Old Bus Photos

Swindon Corporation – Daimler Fleetline – MWV 151G – 151

Swindon Corporation - Daimler Fleetline - MWV 151G - 151

Swindon Corporation
1969
Daimler Fleetline CRG6LX
Northern Counties H43/29F

Seen in Brighton on the occasion of the HCVC rally in May 1971 is Swindon Corporation No.151, MWV 151G, with Northern Counties H43/29F bodywork, delivered in January 1969. The Swindon livery always reminded me of Rotherham’s scheme, but colour treatment of the front panel did not impress. Following the reorganisation of local government in 1974 the new district council adopted the meaningless name Thamesdown, reverting to the Swindon name when the new unitary authority was formed in 1997. Sadly, in 2017, the operation was sold to the Go-Ahead group.

Photograph and Copy contributed by Roger Cox


10/09/19 – 06:56

"Life of a Lens 2011" on Flikr has another photo of it, with some further information:
Withdrawn from use by Thamesdown Transport; 11-84
Sold to: Green (dealer), Weymouth 03-85, later to Dreamland Leisure Limited, Margate by 06-86 as a publicity vehicle and was still owned by them in 07-95.
Looks like a Southdown coach in front.
Good old Arkells Brewery are still going strong!

Chris Hebbron


 

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Potteries Motor Traction – Daimler Fleetline – 5001 VT – L 1001

Potteries Motor Traction - Daimler Fleetline - 5001 VT - L 1001

Potteries Motor Traction
1964
Daimler Fleetline CRG6LX
Alexander H41/31F

Photographed in June 1970 at Manchester, and mercifully still retaining its Potteries livery and logo, is Daimler CRG6LX Fleetline No. L 1001, 5001 VT, with Alexander H41/31F bodywork, the first of a batch of twenty five delivered in April 1964. Ten similar vehicles followed in 1965. L 1001 seems to be remarkably coy about showing its destination, reducing its passenger information down to a sticker in the windscreen. Was this route not a standard operation for this type of vehicle, which would not then have had Manchester on its blind display?

Photograph and Copy contributed by Roger Cox


17/03/19 – 09:11

Yes Roger,
It should be able to show ‘Manchester’ in the top half of the box (where it reads P.M.T.) and the second line would show X2 in Bold, with Knutsford over Altrincham (where it shows ‘Service’) There are photos on the web of the PD3’s that used to run this service and I have downloaded a copy of Fleetline 964 from the web in exactly the same place showing the full service blind that I refer to.The layover seemed to be quite lengthy and in busy times, the vehicle would have to vacate the stand and park on Lower Mosley Street itself, prior to returning to load up for the return journey. I spent many hours in my spotting days here but sadly I never got to ride on the service, principally as it was an out and back service TO Manchester. These Alexander bodied Fleetlines did not look out of place here as they were look alikes of North Westerns own examples and when PMT provided an NCME bodied Fleetline, of course that resembled LUT’s which used LMS on the Blackpool service, as all had a basic Red/Cream livery.

Mike Norris


18/03/19 – 07:08

North Western’s Fleetlines had single piece curved windscreens, single headlamps and different sidelights and the NWRCC colour scheme with a lighter red and more cream was much less drab. PMT’s colours on its double decker fleet didn’t exactly brighten up the Potteries’ landscape.

Phil Blinkhorn


20/03/19 – 06:15

The PMT vehicles often parked in Whitworth Street West. This road was close to LMS and was between the two railway lines that ran from the old Central Station and the line from Oxford Road. In my spotting days the low bridge Atlanteans were common fare.

Andrew Gosling


20/03/19 – 06:16

The ABC Coach and Bus Guide for the Winter period 1969/1970 contains a timetable for the Potteries to Manchester PMT service X2. Points served were Newcastle-under-Lyme, Hanley, Burslem, Tunstall, Kidsgrove, Lawton Arms, Sandbach, Holmes Chapel and Knutsford. Set downs were at Altrincham, Sale, Stretford and Manchester (Lower Mosley Street). (A full fare table was not shown.
The timetable shows ‘dep’ for departure times up to and including Lawton Arms and ‘arr’ for arrival times at Altrincham and beyond. However, Sandbach, Holmes Chapel and Knutsford have neither ‘dep’ or ‘arr’ which may mean they could have been both pick-up and set down points).
The northbound departure times were:
09:20 from Newcastle-under-Lyme (arriving Manchester 11:30) on Saturdays and Sundays
14:30 from Hanley (arriving Manchester 16:30) on Fridays and Saturdays
The southbound departure times were:
12:00 from Manchester (arriving Hanley 14:00) on Saturdays
18:00 from Manchester (arriving Newcastle-under-Lyme 20:10) on Fridays, Saturdays and Sundays
PMT also ran a Hanley to Birmingham service X1 which had a similar format timetable.

David Slater


21/03/19 – 06:58

Bury also had some Alexander Fleet lines, 117 to 131, later 6317-31, but they had flat windscreens and were the full height version.

David Pomfret


26/03/19 – 06:53

David Slater’s description of the timetable is very helpful. Was it really the case that passengers were only allowed 30 minutes to spend in the city of Manchester.
Barely time to purchase a cup of tea and an Eccles Cake!

Petras409


02/07/19 – 05:59

L1001. 5001 VT was allocated to Newcastle Garage and service X2 was operated by Hanley Garage it may have been the case that ‘Manchester’ was not on the destination blind. Out of interest the bus was destroyed by a fire at Newcastle Garage in 1975.

Leekensian


12/02/20 – 16:38

On a matter related to P.M.T double deck Fleetlines, I recall travelling on Burslem based Northern Counties bodied L967 and noted that the electronic gear shift had been replaced by a floor mounted air assisted unit. If my memory serves me right I cannot recall ever coming across this feature on any other P.M.T. Fleetline. There must have been a reason for this change – I just wonder what it was.

Leekensian


23/02/20 – 09:43

In the early days of semi automatic gearboxes – Fleetline, Atlantean etc – PMT had concerns over the reliability of the ep (electro-pneumatic) valves which actuated the air supply to the different gear ratios. As early as 1957, the prototype PD3 (PMT H7700) had a direct air change from a floor mounted pedestal. On the early Fleetline in particular where the ep valve was mounted on the gearbox bell housing this was vulnerable to serious damage in the (not infrequent) failure of the trailing link coupling between the engine and transmission. This was moved under the lower deck rear seat on later variants of the Fleetline. Just how suspicious PMT were of electro-pneumatic control was evidenced by the removal and blanking off of the neutral warning light on the gearswitch in the cab on the AtlanteansWWG8. I was not aware of this happening with other Operators. Another thought is that the production Roadliners 1965 onwards all had direct air operation from a floor mounted column – the prototype (PMT SN1000 had an ep type gear change). Was the modification on L967 a precursor to the Roadliners? Finally, PMT took 21 single deck Fleetlines in 1970 which had the latest Westinghouse miniaturised direct air gear shift mounted on the steering column. These gave a lot of early trouble where oil in the air pipes caused delay in releasing a gear and effectively had the bus trying to drive in 2 gears for a brief but disconcerting period. Daimler solved this by fitting quick release valves at the gearbox end of each gear air pipe.

Ian Wild


23/02/20 – 16:33

Thanks for your input on Fleetline gear controls. I was aware of the Leyland Pedestal mounted EP’s as Bolton had them on PD2’s and PD3’s. But I am still puzzled about any air change device on Daimlers (there is thread open on the other webpage) I fully understand your comments about the coupling between the 6LX and the Gearbox on Fleetlines, having broken one myself, inadvertently. I was driving LUT Fleetline 184 on service 14 towards New Bury along Bolton Road in Farnworth, a fairly wide road. I was accelerating from a stop and while in third gear needed to pull out to pass a parked van. Indicating this manoeuvre, I became aware of a fairly fast car overtaking me, so came off the accelerator, but then seeing the car flash me to pull out, I re-applied my foot onto the pedal – Bang ! Disaster ! – bits of the coupling came through the bonnet housing, and more were embedded in the engine housing behind the rear seat. I received a caution for poor driving but that was later rescinded when the T&GWU represented me at a disciplinary hearing as the fault became more widely known about. Yes, the later FEGR Fleetlines had a small lever in a mini pneumocyclic style gear change that was mounted on the cab offside (not true Fleetlines though).
So still learning about Fleetlines all these years later, but still believe that electric control was better than air, for the reasons you have stated.

Mike Norris


25/02/20 – 05:49

In reply to Ian, the conversion could have been a precursor to the Roadliners but given that L967 was a 1963 delivery would the Engineering Department at PMT have made the conversion to such a new bus?

Leekensian


29/02/20 – 06:56


 

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Maidstone & District – Daimler Fleetline – 76 YKT – DL76

76 YKT

Maidstone & District
1964
Daimler Fleetline CRG6LX
Northern Counties H44/35F

Maidstone and District was an early user of the Leyland Atlantean, taking both normal and lowheight examples classified DH and DL respectively, from 1959 until 1963, when the Daimler Fleetline became the favoured choice. CRG6LX No.DL76, 76 YKT was delivered in September 1964. The Northern Counties body is shown as H44/35F on BLOTW but elsewhere is stated to be H44/33F. DL76 is seen in Tonbridge on 1st October 1967 by which time the BET was concluding negotiations with a view to the sale of its bus industry interests to the government. The imperfect state of the front panel of DL 76 indicates some prescience of the future world awaiting it under NBC.

Photograph and Copy contributed by Roger Cox


17/01/18 – 06:31

H44/33F seems more likely. The first Atlanteans of my local BET operator, Tynemouth and District had H44/34F seating, reduced on the next batch of Atlanteans, and the first batch of Daimler Fleetlines to H44/33F. This was achieved by reducing the inward facing seat over the front wheel arch from 3 to 2. 34 seems to be the maximum that could easily be fitted in downstairs, 35, although not impossible, would imply very cramped seating.

John Gibson


17/01/18 – 06:33

Roger, I would interpret the bent front panel another way – all was not perfect before National Bus company was formed whatever some fondly like to remember! Had it not been formed I would not have arrived at M&D from Eastern Counties in January 1970! It is perhaps an appropriate location to remind us of Mr Macawber: Annual income twenty pounds, annual expenditure twenty pounds ought and six, result misery! Perhaps the main reason BET were willing to sell out!
At that time all the M&D Fleetline DD were 77 seaters as indeed were the highbridge Atlanteans (according to the 1971 fleet list). DL 76 > 6076 was still at Tonbridge in 1971 having been converted to "OMB" as was the current expression. Tonbridge had no bodybuilders and had a small running shift, so it was no doubt waiting to go to Tunbridge Wells for repair – the dreadful split level garage that was eventually closed only in 2017!
See also www.old-bus-photos.co.uk/m_&_d_selected_memories.php

Geoff Pullin


17/01/18 – 06:33

Northern Counties made one of the best jobs of bodying the first generation rear engined buses. The engine shrouds hide the rear end bustle and the proportions look just right. In this instance the whole show was helped by a tasteful traditional livery that fitted the lines of the body. Although a bit boxy I thought the flat screens were better than the later versions where BET style curved windscreens were grafted on and never seemed to blend in right.

Philip Halstead


17/01/18 – 06:34

Nice looking bus, the livery helps. We had similar at PMT new in 1963. They were specified with a seating material called Replin which quickly became very soiled and were later retrimmed in very basic red vinyde. I prefer the M&D single headlamps to the twin headlamps fitted to the PMT batch. I like the Southern Region green Station nameboard!

Ian Wild


18/01/18 – 05:28

Not being familiar with the M&D fleet, I’m assuming that the prefixes DL and DH referred to the overall height rather than the upper-deck seating layout, hence the Fleetlines were DL as they had the drop-centre rear axle.

Geoff Kerr


21/01/18 – 06:22

The old M & D garage at Tunbridge Wells was originally operated by Autocar and was in existence prior to 1933 when London Transport expected to acquire it(they had to make do with the little garage in Whitefield Road which became the operating base for Greenline 704)The garage faced directly onto the main road and also Woodbury Park Road.Why do todays operators consider covered accommodation unnecessary?

Patrick Armstrong


24/03/18 – 06:17

A quick reply to Geoff Kerr; DH referred to ‘Diesel Highbridge’ and DL to ‘Diesel Lowbridge in the Maidstone & District fleet. I was not a lover of the Fleetline because, as a driver, I found the engine tended to resonate through the bodywork into the cab and would give me a severe headache after an hour! That is if the engine was not perfectly tuned and many ‘bus engine was not perfect! I also once had the misfortune to have an engine cowl corner fall away from the body and dragged it along road by the cables when returning to Maidstone from West Malling.

Freddie Weston


24/03/18 – 18:13

The ‘D’ stood for ‘Double Deck’, not ‘Diesel’, Freddie. The corresponding Single Deck code was ‘S’.

Roger Cox


07/06/18 – 05:27

Having known many M&D staff over the years I can say that TW was not very good at looking after vehicles. Many were the PD2s and Reliances that managed to mysteriously get to Brighton so that Edward Street fitters could do a brake reline or other maintenance task that TW didn’t want to do. It was very noticeable in old M&D days that the vehicles from GR & H would be very well looked after, whereas TWs looked like bumper cars.

Bob Cornford


 

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Old Bus Photos from Saturday 25th April 2009 to Friday 10th July 2020