Edinburgh Corporation
1943
Guy Arab II
Duple/Nudd H31/24R
This unusual but nonetheless attractive-looking Guy Arab II was new in 1943 to London Transport as its
G77 (GLL 577), and was originally fitted with utility bodywork by Park Royal. A Gardner 5LW engine
provided the power. It was withdrawn from London service in 1952 and sold to Edinburgh C.T, who had the
chassis rebodied by Duple/Nudd in 1953. As can be seen, it was given a full front and concealed radiator
by the bodybuilder. However, the front nearside ‘windscreen’ and side window next to the bonnet
were not glazed, probably as an aid to maintenance as regards access to the engine. Interestingly it was
re-registered by ECT on rebodying. Could this indicate that the chassis was fully overhauled by ECT
prior to the new body being fitted? The photo shows the vehicle in preservation, and isn’t that livery
just beautiful?
Photograph and Copy contributed by Brendan Smith
29/12/13 - 10:00
Thanks for posting, Brendan. I’ve not yet seen this vehicle "in the
flesh" since I started photographing buses, but I do recall seeing other Edinburgh vehicles
with the strange feature you mention. I think the others were Leyland Titans.
Pete Davies
29/12/13 - 14:57
My knowledge of Nudd Bros as a bodybuilder is practically zero but the one
useless piece of information that I do recall is that Mrs. Nudd was formerly a Miss. Mabel Barton
whose father was not exactly unknown in the bus world.
Nigel Turner
30/12/13 - 07:18
In an era when there was still a shortage of buses, London Transport were
forbidden from selling surplus buses to BET competitors, a ridiculous restriction. So, apart from
many going abroad, the largest single other purchases were 100 Daimler CWA6’s to Belfast Corporation
and 60 LT austerity Guy Arabs were bought by Edinburgh Corporation buses, I think, for tram
replacement. They were given fleet numbers 301 to 360 (JWS 581 to 640). Leyland-style glass-fibre
fronts replaced the originals when they were overhauled in 1959. Most of them lasted until the late
1960’s. I wonder if the registrations were changed just for the sake of having Scottish ones.
Chris Hebbron
30/12/13 - 07:18
There were sixty of these buses, purchased to enable the Edinburgh tramway
system to be abandoned within very tight budgetary constraints. London Transport wanted to get rid
of all its utilities as soon as possible. The Guy Arabs, many of which had crash gearboxes with the
“wrong way round” (upwards from right to left) gear selection, were the least popular of the four
utility types in the fleet. The unfrozen TD7 STDs were pretty unpopular with drivers too, but there
were only eleven of these buses compared with 435 of the Guys. Understandably, LT wanted to get the
best price possible for these quite young machines of relatively low mileage, but the British
Transport Commission, to which LT had to accede, stipulated that no BTC vehicle disposals were to be
sold outside the group, unless for export or non psv use. This was a time of an ascendant public
transport industry, and the BTC’s paranoia in respect of independent and even municipal operators
surely cried out for some Freudian counselling. The LT Bristol Ks were passed on painlessly to
Crosville, Lincolnshire and Brighton, Hove & District, and the Daimler D fleet, with preselective
gearboxes and, for the most part, AEC 7.7 engines, could be kept a bit longer, but the Guys posed a
problem. The Scottish Bus Group would certainly take some, but no other market within BTC existed.
Several did go for export, but many ended up languishing in Cohen’s scrapyard at Feltham. Determined
to get a better price for its Guys, LT turned to W. North of Leeds, who became the main purchaser of
ex London buses for several years. Under pressure from all sides both within and without the bus
industry, the BTC finally relaxed its embargo on sales outside the group in December 1952. However,
before this, in November 1951, Edinburgh Corporation approached Guy Motors with a proposal to
purchase 60 ex LT wartime Arab chassis that Guy would renovate and update for rebodying. Entirely
happy to comply, LT found itself up against the BTC rule, but, not wishing to lose such a
satisfactory unit price for these Guys, LT approached James Amos of SBG to intercede on its behalf.
Despite being in different ownership camps, the SBG and Edinburgh Corporation had a harmonious
relationship, particularly as Scottish Omnibuses stood to take over the Musselburgh tram route when
it was abandoned. The ploy succeeded, though the buses were sold direct to Edinburgh, not via Guy
Motors, on the strict understanding that they were to be scrapped when Edinburgh had finally
finished with them. Edinburgh’s engineers were permitted to pick their own vehicles from the
withdrawn fleet, and collected their chosen sixty from Edgware garage in April and May 1952. The
bodies were removed and scrapped, and the chassis were overhauled and updated to such an extent that
they were given new chassis numbers, and hence new registrations. The Gardner 5LW powerplant was
retained, though 314 received a 6LW in 1963. New Duple H31/25R bodywork of lightweight construction
was ordered, though the major part of the work was undertaken at Nudd Bros and Lockyer in Kegworth,
Leicestershire, later to be renamed Duple Midland. These bodies were of a truly spartan
specification, to be emulated later by the early examples of the MCW group Orion. The complete
vehicle weighed only 6tons 14cwt 1qtr. No opening windows were originally provided, and the apparent
full front lacked glazing round the bonnet, possibly to improve engine access, but equally probably
to save weight. Originally, the front panels had a set of horizontal polished strips, but in 1958/9
a glass fibre front panel visually similar to the standard Leyland tin front was fitted. Opening
windows to the saloons were provided at the same time. To be pedantic, the solitary preserved Arab
above - Edinburgh kept its promise to scrap these buses upon their withdrawal between 1967 and 1969,
and only No. 314 survives - has the original form of shiny stripwork applied over the later extended
Leyland clone bonnet for its 6LW, and is thus not entirely accurate, but this is a minor point. It
is good to see this preserved example of a truly remarkable fleet of buses. I must acknowledge that
the bulk of this detail has been gleaned from Ken Blacker’s excellent comprehensive book “London’s
Utility Buses” (published by Capital Transport).
Roger Cox
30/12/13 - 07:19
Got a bit complicated - but when was it ever any different? Nudd Bros was
renamed Duple (Midland) and produced metal framed (mostly) buses. Willowbrook was then purchased,
but strictly speaking remained separate. Eventually Yeates was taken on board. All three were
Loughborough based and became the Duple (Midland) operation - Duple (Northern) being the former
Burlingham. Nudd Bros, Burlingham and Yeates were dropped as marques but Willowbrook became the
"face" of Duple (Midland). During this time, it built many double deck buses - mostly
Regent Vs and Atlanteans. When Duple began to feel the pinch, Willowbrook was sold off as a going
concern. [It produced it’s own designs from then on but increasingly it depended on work from NBC -
often by under-cutting Duple and Plaxton on tenders. The quality was, by now, very suspect.]
David Oldfield
30/12/13 - 09:27
Nudd Brothers and Lockyer, were originally based at a small workshop in
Chilwell, Nottinghamshire which was opposite the R.E.M.E 38 Central Workshop.
Roger Broughton
30/12/13 - 10:08
Thx, Roger, for fleshing out my more meagre story of LT’s dilemma in selling
perfectly good buses (well chassis at least), but many had had their bodies ovehauled or had sound
NCB-bodied Guys. I do recall that 314 was due to be converted to a tree-lopper and skulled around
for some time waiting for it to be done. In the end, it never happened and the vehicle went for
preservation, happily, for the story of these buses, especially 314’s, is really unusual and
interesting.
Chris Hebbron
30/12/13 - 11:12
For anyone with an interest in Londons utility buses, I really must recommend
the Capital Transport publication by Ken Blacker. "Londons Utility Buses". It is an
absolute gem, full of detail, superb photographs, and disposal references, and is a must for all who
loved the "utilities" in any fleet!
Alan Townsin’s TP book, "The
Utilities", is, of course, the complete reference work.
John Whitaker
30/12/13 - 14:46
I have been searching, but to no avail, for details of Edinburgh’s other
utility rebuilds, with Alexander bodies. I believe these were all Daimlers, some of the CWG5
variety, but seem to remember reading that some were CWA6, and that they were
"Gardnerised" upon rebuilding. This was, if correct, a most rare occurrence!
Can
any of you experts throw any light on this happening, or is my memory finally collapsing?!
John Whitaker
31/12/13 - 07:16
Am I correct in thinking that some of these were sold to the SBG and were
lengthened and given saloon bodies or did I dream it?
Chris Hough
31/12/13 - 12:07
S.M.T did indeed rebuild utility Guys ex London Transport into 30ft single
deckers.
Stephen Bloomfield
01/01/14 - 09:07
re my last comment:
S.O.L. dismantled 23 ex London Transport Guy
utilities. Each chassis was lengthened to 30ft and rebodied, 17 with S.O.L. B39F bodies and 6 with
S.O.L. C35F bodies. As with the Edinburgh vehicles they were re-registered JWS 122 TO 131, KSC
918/919 and LSC 91 TO 101. 5 bus bodied vehicles went to S.O.L and the remainder to Highland
Omnibuses.
Also the first two vehicles rebuilt for Edinburgh received Duple bodies.
Western S.M.T also rebodied a number of ex London Transport Utilities. As with the Edinburgh and
S.O.L. vehicles they were reregistered.
This information came from my own records and also
from a recent publication by the PSV Circle about Guy Heavy Chassis.
Stephen Bloomfield
01/01/14 - 09:08
Stephen, I wasn`t aware SMT had body building facilities.
Are you sure
this work wasn`t done by Alexanders?
Jim Hepburn
01/01/14 - 12:38
S.O.L constructed the bodies at their Marine Works using Alexander frames.
Marine Works subsequently became part of Scottish Bus Group Engineering in 1985.
Marine Works
also constructed 32 Duple Vista style bodies on to Bedford OB chassis. 20 of these vehicles were
subsequently rebodied by Burlingham.
The same works also constructed 60 Bedford OWBs to a
design very similar to Duple.
In 1955 S.O.L also bodied a single decker using Albion Claymore
parts. Fleet number S1 LWS 926.
Stephen Bloomfield
01/01/14 - 13:20
Didn’t SMT also build utility bodies on Bedford OWB chassis during WW2? I
think they were undistinguishable from the Duple and Mulliner versions.
Michael Hampton
02/01/14 - 08:27
David, Alan Townsin’s book on Duple doesn’t quite agree with your history of
Duple Midland. Nudd Bros & Lockyer were the original Duple Midland, but they were at Kegworth, not
Loughborough. New premises in Loughborough were obtained by Duple, and the operation was in the
process of gradually moving there when Willowbrook were acquired, making three Midland factories in
all. Rationalisation (largely glossed over) eventually resulted in only the Willowbrook factory
remaining open, using Duple (Midland) as a badge name for some products. There is no mention of
Yeates at all, and I have no reason to believe they were ever involved with Duple; as I recall it
they simply stopped building bodies and remained as a dealer.
Peter Williamson
02/01/14 - 09:29
As I’ve said before, Peter, when you provide a thumbnail you provide the
opportunity for mis-reading or mis-interpretation. Your accurate reading of Alan Townsin’s book
doesn’t substantially disagree with my thumbnail. As for Yeates. I only recently discovered that
myself - but cannot for the life of me find the source. They "closed" in 1964 and it could
be a case of the "NCBs". The Yeates company didn’t fold, they just closed the coachworks.
When NCB did fold, the machinery and an amount of timber were sold to C H Roe. Possibly the same
happened with Yeates - selling machinery and parts to Duple (Midland)/Willowbrook.
David Oldfield
03/01/14 - 12:51
Re David Oldfields comments about Yeates. The link below may shed more light
on the closure of the coachbuilding section of Yeates :- //archive.commercialmotor.com/
Stephen Bloomfield
04/01/14 - 07:55
Thanks for this, Stephen. The link goes to the archive home page, but the
issue in question is 4th October 1963.
Duple took over Yeates body works (next door to
Willowbrook) but not the staff, and agreed to complete outstanding work and continue to service and
repair Yeates coachwork.
I’m surprised the Duple book doesn’t mention this.
Peter Williamson
My fault that. Link fixed.
05/01/14 - 16:46
Roger, I had no idea of the spartan and lightweight nature of the
Duple/Nudd-bodied Guys. The fully-fronted styling and ornamentation around the grille give the
impression of something ‘a cut above’, whereas in reality it sounds like, as my late Grandma
would have said, a case of "all outward show". Sadly, as you mention, ECT persisted with
this back to basics policy and followed on with the infamous Orion-bodied Titans. At least the
beautiful livery was retained as a saving grace. David O, thanks for clarifying the situation re
Duple, Nudd, Willowbrook, Yeates and Burlingham. As you say, it did get a bit complicated.
Willowbrook’s quality certainly was suspect, following its sell- off. West Yorkshire were to have
taken delivery of fifteen Willowbrook coach-bodied Leyland Leopards in 1981, but in the end only
received six (2594-99). They were not well received, and passengers complained that the seats were
very uncomfortable, especially on long-distance journeys. The overall finish appeared cheap and
cheerful when compared to Plaxton’s products, and the Willowbrooks were soon down graded to
dual-purpose vehicles. The remaining nine Leopard chassis were temporarily stored for some months at
WY’s Harrogate depot, as Willowbrook were experiencing a backlog of work and hadn’t room to store
them. The chassis were later despatched to Duple for bodying, becoming WY’s 2600-08. What a sad end
for Willowbrook, and who would have guessed that Duple would eventually close its doors some years
later?
Brendan Smith
06/01/14 - 07:59
Duple was a national giant when Plaxton was still a local upstart in the early
fifties. At the same time Silver Service Darley Dale were receiving Regal IVs with Willowbrook coach
bodies and a little later Black & White Motorways received slightly more modern versions of the same
body on Reliances. These were full blown coaches - as were the later Viscount and Viceroys - and
ranked among close seconds to Burlingham’s Seagull for style. [These were also Willowbrook names
before Duple hi-jacked them.] Yes Brendan, with Duple and Willowbrook both, how are the mighty
fallen.
David Oldfield
22/05/21 - 06:49
re Roger Cox’s comments on 314. I recall frequent meetings with it when it was
first preserved and on many occasions afterwards. It had the 6LW removed and a 5LW installed, and at
the same time the nose was restored to the original profile and a replica chrome front constructed
as shown in the photograph. I have photos in my collection showing the 6LW ‘snout’ and the
revised profile after it was re-engined.
Dr. George Fairbairn
Vehicle reminder shot for this posting
07/02/22 - 06:33
I have a BSA Bantam D1 ?1952, Registration No. JWS 495. I have no paperwork
for this vehicle and am trying to trace its origins in order to, hopefully, keep its Reg.
I
noticed, in the above photo, that the bus Reg. was JWS 594.
I wonder if my Bantam and this
bus were registered in the same area and if so, if there might be some existing County documentation
on my BSA which I might be able to present to the DVLA in order to keep the Bantam’s original
Reg.
John Boyd
08/02/22 - 06:12
Bus Lists on the Web shows a few JWS registered vehicles. The WS registration
series was issued in Edinburgh.
Edinburgh Corporation had four new buses (JWS 67-70) which
are shown as new in July 1952. They also had about sixty former London Transport Guy Arab buses
rebuilt which were re-registered JWS 581-640. JWS 581 is shown as registered in November 1952. This
was followed by JWS 582-640 which are shown as registered between February and July 1953.
Looking at the list it can be seen that these were delivered quite randomly therefore it can be said
that the block of registrations would have been reserved in advance.
To obtain the list of
the above go to www.buslistsontheweb Search, Registration, Key ‘JWS’ to see the whole series
Highland Omnibuses also had some single deck Guy rebuilds which became JWS 122-131. The exact
months for these are not shown, only the years - 1952 (JWS 122-127) and 1953 (JWS 128-131).
David Slater
