Old Bus Photos

Lancaster City Transport – Leyland Titan – LHG 537

Lancaster City Transport - Leyland Titan - LHG 537

Lancaster City Transport
Leyland Titan PD3/6
East Lancs H41/32F

At Local Government Reorganisation in 1974, Lancaster merged with Morecambe & Heysham to form a ‘new’ Lancaster City Transport. The operator found itself short of modern, serviceable, vehicles and some were acquired from Maidstone Borough, some from what had become Burnley & Pendle, one from Merthyr Tydfil, and there was even a Seddon (ex Demonstrator) which has appeared on these pages already. LHG 537 is one of the Burnley contingent, a Titan PD3/6 with East Lancs H73F body, dating from 1961. In this view, she is climbing the hill of Great John Street, towards Lancaster Town Hall, on the 2 to Hala. It is 20 May 1975 and she is still in the Burnley arrangement of maroon and cream – not a great deal different from the Lancaster arrangement – with fleetname in Tilling style.

Photograph and Copy contributed by Pete Davies

16/07/16 – 05:30

Lancaster also bought a lowbridge Atlantean from Trent and a number of ex Salford ones from GMTPTE In addition an ex Wallace Arnold Leyland Leopard was bought from Fishwick.

Chris Hough

16/07/16 – 17:16

Pete is quite correct when he says that the enlarged Lancaster undertaking was short of modern vehicles, much of the fleet comprising ageing AEC Regents at Morecambe. What is quite amusing though is that the "modern" fleet additions he mentions comprised of a variety of buses built between 1957 and 1961, so on arriving around 1974 were somewhat long in the tooth themselves!
The one depicted – and its sisters – were never used as OPO buses in Lancaster and nor were they in Burnley. However, the window to the left and behind the driver appears to have been modified, presumably for the purpose of OPO – and I note the unusual position of the mirror underneath the second ‘A’ of the destination, presumably to give the driver a view of the lower saloon/platform area with a view to being used single-manned.

Dave Towers

18/07/16 – 06:56

This batch of PD3’s had the front bulkhead window arrangement from new. It was a common arrangement on early forward entrance double deckers to allow drivers to see the platform and communicate with the conductor but OPO of double deckers was at that time a long way off becoming legal. The arrangement was tidied up on later designs with the whole front window being angled to avoid the two-piece window. After this it became less noticeable.

Philip Halstead


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Huddersfield Corporation – Leyland Titan – WVH 419 – 419

Huddersfield Corporation - Leyland Titan - WVH 419 - 419

Huddersfield Corporation
Leyland Titan PD3A/2
Roe H39/31F

Since the formation of the partly railway-owned Huddersfield Joint Omnibus Committee in May 1930, the arrangement had been that tram and trolleybus routes, irrespective of whether they ran within or without the borough, were to remain the business of the Corporation, and that all motorbus routes would be run by the JOC – a very different arrangement to JOC agreements elsewhere. When the Corporation finally made a decision to abandon trolleybuses from 1961 and replace them with motorbuses, then the converted routes would remain in Corporation control. With the introduction of motorbuses on the 30 Almondbury to West Vale route in November 1961, eight Leyland PD3A/2’s with Roe H39/31F bodies (401-408, UCX 401-408) were delivered – a new type for Huddersfield – in a streamlined variation of the livery. They were not well received at the time, being considered noisy and slow, adding considerably to the time taken to climb from Elland to Ainley Top up the steeply graded ‘Ainleys’ compared to the trolleybuses.
For the next conversions a further 16 of the same type were purchased (409-424, WVH 409-424), delivered in two batches in late 1962/early 1963. Eight similar, but shorter PD2A/24’s were bought for the JOC later in 1963, being in the JOC’s more conventional three-cream-banded livery, but then allegiance switched to Daimler products. Trolleybuses were abandoned altogether in 1968, and in October 1969 the Corporation took over the former railway-owned share of the JOC, as well as the local stage services of Hanson’s Buses Ltd, so from then the operation was all ‘Corporation’. Someone then suggested a new version of the livery should be introduced for the newly combined operation, and 419 (as seen above) was duly turned out in this scheme that can surely only be described as truly dreadful – rather like the drab Hanson all-over red with a cream front. Here it is seen in John William Street in September 1970. Thankfully, this particular idea was not adopted.
Following the formation of the West Yorkshire PTE twelve of the WVH-registered buses were transferred to Halifax (Metro Calderdale), including 419 – soon after renumbered 4419. All but one were repainted into WYPTE livery and soldiered on having quite a hard life on Halifax’s arduous routes, 4419 being withdrawn in September 1979, then sold at auction to a scrap dealer. The last one (4418) was withdrawn in February 1980 being one of the last three halfcabs in the Halifax fleet. Of the ones that remained at Huddersfield, some were sold for further service with OK Motor Services of Bishop Auckland, in whose livery they looked superb. One was later used as a static restroom and changing facility at the Beamish Open Air Museum, painted allover grey, but is believed not to have survived.

Photograph and Copy contributed by John Stringer

21/06/16 – 06:04

John says these buses were not popular when introduced. I think any motorbuses which replaced trolleybuses were on a hiding to nothing especially in such hilly terrain where passengers were used to a silent climb up the long slog to Ainley Top. The same happened in Bradford where the AEC Regent V’s got a bad reputation for noise and vibration when they took over from the trolleys on the climb up to Wibsey and Buttershaw. Bradford compounded the problem by moving to synchromesh gearboxes so in addition to the engine noise passengers were treated to the screaming whine from the gearbox.

Philip Halstead

21/06/16 – 09:06

Much as I loved trolleybuses Philip, and I did love them, if I’d been a resident of Wibsey or Buttershaw I’d have raised no objection at all and indeed I’d have been delighted, to enjoy the symphony that you mention coming from the gearboxes of the Regent Vs. If the totally unnecessary bad driving sadly so characteristic of many of the Bradford chaps on the Mark Vs had caused any injury or bruising I’d have had to follow the advice of the wonderful J. Stanley King and purchase some embrocation !! Oh to go back to the wonderful days of the 1940s/50s/60s when virtually every make and model had such character and individuality.

Chris Youhill

21/06/16 – 10:46

Indeed so, CY! We can of course sample these delights during rallies and running days, but it isn’t the same as experiencing them in normal service. Someone has commented on here in the past – I suspect it might have been Roger Cox – about having ‘steering technicians’ these days instead of drivers. All they are able to do is aim the vehicle; everything else is done automatically. When the Optare Deltas first came into service – sorry, folks! – Marchwood Motorways had some. Drivers of more traditional vehicles commented that they didn’t have even the rudimentary gear stick of a normal automatic, just three buttons: go forward, go backward, and park it. It worries me that some fleets now have them in their ‘driving schools’! Intended specifically for those ‘steering technicians’, perhaps?

Pete Davies

22/06/16 – 06:37

My memory of trolleybuses in Nottingham is that they were certainly quiet and powerful, even on steep gradients, but smooth they were not! The superb acceleration was achieved in a series of sudden sharp thrusts – reminiscent of an aircraft take-off. They couldn’t compare for smoothness with the huge fleet of pre-selector Regent IIIs.

Stephen Ford

22/06/16 – 06:38

The Leyland PD3, though undeniably a reliable plodder, was never a scintillating performer, and its braking characteristics left much to be desired. During my time in Halifax, the HPTD contribution to the 43 Halifax – Huddersfield service which traversed the Ainleys en route always consisted of PD2s which ascended the long, steep gradient steadily if not spectacularly. The Halifax JOC PD3s were generally relegated to the rather less demanding Hebden Bridge – Brighouse services. The prospect of going down the Ainleys with a PD3 would not have inspired confidence in me – I suspect that third gear would have been required to obviate severe brake fade on entering Elland. The ‘streamlined’ colour scheme of the Huddersfield Corporation fleet looked quite smart to my eye, as, indeed, did the more restrained JOC version of the livery. As John remarks, the appearance of the bus in the picture is absolutely terrible. I would suspect that this idea emerged from the engineering department where considerations of painting costs rather than presentational image took precedence.

Roger Cox

22/06/16 – 06:38

Bus sounds of old certainly stick in your mind. We had Regent V’s in Rochdale but they were of a special breed. Fitted with Gardner engines and preselector gearboxes they used to bark their way up Drake Street and then at the top would give that characteristic little jump forward as the driver pressed the gearchange pedal to change up. No screaming or whining from these beauties. And oh that livery!

Philip Halstead

22/06/16 – 06:39

With all due respect to the old-timers (being one myself!) I think your remarks about steering technicians is unnecessarily harsh. With the volume of traffic on the roads and the abysmal driving standards generally anything to make the drivers job easier is to be applauded.
Would you like to drive a bus with a crash gearbox on todays roads while collecting fares and dealing with the idiots on the roads and the moaning "t’wearlies" at every stop and behind you not to mention the drunken yobs on lates? I thought not.
I have never driven an automatic bus in my life (and very few semi-automatics), but if I were city bus driving today I would be grateful to have either !

Malcolm Hirst

22/06/16 – 06:40

At Reading Buses on Friday during a break on the 2016 Royal Blue Run one of the female technical apprentices asked what the long lever with the ball on top was for ie gearlever-she was being serious!

Roger Burdett

22/06/16 – 09:39

Malcolm I know exactly what you mean about today’s road and service conditions and nowadays you are right. As one who had to suffer many new fangled fully automatic systems in the 1960s/70s though I have to say that several of these were violent in behaviour and in certain circumstances downright dangerous. Take for example the first batch of 33 foot Fleetlines of LCT which incorporated a "kick down" facility – the very title says it all. Upon approaching a roundabout if you wished to change down you had to slam the accelerator pedal to the floor whereupon the infant electronics should have selected a lower gear. this failed more often than it worked and so, aided by the legendary torque of the Gardner engine, you were propelled towards the hazard at speed in top gear, or which ever ratio had been too high as you "kicked down." On the other hand, and to be fair, all the modern systems leave me breathless with admiration as they "read" the road situation with incredible precision and change up and down imperceptively. The only exception in my experience were the dreadful Leyland Lynxes in which the ZF gearboxes regularly malfunctioned and "missed" third and other gears, causing the Cummins engines to scream to full revs in neutral and before your could ease off the gear would then engage with a violent thud – causing universal loud condemnation from the victims within "They’ve some rough drivers on this firm, we don’t know where they get them from." The same could and did occur as you braked smoothly and the ZF decided to change down in a similar fierce manner, resulting in "Oooh this fella’s ‘evvy on his brakes" from within.
Speaking now admittedly with "forked tongue" I have to say that as an enthusiast I would gladly enjoy a live gearbox on urban service work, but I realise that’s an exceptional view.

Chris Youhill

22/06/16 – 14:47

Interesting use of the word "Kickdown".
In automatic cars the kickdown was to engage a lower gear but for acceleration rather than deceleration.

John Lomas

22/06/16 – 14:48

I seem to have kicked over the ant-hill! I was not intending to denigrate today’s bus and coach drivers, for most of them do a fine job with the equipment they are given. As Chris says, some vehicles in the not too distant past have been dire in the way they have changed gear. First in Southampton have some Volvo double deckers (W801 series) which sound as if they are desperate for a gearchange, but I’m told that it’s actually the cooling fans . . .
I used to work for Southampton City Council on the traffic management side, and was the only one in the team who had ever driven a bus (though not on public service). Even my manager hadn’t. I took advantage of an invitation in the booking office window of the old Hants & Dorset Bus Station in Southampton – it was Hampshire Bus by then: "If you’ve ever wondered what it’s like to drive a bus, pay us £10 and have a trial hour." It was a Lodekka trainer of the EMR…D series, crash gearbox, so double declutch every move, and a big stick. At least it gave me some idea of what the bus driver had to contend with.
With reference to Roger Burdett’s comment, I was once told about two coach drivers who had been sent to collect a pair of new vehicles. I believe they were Neoplan Skyliners. The drivers inspected the exteriors and then had a quick look inside. They were appalled by what they found, and there then followed an urgent call to office. "We can’t drive these, boss. We’re only licensed for two pedals and a wrist-flicker, but these have three pedals and a big stick! HELP!" At least the ‘wrist-flicker’ is more like a real gearchange than the three buttons I mentioned.

Pete Davies

23/06/16 – 08:53

Too true Pete – when the first "buttons" Olympian was delivered to SYRT my heart sank and my fears intensified when we were taken out on "familiarisation" runs and I found that the Company had fitted a plate over the original "1, 2 and 3" buttons taking away any emergency control from the driver. My immediate protest about legality (in which I was eventually proved wrong it seems) encourages this unbelievably fatuous sneer from the uninformed senior fitter that "We’ve blanked them off to prevent you mad drivers from thrashing it in lower gears." I still after 28 years cannot believe I heard that. When I took my objections to the General Manager I was told "Oh well if you don’t like it, take a screwdriver with you and remove the plate while you’re driving", to which I politely replied that I supposed that I should then be sacked for interfering with the bus. So it was that the famous 107 "TWY 7", which should of course have had an E *** *** number, leapt and jerked its misbehaved ZF way along, often in the wrong gear, especially in heavy urban traffic. The same "Company Luddite" treatment was afflicted upon the next two Olympians also. I retired in 2001 and I can’t for certain remember now, but possibly the offending plates were removed from the gear buttons eventually.
I’m talking now of course about the earliest versions of the "button" method and as I’ve said elsewhere the modern gearboxes are intelligent and faultless to a commendable and amazing degree, so credit where its due. To my traditional standards though, the buttons always reminded me of the "long, medium and short" wavelength buttons on old radio sets, rather than anything automobile.

Chris Youhill

24/06/16 – 05:57

The link below shows the first UK bus with three button gear control.

Stephen Allcroft

24/06/16 – 05:58

Chris, the ZF box, if properly maintained, was probably the best of the earlier auto systems in double deckers, though the Allison in single decks was OK. The sequence of torque converters with lock up at each stage effectively gave five gears, and the hold down buttons for the intermediate stages allowed some measure of driver control to considerable advantage. The policy you mention of plating over these buttons was stupid and insulting. If neglected, the ZF box could certainly behave in the wayward manner you describe, with thumping, rough changes at illogical speeds, but this was definitely a maintenance issue. Some of the Viscount (i.e. Cambus) Olympians of the Peterborough area displayed these symptoms, but in regular driving one did get to sense that the thing was about to change gear upwards, and easing the accelerator at that point alleviated the bang. Slowing down was another matter, and nothing could be done to minimise the savage lurch and thump of the lower gear engagement. By contrast, the Olympians at Huntingdon & District were better maintained, and the ZF gearboxes there behaved entirely properly. To my mind the worst of the earlier bus autos was the three speed Voith box that Stagecoach specified in the Volvo Olympian. With these, the engine had to be taken up to screaming full revs before the thing would change up, and, on slowing down, the lower gear would lurch in again at ridiculously high road speeds. When the bus was held in gear for more than a few seconds, such as when waiting to enter a roundabout, the Voith automatically engaged neutral, so that, when the accelerator was depressed to move off, the engine would speed up a bit before the gearbox engaged with a lurch. Several valuable seconds would thus be lost in trying to get the bus going again, and coupled with the miserable low speed torque of the Volvo engine, moving off could be decidedly sluggish and hairy in some circumstances. At Peterborough, the southern exit from Queensgate Bus Station is on a rising gradient into a fast, busy roundabout, and these Volvo Olympians were hopeless at getting out. Similar nightmares would be experienced re-entering the A1 traffic from village side roads, pulling into the A605 at Elton, crossing the A47 at Wansford……… I won’t go on. The Voith may have been simple and easier to maintain, but it was hopeless on the road. At Ramsey, our ZF Gardner Olympians would just about run for two days on one fill up. The replacement Voith Volvos had to be refuelled twice in one day. Yes, the modern transmissions do seem to behave better, but I retired (thankfully) in 2006, so I don’t have any practical driving experience with them.

Roger Cox


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Dews Coaches – Leyland PD3 – FTF 702F

Dews Coaches - Leyland PD3 - FTF 702F

Dews Coaches
Leyland PD3/4
East Lancs H41/32F

This PD3 was delivered to Ramsbottom UDC in November 1967. The chassis is variously described as PD3/4 or PD3/14, the confusion arising because Leyland reclassified its chassis codes at around that time. PD3/4 is probably correct. The body is by East Lancs and was delivered as H41/32, but, again, the capacity is now sometimes quoted as 70 seats. The Ramsbottom fleet was absorbed into SELNEC on 1/11/1969, and FTF 702F was withdrawn by SELNEC’s successor, Greater Manchester PTE, in December 1980. It was sold initially to Gold Star Coaches in St Asaph, North Wales, who then disposed of it to Alpha Coaches of Bootle in 1984. It didn’t stay there for very long, because in July 1984 it appeared in the fleet of Black Prince of Morley, who ran it right up to the end of that firm’s operation in July 2005. First Group sold it in September 2006 to Dews Coaches of Somersham, who added it to their small heritage fleet. FTF is seen here on wedding duties in St Ives (the Huntingdonshire one) on 5/9/2015.

Photograph and Copy contributed by Roger Cox

12/05/16 – 07:15

In my own days in St Ives, Ronny Dew ran a range of Bedford coaches however there were many Leyland PDs operated around the area by Whippet Coaches. Seven ex-Trent 72-seat rear entrance PD3/4s were in this mix but I don’t recall any forward entrance ones in Mr Lee’s fleet. Additionally there were a good number of PD2s most of which also came from Trent. I remember one low-bridge model from East Midland that I had previously ridden whilst it was with working on EMMS home territory.

Les Dickinson

12/05/16 – 17:02

A stunning all Lancashire product looking as good as it did 49 years ago when I first saw it. I prefer preserved vehicles in their original livery but this presentation is 100% plus.

Phil Blinkhorn

13/05/16 – 06:10

FTF 702F_2

Nice view, Roger. I have submitted one to Peter with the bus in "Black Prince" guise, at Duxford, if he’d like to dig it out.

Pete Davies

13/05/16 – 06:11

This fine vehicle was the last bus to run on scheduled Black Prince with one of the Cowther family at the wheel. Black Prince also had a Roe bodied Leyland Titan that was new to Farsley Omnibus. The whereabouts of this bus would be appreciated.

Chris Hough

13/05/16 – 06:12

I was lucky enough to have a ride on it last year at the Peterborough Bus Rally and it was in fine fettle. A friend of mine in his early twenties was at the wheel. For a young lad brought up on modern ‘aim and point’ buses he managed the heavy Leyland manual transmission admirably.

Philip Halstead

13/05/16 – 06:15

CUY 465

As Phil points out, this PD3 in Dew’s colours is a fine example of a traditional livery that stands head and shoulders above the ‘modern’, indulgent, eye offending absurdities that blight bus fleets today. Dews (the firm itself has abandoned the apostrophe) does have a Bedford OWB coach, CUT 465, of 1944 vintage with a later Duple Vista C29F body of 1952. It has made a brief appearance in the Foyle’s War TV series, though purists would declare that its later body makes it an anachronism in a wartime drama. It is seen here in the fenland town of Ramsey, providing a service to the former RAF Upwood airfield during the 1940s August weekend event of 2006. The gentleman facing the camera from behind the nearside mirror is Simon Dew who currently runs the business with his wife Debbie, though his father, David, still has active involvement.

Roger Cox

14/05/16 – 06:43

FTF 702F_3

A slight diversion, I know this is not a model bus site but here is a model I made of the same vehicle in original Ramsbottom UDC livery. It is 00 scale 4mm to 1 foot made from a plastic kit.

Philip Halstead

14/05/16 – 08:49

FTF 702F_4

This picture of "FTF" which I took as it waited to operate the very last ever Black Prince departure from Leeds Vicar Lane to Morley at 2315 on Saturday 30th July 2005. The conductor is Brian Crowther, founder of Black Prince, and the driver is his son David – the route is a tricky one with many stops on the steep Churwell Hill. The bus was virtually full all the way, and one well sozzled client was heard to splutter "What are they doing with old London Transport buses on here ??" Such is the lamentable understanding of many of the lay public about public transport I’m afraid. I have no hesitation in saying that David’s impeccable performance gave us the finest ride on a manual PD3 that we’d ever experienced, not the easiest machines to handle on hills with heavy loads, and the journey was a credit to him and his Dad, who didn’t show their emotions too dramatically but it must have been a very emotive hour for them.

Chris Youhill

15/05/16 – 06:57

Nice views of ‘little’ and ‘large’, Philip and Chris! Could Philip please point us in the right direction for obtaining such a kit?

Pete Davies

16/05/16 – 06:49

The kit was made by a company called Classic Model Company (earlier named MTS) but I am not sure if they are still available. They may be available on e-bay. I did hear the Model Bus Federation had bought the moulds so they many be obtainable through that organisation. The kit is a one piece plastic bodyshell with seating, wings, wheels etc included to be added separately. As kits go they were quite easy to build. They were offered as Leyland PD3 with exposed traditional radiator or St Helens front, AEC Regent V and Daimler CVG6. Transfers were included for Ramsbottom, Haslingden, Bradford, Huddersfield and Black Prince. The firm also did a Bristol FS with transfers for various Tilling/NBC fleets plus Central SMT. When available originally they cost about a fiver so were excellent value and very good quality. Hope this helps.

Philip Halstead

19/05/16 – 06:03

That green and white livery with red wheels is very attractive. Shades of Nottingham Corporation Transport at its best in terms of livery.
On balance I think I favour this one over the other good liveries that this vehicle has borne.

Orla Nutting

19/05/16 – 14:40

Thank you, Philip!

Pete Davies

19/05/16 – 14:40

FTF 702F_5

I myself have been lucky enough to drive FTF 702F whilst with Dews, I took it out on a number of occasions on trips to local rallies etc with members of the Cambridge Omnibus Society. A very pleasant bus to drive. The pic shows me with it at Great Yeldham Transport Museum open day in May 2011. It has the obligatory ‘Wedding Special’ on the blind to advertise the fact its available for wedding hire. The destination box being on the small size it would have only shown minimal info when in service.

John Wakefield

27/05/16 – 06:14

I think someone asked about the Farsley bus – HNW 366D. Sadly this was burnt out some years ago.

Paul Turner

07/06/16 – 06:58

After Black Prince HNW 366D moved to Classic Coaches and after the demise of the latter went to auction (with no COF) but was set on fire in the auctioneers yard after its auction.
BTW it had spent a brief period, joining HNW 365D, at Hardwick’s in Scarborough after WA ceased Farsley operations in the late 60s.

Ian H

02/08/16 – 06:48

Bancroft and Powers bought my grandfathers business Dec 1968, The Bedford CUT 465 was sold to Morton Potter Leicester I think in 1966, I have recently purchased a model of this bus in Dews colours.

Pauline Peters

30/10/16 – 06:20

The DVLA list owner changes of FTF 702F as follows which differ slightly from those quoted by Roger Cox.
current (Dews) 14/9/06
previous(Black Prince) 8/5/84
3rd owner (Alpha Coaches) 29/6/82 disposed 7/12/83
As a matter of interest Dews have recently sold the Leyland to a previous owner in Liverpool, this looks to be Taylor who traded as Alpha Coaches, Bootle.

John Wakefield

02/11/16 – 14:56

Travelled on this many times when it was Selnec 6408 and based at Bury, in the mid 70s.

David Pomfret

14/12/16 – 15:48

FTF 702F-3

Most unusually, this Ramsbottom PD3 was allocated to Rochdale depot by Greater Manchester Transport in the mid 1970s. Rochdale Corporation had never bought Leylands since 1940 and Rochdale’s own Leylands were all withdrawn by 1956. A couple of withdrawn Bolton Leyland PD2s with manual gearboxes were sent to Rochdale in the 1970s for driver training purposes, then 6408 appeared in passenger use. It was the only front-engined Leyland to operate from Rochdale’s Mellor Street depot after 1956.

Ian Holt

06/06/17 – 07:07

I’ve recently received an email with a photo showing that this PD3 has now been repainted back into its original Rawtenstall livery.

John Stringer


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