Old Bus Photos

WMPTE ex-Walsall Corporation – Dennis Loline – 885 LDH – 885

WMPTE ex-Walsall Corporation - Dennis Loline - 885 LDH - 885

WMPTE/ex-Walsall Corporation
1960
Dennis Loline II YF10
Willowbrook H44/30F

On 1st October 1969 the Corporation bus fleets of Birmingham, West Bromwich, Walsall and Wolverhampton were absorbed into the newly formed West Midlands Passenger Transport Executive.
Due largely to the famously eclectic tastes of its innovative and renowned former General Manager, Mr. R. Edgley Cox, members of the Walsall fleet were varied and interesting, if not (in my opinion) always very attractive.
This photo of a former Walsall bus was taken in late 1970 on an enthusiasts’ visit. It shows a Dennis Loline II with Willowbrook H44/30F body, new in 1960.

Photograph and Copy contributed by John Stringer


09/03/14 – 16:27

Walsall buses are intriguing. Always seems to be great attention to detail. I remember being struck by them when visiting for a job in the 60s. I assume that the 3 indentations on the front upper corner are accidental, but what is the cowl or cover above the bonnet/radiator on the nearside front and the access flap around the corner on the nearside? Did Mr Cave Brown Cave have a competitor?

Joe


17/03/14 – 07:42

Dennis used completely different chassis designations for the Loline I and II in comparison with the later Loline III. Although the sales literature originally included the Dennis 8 litre 120 bhp engine as an option, in practice no Lolines were built with this power plant. Corrections and additions to the notes below would be welcome.
Y1 This was used for all Loline I models, 30ft long with rear entrances and conventionally sprung rear axles. The two for Leigh were powered by Gardner 6LX engines, but all others had the 6LW engine. The biggest batch went to Aldershot and District who specified the five speed gearbox, which was the standard fitment. Those for Leigh, Lancashire United and Middlesborough had four speed gearboxes.
YF1 All Loline IIs were 30ft long except where shown otherwise. The ‘F’ indicated front entrance. Designation YF1 was applied to the Walsall example 600 DDH that was effectively the Loline II prototype. It had a Gardner 6LW engine, a Dennis (five speed?) constant mesh gearbox and a conventionally sprung rear axle.
YF2 The production Walsall model, similar in specification to the prototype, but this, and all subsequent Loline IIs, had air suspension for the rear axle.
YF3 North Western batch with Leyland O600 engine and Dennis (five speed?) gearbox.
YF4 As YF3, but with de-rated Gardner 6LX engine (some sources suggest that the engine was the 6LW, but Dennis expert Robin Hannay confirms the 6LX).
YF5 Version for Luton, 27ft 8ins long with Leyland O600 engine and Dennis four speed gearbox.
YF6 The Middlesborough batch, Gardner 6LW engine and four speed gearbox.
YF7 These City of Oxford buses were 27ft 8ins long and were powered by AEC AV 470 engines through five speed gearboxes.
YF8 Not used. Was it a cancelled order, perhaps?
YF9 This emerged as the Loline III demonstrator, EPG 179B, with the new chassis designation L3AF1E1. Powered by a Gardner 6LX engine through a four speed semi automatic SCG gearbox, it was originally intended for the China Motor Bus Company, but it has been said that it never got there for reasons that are still obscure.
YF10 The final Walsall machine, shown in John’s picture above, was given this designation, though the differences from the earlier batch are unclear.
YF11 This is the very well known, unique, lowbridge Barton machine, equipped with a Leyland O600 engine and a five speed gearbox. In later life it suffered the supreme indignity of being fitted with an AEC radiator grille of the Regent Mk V variety. I believe (and fervently hope) that this injustice has since been righted in preservation.
The first two production Loline III buses went to Leigh Corporation, and, because these were of rear entrance layout, Dennis rather surprisingly gave them the chassis designation Y2 consistent with the early Y1 Mark I series. All other Loline IIIs had front entrances and were given L3 type chassis codes.

Roger Cox


 

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Walsall Corporation – Sunbeam F4 – ADX 191 – 353

Walsall Corporation - Sunbeam F4 - ADX 191 - 353
Copyright Tony Martin

Walsall Corporation
1950
Sunbeam F4
Park Royal H30/26R

On a snowy day in February 1967 Walsall Corporation trolleybus 353 is on a short working to Leamore. The vehicle was an ex-Ipswich Corporation Sunbeam F4 with Park Royal body which was acquired with seven others due to the closer of the Ipswich Trolleybus system in 1962/3. In the background is the Carl Street entrance to Birchills depot.
But don’t worry, the Summer of Love is just around the corner! (Not that it ever reached Walsall…)

Photograph and Copy contributed by Tony Martin

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04/01/13 – 06:49

The Ipswich destination box was an odd shape and it is strange how Walsall retained it, even going to the trouble of having blinds made to fit. With Walsall’s flair for bodywork rebuilding one would have thought they would have rebuilt these to their standard layout.
Accommodating the long word ‘Wolverhampton’ on these blinds meant writing the word diagonally.

Philip Halstead


18/10/13 – 07:41

Used to live about there on Bloxwich Road – watching some of the conductresses trying to switch the points into Carl Street could be amusing, but the sound of a trolley bus starting off from the stop outside our front window has lived with me for 60+ years ….

ex ENOC conductor


 

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Walsall Corporation – Sunbeam F4 – NDH 958 – 341

Walsall Corporation - Sunbeam F4 - NDH 958 - 341
Copyright Tony Martin

Walsall Corporation
1951
Sunbeam F4
Brush H30/26R

Former Walsall Corporation 341, by August 1970 owned by the West Midlands Passenger Transport Executive, leaves Walsall Bus Station for Blakenhall. It is a Sunbeam F4 with much rebuilt Brush body and should be showing route 15. In the background is former Birmingham City 2593 registration JOJ 593, a 1951 MCW H54R bodied Guy Arab IV, transferred to Walsall in February 1970 with others to partially replace the trolleybuses, though it and its sisters were as old as the vehicles they replaced!

Photograph and Copy contributed by Tony Martin

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07/12/12 – 06:55

Nice view, Tony. Thanks for sharing. Others on this site have commented on the full front Vs half cab arrangement of motor buses, citing the amount the driver could or could not see on his nearside – among other factors – yet MOST trolley buses were full front.

Pete Davies

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07/12/12 – 08:11

Just speculation but I wonder if the use of full fronts on most trolleybuses was to protect the control gear from water ingress as this was generally on the bulkhead where the engine would be on a motor bus.

Phil Blinkhorn

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07/12/12 – 08:12

Surely, Pete, the driver of a Trolley knew that the nearside window was the limit of its width, whereas the problem in the half cab was that the front nearside corner disappeared if a high bonnet obscured the mudguards? Anyone know first hand? Presumably the mirror, if mounted on the nearside corner was a help. Do you remember when you, the driver, could see the front of your car?!

Joe

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07/12/12 – 09:56

Actually, Joe, the discussion I remember was about how much less the driver could see with a full front! In the event, the rear engine came along, with the door directly opposite the driver, and the argument was stifled. There was a similar sort of discussion when I was working, and about half the folk who commented said they liked the tip-up seats in shelters and the other half hated them. They went off the market after too many people fell off and the makers’ insurance company jacked up the premium. In a way, I suppose, those who hated the things won.

Pete Davies

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07/12/12 – 13:34

I wonder if the issue with full front buses was steaming up in that awkwardly inaccessible left hand cabin. This would probably be more of an issue with the rising emissions from internal combustion engines than the drier warmth from electrical machines. This would not be a problem with rear engine buses of course, and the passenger door gave easy access to the nearside front screen if necessary. I guess everyone will know that the original fleet of Notts & Derbys trolleybuses were half-cabs.

Stephen Ford

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08/12/12 – 09:26

I have heard that the cabs of Walsall’s F4As, with their curved glass windscreens gave excellent visibility. There is one behind 341 above and my photo of 872 which is elsewhere on this site.

Tony Martin

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08/12/12 – 09:27

A lot of early t/buses were halfcab, because they probably thought they should look like buses. Some even had fake radiators. The 1931 London ‘Diddlers’ were halfcab with a central headlamp on the bonnet front, a la trams!

Chris Hebbron

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08/12/12 – 09:28

The Notts & Derby trolleybuses that Stephen refers to had the motor and associated electrical equipment under the bonnet (with ‘dummy’ radiator with the AEC/English Electric badge attached). The London United ‘Diddler’ trolleybuses also had the motor under the bonnet but no attempt was made to provide a ‘dummy’ radiator but there was a single headlamp in the panel where a radiator would have been. There were other instances of trolleybuses with half cabs – Birmingham Corporation for example. Most trolleybuses had the motor located between the chassis side members under the lower saloon floor with a short prop shaft to the rear axle. With this arrangement there was no need to provide a half cab arrangement and the nearside of the full width cab was usually taken up with the contactor cabinet, although some operators, like London Transport, opted to have the contactor cabinet mounted on the nearside of the chassis with access via flap in the vehicle’s ‘skirt’ (or ‘valance’ – depending on which term you choose to use).

Michael Elliott


 

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Old Bus Photos from Saturday 25th April 2009 to Wednesday 22nd November 2017