Old Bus Photos

Barton Transport – AEC Reliance – 839 EVO – 839

839 EVO

Barton Transport
1960
AEC Reliance 2MU3RV
Alexander C41F

The independent Barton company became very satisfied customers of the AEC Reliance, taking its first one early in 1955. In subsequent years many more entered service, Alexander and Plaxton bodywork being favoured. Here is one of a batch of five 2MU3RV coaches with Alexander C41F bodywork delivered in May/June 1960. 839 EVO is seen in the summer of 1961 in London on Elizabeth Bridge, which straddles the main Southern railway line just south of Victoria Station. The present day transformation of the somewhat neglected building immediately behind the coach, notwithstanding the fact that it sits directly alongside a cutting carrying trains into the second busiest railway terminal in Britain (Waterloo is No.1) is evidence of the ‘gentrification’ of much of our capital city – (Oh for the old days).

Photograph and Copy contributed by Roger Cox


02/12/16 – 07:17

This type of Alexander body was widely used by Scottish companies, and were a common sight in the likes of Carlisle ‘Western’ and Newcastle ‘SMT’, but unlike the later ‘Y’ types, they weren’t embraced by many operators south of the border. That said, they weren’t a million miles away from the Park Royal bodies of the time. Was there a link?

Ronnie Hoye


02/12/16 – 16:03

Barton also had a number of Leyland Tiger Cubs with this style of body. I think they were designated dual-purpose, but it was rather stretching the meaning of the term. The seating standard was at the extreme "bus" end of DP. They were used quite a lot on the 15 Ilkeston – Long Eaton – Sawley route. The Reliances were very much more coach style. I remember seeing them on the Nottingham – Warsaw service that ran for a few years in the 1960s. Strangely (most of?) the Reliance "coaches" had route number/destination indicators above the rear windows, whereas none of the Tiger Cub "DP/buses" had them.

Stephen Ford


02/12/16 – 16:49

Ronnie,
The PRV link with this body was indirect in that both this and the PRV ‘Royalist’ coach on Reliance were inspired by alloy-framed ECW and Scottish Aviation bodies of a couple years earlier. This style was first fitted to four pre-production Tiger Cub Coaches in late 1952. The first Royalist was on a Reliance for Birch Brothers in 1954. Also in 1954 SOL and ALexander took PRV bodied AEC Monocoaches and from 1955-57 had Monocoaches Reliances and Tiger Cubs with Alexander bodies to the same outline, after that they took a body with this frontal treatment but a straight waist. Meanwhile Barton and Western SMT took this style until 1960.
PRV and Alexander both moved from Aluminium to Steel frames for their bodies at the turn of the decade to get BET orders, both built 30ft bodies to BET outline, and Alexander also combined this front with 31ft bodies for the Alexander companies and North Western in 1961 and 36ft Leopards in 1962 for North Western.

Stephen Allcroft


 

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Standerwick – Leyland Leopard PSU3/3R – TRN 731 -731

Standerwick - Leyland Leopard PSU3/3R - TRN 731 -731

W. C. Standerwick Ltd
1963
Leyland Leopard PSU3/3R
Plaxton C49F

After the renumbering from a plain consecutive series (2777 seems to have been the highest reached) in September 1950, Ribble adopted a numbering system whereby numbers were reused. Those of the Standerwick subsidiary were in the 1-200 group. This policy was changed again after the acquisition of Scout Motor Services, whose vehicles kept their old fleet numbers, with ‘S’ prefix until the 1963 coach deliveries, when the common number series was adopted. Ribble had just the number (744, for example) but Scout had the prefix (S751, for example) while Standerwick had a (suffix, 731S), as we see above. TRN 747, in the Ribble fleet, reached Morecambe depot late in 1963 and was stored for the winter, entering service early in 1964.

TRN 731 pictured above is a Leyland Leopard PSU3/3R (though I have seen some references to PSU3/3RT chassis for this batch) with a Plaxton C49F body. We see it in North Albert Street, Fleetwood, arriving for Tram Sunday on 18 July 1999. For more precise ‘placing’ of the shot, the fire escape of the North Euston Hotel is in view top left!

Photograph and Copy contributed by Pete Davies


30/11/16 – 09:22

I remember travelling on one of these on a Keswick-Manchester relief. It rode very nicely,but at Kendal depot the driver disappeared into the workshops. He reappeared muttering to us all (only about10) "Well we are going home without top gear". I had not noticed any problem, but the roads in the Lakes were not conducive to speed. As we were all going to Manchester we went on the M6. I am not certain what gearbox was in these vehicles, but the driver had no problems and the run was smooth and quiet. Somewhere along the M6 insult was added to injury when we were overtaken by one of the original Ribble group 36 footers, a Leopard/Duple that had been ordered by Scout.

Andrew Gosling


01/12/16 – 06:50

Andrew, The expression "ouch!" springs to mind.

Pete Davies


01/12/16 – 06:51

I remember this fine coach when with Ingleby York

Ken Wragg


01/12/16 – 09:09

Not having thought about"real Plaxton" bodies recently I have looked at the different models again. The design of the above is really quite simple, but to my mind is the smartest that Plaxton produced. It has a sleek business-like look. Much the same can be said of the Alexander Y type.
Please note: other makes of coach are available.

Andrew Gosling


02/12/16 – 07:14

As far as I can recall, the highest fleet number reached by a Ribble vehicle was 2797, the batch 2778-97 (CRN 978-97) comprising Burlingham bus-bodied Leyland PS2s which became 228-47 in the 1950 renumbering. I don’t remember any vehicles numbered 2798 or higher, but anyone with access to a copy of the publication ’52 Years of Ribble’, produced by the Ribble Enthusiasts Club, should be able to immediately confirm or deny whether there were such vehicles.
An interesting aspect of the 2778-97 batch was that, intentionally or otherwise, there was a last two digit match between fleet numbers and registrations, Ribble vehicles not having three-digit matching registrations until 1963. A few batches of vehicles did have a last-digit fleet/registration number match, but, prior to 1963 the only other batches I can recall with even a two-digit match were Atlanteans 1656-1700 (NRN 556-600) and 1801-14 (RRN 401-14).

David Call


 

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Eastbourne Corporation – Leyland Lion – HC 8643 – 58

Eastbourne Corporation - Leyland Lion - HC 8643 - 58

Eastbourne Corporation
1928
Leyland Lion PLSC3
Leyland B32R

HC 8643 is a Leyland Lion PLSC3 some sources omit the P prefix for 1930s Leyland single deckers, but I’ve no idea why, new to the County Borough Of Eastbourne in 1928. It has Leyland’s own B32R body – with door – and we see it arriving at Duxford on 28 September 2003.

Eastbourne Corporation - Leyland Lion - HC 8643 - 58

This second view shows the fleetname and crest.

Photograph and Copy contributed by Pete Davies


24/11/16 – 09:32

The Lion was a very successful model. The initial letter ‘P’ stood for pneumatic, indicating that it was devised from the outset to accept such tyres rather than being a conversion from solids. The 1926 vintage Lion was designed by J. G. Parry Thomas, who very soon afterwards turned his attention towards the car racing world. It was powered by an overhead valve four cylinder engine of 5.1 litres driving through a four speed crash gearbox, all mounted in a dropped frame chassis, though this was not as low as that on the Rackham designed six cylinder Tiger that appeared in the following year, 1927. According to G. G. Hilditch, who had one at Halifax for a time, the Lion had a top speed of about 25 mph, well above the legal limit of 12 mph that was then in force for buses.

Roger Cox


24/11/16 – 16:44

Thank you, Roger, for the explanation of why some had the P and some did not.

Pete Davies


27/11/16 – 07:36

The PLSC lion was replaced in 1929 by the Lion LT1, and at the same time the Lioness PLC was replaced by the Lioness-Six LTB. The Cub Passenger models (except the REC) carried a P as part of the designation, eg Cub SKPZ2, the first three Gnus were TEP1, although the later design with front end as the TEC1 Steer wagon was the TEC2.
P on post-war Leyland models from the Comet to the Titan meant Passenger.

Stephen Allcroft


27/11/16 – 09:30

I think that we’ve had this discussion about the PD/PS Leyland codes before, Stephen. The generally accepted view is that the ‘P’ stood for ‘post war’ in the passenger models, just as the Daimler ‘V’ in CVG/CVD stood for ‘victory’. Having initiated the ‘P’ classification in 1946, Leyland stuck with it for several years afterwards, by which time the understanding may well have changed to ‘passenger’.

Roger Cox


28/11/16 – 13:34

Roger, it was "generally accepted" for many years that the 27ft Leyland Titan body was the Farington: only it has now been found that was the final 26ft style. Doug Jack for one concludes that Passenger was intended. He had access to the Records. If post war was meant then surely it would have been applied to the freight range as well.

Stephen Allcroft


29/11/16 – 07:47

Stephen, this is a debate that, like the meaning of ‘RT’ and ‘SOS’ continues to run and run. The PD1 was originally designated the TD9 (the TD8 was the projected utility chassis that didn’t materialise), so the subsequent use of ‘P’ for ‘Passenger’ seems illogical, as, indeed does the classification ‘Passenger Double Decker/Passenger Single Decker’. The ‘P’ there is surely redundant, since lorries don’t fall into those categories. Unlike the haulage range, for which a variety of names was adopted, the bulk of the passenger range from Leyland in the early post war years consisted of Titans and Tigers, model names that were carried over from 1939. Given the general public and political mood if the time, I remain convinced that the ‘P’ stood for ‘post war. ‘Passenger Double Decker Type 1 makes no sense when seven versions of the Titan had preceded it. John Banks, for another, agrees with the ‘post war’ understanding, but I am sure that this debate will never be finally settled.

Roger Cox


30/11/16 – 06:57

The menmonics were designed, I’m sure you are aware Roger for the convenience firstly of Leyland production staff and secondly to enable the customers to order the right spare parts. In a way it is immaterial what the letters actually stood for, although we all want to know.
The first Leyland peacetime model was the 12.IB ‘Interim’ Beaver with the same drivetrain as the PD1/PS1 which could on your contention have been the ID1/IS1 as they were also intended as interim models until the "O600 TD9" and its single-deck version became available.
The major difference was the frame, which was dropped for a Passenger application, wheelbases and spring rates then determined the differences between the Tiger and the Titan, so if we disregard names they were always variants of the same passenger model.
If you are right then Leyland designated the Comet bus as Postwar and not the Comet Lorry, although both were launched in 1947, that would be bizarre.

Stephen Allcroft


30/11/16 – 15:49

I am afraid that I remain unconvinced, Stephen. In the cases of the Titan and Tiger, I believe that the change in the initial letter from T to P was intended to mean ‘post war’. The Comet was a haulage model that was adapted to passenger functions, and yes, the ‘P’ did signify ‘passenger in the designation CPO1 etc. However, I think you are reading a degree of consistency in model naming that was probably never there. If your theory is correct, the Comet bus/coach should have been called the PCO1. In the Comet, the letter ‘O’ stood for oil engine, but the same letter ‘O’ was used in export Tiger models such as OPS1 and OPS2, in which case it meant ‘overseas’.

Roger Cox


02/12/16 – 07:06

God Forbid I should accuse any manufacturer of consistency in nomenclature! The OPSU1, 2 and 3 were replaced by the ERT2 3 and 1, while the Leyland designed BUT ETB1 ran concurrent with both. The OPSU3 had been forgotten when the 36 foot Leopard became PSU3, and not L3, the RTC and L1/L2 being replaced by PSU4 in 1967 and PSU5 launched in 1968 which is 23 years after the end of World War two.
https://en.wikipedia.org/wiki/Leyland_Royal_Tiger_PSU  
https://en.wikipedia.org/wiki/Leyland_Royal_Tiger_Worldmaster  
AEC is presumed to have chosen 2 for semi-automatic transmission and 3 for synchromesh based on the number of pedals, but when a constant mesh gearbox came from Thornycroft, that became 4 (still using three pedals) and the ZF torque converter option on Swift became 5 (still using two). It is more than probable the P used in Swift and Sabre stood for Panther.
Also as the PSUC1 designation came before the Tiger Cub name and that chassis used modified Comet running units rather than anything from the Cub discontinued 12 years earlier that the C originally stood for Comet.
As a purely passenger model, the Tiger Cub had a P at the front, but as demonstrated above, nobody was consistent, the last Comet buses were sold in the early 1970s; here’s a link to one:
http://www.sct61.org.uk/lagos1

Stephen Allcroft


 

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Old Bus Photos from Saturday 25th April 2009 to Friday 2nd December 2016