Old Bus Photos

Wakefields Motors – AEC Reliance – FT 9002 – 202

Wakefields Motors - AEC Reliance - FT 9002 - 202

Wakefields Motors
AEC Reliance MU3RV
Weymann C41F

Am I in a minority, or was the Weymann Fanfare one of the most handsome coach bodies ever built? Whatever chassis they were on they looked exactly what they were, well designed, well built and comfortable. To me they fell into the same category as the first Burlingham Seagulls, nothing flash, brash or arrogant, just a quiet understated elegance, and any subsequent ‘improvements’ usually took the edge off something that was right in the first place. The Northern General Transport group had 16 in total, all delivered in 1955: 197 to 202 are from the Wakefields fleet; Outwardly they all looked pretty much the same, but the six Wakefields versions, FT 8997/9002, 197/202, were C41F on an AEC MU3RV chassis, they were mainly used for private hires, day tours and excursions. By contrast, the 10 Northern ECN 680/9, 1680/9; were C37F on a Guy Arab UF chassis with Gardner 6HLW engines, initially they were used primarily for extended tours and continental work, hence the smaller seating capacity. Both types were reliable workhorses and lasted well, I think the last ones were withdrawn in 1971. When not being used for tours the Guy’s were frequently to be found earning their keep on the express services from Newcastle to Liverpool or Blackpool. This was the pre motorway era, and the route to Liverpool in particular involved a long hard slog over the Pennine’s, so they didn’t exactly have an easy life. Percy Main did not have any express routes, but at busy times Wakefields coaches with P/M crews, could often be found displaying ‘on hire to Northern’ stickers, and working Northern express routes as duplicates. The AEC’s were certainly not underpowered, and if anything they were a bit livelier than the Guy’s on the flat, but once you hit the hills, it wasn’t long before the Guy would show you a clean pair of heels.

Photograph and Copy contributed by Ronnie Hoye

23/06/13 – 08:39

Yes, Ronnie, you may very well be in a minority, but you are most certainly not alone. The only question to me is which of the four designs was the most elegant: this one, the Harrington Cavalier, the early Seagull, or the one Leyland produced for the Royal Tiger. One model railway forum of which I am a member has regular polls on different topics: I wonder!!!!!!!

Pete Davies

23/06/13 – 09:31

Well, as you know, Ronnie, I’m a Seagull, Fanfare AND Dalesman fan.

i) Seagull
ii) Cavalier/Grenadier
iii) Fanfare
iv) Dalesman

David Oldfield

23/06/13 – 14:51

North Western took the prototype which had been exhibited at the 1954 Commercial Motor Show with a long rectangular destination panel next to a three track number indicator in the same panel as the vehicle above. Later vehicles had the indicators removed to the roof line.
I agree that from most aspects the body was was a handsome. well designed and well built. My only gripe would be the heavy rear corner pillars which, combined with the curve to the roof line, from the rear made the vehicle look very round shouldered.

Phil Blinkhorn

23/06/13 – 17:21

I’m another Fanfare fan, and especially of the Northern General Guys, which were my absolute favourite coaches on the Liverpool service.

Peter Williamson

25/06/13 – 07:42

Ronnie, I must also add my name to the list of ‘Fanfare Fans’. Your comments about their appearance are spot on, and as a youngster I always felt privileged on seeing one glide through Harrogate on express work. They always looked very smart in Northern’s fine cream and rich red livery, and I can see one now in my mind’s eye, circumnavigating the floral roundabout from Station Parade onto tree-lined Victoria Avenue, and then off into in the summer sun. Wonderful. In those far off days, to my young eyes the Fanfare was one of those coaches that was not only beautiful to look at, but exuded a sort of ‘cuddliness’ with its curves. Another one in that class was the Burlingham Seagull, closely followed by the Bristol LS coach, with its bewhiskered Bristol-ECW badge on the front. Some modern bus and coach designs do try to look friendly with their ‘smiley’ frontal styling, but this just looks like an ‘add-on’ somehow. The Fanfare looked the part and did it without even trying.

Brendan Smith

25/06/13 – 11:51

I liked the Fanfare too, but the rear end was dreadfully old fashioned for a design introduced in 1954 – and compare it to the contemporary Duple Elizabethan which would have won hands down on looks. Duple, of course, only made the Elizabethan for two years before replacing it with the first version of the Britannia (and its centre-entrance sister the Brittanic), which to my eyes were simply dreadful. I much preferred the later versions of the Britannia built from 1959-62. Plaxton designs in the early years of Fanfare production were also fairly abysmal, especially the front entrance version of the Consort, and Harrington’s Wayfarer III/IV were an acquired taste – the front dome just looked wrong compared to the rest of it. And as for Yeates’ Europa and the later Burlingham Seagulls, the word "abominations" seems appropriate!
I may be eccentric (is there any doubt?) but my own favourites in coach design between 1951 and 1958 are:-
1) The original centre entrance Burlingham Seagull
2) The Whitson Grand Prix
3) The Bellhouse Hartwell Landmaster (especially the ones with the breast shaped headlight fairings!)
4) The Windover Kingsway
5) The ACB Coronation Land Cruiser
I’d also give an honourable mention to the Trans-United Brabazon (as supplied to Yelloway on Regal IV and Royal Tiger chassis)
As for the Harrington Cavalier, although an attractive design in 1960, it was rapidly overtaken by the stunning good looks of the (30ft long versions) of the Panorama model produced from 1961-64. Longer versions of this design had a distinct droop at the rear end which spoiled the effect.
When we’ve finished talking about underfloor engined coach designs, who would agree with me that Gurney Nutting’s fully-fronted Mertonian design on half-cab style chassis was impressive? I’ve also seen it described as monstrous!

Also, just a quick comment to Phil – the Fanfare prototype supplied to North Western (FDB 570) was actually delivered to NWRCC with the standard Fanfare blind display (as above) and was modified to show a separate route number at a later stage. North Western also modified the blind apertures on their 1958 Harrington Wayfarer IVs to suit standard blinds.

Neville Mercer

25/06/13 – 17:00

Very rare I disagree with Neville but I don’t think the Windovers gelled and the Bellhouse Hartwell was spoiled by the protuberances. Couldn’t agree more about Plaxton. The half-cab/full-front design was classic followed by years of "Oh gawd, what have they done now!?" Along with SUT (of blessed and bitter memory) I was a huge Plaxton fan in the period 1960 – 1982. [They then lost the plot in the Paramount years and the quality dropped to that of Duple just before their demise in 1989. They say the new ones have regained the quality: time will tell.] Question for our esteemed expert (Neville). Don’t you think the Trans United Brabazon was a rip off of the Landmaster?

David Oldfield

25/06/13 – 17:01

Another Fanfare fan here too Ronnie! I loved the Sheffield ones and for me the addition of a route indicator was not detrimental. These were used on the routes into the Derbyshire Peak District and one’s destination arrived all too soon if you were on one of these! However – my twelve points go to the Seagull, of which I rode the SUT classics, Ten points to the Fanfare, My eight points to the Grenadier / Crusader with Grey Cars being prime examples for me, and, like David O, the Dalesman would be next. Of the Duple designs, top contender is the "butterfly" front.

Les Dickinson

26/06/13 – 06:00

I can understand your dislike of the Kingsway, David. It had a certain "Marmite" quality to it. To me the design brings back memories of my first visit to Scarborough in the early 1960s where I marvelled at the rear-entrance examples operated by EYMS and YTC. I was heavily into sci-fi at the time, and something about the Kingsway shouted "the future was here….and now it’s gone", a bit like TSR2 if you remember that aircraft! The Landmaster, on the other hand, I’ll defend to the death. Mixed martial arts?
On the front-engined front, I think that most of us would agree with Les about the butterfly front Super Vega of the 1956-58 variety. A genuine classic and much better than the final two versions which (to me) always looked as if they’d been eating too many pies.

Neville Mercer

26/06/13 – 06:00

Some things just seem to look right regardless, the Fanfare being a classic example, but obviously some liveries look better than others, and what looks good to some is hideous to others. Keep it plain and simple seems to be the secret. Just for fun and in no particular order, here is my selection for 50’s mid 60’s classics. The following are all on an under floor chassis,
The original centre entrance Burlingham Seagull
ECW as per Bristol LS or Leyland LUT ‘United coach livery for preference’
Weymann Fanfare
Harrington Cavalier
Roe Dalesman
All Leyland Royal Tiger
Duple Roadmaster
and the pre ‘Y’ type Alexander used by many of the Scottish operators, I believe North Western also had a few of them. As for front engine chassis?
Duple Butterfly front, and a strange one perhaps, the beadle rebodies used by many BET group companies

Ronnie Hoye

26/06/13 – 06:00

Neville, if your taste in coach body-work is mirrored by your taste in ladies then you must have dated some real rough specimens in your time! But, can we take it that Mrs Mercer had/has "Bellhouse Hartwell Landmaster" attributes? My favourites?
1) Harrington Cavalier;
2) Harrington Grenadier with Cavalier front panels;
3) Harrington Grenadier;
4) any other possible combination of Grenadier/Cavalier bits I may not currently recall/know about;
5) the last real ECW coach body of the early 1970s;
6) the B51(?) ECW DP body of the late 1980s – can this sneak in as a coach? (didn’t some of them have single piece doors anyway? which would class them as a coach in my opinion);
7) that Willowbrook "cut-price Plaxton/Duple" DP effort of the same period – the one that no NBC subsidiary seemed to want, but which to me seemed to have an elegant simplicity and authenticity about it! Mrs Rushworth? alas in the last ten years gone from Cavalier to Yeates Riviera – but don’t tell her I said that!

Philip Rushworth

26/06/13 – 11:46

Gentlemen, I know that even the mention of Midland Red has many of you running to the barricades, but I would like to nominate their C5 motorway coach. Considering the prototype came out in 1958, it was a mould-breaker which set the standard for high-speed coaching. No doubt many will consider them to be little more than dual-purpose buses but, for me, so were the all-Leylands and Duple Roadmasters.

Paul Haywood

26/06/13 – 11:47

Phillip, I suspect that you were bottle-fed as a baby! And are you really saying that all of your favourite coaches pre-1970 were Cavalier/Grenadier variants? I notice that you don’t list any Crusader or Legionaire models although these had many similarities to the blessed Cavalier. Speaking of which, why has nobody produced a decent 1/50 or 1/76 scale Cavalier? EFE’s version was done on the cheap and it shows – it’s inaccurate for almost every operator except Yelloway because of the lack of front-dome roof-lights. And on the Yelloway version they screwed things up by the completely inaccurate destination and "via" blinds. It’s still hard to believe that somebody at EFE thought that "Rhyl" was spelled that way! If EFE weren’t so reluctant to admit their many glaring errors (and to get better "experts" to check their final artwork), they might have made amends by re-releasing their 119xx casting in Yelloway livery but showing accurate blinds for the Torquay or London routes. And as for their "Grenadier" model so much is wrong with it that it’s little better than a toy.

Neville Mercer

26/06/13 – 11:47

The Fanfare was as many have said an attractive understated coach The basic design was spoilt when Weymann added a barrel windscreen and dubbed it the Castilian

Chris Hough

27/06/13 – 07:06

Neville, perhaps I’m more forgiving, but – looking at the display cases above my desk – I’m just glad that in the last 25(?) years I’ve been able to build up a collection of ready-built models from LAD-cabbed Albion trucks to safari-wrapped EYMS Wrights . . . although I do agree that some of the errors have been unforgiveable – "West Yorkshire" on the back of OOCs/EFEs(?) OB and the wrong colour red on OOCs Huddersfield CVG (and on . . . and on . . . until we get to the white tween-decks band on EFE’s Bradford RT!). Pre-70 coach-wise I’ve done some thinking: Alexander produced a nice design, of which Barton took some; Y-type with a single door (Premier Travel, Venture, Eastern Scottish,); ECW produced functional products – but not that MW body with the stepped waist-rail, and the first RE body was behind its time (Lodekka grille on a coach?) when first released. Perhaps I was a bit tight Neville, but I’m not going to budge any further. And yes, bottle feeding was the rage in the 1960s.

Philip Rushworth

28/06/13 – 06:20

I must agree, it certainly is a handsome coach. We had at least 1 in Sheffield,(reg ???? WB) although it may have been a Leyland. Again used on the 8&9 routes I used at the time. I am not familiar with some of the other styles mentioned, but imagine it stood alongside what other buses would look like, in the mid 50s,in Sheffield, it must have been the best looking by far.

Andy Fisher

28/06/13 – 06:22

I worked for Boddys Bridlington from 1967 who had a fleet of older coaches for seasonal use as well as the modern fleet we had some Fanfares FDB 570, AHD 820, NCY 624,PWN 64,PWN 65,

Ken Wragg

28/06/13 – 14:18

Philip, I quite agree with all the model errors you list, and – like you – I’m pleased to live in a world where there’s a wider variety of model buses on offer than a Routemaster and an Atlantean with imaginary bodywork! But that can’t let EFE off the hook when they make really basic errors that any die-cast equivalent of a proof-reader should have spotted a mile away. They do, after all, boast about the accuracy of their models, which entitles us to whinge when they get it seriously wrong. Especially given that they’re the ones making money and we’re the ones spending it!
Incidentally has everyone noticed that Oxford Die-cast are planning to release a Fanfare in 1/76? I’m still waiting to see how accurate the colours are on their Ribble all-Leyland Royal Tiger coach given the seriously wrong shades shown in their current image on line. The second release of the Royal Tiger (Southdown) seems to have the same front dome as the Ribble one, whereas in reality the two versions were totally different. But I live in hope of some decent coach models. Can somebody prod OOC into releasing more of their excellent Mk 1 Seagull?
Speaking of the Seagull, a slightly late reply to David because I missed the original comment on first reading (senile?). I can see what you mean about the TU Brabazon being derivative, but it seems to me like a handsome mix of BH (the front end, minus appendages) and Burlingham (the side view aft of the cab). I imagine that all of these Lancashire coachbuilders kept a close eye on each other’s designs.

Neville Mercer

01/07/13 – 07:33

HDK 804

Just so that people know what David O and I are referring to, here is a Yelloway example of the Trans-United Brabazon. (photographer unknown – print via GMTS Archive)

Neville Mercer

01/11/13 – 07:54

One AEC Reliance 470 that ! have fond memories of is 1632 NO. It was new to Frank Harris of Grays with a Duple body. Following an RTA, it was rebodied in 1962 with a Harrington Cavalier C43F body. The Coach firm from Bugbrooke Northamptonshire who provided the Coaches I went to school on acquired it in (I think) late 1974. The Harrington standard seats are the most comfortable that I have EVER sat on. It was a smashing vehicle to ride on. It is a crying shame that this lovely Coach is now in that great coach park in the sky.



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Maidstone & District – AEC Reliance – FKL 135D – C72

Maidstone & District - AEC Reliance - FKL 135D - C72

Maidstone & District Motor Services Ltd
AEC Reliance 2U3RA
Harrington Grenadier C47F

Comparing the various body styles available in the sixties amongst my photos I decided that my all time favourite had to be the Harrington Grenadier.
This Maidstone & District example with it’s superb livery which complemented the sleek elegant lines of the bodywork was as near perfection as was possible, this particular vehicle was numerically M&D’s last Grenadier and also their last AEC Reliance and was still numbered C72 under the old alpha/numeric system when I took the photo in the late sixties.
They were good to look at, good to ride on and an absolute delight to drive what more could you ask.

Photograph and Copy contributed by Diesel Dave

07/06/13 – 05:54

Following on from the Sheffield Regent III/Weymann, another form of bliss and perfection. Apart from the beauty and elegance of the coachwork and the thoroughbred 2U3RA chassis we have M & D. Apart from the superb livery itself, why did M & D vehicles always gleam – and other operators could make their vehicles look shabby at an early age. Care and pride certainly – but that cannot be all.

David Oldfield

07/06/13 – 07:59

Used to regularly see these vehicles up close at Victoria Coach Station and DD and DO are totally correct in what they say – these and other M&D vehicles stood out amongst the multitude of operators and liveries.
The rear wheel trims used widely in the fleet and the proportions and shades of the colours used always seemed to fit their vehicles well and, yes, they were always clean.
Under NBC standards slipped and by the time I went to live in Crowborough in the mid 1980s the fleet was nothing to write home about, especially during the invasion of the Mercedes bread vans.
The final M&D colour scheme prior to the privatised company losing its identity was a return to the standards of the 1960s but that soon went under the bland uniformity of Arriva.

Phil Blinkhorn

07/06/13 – 11:34

As a number of you know already, my ‘formative years’ were spent in the Lancaster area. Ribble had Harringtons – Cavaliers – of both 30 and 36 foot lengths. I’m not sure why, but I always had the idea that the 36 group looked too long. Looking at this beauty, I think I know why. The Ribble ones had the red stripe under the windows. Here, the relevant area is cream, and it looks a lot better! Thanks for posting, Dave.

Pete Davies

08/06/13 – 08:03

Taking up David’s point about gleaming vehicles. Before pride became a dirty word, NGT group vehicles were all hand painted, and finished off with a coat of clear varnish. I cant speak for other depots, but coaches at Percy Main were never subjected to the rigors of the mechanical wash, so they were always immaculately turned out, perhaps M&D did the same

Ronnie Hoye

08/06/13 – 08:04

I can’t help but agree with the previous comments regarding the Harrington Cavalier and Grenadier coach bodies. They were indeed graceful-looking beasts and must surely rank as one of the great British design classics. They suited the elegant spa town of Harrogate very well, when either gracing the front of The Old Swan Hotel on Swan Road (Southdown Leyland), or on occasions the Hotel St George on Ripon Road (Greenslades AEC). If luck was in, smart Northern General (AEC) and East Yorkshire (Leyland) examples could also be seen travelling through the town. The Maidstone & District livery suited them admirably, and the backdrop in your photo Diesel Dave, looks ‘just right’ as well, and thank you for posting it.

Brendan Smith

08/06/13 – 08:04

36-foot Cavaliers looked over-long because they had too many small windows, which is precisely why the Grenadier was introduced. Plaxton similarly built multi-windowed 36-foot Embassies for only one season (mainly for Wallace Arnold) before doubling the window size.
I may have said this here before, but it is worth noting that the Harrington Grenadier was the final flourish of the British curvy-coach tradition that began in the mid-1930s. After that, everything was straight-waisted.

Peter Williamson

08/06/13 – 17:51

Hopefully before anyone else spots my mistake I must point out that C72 was probably not M&D’s last Reliance although definitely their last Reliance coach, it was delivered in November ’66 as was a batch of Marshall D/P bodied Reliances No’s SC 73-82 all of which had higher chassis numbers.

Diesel Dave

03/05/14 – 08:51

25 TKR

Looking splendid in their original green and cream livery these two 30′ M & D Harrington Cavaliers were on display at Detling Showground April 2014. They are the two survivors from the batch delivered in 1962, 25 & 28 TKR on an AEC Reliance chassis.

Peter Jewell

06/02/15 – 06:24

I worked for the Maidstone & District motor services during the early 1960`s from Tunbridge Wells depot, primarily as an OMB where we had to operate the entrance doors. Occasionally we got hold of a "main key" shift which entailed driving a double decker on the longer routes to Brighton, Hastings, Ashford or Gravesend. All of the vehicles concerned IE Leyland PD2s, AEC Regents were fitted with rear doors operated from the drivers cab and the rear platform with the driver primarily responsible. The only complaints from the conductor were if the driver forgot to close the doors when pulling away from a stop.

Reg Stubbs

13/02/15 – 06:15

I was for a few years a conductor and then a driver working For M & D at Gravesend depot from 1969. I am amazed that three vehicles associated with this depot from my time have survived into preservation, including 4025 or C25 in its original guise. This was a superb vehicle to drive and many a happy time was had going to Brighton or Ramsgate in this vehicle. The coach that tended to be allocated to me at Gravesend was a Grenadier and one of the six longer (37.5ft) coaches; and the only one allocated to Gravesend. I can agree they were superb looking vehicles and a treat to drive

Frank Weston


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PMT – AEC Reliance – KVT 192E – 1092

PMT - AEC Reliance - KVT 192E - 1092

Potteries Motor Traction
AEC Reliance 8U2R
Alexander C49F

A firm favourite of mine was the A.E.C. Alexander Y type, what a difference these buses made to our Excursion and Express allocation. I worked at this time on the P.M.T. based at Newcastle Under Lyme depot none of these vehicles were based there at this time they were mostly at Hanley depot (Clough Street) there was a total of about 24 delivered between 1967/1971 the 1967 ones had low back seats and the later ones had high back seats though the low back seats were very comfortable. They were all good for 70MPH and were very comfortable to drive with a five speed semi auto box, some drivers complained about the bouncy ride (coil springs) but in my book they were superb. As far as I can recall they were fitted with the 691 Engine and the company prefix was S.L (semi luxury) as they got older they were dispersed among all the depots and we at Newcastle acquired 103/1092. Happy days.

Photograph and Copy contributed by Michael Crofts

28/05/13 – 17:12

Never knew these 8U2Rs (coil sprung 6U2Rs) despite living on the Peak District/Sheffield border. I preferred the ZF version proliferating at SUT, but it would have been a (good) experience to sample one of these. [They would have been AH691s between 1968 and 1971, they might possibly have still been AH590s in 1967.]

David Oldfield

29/05/13 – 07:04

Yes David they were a mixture, the early ones had the 590 engine and the later ones had 691 engine. When you revved the coil spring buses stationary you could get them to rock, good engine torque. The later deliveries had leaf springs.

Michael Crofts

31/05/13 – 06:27

This has produced a mental block in the little grey cells! In 1967 my job took me from my home town of Sheffield to work in Newcastle-under-Lyme. I didn’t have a car then and used to make visits home, as I recall, on PMT from N-u-L to Buxton where I would change to a Sheffield JOC service 84 which would usually be either a Fanfare, Burlingham or ECW Leopard. My mental block is around the PMT vehicles completing this scenic marathon. I think it was sometimes an Alexander Y type but think that there was sometimes a Daimler. Perhaps a Potteries watcher can remember more?

Les Dickinson

04/06/13 – 06:52

All the PMT AEC /Alexander Y types had AH691 engines. The first two batches (1092-1096 and 1103-1109) were on 8U2R coil spring chassis. Of the final batch of 12, (161-173), the first three were 8U2R whilst the balance from 164 upwards were on conventional 6U2R leaf spring chassis. I am not aware whether any other Companies bought 8U2R, would seem a major design change for small orders from PMT. Maybe AEC had hopes of bigger sales? Maybe by 1971 they had deleted the 8U2R model from their lists? However by 1971, experience with the earlier 8U2Rs suggested that the savings in replacing leaf springs was more than outweighed by problems with panhard rod mountings (not dissimilar in this respect to the problems experienced with the Metalastik rubber sprung Roadliners.) PMT also had two small batches of AEC 8U2R/Duple Commander 1V coaches, 11-13 and 14/15. In response to Les, in 1967 the 49 Hanley to Buxton service would probably be operated then with almost new Daimler Roadliners.

Ian Wild

As a ps, what a dismal colour scheme that 1092 is in the photo. These looked so smart as delivered in the PMT dual purpose livery. Brings back memories of the dire days of NBC (and for that matter PTEs).

09/06/13 – 06:26

In answer to my own question, looking through Bus Lists on the Web, only 30 Reliance chassis are shown as 8Uxx (should actually be 33 as they list PMT 161-163 as 6U2R models which they certainly were not). PMT had 19, Barton are shown with 10 whilst South Wales Transport had two batches of 2 each. So, the coil sprung version accounted for only a tiny minority of the large number of Reliance chassis built.

Ian Wild

KVT 192E Vehicle reminder shot for this posting

18/06/13 – 09:08

KVT 192E_2

Here is a picture of AEC Alexander Y Type KVT 192E when brand new showing it in its original livery. It would be good to see both pictures together.

Michael Crofts

19/06/13 – 07:45

That’s much better and how I remember them. Fortunately I had moved on from PMT before the dreadful NBC Corporate livery was imposed. The last vehicles delivered in my time in the ‘real’ PMT livery were the three Bristol RE DPs 210-212. Do you have a photo of them? I never took one but I remember them being elegant looking buses.

Ian Wild

20/06/13 – 13:35

Sheffield had some of these. I think they were Alexander bodies. They had coach seats with large windows, & bus seats with more, smaller windows. Living on Scott Road, (De La Sall stories lads?) but working from Broomhill, I used to catch the 7.25 from Burngreave Cemetry to work, 1967 or later on the 8 & 9 Inner Circler route. Going up the steep hill of Crookesmoor Road (another) was the most remarkable sound. How it did not break windows I do not know (or probably it did). I think they had gear sticks similar to the Atlanteans (semi automatic)? They took over from the AEC Regent III Roes, & tinfront Roes. These took over from the Crossley (double deckers) which has just been posted on the home page. After that were the AEC Marshalls H reg 1970. I am sure these were still running into the early 80s when I lost touch with the area.

Andy Fisher

20/06/13 – 16:47

The Sheffield coaches were 1968 Leyland Leopard PSU3A/4R (not AEC) 3001 – 3004 (WWB101-104G) and followed by similar (1970) 55 – 60 (FWJ355-369J). The 1970 AECs were Swift 5P2R 50 -54 (DWB50-54H) with Park Royal bodies – which followed on from similar 1968 vehicles. The 1970 Swifts had rear axles and 5 speed gearboxes for interurban and rural working, the 1968 deliveries were 2P2R (4 speeders) split between single and dual door types. The former were 1019 – 1029 (TWE119-129F), the latter were 15 – 36 (TWE15-36F).

David Oldfield


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