Old Bus Photos

Scarlet Coaches – Leyland Comet – MYA 590

Scarlet Coaches - Leyland Comet - MYA 590

Scarlet Coaches (Minehead)
1950
Leyland Comet CPP1
Harrington C29F

Here we have another wonderful example of how a coat of paint can make such a difference to the way almost anything can appear. MYA 590 is a Leyland Comet CPP1 with Harrington C29F body. In the first view, it is in the livery of Scarlet Coaches of Minehead, and it is in the Southsea rally on 17 June 1984.

Scarlet Coaches - Leyland Comet - MYA 590

In this second view, it has been repainted blue and cream to star alongside Joan Hickson in the ‘Miss Marple’ film, Nemesis. This view was captured at Netley on 12 July 1987.

Photograph and Copy contributed by Pete Davies


09/03/17 – 07:02

I seem to remember that, during the 1950s, the livery change between the top colour and the lower was achieved by a ‘blend’ of the two colours down the rear corner panels.
This was fashionable at the time, although must have been incredibly difficult to achieve. Virtually impossible to achieve with brush painting, so presumably the gradual change from the light colour to the dark might have been a way of showing off the ‘new spray painting’ technique.
It’s not a feature I have seen on any currently preserved coaches, but this picture of the unnatural hard line between the two colours has sparked the memory of this old style.
Anybody else remember it?

Petras409


10/03/17 – 17:39

Can anyone suggest why, given Leyland’s good name, the Comet was not more popular? Did the Tiger Cub sweep it away?

Ian Thompson


11/03/17 – 07:23

Pure guesswork on my part Ian. The Comet was a very successful commercial vehicle chassis, with production continuing through the forward control LAD and ergomatic cabs in both rigid and artic unit form. However, it gave coach bodybuilders less design scope, and lower seating capacity than the under floor chassis of a Royal Tiger or Tiger Cub

Ronnie Hoye


12/03/17 – 07:45

Thanks, folks!

Pete Davies


12/03/17 – 07:46

The Comet wasn’t in the same market as the underfloor-engined chassis. As a lightweight with a seating capacity probably limited to 32, it was competing with the Bedford OB and Albion Victor. It’s likely to have been more expensive than both, and didn’t really offer anything extra.

Peter Williamson


13/03/17 – 16:32

Later passenger variants of the Comet were forward control but aimed primarily for export. There was a Duple bodied ECPO12/2T in preservation once, this was one of a handful sold on the home market, the Albion Victor and the SB, particularly with a Leyland Engine, not to mention the Ford and Commer alternatives made it a non-starter over here although it was very popular in New Zealand with the Bedford SB8 and SB13 known as the "Poor Man’s Comet".

Stephen Allcroft


 

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Southdown – Beadle – Leyland – MUF 488 – 649

Southdown - Beadle- Leyland - MUF 488 - 649

Southdown Motor Services Ltd
1953
Beadle – Leyland
Beadle FB31F

MUF 488 is one of those curious vehicles built by Beadles using Bedford or Leyland parts. The Leyland ones came from Tigers or Titans. In this case, the combination was delivered to Southdown in 1953, and has a FB31F body on TD5 running units. We see it outside the Southdown garage at Amberley on 13 September 2009.

Photograph and Copy contributed by Pete Davies


05/03/17 – 16:03

I suppose these days this would be called ‘recycling’. It is quite a nice looking coach although the front end lets it down a bit. Rather plain around the grille area and the joint between the upper windscreen sections and the destination display sits a bit uncomfortably.

Philip Halstead


06/03/17 – 07:08

If my information is correct, the NGT group had 18 of the type. They were all built on refurbished pre war AEC Regal chassis, and although mechanically an AEC down to the last nut and bolt., none of them carried AEC badges or logos. Northern had 10 FC35F versions DCN 83/92 – 1483/92; all similar to the example above, 1483 is currently undergoing restoration in the very capable hands of the NEBPT Ltd, who set themselves very high standards, I look forward to seeing the end result.
The other eight were for Wakefields Motors at Percy Main depot. Six were delivered in 1952, FT 7275/80 – 175/180, and were FC35F, the fronts differed to these, in that they had more bright trim, and an altogether softer look about them. A photo of 178 is posted elsewhere on this site. The other two FT 7791/2, 191/2 arrived in 1953, they were FC39F, as well as a larger seating capacity, they had a similar front to these which had a different destination layout incorporating a number section, to allow them to be used as D/P’s. All the P/M intake were different to those of NGT, in that they had twin cab doors and a full bulkhead separating the cab from the passenger saloon.
191/2 were sold to Garner Bridge of Weir, and 175/80 were exported to Yugoslavia of all places.

Ronnie Hoye


06/03/17 – 07:08

The running units for this coach came from pre-war Leyland Tiger TS8 FCD 368, which was delivered to Southdown in January 1939. The original Harrington B34R body, which had been temporarily converted to B30R perimeter seating (plus up to 30 standing) during the war, was rebuilt (not rebodied) by Portsmouth Aviation in August 1947. This body was removed and sold for scrap in February 1953, and the chassis was then cut to form front and rear running units for attachment to the integral Beadle body structure. The same construction principle was adopted some years later for the London Transport Routemaster. The Beadle body was offered in 30ft or 26ft lengths, and Southdown had examples of both. (Southdown also employed Beadle to fit full fronts of similar appearance to its Duple bodied PS1 coaches of 1947 to 1949 vintage.) Beadle Rebuilds (as the integral conversions became generally known) were introduced also at around the same time (early 1950s) by Maidstone and District and East Kent, again using Leyland running units.

Roger Cox


06/03/17 – 07:09

This vehicle has SOUTHDOWN in capital letters, which would make it a bus rather than a coach.

Chris Hebbron


06/03/17 – 17:12

Thanks for your thoughts, folks. The PSVC listing for this vehicle does not show whether it is TD or TS, but it does say B31F (not FB31F). Jenkinson says TD5 with FC35F. I note that his 1978 descriptions have been out of synch with other sources before! Chris H, yes, the general view is that it is a bus, but study the script on the front. I can understand why some consider it to be a coach. Now, where did we leave the discussion about bus, coach or dual-purpose?

Pete Davies


08/03/17 – 16:35

MUF 488 used the running gear from TS8 1468 (FCD368). It was delivered as a coach (888) but downgraded to bus work and renumbered 649 in 1958. Block lettering was usually, but not exclusively used on Buses. For example, the 15xx East Lancs Royal Tigers were delivered as DP’s with block lettering, but received ‘Mackenzie script’ when converted to OMO buses. The utility Guy open topers and Northern Counties DP Leopards also had ‘Mackenzie script’ and I have seen pictures of Beadle PD2/12’s similarly adorned. The front plaque with ‘Mackenzie script’ was a device used on many vehicles in place of the usual ornate Leyland marque badges. They were also used on ‘Queen Mary’s’. Hope this helps to clear up a few points noted previously.

Roy Nicholson


09/03/17 – 06:52

Thanks, Roy

Pete Davies


 

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Ideal Service – Leyland Tiger – DJ 6058

Ideal Service - Leyland Tiger -_DJ 6058
Picture R F Mack

Ideal Service (R Taylor & Sons)
1934
Leyland Tiger TS6C
Roe B36R (1949)

Parked in Beastfair Pontefract awaiting for the return journey to Barnsley is DJ 6058 which was a Leyland TS6C new to St Helens corporation in 1934 with an English Electric B32F body. Acquired by R. Taylor and Son Cudworth who ran the Ideal Service with H. Wray of Hoyle Mill Barnsley. Re-bodied in 1949 with a Roe body, the entrance was changed to the rear and four extra seat were added making it a B36R.
When Taylors sold out to Yorkshire Traction, Wray’s continued to run the service until they too sold to Yorkshire Traction. Stagecoach ran the service Barnsley to Pontefract via Upton until the 29th January 2017 and they have terminated the service at Brierley. The service from Hemsworth to Pontefract via Upton in now run by M Travel with a vastly reduced service.

Photograph and Copy contributed by Brian Lunn


17/02/17 – 06:48

To see what it looked like originally, there’s an official picture of a sister vehicle when new at: http://davidbeilby.zenfolio.com/

David Beilby


17/02/17 – 08:54

Thanks for the picture David, it is interesting to see the difference. I don’t remember it any different to the Roe body, so it may have been re-bodied soon after Taylor’s bought it.

Brian Lunn


17/02/17 – 08:55

David – thanks for the link to the official photo of the St Helens version of this TS6c. However, what amazes me is the sign in the back window stating "Dick Kerr Coachwork". I realise they had an historic link with English Electric but I don’t think I’ve ever known of, or seen, reference to a Dick Kerr bus body before.

Paul Haywood


17/02/17 – 14:40

Yes, Paul, an interesting observation. I knew of the ‘Dick Kerr’ connection to trams, and the English Electric connection to both buses and trams, but it appears (if we believe Wikipedia) that the DK operation was a member of the EE group, and that the name is not a variation of Richard Kerr, but a combination of Mr Dick and Mr Kerr, so "Dick, Kerr".

Pete Davies


17/02/17 – 14:41

By the time of this picture DJ 6058 seems to have lost its torque converter, as there is no long tank visible on the front bulkhead. I guess the conversion to normal gearbox would have been made at the same time as the rebodying.

Ian Thompson


17/02/17 – 14:42

According to the Peter Gould fleet list, this vehicle (and one other of its type) were rebodied while with St Helens, and lasted until 1954 with that fleet.

David Call


 

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Old Bus Photos from Saturday 25th April 2009 to Wednesday 29th March 2017