Old Bus Photos

Birmingham City Transport – Daimler COG – CVP 207 – 1107

CVP 207

Birmingham City Transport
1937
Daimler COG5
Metro-Cammell H30/24R

Between 1934 and 1939 Birmingham Corporation Transport, which adopted the name Birmingham City Transport from 1937, took some 800 examples of the Daimler COG5 model, which, despite its modest five cylinder Gardner power unit, was a sophisticated performer with an effective flexible engine mounting and a fluid flywheel/epicyclic gearbox transmission. Most of these buses were bodied by Metro-Cammell, though many were fitted with Birmingham Railway Carriage & Wagon (BRCW) bodywork, all to the distinctive Birmingham H30/24R design. Many of these reliable buses survived up to 1954/55, with a solitary example, No.1235 of 1939, being withdrawn in 1960. CVP 207, No.1107, was one of the 1937 batch, but in 1950 it received the Metro-Cammell body from similar bus No.1216 of 1939 vintage, which was then withdrawn. In 1954 1107 became a snowplough, but returned to passenger service in 1957 when the Corporation took over some Midland Red routes. On being finally retired in 1959 it thankfully escaped the scrapper’s torch, and now resides with the Transport Museum at Wythall. 1107 is seen above at Brighton during the 1969 HCVC Rally.

Photograph and Copy contributed by Roger Cox


16/08/18 – 06:09

There were still a couple of these pre-war COG5s tucked away in the back of Moseley Road Depot when I moved to Birmingham in September 1961. Doubtless a few others elsewhere on the system.

John Grigg


 

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Blue Bus Services – Daimler COG5-40 – GNU 750

 Blue Bus Services – Daimler COG5-40 – GNU 750
Copyright Ken Jones

Blue Bus Services
1939
Daimler COG5-40
Willowbrook C35F

GNU 750 is a Daimler COG5-40 (8485) with Willowbrook (3208) C35F body, and dates from 1939. It is preserved in the livery of Blue Bus Services (Tailby & George) who were based at Willington in Derbyshire. You’ll find more history on this company at Stephen Howarths website.

The above site includes this paragraph
Since the untimely deaths of their spouses in 1955 & 1958 respectively, the company had been run by Mr. Tailby & Mrs. George. Percy Tailby died in 1956 leaving Katherine George as sole proprietor until her death in 1965. Tailby & George Ltd. then passed to Douglas & Bunty Marshall, the latter being the daughter of the Tailbys. By the 1970’s public transport was in a state of serious decline. The railways had been decimated by Beeching and the majority of the bus industry was either nationalised (i.e. Trent) or in the hands of the local council, as in Derby and Burton. Small independent companies like Tailby & George faced fierce competition from the bigger companies. On 1st December 1973, the then proprietors of the company,
Mr. & Mrs. Marshall made the decision to retire. After much speculation the operation of the Blue Bus Service passed from Tailby & George Ltd to the Derby Corporation.
GNU 750_cu

This vehicle was part of The Quantock Motors collection but Stephen Morris is down sizing and selling many of his vehicles. This one was for sale in June 2011 for £25,000. It has been sold to Lithuania. You can see pictures of it in Lithuania here http://fotobus.msk.ru/ It appears that the coach will operate from central Kaunas to Urmas, which is a massive out of town shopping complex.
The above picture was taking in April 2010 when the vehicle was in service on the Quantock Motors gala weekend. It is seen at Bishop’s Lydeard entering the Quantock Motors site. Note the Blue Bus Services badge on the radiator.

Photograph Ken Jones, Copy Ken Jones & Stephen Howarth


25/01/13 – 06:59

What a gem. For English on the link, press the little union flag top right.

Joe


25/01/13 – 09:48

What a beautiful coach. Strange, though, that it only had the 5-cylinder Gardner engine. I wish it well in Lithuania, but admit to some qualms about such loving care being lavished on it. Fingers crossed!

Chris Hebbron


25/01/13 – 12:36

The CVD6 was the most common post-war coach, and then the CVG6. How common was the COG6 before the war, though? Until the Regent III/PD2 era, the 7 litre 5LW was thought adequate for single deckers. Only Tilling parsimony allowed the 5LW to flourish after the war.

David Oldfield


25/01/13 – 14:58

It seems a shame that this gem as Joe calls it is no longer in the country where I presume it spent the last sixty odd years, another loss to the UK.
Very nice shot by the way, never seen that done with a bus before.

Trevor Knowles


25/01/13 – 17:27

A couple of other shots of this coach may be found in the 1968 Halifax Parade gallery, when the livery was slightly different. The 8.6 litre Daimler CD6 engine proved to be less than dependable for double deck work, and became instead the standard option for CV saloons up to the early 1950s. Post WW2, the 5LW engine was certainly not restricted to Bristol buses. Daimler offered a CVG5 variant which was taken by several operators. The 5LW was specified for many Guy Arab III machines, single and double deck, and it appeared in Dennis and Tilling Stevens buses also. In addition, this engine was offered in several makes of goods chassis, and for marine and industrial purposes. The 5LW did not depend upon Bristol for its post war survival. In its final form as the 5LW/20 it developed 100bhp at 1700 rpm, though, by that time, it was no longer offered in bus chassis.

Roger Cox


26/01/13 – 06:44

Bullocks of Featherstone (B&S Motor Services) – taken over by West Riding in 1950 – had five of this identical model Daimler (COG5/40), but managed to squeeze 39 seats into their Willowbrook bodies. The first, BWW 475 (202) was in fact a 1936/37 Commercial Show model. They were fine vehicles spoilt by the somewhat excessive engine vibration which necessitated body rebuilds after the war.

David Allen


26/01/13 – 06:45

Bodywork was generally lighter before the war than after, and the COG5 was Daimler’s most popular model for both single and double deck vehicles. Manchester’s COG5 double deckers were very successful, and so unsurprisingly their first postwar Daimlers were CVG5s. But with an unladen weight of around 8 tons these were less satisfactory, so CVG6s were then purchased until lighter bodywork became available in the mid-fifties (together with some lightweight chassis features arising from the development of the CLG5). CVG5s were then tried again, but were beaten by changed traffic conditions, so MCTD reverted to six-cylinder engines for the final batches.

Peter Williamson


Michael Elliott

GNU 750 as an example of the COG5-40 had a more compact engine compartment and cab that the standard COG5. The 40 in the designation denoted the ability to accommodate 40 passengers. GNU also had a five speed gearbox. I drove this bus on several occasions during the early 1970s when it was in the ownership of John Horrocks.

Michael Elliott


26/01/13 – 13:57

This is a very interesting view, Ken – thanks for posting. It reminds me of the "selective" tinting of school photographs in my primary school days. They were taken in black and white but could be enhanced on payment of a supplement.
I’ve heard of – but don’t use – Photoshop. Is that program how you achieved this?

Pete Davies


26/01/13 – 15:47

There are several programs that will do this sort of task, Pete. Photoshop is the top of the range product for professional artshops and advertising agencies, and is extremely expensive – around £600. Cheaper alternatives are available, including Photoshop Elements and a free program called GIMP. I have an old Photoshop version and also the latest Serif Photoplus X6, which will do most of the things that most of us will need.

Roger Cox


27/01/13 – 08:06

Thanks for that, Roger. The program I use came with the slide scanner I bought a few years ago when converting my slides to digital. It’s called Photoimpression 6. I still use it for editing the digital photos: no point in buying one when I have one in hand!

Pete Davies


27/01/13 – 08:07

Or you could download the free program Photofiltre or use online photo editor Sumopaint, Pete.

Chris Hebbron


04/02/13 – 11:52

I was present on the 1st of May for this running day at Bishops Lydeard and was delighted to see GNU 750 being started up and brought into the ‘bus station’. The run went to Hestercombe House and Gardens but most of the gentlemen aboard (some eight or so of us) preferred to stand around the coach rather than visit the house and gardens.

GNU 750_2

There was some playing around with the destination indicator and, as my photograph shows, some details of the coach were displayed. Would it have been usual practice – by Daimler, if no-one else – to include such information at the beginning or end of their destination rolls? Much as I enjoyed the run, a ride on the ex-Royal Blue Bristol L coach HOD 30 a little later proved to be a more luxurious affair.

Berwyn Prys Jones


05/02/13 – 07:05

The Daimler message on the destination blind will almost certainly have been added during preservation. In any case, the destination blind would not have been provided by Daimler, who only built the chassis.
Mention of "GNU 750 being started up" takes me back to Battersea Park May 1969, prior to the start of the HCVC London to Brighton run. GNU’s chief supporters were up bright and early, sprucing and polishing. I was tasked with taking the ‘tender vehicle’, ex Samuel Ledgard 2-stroke Foden ONW 2, across the bridge to pick up the rest of the party from their hotel. The only problem was that ONW’s exhaust pipe was pointing straight at the now gleaming GNU, and a cold start in that position would have resulted in a large deposit of soot! So GNU had to be started up and moved out of the way first. Funny how things stick in the mind.

Peter Williamson


05/02/13 – 17:42

A couple of shots of Foden ONW 2 may be seen on the ‘Halifax Parade 1968’ gallery. Sadly, this interesting vehicle has since fallen victim to the breaker’s torch.

Roger Cox


07/02/13 – 17:03

Thanks, Peter, I half-suspected as much, but hadn’t seen anything like it on the other preserved buses in the Stephen Morris collection. One wonders why it was put there and only there.

 GNU 750_3
You mentioned starting up. I happened to be inside the depot when another of the Stephen Morris collection was being fired up (almost literally). Just out of sight, a driver had started the engine of the lovely ex-East Kent Leyland Tiger. The whole of the southern half of the shed was gradually enveloped in a fog of white dust (photo attached). As there was no wind, the dust hung round the place creating a rather eerie atmosphere with only the noise of the Tiger’s engine to remind me that I hadn’t been transported to an unhealthy underworld somewhere …

Berwyn Prys Jones


08/02/13 – 06:45

This picture reminds me of Percy Main depot on winter mornings. The garage staff had a cold start technique that required two men and a diesel soaked rag tightly wrapped around a stout piece of wood. The rag would be set alight, one of the staff would then turn over the engine while the other would hold the lighted rag at the end of the canister like air filter. Gardener engines are notoriously smoky when cold, and when you have several of them ticking over at once, the exhaust fumes would be billowing out of the open garage doors giving many a passer by the impression that the place was on fire.

Ronnie Hoye


08/02/13 – 09:07

I recall, in the early ’60’s, going on a fortnight’s course in Brum and staying in digs next to Harborne Depot. Come 4.45am, every morning, there would be the cacophony of bus engines being started, ticking over, then driving out. It’s a wonder I ever succeeded at the course with lack of sleep! I lived near a trolleybus depot for some years – what bliss!

Chris Hebbron


08/02/13 – 16:23

GNU 750_4

At the risk of going severely ‘off piste’, this photo of an ex-Crosville L parked just to the right of the vehicles in my previous photo may evoke the atmosphere at the depot even more vividly.

Berwyn Prys Jones


10/02/13 – 07:45

Berwyn, GNU 750 has been in preservation for a long time under several owners. Here it is in 1979 with the same blind. www.flickr.com/photos

Peter Williamson


08/12/17 – 07:08

In 2011 bought by private person and exported to Kaunas city, Lithuania: http://busphoto.ru/photo/209576/

Andrejs


09/12/17 – 07:33

A nice photograph Andrejs but I note that it’s dated 2014. I wonder if the vehicle looks the same now!

Chris Barker


 

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Coventry Corporation – Daimler COG5 – EVC 244 – 244

Coventry Corporation - Daimler COG5G - EVC 244 - 244

Coventry Corporation - Daimler COG5G - EVC 244 - 244
Copyright Ken Jones

Coventry Corporation Transport  
1940
Daimler COG5/40
Park Royal B38F

This bus was new in 1940, as fleet number 244, and sold on to Derby Corporation in 1949 where it took fleet number 47. Being non-standard in Derby, it was used mainly for driver training. Passing to Derby Museums, it was off the road from 1979 onwards. In 2009 it was placed on long term loan to Roger Burdett in return for restoration, and it returned to the road in the Spring of 2012. Roger has had the vehicle immaculately restored into Coventry Corporation Transport livery both inside and out and looks as good as the day it was delivered if not better. This is the first time in 63 years that it has carried this livery.

Photograph and Copy contributed by Ken Jones

A full list of Daimler codes can be seen here.


30/10/12 – 15:23

This vehicle is scheduled to be at the Lincoln rally this coming Sunday 04/11 along with Coventry Double Decker 334.

Ken Jones


31/10/12 – 08:49

Coventry = Daimler buses (well, usually!) and Roger Burdett = outstanding restoration. What more needs to be said?

Pete Davies


31/10/12 – 10:23

Bravo?

David Oldfield


31/10/12 – 17:31

What a Wonderful livery, an Excellent paint job makes you feel you could put your hand into it. The interior is just as good with a lovely clean ceiling.

David J Henighan


02/11/12 – 07:30

All of Roger Burdetts buses & coaches all excellently restored to a good finish
Also Ken Jones for his photographs he’s taken of Rogers vehicles.

Steve Jillings


05/11/12 – 15:17

An excellent event at Lincoln yesterday, despite the cloudy and sometimes wet weather.

Geoff Kerr


05/11/12 – 15:55

I meant to say I rode on it into Lincoln. Another website gives the seating as B38F, a high figure for a half-cab; 35 is more usual. but there wasn’t much legroom!

Geoff Kerr

Thanks Geoff I have filled in the ??s, it is a bit high isn’t it.
Peter


15/11/12 – 14:57

Coventry were renowned for pushing seating to the limit. The CVAs from 1947 had 60 seats and CVGs in the late 50s were up at 63.
The COG seating is tight 38 seats in a 26ft vehicle is nearly unique. Lack of seat comfort is why I am unlikely to take it to rallies outside the Midlands.

Roger Burdett


15/11/12 – 15:51

Is it not a COG5/40, the variant single deck Daimler with a very compact cab/engine section, so designed to gain maximum (40 = 40 seats) seating capacity, and only fitted with a Gardner "5"?
Coventry had finalised the design configuration for a 60 seat 4 wheel double decker by 1939, although Daimler were also developing a 6 wheel double deck chassis, the COG6/60 as a 60 seater (plus) for Leicester, when war broke out.
Back to the COG5/40 this was readily identified by its vertical radiator, when the contemporary deckers had sloping radiators, and was represented in several fleets, Lancaster being one.
One of the most attractive preserved buses I have ever seen, and I am still sorry I could not make the recent Lincoln event to see it!

John Whitaker


15/11/12 – 16:52

A good number of North Western pre and immediate post war Bristols previously with 31 and 35 seats were rebodied by Willowbrook in the early 1950s and received 38 seats in their new bodies. Though the chassis were lengthened to 27ft 6ins they were hardly the most comfortable of vehicles.

Phil Blinkhorn


16/11/12 – 15:42

In answer to John’s question it is a COG5/40 but I am not sure the 40 referred to seat numbers

Roger Burdett

I have changed the code adding /40.
Peter


17/11/12 – 07:08

John Whitaker is correct. According to the ever reliable Alan Townsin in his book on the Daimler marque, the ’40’ did refer to the potential seating capacity of the COG5/40, but this optimistic figure was achieved only by two buses built for Lancaster Corporation in 1936, which had a rearward facing seat for five at the front. Several bodybuilders achieved a capacity of 39, however, though one imagines that legroom would have been decidedly constrained. As John has accurately stated, the engine was always a 5LW behind a vertical radiator which lacked a fan (the Gardner was always a cool runner), and the engine bay and bonnet assembly was thereby reduced in length to 3ft 11.5inches, a full 8 inches less than that of the COG5 double decker.

Roger Cox


17/11/12 – 08:45

Derby Line up

I thought Roger and others might like to see the attached photograph of a vintage line-up.
It was taken at Derby’s Ascot Drive depot on 29th November 1970. We had travelled down in preserved Oldham Crossley 368 (FBU 827) – a vehicle I was to later own for some years – to collect Derby Crossley 111 (CRC 911), which had just been bought for preservation by Mike Howarth. This was, with the possible exception of Joseph Wood’s example, the last Crossley double-decker in service and also had one of the last Brush bodies built.
A small hand-over ceremony was arranged with the Fleet Engineer at Derby, John Horrocks, who was himself an enthusiast and preservationist and owned Derby Daimler 27 (ACH 627), which is the fourth vehicle in this line up after Roger’s Coventry Daimler.
Happily all four vehicles still exist today although it saddens me greatly that Oldham 368 hasn’t been on the road since about eight months after this picture was taken. Fortunately for a 1950 bus I believe it has yet to spend a first night outdoors, remarkably it has always been kept under cover. The corrosion in this case started bottom up, with combatting the effects of road salt being the main focus of all the work I did on it.
Incidentally, the chassis numbers of these two Oldham and Derby Crossleys were just three apart.

David Beilby


17/11/12 – 14:34

A splendid picture, David. I have a tremendous respect for those such as you who take on the huge task of bus preservation. Only those who have tried it can truly appreciate the effort, expense and dedication involved. We are all the richer for the results.

Roger Cox


17/11/12 – 16:05

…..and so say all of us, Roger.

David Oldfield


EVC 244_lr Vehicle reminder shot for this posting


06/02/14 – 08:35

What a joy it was to see the photo’s of Coventry buses. As an ex employee before nationalisation, I’m now retired and moved back to COV after spending time with Midland Red and East Kent (Office & Platform) I am trying to obtain a fleet list for Coventry Transport for the period 1955 to when it became West Midland. If anyone can help I would be most grateful.
I will be posting an article on Pool Meadow in the 50’s and 60’s, which was where all bus enthusiasts of every age spent there leisure time. Anyone who was around at that time,I would be pleased to share our memories.

Scotty


07/02/14 – 06:47

You can find a complete list of every CCT bus from 1914 to 1974 at http://www.cct-society.org.uk/corporation/buses.htm.

Scotty


 

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Old Bus Photos from Saturday 25th April 2009 to Tuesday 23rd October 2018