Old Bus Photos

West Yorkshire – Bristol LS5G – MWY 226 – EUG 15

West Yorkshire - Bristol LS5G - MWY 226 - EUG 15

West Yorkshire Road Car Co
1954
Bristol LS5G
ECW DP41F

Quite what this Harrogate based West Yorkshire LS5G was doing in Waterhouse Street, Halifax, in the summer of 1965 I am unsure, but it seems to be a curious choice of vehicle if it was on private hire duty. No doubt our Halifax experts will come up with a suggestion. MWY 226 was delivered to West Yorkshire’s Harrogate depot in July 1954 as a dual purpose vehicle and it then carried the fleet number EUG 15 (Express Underfloor Gardner). In March 1959 its role was downgraded to that of a bus with the new fleet number SUG 15 (Single deck Underfloor Gardner) in which guise, a trifle battered, it is seen here. It was still based at Harrogate when finally withdrawn in October 1968 thereafter passing into the hands of dealers.

Photograph and Copy contributed by Roger Cox


18/10/19 – 05:24

Although West Yorkshire’s LS5Gs were renumbered from EUG to SUG, and repainted in the livery shown, they retained their dual purpose seats until some time in the sixties, so would have been suitable for a private hire job, especially if it was a summer Saturday.
Many years ago Crosville charged a lower rate for private hires if a dual purpose vehicle was used rather than a coach. Perhaps West Yorkshire had a similar scheme?

Don McKeown


18/10/19 – 05:25

West Yorkshire never bought any new LS pure service buses, but they did eventually re-seat many of the dual-purpose vehicles with bus seats. Sixty-eight were received as LS5G’s with ECW DP41F bodies and they came in five batches from 1953 to 1958. All of them had no rear indicators and the front indicators were always of two side-by-side windows. Each of the five batches had slight body variations and this along with West Yorkshire’s "normal" policy of declassifying/ re-seating/ livery changes gave a visually mixed and varied picture.

Stuart Emmett


20/10/19 – 06:39

I think it made economic sense to buy saloons in DP form then as they became older to reseat and down grade them to buses. Although I would love to know where all the bus seats came from to facilitate this, presumably from older, withdrawn stock.
A common nick name for the "SUG"s was "SLUGS" presumably due to the limited power produced by their five pot Gardners.

Mr Anon


21/10/19 – 06:07

ECW did some of the bus seat conversions Mr. Anon = a long way to/back from Lowestoft.

Stuart Emmett


28/10/19 – 06:57

Some fascinating memories, and how good it is to see the stalwarts getting some recognition. They were put to work on anything going. I used to work as a junior traffic clerk, latterly at Low Harrogate in the mid-60s, which was where tours and private hires were dealt with. There was no discount for using DPs instead of coaches. All quotes for hires were charged at the same mileage rate and the whole fleet for the allocation to Harrogate was particularly smart because it was Head Office. You should have seen the things which were hired out when the film "Sound of Music" was showing in Leeds! We were desperately short of vehicles and reckoned we could have hired out a tow truck. Private hire and tours were based in Montpelier Parade, Harrogate, which, if I remember correctly, had been completely refurbished some time around 1964.

LWR 431

There was one LS which stood out from the rest and was a product of West Yorkshire’s involvement with Cave-Brown-Cave. It seemed to work OK, but I remember one journey from Bradford to Harrogate on a dreeky damp day when this SUG had for some reason been put on the 53 service (probably working its way back to the depot it always worked from). It dripped and dribbled merrily down the inside of the windscreen.

David Rhodes


29/10/19 – 05:34

LWR 431 entered service in 1953 as EUG1 with a DP41F body and was delivered in the normal "express" livery of red with cream relief and this included the windscreen.
Fitted with Cave Brown Cave heating in late 1954 or early 1955 or early 1957 (and also was reported as 1/1965!!!) but this was most likely to have been concurrent with being reseated in 1957 as SUG1. The CBC system was placed in the destination box compartment, so the destination box was moved to be below the windscreen. First was a very small box, then was, as seen, in the pix from David.
Reseated as SUG1 by ECW as B45F in early 1957 and with no cream on the front windscreen.
Renumbered SMG1 in April 1962 when fitted for OMO.
Garaged at Pateley Bridge depot from 1956 to 1968 for the routes into Harrogate, it also regularly operated in the early 1960’s one return journey on route 51 to/from Bradford that left Harrogate at 0820 hours.
Withdrawn in July 1969 and then to North dealers in November 1969.

Stuart Emmett


 

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Bristol Omnibus – Bristol LS – UHT 494 – 2884

UHT 494

Bristol Omnibus
1955
Bristol LSA
ECW B45F

Here we have one of the two Bristol LS that operated with other than a Gardner engine. Bristol Omnibus Bristol LSA registration UHT 494 fleet number 2884 seen on October 6, 1962 lasted in service until 1968 with an AEC horizontal engine. Much of its in-service time was marked by the engine stalling as drivers who were used to Gardner power were caught unaware of the lower low speed torque!
The other non-Gardner was registration UHT 493  fleet number 2883 a Bristol LSTS3 which had a Rootes TS3 diesel which was not particularly reliable and was soon back to a Gardner 5HLW as was the removal of its rear two doors.

Photograph and Copy contributed by Geoff Pullin


08/02/16 – 10:58

These two LS were in effect test beds for the engine manufacturers. No. 2884 is seen here on the last day of Clevedon town service 25D, which was then incorporated into the main Bristol – Clevedon 25/25A service. It carries the BRISTOL block lettering introduced in the early 1960s.

Geoff Kerr


09/02/16 – 08:30

My word, we learn something new every day on this wonderful Forum. I had no idea till now that any Bristol LSs had ever been powered by such unfamiliar units, even experimentally!!

Chris Youhill


09/02/16 – 09:42

This is a surprise to me, too, Chris. Were these engines seriously considered as options for production machines, I wonder? Certainly, the limited output of Gardner units set against the high demand placed constraints upon the sales of several psv and lorry manufacturers. Bristol brought out its own engines to ease the situation, though the BVW doesn’t seem to have been produced in horizontal form. I can see that the AEC unit might have been a realistic option – when running properly it was a good performer – but the wet liner problems might have militated against its adoption in the LS. What engine was it – an AH410 or a 470? I think that Leyland was very reluctant to let anyone else have its engines at that time. I doubt that the TS3 two stroke would have been entirely suitable for the stop/start nature of bus work. Quite apart from the noise, the revs had to be kept high for it to work properly.

Roger Cox


09/02/16 – 15:16

Most LSs had either a Gardner 5HLW (saloons) or Gardner 6HLW (coaches), or the Bristol 6 cylinder horizontal version of the AVW engine. According to Alan Townsin, the non-standard AEC engine was a 410, as used in some Reliances of the period, and one of the prototypes had a Gardner 4LW, as well as the TS3 engined example.
There was a horizontal version of the BVW engine – the BHW. And it was an example – first fitted in an MW used by the BCV works, it was later put into one of the RELH prototypes. The MW later had a Gardner 6HLW engine fitted before delivery to Red and White as a saloon, the RELH gained a Gardner 6HLX before entering service with West Yorkshire Road Car.

Peter Delaney


10/02/16 – 06:20

Don’t forget that there were several Bristol Ks and Ls with AEC engines, so it would not have been unreasonable to offer that manufacturer’s engines in the successor models.

Nigel Frampton


10/02/16 – 06:21

Well, this is even more interesting than many others which have delighted us on this forum! Thanks for submitting this, Geoff.
I was aware of some Bristol buses with upright engines having AEC products where one might normally expect a Bristol or Gardner power unit, but horizontal ones? And a COMMER?
You’ll have to excuse me – I must find a darkened room!

Pete Davies


10/02/16 – 06:21

Eastern Counties received the second prototype LS, MAH 744, which was powered by a 4HLW engine. Ever economically motivated, ECOC had taken a number of L4G saloons from the late 1930s, and in December 1952, took a couple of production dual purpose LS saloons with the 4HLW engine. These were use initially on express and excursion duties, though the performance must surely have been less than sparkling. Three more appeared in the fleet in May 1953, after which the 5HLW became the chosen Gardner powerplant for subsequent LS deliveries. The LS4G was not delivered to any other Tilling Group company. A number of BET companies specified the AH 410 engine for early AEC Reliance deliveries. The first Reliances bought by Aldershot & District, including the Strachans Everest bodied coaches, were all powered by the AH 410. Despite its modest capacity of 6.754 litres inherited from the 1935 "6.6" A172 (indirect injection) engine from which it was developed, the 98 bhp AH 410 would deliver a creditable road performance. It is extraordinary that AEC, with its significant resources, could never cure the wet liner problems with its 410, 470 and 590 engines. The much smaller Dennis company offered wet liner engines in petrol and diesel form from the mid 1930s, and these were trouble free. I have occasionally wondered how a Dennis O6 powered LS would have performed – the East Kent Lancet UF coaches were fliers and thoroughly reliable, but the idiosyncratic ‘O’ type gearbox was far from easy to use. Perhaps an arrangement between the two might then have permitted Dennis to use the Bristol five speed synchromesh gearbox in the Lancet. End of daydream!

Roger Cox


10/02/16 – 06:22

The early years of the Bristol LS were certainly interesting. The first two prototypes had aluminium alloy underframes, although production versions were of steel construction. The first prototype (LSX001) entered service with Bristol T&CC, and had a B42D body, and a horizontal version of the Bristol AVW engine. Designated the XWA, the horizontal Bristol engine became the LSW on LS production models. The second (LSX002) was powered by a Gardner 4HLW engine, and perhaps not too surprisingly was supplied to Eastern Counties. Bristol T&CC 2883 mentioned by Geoff was built in 1953 with an unfinished bodyshell, painted grey and used by Bristol for development work. It received a Commer TS3 two-stroke Diesel engine and was given the chassis designation LSTS3. It eventually entered service in the Bristol T&CC fleet as 2883(UHT493) in 1955 to B43D specification, but was fitted with a Gardner 5HLW engine in 1956. The LS6A (2884) shown in Geoff’s photo was also built in 1953, and similarly sported a grey-painted unfinished bodyshell, again used for development work. The engine chosen was AEC’s 6.75 litre AH410 unit (as offered in AEC’s Reliance and Monocaoch models), together with an AEC 5-speed gearbox. Like 2883, 2884 entered Bristol T&CC service in 1955, in this case to B45F configuration.
Roger, I cannot think why Bristol chose the TS3 engine (aka ‘The Knocker’) as an experiment, as it was not really that popular in the wider bus world, although it did sound gorgeous, if a bit raucous, in Commer lorries. Maybe they saw potential for it powering lightweight buses such as the LS, due to the engine’s good power to weight ratio. The early TS3s developed 105bhp @ 2400rpm from only 3.26 litres, which was amazing at the time. The choice of an AEC engine and gearbox though could perhaps have been an attempt to woo London Transport. LTE had tried an early Bristol LS5G bus (Bristol T&CC 2828:PHW918 painted in Green Line livery), which must have been something of a culture shock to LT drivers used to buses with 6-cylinder engines, fluid flywheels and pre-selector gearboxes! It is perhaps not surprising that the LS5G was not popular with LT, so Bristol then fitted it with a Hobbs semi-automatic transmission. The LS5G returned to LT for around six months, but no orders followed, and on returning to Bristol 2828 was fitted with a standard Bristol gearbox. All fascinating stuff. It’s just a shame that most of us never had the opportunity of hearing the wonderous sound effects of an AH410 or TS3-engined LS, or for that matter, a semi-auto LS5G.

Brendan Smith


10/02/16 – 06:23

I am surprised to see that this bus has a "normal" destination display; Bristol Omnibus LSs (and other types) normally had a single blind showing destination, number and via points. The fairly common T-style display was adopted with the later MWs and F-series Lodekkas, although even then the display was non-standard because there were four service number tracks.

Don McKeown


10/02/16 – 09:20

The recent book by Martin Curtis and Mike Walker on BOC – The Green Years – includes details of the two LS buses 2883 and 2884 which had been used by ECW for body development and passed to the company in 1955. The former previously used as an unfinished shell had the standard company destination display fitted with the Commer engine soon replaced by a Gardner 5HLW.The latter retained its AEC engine throughout its life and was unique with the company for its "side by side" destination favoured by other NBC companies such as the adjoining Wilts and Dorset – apparently the body had been used by ECW in connection with the development of the Bristol SC which had of course a similar destination display. In 1967 it was also fitted with an MW-style grill – and lasted until 1968. There is a black and white photo of 2884 in the book seen leaving Marlborough St bus station on the 25B to Nailsea. A second depot photo by Peter Davey shows the grill fitted – most odd -by which time the destination blind had been reduced to a single line by masking tape. This is the first time I have seen a colour picture of 2884. Thanks.

Keith Newton


11/02/16 – 06:27

NHU 2

There is a dedicated posting for the two LS prototypes elsewhere on OBP (see link below), but I’m sure no one will mind me adding a picture here of NHU 2 taken at Duxford a few years ago.
Bristol Tramways – Bristol LS – NHU 2 – 2800 

Roger Cox


13/02/16 – 05:26

I would imagine that the attraction of the Commer TS3 would be its legendary fuel economy. If they’d put it into a coach instead of a bus, it might even have worked!

Peter Williamson


14/02/16 – 05:51

The TS3 two stroke was used in coaches – Beadle and Harrington both offered coach models with this engine.

Roger Cox


19/02/16 – 05:46

There was a second LS which ran with a Rootes TS3. Eastern National
476 BEV was delivered new in 1955 as an LS5G but was soon converted by ENOC to the above, presumably as a comparative trial.
It was converted back to LS5G in 1960 and spent another six years with the company before being sold to Hedingham & District where it saw out its last few years.

Nigel Utting


03/03/16 – 15:48

So far as I was aware this chassis was coded LS6A, perhaps my original text was faulty!
What a fascinating lot more information this has stirred up. I mentioned the horizontal BVW in my article on the Bristol RE. I was unaware that it had been used in an MW before that – but I bet it wasn’t turbo-charged at that time!

exp-MW

This photo probably shows the test bed, a rather bedraggled looking ‘experimental’ MW taken at BCV on March 3, 1963.

The 2884 destination layout looks much nicer to me than the other standards used by BTCC & BOC: the 18 in. high single aperture and the destination above route number display. There was a nice batch of vehicles with the intermediate 12 in. high single aperture display that looked just as pleasant to me as 2884. Thanks for further information about BOC displays on my 1963 MW5G submission, but I’m sure I saw W in use when the suffix letters were first introduced!

Geoff Pullin


12/01/17 – 09:10

There is (was?) a full page explanation of the short workings in the front of the Bristol Joint Services timetable for 1965. The introduction states that ‘The number of buses which carry destination equipment capable of showing numbers and letters together is being gradually increased’ – in other words, the replacement of single piece blinds by 4-track ‘T’ indicators. Exactly why a single piece display cannot show (e.g.) 9A instead of 9 for the Ashton Gate short working passes me by I’m afraid. Surely you just print the blind with 9A on it.
The 4-tracks were a bit of overkill in some ways when you consider that the entire city fleet was being fitted with these displays when there were few workings which required them – 145A Henleaze Lake short working, the 236A extension to Brislington Trading Estate and journeys on 142,236 or 282 extended to Rodney Works, Patchway Bus Park or Shadow Factory were the only ones which actually needed all 4 tracks.

Peter Cook


 

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Bristol Tramways – Bristol LS – NHU 2 – 2800

NHU 2

Bristol Tramways & Carriage Company Limited
1950
Bristol LSX5G
ECW B42D

This Bristol LSX5G with chassis number LSX.001 was new to Bristol Tramways in 1950 and has an Eastern Coachworks B42D body numbered 4978. It was, as its chassis number suggests, a prototype. Seen here at the Bristol Waterfront Running Day 22/05/2011.

Photograph and Copy contributed by Les Dickinson


07/06/15 – 10:12

Nice, Les! Another for me to delete from my list of possible future submissions . . .

Pete Davies


08/06/15 – 07:25

MAH 744

This image is scanned from my original print so not great, however it is a piece of history. The two prototypes were together for the first time in 54 years here at Showbus 2005. The red one is Eastern Counties LL744 and registered MAH 744 with chassis number LSX002 and Eastern Coachworks B42F body 4255. Not a great shot but I thought it worth sharing.

Les Dickinson


08/06/15 – 16:10

I hadn’t realised until I saw the LS at this angle just how American are the lines of this bus enhanced perhaps by the rear doors.

Orla Nutting


09/06/15 – 06:03

Orla, just seen this and my thoughts were exactly the same. They would not looked out of place in any US city in the 50s and 60s.

Phil Blinkhorn


10/06/15 – 06:41

You can find the same in cars of that era. It’s really the front end with the decorative bits and anti-glare windscreen that does it- but what is the central light for? A foglight was at a lower level, usually nearside, illuminating the kerb. This is higher on (2) and in the middle?

Joe


10/06/15 – 08:24

I think that it was a fashionable idiosyncrasy at the time. Think of contemporary cars like the then Rover 75 and Austin A90 Atlantic. They never really caught on and eventually were phased out by Rover and the A90, though very eye catching, didn’t appeal to either the UK or American market (where the 1948 Tucker ‘car of the future’ was similarly equipped). Similarly in France the early ’50’s Panhard Dyna had a central oblong foglight in the bumper but these too were designed out on later models (pretty impractical anyway given French street parking practices!).

Orla Nutting


21/06/15 – 05:52

Nice photos Les, and its lovely to see the two LS prototypes together again as you say. They are both interesting vehicles in their own right. The ‘Bristol Bristol’ (LSX001) was originally powered by an experimental horizontal version of the Bristol AVW engine – this experimental power unit being designated XWA, with the production version becoming the LSW. A Gardner 5HLW engine was fitted in 1953, along with 8ft wide axles in lieu of the original 7ft-6" ones, and the bus was converted to single-door layout in 1956. (It’s great to see that LSX001 has been restored to original B42D configuration, which must have involved a fair bit of time, effort and money to say the least, and it is a credit to everyone concerned).
Relating to the Eastern Counties Bristol (LSX002), this vehicle was fitted with a Gardner 4HLW engine from new. Generally LS vehicles were powered by either Bristol LSW, or Gardner 5HLW/6HLW engines, but ECOC did take delivery of further LS4Gs, but I believe this was a small batch of five vehicles. Both prototypes had aluminium alloy underframes, to reduce weight, but production LS underframes were of pressed steel, which was easier to weld and was less expensive. Despite the use of a steel underframe however, the LS in bus form with Gardner 5HLW engine tipped the scales at around 6.25 tons, which is very creditable. Economy was also good, with Southern and Western National’s LS5G buses apparently averaging 15mpg on country services – aided no doubt by 5-speed overdrive gearboxes.

Brendan Smith


07/06/16 – 18:46

The memory is probably going, but I think I recall Bristol LS coaches prior to the introduction of the MW. These had deeper windscreens with rounded corners and I always thought them to be a prettier body. I’m remembering back to Southampton coach station in the 1960’s(that milk machine had the best strawberry milk on the South Coast!)and I am sure that Royal Blue, Southern National & possibly Hants & Dorset examples used to visit there. Do we have any photos?

David field


08/06/16 – 06:01

LTA 867

The handsome early style of ECW coach body for the Bristol LS that David describes appeared in 1952. Royal Blue had a batch of fourteen of this type delivered in that year with C41F bodywork (though the LS was an integral vehicle, of course). They were all reseated to C39F in 1960. Here is LTA 867, fleet number 1279, leaving Victoria Coach Station for Bournemouth in the summer of 1961.

Roger Cox


09/06/16 – 06:47

Roger, would this particular version of the LS coach body be the one where the front windscreens wound down into the dash panel? There doesn’t appear to be any other method of opening and I believe it was still a requirement at the time that the drivers windscreen, at least, should have the capability. I imagine it wouldn’t be possible to wind them down to a point where the wipers could become trapped on the inside of the glass!

Chris Barker


09/06/16 – 16:52

Yes, the LS coach windscreens do wind down into the dash panel. Those who admire this style of Royal Blue coachwork may like to note that one of this style is expected on the 2016 Royal Blue run – details at http://www.tvagwot.org.uk/event-royalblue.htm.  
That style only applied to the 1952 built LS coaches – those built from 1953 onwards having the windscreens made of two flat sections, the upper one being hinged at the top, in the same way as the first style of MW coach body.

Peter Delaney


09/06/16 – 16:53

Yes windows wind part way down. One of the batch took part in this years London-Brighton run MOD 973 I think.

Roger Burdett


10/06/16 – 05:37

They must have been the biggest panes of glass ever to have been wound down (and up) – pretty heavy, I would guess.
And one of the very few (perhaps only) winding windows to have windscreen wipers, too.

petras409


18/09/19 – 06:58

Saw NHU 2 heading west along the A38 at South Brent this morning. It followed me up the slip road at Wrangaton before turning off towards Kingsbridge. As she passed me on the slip road she looked absolutely superb and in really good mechanical condition a tribute to her owners.

Thomas Bowden


 

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