m open to correction on that.

Michael Hampton


03/10/14 – 08:39

No 10
Copyright Unknown

I finally found the picture of No. 10 with its original body, on The Hard – I’ve only ever seen one other photo of these with Wadham bodies.

Chris Hebbron


05/10/14 – 07:26

There is another photograph of this bus with the original body in the PSV Fleet History PH14 Portsmouth Citybus Ltd.(and its predecessors) Pathfinder UK Ltd. Published February 1997

Andy Hemming


 

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Drake & Mc Cowen – Leyland LB2 – XP 435 – B21

XP 435_lr

Drake & Mc.Cowen
1923
Leyland LB2
Dodson O48RO

I thought I’d lost this photo until I found it today tucked inside a book.
My father was very friendly with Joe Mc.Cowen and I think he fought with his nephew(?) in the war (sadly he was killed in N Africa in 1941).
Joe lived at 1 Bonny Street Camden Town NW1 and I used to go there with my father on a spurious excuse, which I suspect was just a ruse so some heavy drinking could be done. Joe’s place was in terrible condition and stank of old cigars. I think the bus was used on the 3 or 53 route, at least the bus terminus was very close to Bonny St. I remember my father telling me that Drake had run off with the conductress, so I don’t know what happened to the company after that! The picture looks like it might have been taken in Regent’s Park.
I look forward to any comments regarding the above operator or vehicle.

Photograph and Copy contributed by Paul Canty

———

01/07/12 – 09:55

The definitive work on this subject is “London’s Buses Volume 1 – The Independent Era 1922-1934” by Messrs Blacker, Lunn, and Westgate, published by H J Publications in 1977 (and of course long out of print), from which the following information is extracted.
According to the book, the business commenced in August 1923 and was originally a partnership of William Drake of 245 Great College Street N1 and Robert McCowen; but Mr McCowan left the business in about 1926 and Mr Drake continued as sole proprietor until he sold the business to Birch Brothers in October 1928.
Two buses were operated:
XP 435 Leyland LB2 Dodson O26/22RO new 8/23
XT 4603 Leyland LB4 Dodson O26/22RO new 5/24
In addition a second-hand Leyland LB4 Dodson, XP 4355, was acquired for spares in 11/23. Its chassis was dismantled and the body used as a shed.
XT 4603 achieved fame when it was overturned by protestors during the General Strike, but ran in service the next day with its windows boarded over.
The original livery was creamy-yellow and black (or possibly very dark navy) with DRAKE & McCOWAN fleetname in large gold letters as per your photograph. After Mr McCowan left the fleetname was changed to DRAKE. In 1928 the livery was changed to red and white and the fleetname became W. R. Drake in script lettering.
Drake and McCowan are known to have operated on route 27 (their version becoming 206 under the Bassom system in December 1924). Under the 1924 Act one of their buses operated on the 206 and the other on the 284A (unfortunately I have no idea where those routes went in those days).
Drake & McCowan’s buses were originally kept, with those of several other independents, at Dangerfield’s garages in Camden Town and Chalk Farm, but when Dangerfield sold out to the LGOC in 1927 they were moved to Bridge Wharf Garage in Kentish Town Road.

Michael Wadman

———

05/07/12 – 16:20

I know the shiny paintwork and stylish fleet name helps, but what a handsome, well-proportioned bus!
There are good- and not so good-looking vehicles of all periods, but the team that designed this one can look down and be proud.

Ian Thompson

———

05/07/12 – 16:21

Pauls photograph is a great reminder of the era of the London "Pirates". This Dodson body was the most popular fitment to Leyland LB series, and Dennis buses over the whole "Pirate" scene, followed by the Birch body, and, less common, Strachan and Brown.
There is something uniquely distinctive about Dodson bodywork, as has been discussed before, but this is emphasised more when seen on some provincial fleets, notably Wolverhampton, and the style was quite popular in several fleets. Peterborough and District comes to mind, as well as Hastings Tramways.
I wonder if this particular bus was one of the survivors into LT days, which were converted to trolleybus tower wagons.
Thanks for a nice photograph.

John Whitaker

———

05/07/12 – 17:44

If memory serves me right, John W, LPTB stayed true to its AEC roots and used withdrawn NS buses as tower wagons, wire lubricators and, more generally, as tree loppers and mobile canteens. Surprisingly, at a time when many of the first-generation Green Line T’s were being replaced and available for conversion, it also bought some AEC Mercury lorries for use as tower wagons. I have no idea what vehicles LUT used for their ‘Diddler’ system which started in 1931, but maybe continued with the same ones they’d used to maintain the erstwhile tram system. It was all done on the cheap.

Chris Hebbron

———

06/07/12 – 14:14

I refer you to Capital Transport`s "The London Trolleybus Vol.2" re LB Leyland tower wagons. Full details are in there!
The original ADC vehicles were used in LUT days.

John Whitaker


 

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London Transport – AEC Regent 1 – GJ 2098 – ST 922

London Transport - AEC Regent 1 - GJ 2098 - ST 922  Copyright Chris Hebbron

London Transport
1930
AEC Regent 1
Tilling or Dodson (H27/25RO)

"John Whitaker was interested in Christopher Dodson bus bodies built for operators outside London and I mentioned that Tilling had purchased 30 Dodson-bodied AEC Regents for their Brighton operation. I’ve now found out that they were identical to the 191 AEC Regents they operated in South London, some with Tilling and some with Dodson bodies. In London, they were in the range ST837-1027. I attach a photo of the sole remaining example (ST 922 – GJ 2098), albeit it a London example, although Tilling’s livery was not that different from this example. To me, It looks odd because I only recall them with terrible body sag and this one doesn’t have it, having being completely restored! Once in London Transport’s hands, they were greatly unloved, but that’s another story!"

Photograph and Copy contributed by Chris Hebbron


13/11/11 – 10:31

Many thanks Chris for the marvellous photo of GJ 2098.
The 30 Tilling STs bodied by Dodson were built to Tilling design. Dodson design bodies were common in the "Pirate" fleets, and some Provincial municipal fleets too, notably Wolverhampton. The latter had many 6 wheel interpretations on Guy chassis and are worthy of an article in themselves!
Many of these Tilling STs were transferred to other Tilling fleets during the war, and many were rebodied and/or re-engined. Of particular interest to me are the 3 vehicles lent to BCPT (Bradford) to enable the Stanningley tram route to be abandoned in 1942. These were GJ 2027, 2055, and GK 6242. These were accompanied by some Leeds "Regents" and 3 "General" STs. Pity I cannot remember them, but I was only 2!
The body sag you refer to seems apparent on every photo I have seen, but they did "soldier on" in trying conditions. 3 more vehicles of this species are also close to my heart in the form of York-West Yorkshire ADG 1-3, which started life in the form depicted in your superb photograph.
Incidentally, Wolverhampton 6 wheelers can be seen in the You Tube reference you gave on the recent post concerning the "White Heather" coach!
Great Stuff!

John Whitaker


13/11/11 – 17:11

I’m sure that I’ve read somewhere that, of the later STL-type Tilling Regents which went to London Transport, still with three bay upstairs front windows, but inside staircases, a batch also also went to Brighton. Both deliveries had Tilling bodies, though.
The above ST sub-class were due for withdrawal on the cusp of the war. They were all withdrawn by LT, along with all other petrol-engined vehicles, when war broke out.
Several suffered from war damage and their chassis went to the Home Guard, either as armoured personnel carriers, others as complete vehicles, to become (Home) guard posts. Then they were spread around England/Wales to fill shortages. For example, ST844 spent time in Coventry, Walsall & Rhondda. ST851 went to Sunderland, then Bradford & Aberdare. The longest one away was ST1005, which left for Venture, Basingstoke in December 1941, not returning until January 1947. On return, it went into store for a few months, then was scrapped, a typical end for returnees.
I’ve always had a soft spot for them, loyal, uncomplaining servants, past their sell-by date in 1939 and kept away from the limelight thereafter! Amazingly, some lasted until late 1949, nevertheless. They were strangers to Morden, Surrey, where I lived, but I can recall travelling on a couple of stalwarts seeing out their final, challenging, stint on the Epsom Races specials. I was a mere stripling aged 11, bunking off from school!

Chris Hebbron


25/11/11 – 13:28

I only ever saw one ST, and it was 922, mouldering in Rush Green Motors’ scrapyard somewhere out in the bundu between Hertford and Ware in 1952. Its roof gave it away over the dense scrub which rimmed the yard, for it could be just glimpsed from the top deck of a London Country RT.
I made entry to the secure yard, somehow having persuaded the ruffians in their Nissen hut that I meant them no harm, (though I was quite tall for a nine-year old, and could have bruised their shins if it turned nasty). As I recall, the breakers had used ST 922 as a canteen. Its L.H. dumb-iron brass plate identified it as the very bus which Prince Marshall was to restore years later and put in to limited service in London. I kept a light bulb from its upper saloon for many years as a memento of that rare bus, the bulb, alas, now lost due to postwar parental determination to periodically cleanse bedrooms.
There was a pre-war Leyland ‘decker there, too, ex-Chesterfield Corporation, from which I took a fine iron enamelled plate mounted forward of the driver, which admonished him to ‘Pull into the Curb at Stops’. I was even then taken by the cacography. In his obedience, our luckless chauffeur might have ‘Curbed his enthusiasm at stops’, or even ‘Stopped up on to the Kerb’….. I wonder if his traffic manager was reduced to the ranks for a fine Solecism or merely scolded for Malapropism? But I digress.
The info relating to the pilfering has been concealed until today, lest it had led to a period of infant incarceration, still then common, but I surmise that the Statute of Limitations now applies – and for that matter, all the other characters of the piece must now rejoice at The Great Terminus, their days of pointless litigation at an end.

Victor Brumby


28/05/12 – 08:11

In my post of 13/11/2011, I mentioned that I thought a batch of the later Tilling (LT STL type) also went to BH&D. I’ve since found that Thos. Tilling in Brighton had quite a few early vehicles, identical to those in the above photo. In the later 1930’s, a few of the STL type were also delivered, originally with the same three–window front upstairs configuration. See HERE:
Post-war, BH&D modernised them, which included changing the three-window arrangement to the conventional two-window type.

Chris Hebbron


04/07/12 – 07:12

GN 6201_lr

In my original comment, I mentioned that 30 of this type, with Dodson bodies, served in Brighton. Here is a photo of one. It is unusual in showing the upstairs air vent, normally unseen in photos.

Chris Hebbron


01/01/14 – 10:09

Several of these Brighton STs were later rebodied and eventually converted to open toppers. At least half a dozen later migrated to Westcliff (for the Southend seafront services) and Eastern National (for the Clacton services). I understand one eventually finished up as a tree lopper for Eastern National.

Brian Pask


17/09/14 – 15:24

Hi Chris.. Compliments on your photograph of 6201 and also your knowledge.

Sid


18/09/14 – 07:47

Thx, Sid, glad you enjoyed the posting.

Chris Hebbron


GJ 2098_lr Vehicle reminder shot for this posting


01/02/15 – 06:49

From September of 1951 to July of 1955 I commuted to school from Mill Hill to Kilburn. This was in the days of the trolley buses at least as far as Cricklewood Broadway. I cannot give the date but on the route 16 a green ST class bus suddenly appeared. It stayed around for a few weeks and then vanished again. Similarly on the route 79a a green STL appeared again for a short period. I don’t think either of the two buses made it to preservation but if anyone out there can confirm my sightings I would be very interested. The route 16 at the time was the preserve of the SRT Class and the 79a was all RTs.
All something of a mystery

Ron Sargeant


01/02/15 – 11:00

There were plenty of Country Area green STL’s, both with front and rear entrances, and, by the period you mention, Ron, post-war RT’s were rendering plenty of the older vehicles spare. The last only went in 1955. The green ST is a mystery, since very few were ever painted green and spent their lives at Watford Garage. They were all disposed of by no later that 1950. However, LT was always short of lowbridge buses then and kept its lowbridge 1930 ST’s going until 1953, both at Watford and Godstone Garages, Some found their way to Morden at times, to keep the 127 red route going. It’s possible that it was one of them found its way around your way to fill a gap or be a learner in its final months. I believe that they were unique with LT in having a sunken gangway each side upstairs. Each one was also visually unique, having been ‘played about with’ in different ways at various overhauls!

Chris Hebbron


01/02/15 – 11:02

I have very happy memories indeed of a roundtrip on GJ 2098 when it was operating a vintage service starting in Trafalgar Square. I seem to recall that it was pretty spritely and comfortable – the seat cushions gave the impression of being a foot thick and were luxurious, and they seemed to accentuate delightfully the "up and down" movement of the suspension. the driver also handled the old bus very competently indeed – a very happy hour or so to recall.

Chris Youhill


02/02/15 – 06:43

Was the upholstery a sort of grey with black swirls on. I seem to recall that that was the LGOC colour scheme (if you can call grey a colour!). Or maybe it was the standard LT stripe patterning.

Chris Hebbron


02/02/15 – 06:47

The SRT class was an unequivocal disaster, comprising pre-war STLs expensively modified to accept heavier RT type bodywork for which RT chassis were still awaited. 300 were planned, but the nonsense finished after 160 had been constructed. With the 7.7 engine and vacuum brakes the SRT wouldn’t go and, more critically, it wouldn’t stop. The first of the class entered service in April 1949, and by mid 1954, the utter folly of the programme having finally been accepted, they were gone, apart from a handful retained as Chiswick toys. Perhaps the fleeting appearance of ST and STL vehicles was dictated by SRT mechanical failures.

Roger Cox


02/02/15 – 11:37

Chris H – Yes, I’m sure that you’re right about the seating upholstery, and that’s exactly the colour scheme I remember.

Roger – As a "distant" ardent admirer of the seemingly excellent "SRT" conversions I’m surprised to hear that they were as disastrous as seems widely claimed, although I have read of this elsewhere too. I thought that the plan was an ingenious one and sensible too but of course I had no experience of driving them and only a limited number of rides.
I must say though that I’m amazed that their speed and more importantly presumably acceleration were so poor, but only to be expected by comparison with the magnificent 9.6 litre RTs.
Braking, well the vast difference between vacuum brakes and air is no secret, and different driving techniques and "expectations" are essential. I would imagine though that some kind of semi rural and light operation would have found them quite satisfactory. From an enthusiast point of view though their acoustics were a delight and the different "era" instantly apparent – and the fascinating combination of older machinery with the beautiful RT bodies made the SRTs for me a very memorable version.

Chris Youhill


03/02/15 – 05:46

Chris, as you indicate, the theory behind the SRT class appeared, on the surface, to make sense, as RT type bodywork deliveries were outstripping RT/RTL chassis supplies. Although the life extended elderly pre war fleets of ST and LT machines were largely gone by 1948, LT wanted to clear out the utilities and remaining STLs as quickly as possible to project the high quality, post war LTE image to the capital’s travelling public. The SRT seemed to meet the bill. It looked the part, and the ordinary traveller surely wouldn’t suspect that the mechanical bits under the new, modern bodywork belonged to an earlier engineering era and were upwards of ten years old. Sadly, converting STL chassis to take the half ton heavier RT body proved to be far more complicated, and hence much more costly, than anticipated. The chassis had to be remodelled quite considerably, and major components, such as the fuel tank, had to be re-sited. The result was a bus that looked very good, but performed very poorly, particularly in the braking department. The AEC 7.7 was a perfectly sound engine, but it didn’t have the decisive low speed torque of the comparable 7 litre Gardner 5LW which was still the favoured power plant for many new Bristols in the Tilling companies’ fleets. I should think that the less than lively performance could have been tolerated; the real difficulty lay with the brakes, which proved barely adequate on downhill gradients when an SRT was well loaded. There must have been rather more to the braking problem than simply the vacuum system. We have both driven heavy, vacuum braked double deckers around the Yorkshire gradients without too many frights. The Halifax Daimler CVL6/Roe ‘deckers were pretty heavy beasts, 8 tons unladen, but they stopped equally as efficiently as the air braked PD3s – as you know, the hills round Halifax make most of urban London look like a billiard table. I can only assume, since I can’t find any figures to support this, that the lining areas of the old STL brakes were rather smaller than those of post war double deckers generally. In the event, the SRTs were taken off routes that included any suggestion of a slope and relegated to flat territory. The word got around, and the Country department apparently refused to have any involvement with the things. In the meantime, RT and RTL chassis production came on stream, and the SRT class quickly surrendered its RT bodywork to new chassis and the STL underparts to the scrapyard.
Your comment about bus acoustics resonates, I’m sure, with many members of OBP. As a child up to the age of four I delighted in the contrasting sounds emitted by LT, STL and RT types in Selsdon and Croydon, and, from that age onwards, having by then moved to rural Kent, I became captivated by the marvellous melody emitted by the Maidstone and District Leyland TS8 Tigers as they climbed Chequers Hill out of Doddington. By contrast, the petrol Tigers running along the valley just purred along. In Faversham, one could find East Kent Dennis Lancets (pre war, four cylinder jobs I later discovered) with smooth running, drumming sound engines. From 1949, by now an eight year old resident in Alverstoke near Gosport, I couldn’t initially understand why the Provincial AEC Regents sounded so dramatically different from their London cousins, and became a fan instead of the stuttering new Guy Arabs on the Haslar route. Only later did I discover that these fine buses had peculiar five cylinder engines. I am rambling on a bit now. I’d better stop.

Roger Cox


04/02/15 – 05:41

There was another part of the jigsaw to add to Roger’s tale and which makes the STL/SRT saga slightly more logical. LT’s 1935-40 New Works Plan exceeded the legal limit that AEC/Chiswick could legally order/produce and so outside suppliers were used . A good example was the 100 all-Leyland STD class; pseudo-STL’s. Another case was 175 STL chassis, but with Park Royal metal-framed bodies, which were already failing in 1942, when the worst bodies were scrapped and replaced by new lowbridge STL bodies under special dispensation. The rest were all but held together with strapping, post-war, and the idea was that the 15STL16 1939 STL’s would have their bodies transferred to replace the PRV bodies and be re-bodied with the RT ones. The 1939 STL’s should have been RT’s, but production was not ready in time. Nevertheless, many RT features were incorporated into these chassis, including automatic chassis lubrication, but, crucially, not the 9.6 litre engine, not quite ready for service. Thus, of the 132 of STL’s finest, very few survived in their original form and they, if memory serves, were Country Area vehicles, no doubt held onto for dear life!

Chris Hebbron


04/02/15 – 09:59

Please Roger, don’t even think of pleading "rambling on" – that post was full of absorbing and informed comment and opinion and is fascinating to read. So, in summary and the famous hindsight, it seems that the SRT scheme was a brave and expectedly fraught. venture which ought to have succeeded but was beset with undeserved problems and expense.
You are quite right about the mountains of West Yorkshire and the greater area and I suppose we drivers thought little of nothing of such terrain as most of the elderly and basic vehicles of the time did their commendable best.
The only real braking worries with the old vacuum system that I recall were occasionally with certain Leyland PD2s (but not PD1s) of both 7’6" and 8’00" girth – and even, with later employers, air braked PD3s, but that’s obviously another discussion altogether.
I hope my memory and imagination aren’t running riot, but I’m sure I recall that when the 34 RTs arrived at Samuel Ledgard and were being prepared for service there was an issue with the brake drums/shoes. Was it the case that the RTs, as opposed to Mark 3 Regents in general, had more robust brakes – hence the London drivers’ meaningful objection to the SRTs.
I believe that Ledgard fitters mentioned to me that the drums (front at least) were of a slightly larger diameter than standard and that "shims" (possibly hardwood ??) had to be inserted between the new linings and the shoes to give satisfactory results.
This was of course fifty two years ago and if I’m way off the mark I’ll gladly blush and hide for as long as necessary.

Chris Youhill


 

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