United Automobile Services
1954
Bristol KSW6B
ECW H32/28R

In this shot you can certainly see the difference in height between this highbridge KS and the height of the Lodekka both of which had the centre isle seating plan. The KS series succeeded the K series in 1950 when body length was increased from 26ft to 27ft, the extra foot was split equally between the bonnet length and the saloon. The reason for the extra 6in on the bonnet length was so the Gardner 6LW 8.4 litre diesel engine could be fitted without any modification being needed which was the case with the K series. Main production did not last very long as in 1953 the Lodekka went into production but I have read that the last KS was actually delivered in 1957. The ‘W’ in the coding stood for wide meaning the body width was 8ft instead of 7ft 6in, there seems to be two schools of thought what the ‘S’ stood for:
(a) ‘Short’ as if Bristol knew that a longer chassis would be allowed a few years later and ‘L’ would be used to differentiate.
(b) ‘Standard’ being that the bonnet was of a standard length to allow installation of all engine variants.
There is also the belief that all of the KS series were bodied by ECW (Eastern Coach Works).

Your comments on any of the above as usual are more than welcome.

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I had been under the impression, that the "S" stood for "stretched" to 27′ Source: "The Pocket Encyclopaedia of Buses & Trolleybuses since 1945", London, Blandford Press, 1968 p.115

David Cape

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I was on a KSW at a rally today and overheard an apparently knowledgeable chap saying that the S indicated short, as opposed to KL which was going to be a 30-foot export model until Bristol’s government lords and masters prevented them from building for export at all.
However, the apparently knowledgeable chap thought we were on a KS, not a KSW, so the usual pinch of salt applies.

Peter Williamson

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The Bristol KS was introduced following an increase in permitted length for double deckers from 26ft to 27ft in mid-1950. Later that year, the maximum permitted width for all buses was increased from 7ft-6ins to 8ft. and Bristol responded with the KSW. (The ‘S’ apparently stood for ‘Standard’ or ‘Short’ length chassis, with the ‘W’ predictably denoting ‘Wide’). At that time the bus industry had hoped for an increase in length to 30ft for all buses, but in the event this was limited to single deckers. Bristol had envisaged extending the K type to 30ft long (KL/KLW) but this did not materialise as a result. When legislation did allow for 30ft double deckers in 1956, the Lodekka was in its ascendancy and so no KL/KLWs were built.
ECW designed a 4-bay body for the KS-series and these could also be identified by the stepped panel below the windscreen. Although ECW bodied most of the KS-series chassis, Rotherham Corporation received six KS6Bs in 1950, fitted with East Lancashire bodies built in Bridlington. Rotherham was the only operator outside the Tilling Group to operate the KS as far as I am aware – these being ordered before the cut-off point following nationalisation of Bristol and ECW.
Bristol/ECW were not allowed to supply vehicles to concerns outside the British Transport Commission, following nationalisation by the Labour government in 1948. The ban was to appease the Conservative opposition and private sector manufacturers, and to prevent what they claimed would be unfair competition. (A clause was included to this effect in the 1947 Transport Act as a result). Restrictions on ECW’s output were also imposed, even within the BTC empire itself. Had this not been the case maybe ECW would have bodied some of London’s RTs.
The last KS (a KS6G) was delivered to Brighton, Hove and District in 1957, and the last KSW (a KSW6G) was delivered to Bristol Omnibus Company the same year.

Brendan Smith

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Some 7ft 6in KS chassis received 8ft wide KSW bodies. Eastern Counties had quite a few, and a former ECOC driver reckoned in conversation that they needed to be driven rather gently when heavily laden, as they tended to lean alarmingly on bends.

Stephen Ford

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Fascinating stuff indeed Brendan and I seem to recall that, nearer home, West Yorkshire had a few L and K type chassis with 8ft wide bodies.  In my view this is a very dubious practice especially with lowbridge double deckers which are prone to "nearside leaning" at the best of times.

Chris Youhill

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I tend to agree with you Chris. Fitting bodies six inches wider than originally intended for the chassis does not sound unreasonable in theory. However, in practice as you say it would lead to increased body roll when cornering. You’re comment about "nearside leaning" with lowbridge buses was interesting, and something I’d not previously given much thought to. To the uninitiated it must have been quite entertaining going around a tight right-hander at times, and things would no doubt liven up even more as the leaf springs became tired with age!

Brendan Smith

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United Automobile Services
1962
Bristol MW6G
ECW DP41F

Previous shots of United Automobile single deck vehicles on this site have been bus bodied or coach bodied, here we have a duel purpose bodied MW6G. United as like many other of the tilling group had a different livery for each type of vehicle body. United’s duel purpose vehicles livery was a reversal of there bus livery of ‘red and cream’ and there coach livery was ‘cream and sage green’. There are links at the foot of this copy to see shots of a bus and coach livery. If you want to know the full specification for the MW6G you can look it up under the Bristol abbreviations.

The above photograph was taken at Whitby bus station July 1965 and this bus is not exactly on a long distance run as Whitby Laithes I think is around the Hawsker area which is only 3-4 miles south of Whitby. On saying that though what a lovely run on the North Yorkshire Moors with the North Sea just to the side of you, not sure if this route includes calling at Robin Hoods Bay or not. If you know please leave a comment.

Quick links to see the ‘bus’ and ‘coach’ liveries.

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Whitby Laithes is just outside Whitby near Stainsacre and before you get to Hawsker. I believe there was and maybe still is a caravan site there.
Fantastic picture I would like to see some Durham District (which was part of United) photos if you have any. How well the colour suits the MW. This vehicle probably used to go on longer express services in its time to London etc.

Paul

Sorry I do not have any Durham District photos unfortunately, but if anybody has and would be prepared to contribute them to be posted on this site please get in touch in the usual way via the ‘Contact Page’ or by email at

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Silly little anecdote concerning United and the Whitby area. I studied at the Royal Northern College of Music and the father of one of my tutors was a United inspector in the the Whitby area. Pre RE, all Bristols had manual, many crash, gearboxes. At the top of the road to Robin Hoods Bay, at that time open to traffic, was a sign telling bus drivers to stop and engage first gear. The breaking effect of an epicyclic gearbox is not the same as a manual. The poor driver of the first semi-auto RE to go down this road found this out to his cost. He panicked and threw the thing into reverse. The result was the vehicle seized up and when the fitters unscrewed the gearbox housing, a pile of dust fell to the floor.

David Oldfield

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The very steep hill from the main road to Whitby into Fylingthorpe is still used by Uniteds successor Arriva for their 96 Scarborough Whitby Middlesbrough service.. For many years it boasted signs at the top and bottom instructing drivers to engage low gear. Halfway up the hill is a hairpin bend which really sorted out the men from the boys! Following an Olympian up the hill was a fairly hair raising business Nowadays the route is worked by single deckers. A similar steep hill Blue Bank just outside Sieghts also used to boast signs instructing United drivers to stop and engage low gear Indeed so steep is this road it boasts a sand filled run off for the use of out of control vehicles

Chris Hough

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I seem to remember there is sand run off road at the bottom of Garrowby Hill on the York to Bridlington road.

Peter

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There is one on the A59 Harrogate to Skipton road after the long decent to Bolton Abbey

Spencer

United Automobile Services
1950
Bristol LL6B
ECW B39R

This bus has been on this website before it was one of the first and I did not research into it as well as I could of done, but as this bus is in the process of being preserved I think I should do it justice. 

This bus entered service with United in 1951 as a LL5G – B39R with a fleet number of BG460. All that coding meant it was classed as a long version of a Bristol L with bus seating and livery, with a 7.0 litre 5 cylinder Gardner engine.
In 1953 (I had 1963 here but from a comment below by David Hudson I was ten years out) it would appear it was re-engined with a Bristol 8.1 litre 6 cylinder engine the seating was reduced to 33 and the class changed to duel purpose making it a LL6B – DP33R with a fleet number of BBE1. At this time I think it would of been re-painted to Cream and Red more or less a reversal of the above shot which was the colour scheme for United ‘Express’ vehicles. 
In 1961 it seems it was re-classed back to a bus I am not sure if the seating was increased back to 39 though (see David Hudsons comment), the fleet number was also changed to BB51 but later that year the the first ‘B’ which stood for Bristol was dropped. The bus must have been repainted back to Red and Cream as the above photo was taken after 1964.
Two years later 1966 it was withdrawn from service with United passing to W Norths Limited, Sherburn-in-Elmet (dealer) between Leeds and York in 1967. Fortunately it was bought by a contractor as a staff bus and not scrapped, I am not sure how long it was with the contractor but eventually it was bought by a private individual for preservation.

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Looking along the side of B51, an extra strip of aluminium beading beneath the windows (curving down towards the front) can be seen. This was presumably added by United as extra brightwork, when it was upgraded to express standard and repainted cream and red. On being demoted back to bus duties, and resuming its original red and cream livery, it looks like the beading was simply painted over. West Yorkshire Road Car gave the same treatment to its LS5G express vehicles in later life, when converting them to buses. Shame on both counts that the beading couldn’t have been just left polished as nature intended.

Brendan Smith

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When I  was a lad one holiday the family went on service 43 from Leeds to Scarborough. I think the bus was a Lodekka. On our return we joined a long queue at Westwood to return to Leeds. An inspector announced that a bus was going to depart but would be nonstop to Seacroft and Vicar Lane only. The bus came on to the stand and was a West Yorkshire L. The driver must have had a date with a  lady as we literally flew to Leeds. Although this was donkey years ago it has stuck in my mind. Later in my career I drove Bristol Ks at Southend corporation which were on hire from Eastern National.

Philip Carlton

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I’m building a 4mm scale layout based in the Northeast and would like a model of this bus (preferably in United livery)
Does anybody out there know of a source?
Thanks,
Trevor Elliot,
Bellingham WA USA

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As the present owner of NHN 128, just a few comments on its history. Vehicle converted to dual purpose in 1953, using seats from earlier L6Bs. Fitted with Bristol engine at this time. 1961 re-seated to B39R using seats from earlier vehicles with wooden grab rails. Sold to Buxted Chickens (Ross Poultry) seeing service until 1976. Awaiting restoration following fire damage in 1980s

David Hudson