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York Pullman – AEC Regent V – ODN 348 – 71

York Pullman - AEC Regent V - ODN 348 - 71

York Pullman Bus Company Ltd
1957
AEC Regent V MD3RV 
Roe H33/28RD

A “could have been better” shot of a York Pullman Regent V with its rear doors closed. Talking of which does anybody know how the rear doors worked, were they air operated by the driver or operated by the conductor either manually or air assisted. I once went by normal service bus to Scarborough from Halifax via Bradford, Leeds and York, so the chances of going on a West Yorkshire K series with rear doors on route would be odds on I would of thought. But I can not remember the operating system of the doors, if you know please leave a comment.
I was obviously new to the skills of photograph back in 1966, the number of shots I have that were taken into the sun is amazing. The trouble is, with half cab buses the more interesting side is the near side which is not the easiest side to take angle wise. So when a chance for a near side shot came up you took it and hoped for the best, I could always retouch out the shadow that’s not a difficult job but then the shot would loose its originality.

A full list of Regent V codes can be seen here.

Don’t know how the doors on the York Pullman AEC in your photo worked, but the West Yorkshire K series buses all had conductor operated doors.  As often as not, the doors were left open except when the conductor had finished collecting fares and knew that it was unlikely that the bus would stop soon. Obviously, opening and closing the door was virtually impossible when the bus was frequently stopping and starting, when the conductor would be busy collecting fares, particularly on the top deck. Going from York to Scarborough, for example, (Route 43), the door would probably be left open until the bus had reached the outskirts of the city.

Roy Burke

The answer  to your question is the rear door on the York Pullman Regent V was operated by the conductor.
My late dad was a driver with York Pullman and I can say he has driven this and all the buses in the old fleet he was paired with Danny Weaver his conductor and yes I am a bus and coach driver, if you would like any more info on the old York Pullman then if I can I will only be to pleased to do so. I remember very well the old depot on Navigation Road, York then Peter Dew and his ‘Top Line Travel’ buses worked out of there when it was a car park how do I know? I drove for him and it is a pleasure and honour to drive from the same place as my late dad. I have spent many happy hours at the York Pullman depot dreaming of driving a bus sad but true.

Andy Tyler

Hi, I am clutching at straws here at the moment but I am trying to find out information on my father, Mr Donald Fewster who worked on York Pullman buses in the 1960s. Any information would be very gratefully received.

Brian Lloyd

I have just been reading the above comments and yes I remember Ada and Ted and also George Tyler. I believe George had the nickname Eggie because he used to be a driver delivering eggs. My Dad, Gerry Rank worked for York Pullman from 1939 until his retirement in 1990. He was a mechanic/driver. I have ridden many miles on their buses and coaches. My Mum was also a clippie, Molly, until I was born in 1956

Liz Greene nee Rank

Gosh, this is stretching the purpose of this site rather, but I was intrigued by Brian Lloyd’s enquiry about his father, Donald Fewster. That isn’t a very common name and there can’t have been many Fewsters in York, so maybe I, (or rather my dad), knew a relative of Brian’s. He was Alf Fewster, who had a greengrocer’s round with a horse and cart, and, later a Jowett Javelin, (Reg No. FDN 750). Any use, Brian?

Roy Burke

14/09/11 – 17:01

I clicked on this website cause I’m trying to find anyone who knew my dad, Geoffery Phillips, who worked for York Pullman until he left in 1990 ish. I know he knew Pete Dew and he used to say that the company was called Raynard Pullman. is this true? any help gratefully received.

Andy Phillips

15/09/11 – 09:31

York Pullman was bought out by a Father and Son called Marsh, who had earlier bought the Reynard Car Hire and Garage business, they had previously bought Broadbent of Stamford Bridge and Walkers of Tadcaster and combined them as Reynard Coaches. After the takeover, York Pullman traded as Reynard Pullman. In 1990 the York Pullman Coach business was sold to Hull City Transport. The bus part of the business was renamed Reynard Bus and was sold to the Rider Group (later to be part of First Group) later in the Year. York Pullman later passed to Durham Travel Services and then, in 2000 to First Group. The Current York Pullman was formed in 2007 by K and J Logistics.

D Hick

15/09/11 – 09:55

The original owners sold York Pullman to Reynard of Tadcaster in the late eighties adopting the name Reynard Pullman They in turn sold the coaching side of the business to Hull City Transport while the stage services went eventually to First

Chris Hough

16/09/11 – 09:33

On a visit to York last year, I had a walk along to Navigation Road to see if the depot remained. I had never been before and there didn’t seem to be any sign of it. Is it now demolished or re-developed?

Chris Barker

17/09/11 – 08:04

Yes-demolished a few years ago and replaced with student accommodation.

D Hick

15/01/12 – 16:41

Last time I saw this bus it was in a state with the engine out and wires everywhere, the body had been lifted of the chassis. I looked with a view of restoring it but bought Chesterfield Daimler 266 instead.

N.Hegedus

16/01/12 – 11:41

Don’t worry Andy Tyler – you’re far from being alone and its not sad at all. I spent much of my childhood and teenage years around the Samuel Ledgard depots at Ilkley, Otley, Yeadon and Armley “dreaming about driving a bus” (and West Yorkshire at Ilkley too) and succeeded in doing just that – for forty four years. I worked for many fascinating firms – Samuel Ledgard, West Yorkshire, Murgatroyds, Wallace Arnold, Independent Coachways, Leeds City Transport, South Yorkshire Road Transport, Caldaire (West Riding), British Bus, Cowie, Arriva – a dream come true and no regrets at all !!

Chris Youhill

11/07/12 – 08:10

Another dreamer! I finally learned to drive a bus at 50 years old (passed the test first time) Had 8 years with Southern National (Cawlett era). The stress finally got to me and I retired early. now living in York. Will extract a pic of Navigation road garage being demolished from the hard drive and send a copy in.

Steve Oxbrow

United Services – AEC Regent V – UWT 876

United Services AEC Regent V

United Services
1957
AEC Regent V
Roe L27/26RD

W. Everett & Son United Services to give them there full name operated from the Yorkshire village of Kinsley which is between Barnsley and Pontefract they ran services to nearby towns such as Leeds, Wakefield, Barnsley and Doncaster.
This bus delivered new to United Services along with UWT 875 another Regent V had a lowbridge body. If you look at first side window on the top deck you will see it has been smashed not by a bridge though looking at the bodywork.
United Services had quite a collection of second hand vehicles including a Dennis Loline from Aldershot & District and a very flash looking Titan with a Preston registration so ex Ribble, Scout or Standerwick I would guess. 
A good place to see more United Services photos is on the United Services section of Huddersfield Passenger Transport Group website to view click here.

This particular United Services was in fact made up of three autonomous family businesses who operated stage carriage services from the late 1920’s/early 1930’s under the United Services brand but also ran their own coach and paddy bus operations.
Willie Everett, the founder of W Everett & Son was my Granddad and my uncle Harry is the ‘son’ in the company name. Their bus depot was in South Kirkby near the parish church. The Kinsley depot belonged to Bingley Brothers, one of the other United Service operators (who had bought the business from another family called Granters who had been the first bus operator in the area). Cooper Brothers was the third family business partly operating under the United Services brand and it had a depot at one end of Stockingate in South Kirkby. The bus pictured is almost certainly from the Bingley’s fleet.

John Wrightson

06/10/12 – 18:52

I’m no expert on buses, but I used to travel on the United Services regularly in the fifties. We lived in Morley and my grandma (maternal) lived in Hemsworth, so my mother paid a monthly visit carting me along with her! This involved catching the West Riding 57/58 to Wakefield and then the United Services to Hemsworth. In the days before Wakefield Bus station we’d get off the 57/58 in Wood Street and catch the United at the Springs bus stops. In those days many of the United buses were former coaches and had windows you could wind down, like a car – guess who made a nuisance of himself winding the windows up and down.
When the bus station was built it was just a matter of changing platforms.
If for some reason we missed the United, we’d catch the West Riding service from Leeds to Hemsworth – but this only went as far as Cross Hills and we had to walk the rest. I recall also another independent operator in Hemsworth – Ideal Motor Services – I wonder what happened to them.

Geoff Bragg

10/10/12 – 09:10

The ‘Ideal’ referred to would almost certainly be, coincidentally, another ‘co-operative’ (they weren’t all that common) – i.e. that of Taylor of Cudworth, and Wray of Hoyle Mill, Barnsley, both trading as ‘Ideal’ and sharing a service running between Barnsley and Pontefract. There is a section on Ideal on this very site.
Taylor’s ultimately sold out to Yorkshire Traction, but most of their vehicles passed to Wray’s, who, I think, finished up with more ex-Taylor vehicles than ex-Wray, so to speak. Wray’s continued for a few more years (presumably running in co-ordination with Yorkshire Traction) before themselves selling out to YTC.
Another service running between Barnsley and Pontefract (but by a slightly different route) was operated by South Yorkshire Motors, but I don’t know whether or not it ran via Hemsworth.

David Call

David I can help you there, as I worked for South Yorkshire and successors (several) from 1987 until I retired in 2001. Under the WYPTE excellent route numbering scheme the SYRT (joint with Yorkshire Traction) route from Pontefract to Barnsley became 245. The service was basically hourly between Pontefract and Barnsley, with “short workings” to Hemsworth (Highfield Estate) also every hour, making a half hour frequency between Pontefract and Hemsworth – the latter Monday to Saturday daytimes only. The route was via Featherstone, High Ackworth, Fitzwilliam, Kinsley, Hemsworth, Shafton, Cudworth and Lundwood to Barnsley. The SYRT share of the mileage was handed over to Yorkshire Traction, along with the three new SYRT Dennis Darts, late in 1994 after Caldaire Group (West Riding) took over Pontefract depot. There, I bet you wish you’d never asked !!

Chris Youhill

11/10/12 – 07:19

Not at all, Chris, I’ve read a great many of your posts and they’re all enjoyable.
One thing I certainly didn’t know was that the Pontefract to Barnsley service was joint SYRT/YTC. Having had a look at the current 245 timetable, and assuming that the Hemsworth shorts interworked with the through service, I would say that four buses were required to run the basic Monday to Saturday service – two SYRT and two YTC? What would have been the Hemsworth shorts look as though they now run through to Barnsley as service 244, and the ex-Ideal service is still recognisable as the 246.

David Call

11/10/12 – 09:05

Thank you David and, yes, you’re right in thinking on “interworking” lines – at least throughout daytime hours Monday to Saturday – and that four vehicles would be needed. The South Yorkshire vehicles (and presumably YT as well) did alternate trips from Pontefract to Barnsley and to Hemsworth Highfields, taking a little under four hours for each cycle. One particularly vicious journey with which we were faced (weekdays) was at 1810 from Pontefract to Barnsley which also diverted via Highfields, a narrow and tortuous estate where by that time of day there was flagrant double parking everywhere. I may be mistaken – its a long time ago now – but I’m pretty sure that South Yorkshire did all the Barnsley journeys on Sundays with two vehicles to balance the mileage agreement, and of course there were no “Highfields” on the Sabbath.
I do still visit friends in Pontefract and I think that the whole service network in the region has been considerably modified now, especially since Stagecoach took “Tracky”, and the services running into Pontefract are numbered in the two digit “30s”

Chris Youhill

12/10/12 – 08:23

Indeed. When I checked back it seems that the timetable I had found was dated October 2006 – but still coming up on the internet, of course. What was the 245 has now become the 35, while the ex-Ideal service seems to have blossomed into the 46 and 47. I’m not saying the routes are exactly as they used to be, as you say services have generally been modified.

David Call

12/10/12 – 12:52

Both of the AEC’s, UWT 875/876 were delivered new to Bingleys in April, 1957. Out of curiosity, I looked at Bus Lists because T. Burrows of Wombwell had an identical vehicle, PWY 943. I’ve often wondered if they were ordered together but apparently not. The Burrows machine was delivered a year or so earlier and is listed as an MD3RV with the 7.7ltr. engine, the two Bingleys vehicles were D3RV’s with 9.6ltr. engines. The Roe bodies were identical though.

Chris Barker

13/04/13 – 07:23

Just a slight correction to the original text. The front window isn’t actually smashed – its the reflection of the gable end of the adjoining building – Bingleys only ever turned out pristine vehicles in service. Also they did not operate to Leeds and Barnsley as stated here. South Yorkshire Motors of Pontefract did and the confusion is because they also had a blue and white livery like United Services.

Mark B

31/05/14 – 08:01

Mention of the Ideal service, Barnsley – Pontefract, reminds me of the long service 70, operated jointly by Sheffield JOC and Yorkshire Traction, which ran from Sheffield to Upton. I often wondered why this stopped at Upton and didn’t run through to Pontefract. This would have required a fifth bus and a third operator.
The licensing system often made what seemed to be logical routes difficult.

Geoff Kerr

12/08/17 – 07:45

The “United” bus service was operated by a number of Companies in the area as stated. As I recall from growing up in the 50s Bingleys of Kinsley was known as W.R & P Bingleys. From memory I seem to remember that their buses were a darker blue than the one pictured. My Dad (Fred Stacey) did drive for them from time to time on a casual basis. As well as the Coaches used on “Trips” to the coast he would drive the “Mill Buses” which collected the Girls from the Mills and he often drove the Wakefield to Doncaster route along with Frank Bingley. They shared the duties for this using a Daimler Bus which I recall did something like 2 million miles in it’s lifetime. It was always the last bus out of Wakefield Bus Station at the weekend en-route back to Kinsley and if you missed it you walked.
Frank lived at the Upton Depot and operated from there. Albert Holmes was the Chief mechanic operating out of Gorton Street Depot in Kinsley and his Son (Paul) and I spent many happy hours playing in the garage known as Hunters Farm Garage. I also vaguely remember the Taxi they had which I believe was a Armstrong Siddeley.
These were happy times when life was at a different pace but I would bet journey times were no longer then than now.

David Stacey

30/08/22 – 07:02

I was looking for pictures of United Daimler/Duple (I think) GWW 49 and GWW 50 which I sometimes caught from Cross Hills to Wakefield for school (1949-1957). (Having come on an ‘Ideal’ to Hemsworth from Brierley). United had an elderly ‘high bridge’ double decker, ex-Leeds, I think. Great fun going round bends on the upper deck. One time, early 1950s (?) there was a strike, which didn’t involve ‘United’ crews, but we were made to get off on the outskirts of Wakefield.

John Lovett

Blue Ensign – AEC Regent V – 758 NDT

Blue Ensign - AEC Regent V - 758 NDT

Blue Ensign Coaches Ltd
1964
AEC Regent V
Roe H41/32F

The Doncaster area seemed to have had more than its fair share of independents and here is another one Blue Ensign. There first route was from Rossington to Doncaster Yorkshire in 1920. I think the reason for the number of independents was all the mining towns in the area and as Blue Ensign they start by running one route to Doncaster. Blue Ensign I think was more as the name suggests a coach operator rather than bus as they only purchased 3 more buses after the one above before selling out to South Yorkshire PTE on the 1st April 1978.

This vehicle still exists although it is now open top at the Sinsheim Transport Museum, Germany.

James Race

Blue Ensign ran from a depot in the centre of Doncaster and had a fleet of six vehicles – 3 coaches and three double deckers, latterly 3 Fleetlines.
The double decks were used on the jointly operated Rossington service and were finished in an immaculate livery of blue and cream with gold lining and stainless steel wheel trims

Andrew

My Grandmother “Molly” was a Clippy for Blue Ensign for many years. Grand mother is the only existing member of the crew now. Many days of our childhood were spent sat onboard the bus and meeting the regular passengers that used it. I recall that the busses were all kept immaculate, and the staff were very proud to be part of Blue Ensign. Grandma also arranged several trips and holidays around Britain with their coaches, particularly Teignmouth Devon stopping at a London Hotel, Lake Windermere, Scotland, Blackpool lights, and Woburn Abbey. These are wonderful memory’s.

Gary

Until the 1960s Doncaster was an absolute Mecca for enthusiasts of quality vehicles and operators of character and pride. Many’s the Saturday a group of us from the Leeds area would travel south, and spend a happy afternoon at the Christ Church terminus revelling in the variety to be seen and heard. We also used to take refreshments in the cafe there where, from the chatter of the many crews, we could really absorb the atmosphere of this once fascinating locality.

Chris Youhill

26/04/11 – 07:22

Yesterday sadly my Grandmother Molly passed away. Grandma spent many many years has a clippy for the Blue Ensign I am very proud of my Grandma to be part of the Blue Ensign Rossington bus service. She will be sadly missed by myself and her family.

Mollys Grandson

26/04/11 – 07:24

I’m sorry to read about your Grandma Gary – all the elements of the grand, proud old bus operators are dwindling fast nowadays sadly. I spent my happiest years working for Samuel Ledgard of Leeds – larger of course than the Doncaster area firms and with five depots and 100 + vehicles but the same proud spirit of service nevertheless. The Firm sold out on 14th October 1967 and so there are very few of us left now of course, but along with your Grandmother and the rest we proudly provided a reliable service which is sadly missed today.

Chris Youhill

27/04/11 – 07:23

Sorry to hear this- my condolences.
I remember these buses in that immaculate livery: not easy to maintain on those (then) filthy roads with their covering of slurry from the coal wagons.

Joe

18/06/11 – 07:44

I lived in Doncaster towards the end of this magnificently kept vehicles stay with Blue Ensign. We used to travel to school on her every day – and yes, I remember Molly. They (759 NDT, 3568 DT & PDT 497E) were always immaculate – no matter what the weather. I was really sad to see the Regents go – the Daimler replacements were never the same – and then the PTE marched in and bought the company. I rode on the last bus Blue Ensign ran as an independent – a really sad night.

Peter

18/06/11 – 09:19

Too true Peter – the “last nights” of these wonderful proud independent operators are too sad for words. There is always a strange feeling, earlier in the day, that the end has already come and that the final journeys are not “real.”

Chris Youhill

18/06/11 – 18:19

Pre M1/M18 the Oldfield clan regularly made pilgrimages to the East Coast – normally Scarborough – via Rotherham and Doncaster. It was at such time that I came into most regular contact with the famous Doncaster Independents.
The blessed C H Roe was the most common sight, but variously on AEC, Daimler, Guy or Leyland chassis. My favourites were the AECs but, as Peter said, anything not half cab was a step down in both quality and character. Fleetlines (and Atlanteans) were the first step on the slippery slope to modern “efficient, characterless sewing-machines” (my quote).
The only thing worse was the total destruction, for purely political reasons, of viable operators, up and down the land, of the like of the Doncaster Independents. Progress and change are not always bad, quite the opposite, but it seems always to be the case where the bus industry is concerned. lets fly the Ensign!

David Oldfield

12/04/12 – 06:00

Passing through Doncaster at the weekend, I stopped off for an hour and had a wander round to Cleveland Street and I can report that the old Blue Ensign depot still stands to this day although it’s in a sorry state now, fenced off and semi-derelict. There is a small square building at the front of the yard which I believe was their administration block and booking office for excursions and private hire. Thirty Four years after being taken over, a reminder still exists of a much loved independent whose fleet was always immaculately presented and a credit to the industry!

Chris Barker

03/08/14 – 07:40

There’s a colour picture of 3568 DT at //www.sct61.org.uk/zz3568dta  looking absolutely GLORIOUS!
Though I grew up in a red and cream area, for some reason I’ve always been partial to blue buses (Alexander Midland, Bradford, 70’s Brighton), but this one tops the lot.
By the way, does anyone know whether the upper and lower window surrounds were actually two different colours (“white” and “cream”), or is it just a trick of the light in this picture?

Graham Woods

15/06/16 – 06:16

Graham,
It is a trick of the light, it was the same shade of cream at both upper and lower deck windows.

Peter Beevers

10/07/21 – 05:34

Blue Ensign Coaches Ltd was owned by my great grandfather George Ennifer who I am named after. I’m not sure if anybody will see this comment but it has been lovely reading the history and your memories of his company. It has brought me great joy, thank you!

George Ennifer-Stanley

12/07/21 – 16:18

So glad that you found the postings joyful, George. Rest assured that many of the folk who have an interest in this wonderful website will have seen your post. I hope you have clicked on Graham Woods’ link to see the aforementioned bus in full colour!

Chris Hebbron

East Yorkshire – AEC Regent V – VKH 34 – 634


Photo by “unknown” – if you took this photo please go to the copyright page.

East Yorkshire Motor Services
1956
AEC Regent V
Willowbrook HBB56R

This is another highbridge Beverly Bar Regent V of East Yorkshire Motor Services this time a view of the near side, but what is very interesting is the single decker behind. You did not see many rear entrance full fronted bus or coaches, it is actually a 1954 Leyland Tiger Cub PSUC1/1 with a 5.76 litre engine and a Willowbrook C39R body. According to my British Bus Fleets book dated 1962 this batch of 14 had a centre entrance, were they converted sometime between 1954 and 1962. If you know, let me know, please leave a comment.
There is a much better photo of one of these single deckers here.

A full list of Regent V codes can be seen here.

Concerning the Tiger Cub mentioned there is no evidence for these ever having centre entrance/exits, but they were re-seated during 1955 as dual purpose, but still retaining the rear entrances/exits.

Keith Easton

Hebble – AEC Regent V – PCP 403 – 277

Hebble - AEC Regent V - PCP 403 - 277

Hebble Motor Services
1962
AEC Regent V
Northern Counties H65F

These two Regent Vs of Hebble are in Halifax bus station the one on the left is five years older with a Weymann Orion body there is a better colour shot of one of these buses here. I am not sure what the registration is of the one on the left as it seems to have fallen off.

one on left LJX 198 – Hebble

Anonymous

01/07/14 – 06:45

No, I’m afraid the one on the left is not LJX 198 – that reg belongs to a front-entrance Regent V now preserved. I think this batch of rear-entrance Regent Vs were registered GJX —.

Iain Templeton

Bradford Corporation – AEC Regent V – UKY 123 – 123

Bradford Corporation - AEC Regent V - UKY 123 - 123

Bradford Corporation Transport 
1961
AEC Regent V
MCW H39/31F

After my lengthy piece re the Routemaster yesterday I will keep the information on today’s bus to the point. It is a straight forward AEC Regent V with an AEC 9.6 litre engine, monocontrol four speed direct selection gearbox and air brakes, nothing controversial there unless you can come up with something, leave a comment if you do.

A full list of Regent V codes can be seen here.

Bus tickets issued by this operator can be viewed here.

I lived in Eldwick in the 60s. The village was originally served by the West Yorkshire services 62/62A from the forecourt of Bingley railway station. At some time these routs were extended through to Bradford and became jointly operated with the municipality. West Yorkshire ran its trusty FS Lodekkas and Bradford Corporation its Regents. The Service runs up the side of the Aire Valley escarpment to Eldwick on gradients of varying severity. The Lodekkas had vastly superior hill climbing qualities to the Regents. When Bradford dual sourced Daimlers and PD3s the Neepsend bodied Daimler CVG6LXs were a far better proposition for this service in respect to the hill climbing potential afforded by the Gardener engine.

Charles in Australia

Charles, greetings!

I lived in Eldwick from 1957 until 1983 and have fond memories of the 62/62A service, which for many years terminated in the car park at the Acorn Inn.  In time this had to move to Spring Lane where buses had to undertake a very tricky reversing manoeuvre.
When West Yorkshire made application to extend the service to Bradford the Bradford Corporation sought licence for a rival service to the village.  Eventually joint operation was agreed and I remember vividly the Bradford City Transport AEC Regents appearing in the village on driver route familiarisation duties.  They made very heavy weather of the climb from Beck Bottom towards Dick Hudson’s.
When the joint service began on 6 March 1966 the Bradford City Transport used Regents (which were housed at Saltaire Depot).  The period of Regent operation was quite brief as in the autumn of 1966 the Corporation received a batch of 15 Daimler CVG6/30 with East Lancashire (Neepsend) bodywork. As you say, they were a far better proposition for the Eldwick route.  The first seven of the batch 226-233 (EAK 226-233D) were allocated to Saltaire Depot, the rest 234-240 (EAK 234-240D) going to Ludlam Street and later finishing their BCT-days at Horton Bank Top Depot where they were used on the 9/10/12 Buttershaw-Stanningly and 76/77 Bradford-Halifax services.
I was the last Junior Traffic Clerk to be employed by Bradford City Transport joining the undertaking on 1 October 1973.  As I recall the Corporation’s Monday to Friday vehicle allocation to the Eldwick route was 2 buses (0625 out of Saltaire Depot and 0645).  Saturday may have been different but Sunday was 1 bus (1005 out of Saltaire Depot).
The other interesting aspect about the Eldwick route that I recall is that prior to joint operation with Bradford City Transport the West Yorkshire allocation would often be a Keighley-West Yorkshire Lodekka.
In fact I recollect that in the autumn of 1966 not only did we have the new BCT CVGs but new Keighley-West Yorkshire Lodekkas (KDX 224-227).

Kevin Hey

15/08/11 – 13:32

This is No 123 one of the second batch of Monocontrol Mk V’s 121-125 which had the noisier dry liner AV590 engine rather than the previous A208 unit as used on the Mk III. They were reputed to be very thirsty and were outlasted by the previous 1959 batch of Monocontrol Mk V’s 106-120. With the arrival of new manager Wake from St Helens huge batches of St Helens spec synchromesh Mk V were ordered 126-225 to replace the trolleybuses. Bradford hills and ex trolleybus drivers made a lethal clutch destroying team and things got so bad two (224 225) were expensively fitted with Monocontrol and AV691 engines but with AEC fitting the heavy Mammoth Major clutch, things settled down and no more were done. Truly horrid things.

Kev

15/08/11 – 21:54

Well Kev, you have answered a question which has puzzled me for years, namely as to why the UKY batch were withdrawn before the PKY. Now I know!
I always thought the PKY series were much better quality vehicles than the later batches. They certainly gave that impression, and I was a regular Regent V customer. I well remember 224 and 225 being fitted with Monocontrol, and thought they were thereby improved, but, as a BCT enthusiast, the mark V Regents are, to me, probably best forgotten!

John Whitaker

15/08/11 – 22:02

Kev, the reliable AEC 9.6 litre engines up to A218 were all dry liner engines, and these were replaced from around 1958 by the wet liner AV590. All the Southall wet liner engines were a constant source of trouble, and AEC finally gave up the struggle with them and went back to dry liners with the AH505 and AV or AH691. When driving them, I always felt that AEC engines were inferior in the low speed torque area to Gardner and Leyland engines, yet the London RT was always a more lively performer on hills than the RTL. When some red RTLs were painted green and sent to the Country Area, they were quickly deemed to be unsatisfactory, and were sent back again to be replaced by RTs.

Roger Cox

16/08/11 – 09:00

I’m on record as acknowledging the weakness of the wet liner AH/AV590. However, I’m not aware of major problems with Sheffield’s series 2 Regent Vs. Bradford’s territory is no more punishing than Sheffield’s and I cannot comment whether they were nasty or not. Sheffield’s weren’t. Did Bradford lack the will to work with them (as LT did with more modern buses)? What were Bradford’s maintenance standards like? [I don’t know.]
Roger is correct about the characteristics of the three major engines. Noel Millier (respected PSV journalist of the ’60s and ’70s) calls the AECs the thoroughbreds, the Leylands and Gardners the reliable plodders. That is being realistically and honestly complementary to all three. OK, I am AEC man, but the PD2/3 is also one of my favourite buses. My experience with (albeit preserved) RTLs is that they move like slugs compared with RTs. Interestingly enough, experience driving RMs in service in Reading is quite the contrary. Reading Mainline’s Leyland powered RMs romped up Norcot Hill – so individual circumstances change constantly.

David Oldfield

17/08/11 – 07:21

Bradford were as good as anyone else at bus maintenance. The Mk Vs were purchased, I believe, as the cheapest option for mass trolleybus replacement. anyone connected with the City`s transport will tell you what horrors they were!
I too like AEC`s, David, but not from that generation!
They were noisy, juddering, rough riding and slow, and were hated by everyone in the City!

John Whitaker

17/08/11 – 07:24

David, it is a curious thing that London Transport always seemed to be the exception in proving any rule. The Fleetline debacle was probably the most extreme example, and much of the blame lay with the LT engineering system. Aldenham was designed to overhaul buses that could be dismantled like Meccano, and the RT/RTL/RTW, RF and RM classes were specifically designed to be taken to pieces and reconstructed accordingly. Other types like the Fleetline and Swift/Merlin, didn’t fit this bill. Yet LT, unlike many provincial operators, seemed to have very little trouble with the wet liner AV590 in the RM, though the story with the wet liner Reliance in LTE service was very different. The RW, RC and RP classes and their utilisation graphically demonstrated London Transport’s ability to waste public money.

Roger Cox

17/08/11 – 10:29

There is a clue in what John says. I recall, I think, that Bradford’s trolleybus withdrawal was not scheduled: do I remember that there was an accident- possibly a fatality- involving falling trolley booms and the Corporation took fright & withdrew the trolleys as quickly as possible? They may have then found that the plant- poles & wires- were in poor condition. This may have led to bargains being sought from manufacturers whose buses were going out of fashion? It would be typically Bradford not to embrace the “new” bustle buses, but look to tradition! Have I got my history right or are memories muddled?

Joe

17/08/11 – 13:22

Yes Joe, there was a trolley head fatality at Four Lane Ends which may have affected the abandonment schedule, but I think the main reason was the over hasty city centre redevelopment, most of which has itself now been demolished. BCT certainly utilised much second hand trolleybus equipment in the fifties and sixties, enabling it to last as long as it did, but events overtook them a bit, and they were faced with inflated motorbus demands.
AEC were probably the cheapest option, and the Mark Vs were very unpopular among the public, even amongst the “a bus is a bus” brigade. Letters were written to the Telegraph and Argus about Bradford’s latest monstrosities!
I am only an enthusiast, so cannot comment technically, and the Mark Vs did have some attraction to the enthusiast, even if it were just the unpopular aura which surrounded them! Were they really built by the same organisation who built the 1-40 batch some 12 years earlier?

John Whitaker

23/08/11 – 10:07

The Mark Vs in Bradford service had two major problems as far as I am aware. These were broken injector pipes, there being a fitter stationed at Forster Square to deal with these on a full time basis, and blown cylinder head gaskets probably caused by bad driving on steep hills where labouring the engine would cause this sort of problem. The injector pipe problem was of BCTs own making as the anti vibration clips were often not refitted at replacement. The problem was eventually cured by redesigning replacement pipes to something akin to a Gardner injector pipe so I was told by a gentleman who did this and later set up a business supplying pipes to Volvo for use on their engines. I have it on good authority from former chief engineer Bernard Browne that the difficulties in obtaining spares and the problems of day to day operation led to the later purchases of CVG6 and PD3A to enable replacement of early examples and provide more reliable motorbuses for the fleet

David Hudson

City of Oxford – AEC Regent V – 978 CWL – H978

City of Oxford - AEC Regent V - 978 CWL - H978

The City of Oxford Motor Services
1958
AEC Regent V LD3RA
Park Royal H65R

The Regent V was in production from 1954 until 1968 there was a prototype Regent IV which had an underfloor engine but there was not much interest so it never went into production. According to research the only difference between the Regent III chassis and the Regent V was that the latter’s rear springs were ½ inch wider.
There was two differences though the first being the obvious cosmetic one of the introduction of the AEC wide-bonnet front end with the more square traditional AEC radiator. The former exposed radiator style was still available until 1960 and quite a lot were built that way.
The second but not so obvious was the direct selection epicyclic gearbox to replace the preselective gearbox of the earlier Regents, although about 100 were built with preselect gearboxes for a few operators, the normal clutch and synchromesh was also available.
Engine wise the Regent V had the usual AEC 7·7 and 9·6 engines and in 1966 a 11·3 litre version became available, for some reason in 1955-56 the Gardner 5LW or 6LW was available no 5LW were built but a few operators took some 6LWs.

A full list of Regent V codes can be seen here.

This vehicle was subsequently acquired by Provincial in 1970, becoming their no.80. It was one of seven purchased, the others being 970/2/5-7 CWL.

Stephen Didymus

05/08/19 – 07:14

May I respectfully correct a detail in your Regent V Chassis code panel?
The ‘D’ is always for ‘Double-Deck’. So MD3RV is Medium/ Double-deck/ Synchro box/ RHD/ Vacuum brakes. ‘D’ is NOT part of ‘Medium’!

Barry Hitchcox

Doncaster Corporation – AEC Regent V – TDT 349 – 149

Doncaster Corporation AEC Regent V

Doncaster Corporation
1956
AEC Regent V MD3RV
Roe H34/28R

If you visit this site on a regular basis the last bus that was on stand was a Sheffield Corporation AEC Regent III that looked like a Regent V here we have a Doncaster Corporation Regent V that looks like a Regent III. It was possible to order the Regent V with an exposed radiator until 1960 which was six years into production before the wide bonnet look took over completely. In 1956 the Bentley trolleybus service in Doncaster was converted to motorbus operation and I think these Regent V buses were acquired to fulfil the part.
The AEC code for this bus was MD3RV which meant this bus had the smaller six cylinder 7.68 litre engine with a four speed synchromesh gearbox and triple servo vacuum brakes.

A full list of Regent V codes can be seen here.

Doncaster was, of course, famous for transferring some of its trolleybus bodies onto PD2 and CVG6 chassis when the trolleys were scrapped. The trolleys had been rebodied fairly recently so the bodies still had lots of life in them, and at least one of the PD2s still survives. They were unmistakable as they retained the thick second body pillar upstairs where the power cables were trunked up to the roof, and on the PDs the body never quite sat right over the windscreen, having a slight overhang.

David Jones

There are actually two survivors of this exercise. All the Daimlers that received the ex trolley bodies were new chassis as were two of the PD2’s however four of the PD2’s were some 16 years old already when their original bodies were scrapped and replaced by an ex trolley body. Both survivors are Leylands and represent 1 each of the ‘old’ and ‘ new’ chassis.
When you realise that a lot of the bodies had themselves originally been built on second hand chassis as Doncaster took advantage of good second hand purchases thrown out as other operators closed down their trolleybus systems you’ll realise what a complicated story this was.
94, the oldest survivor actually received the body off EWT 478 that had originally been new to the nearby Mexborough and Swinton fleet in 1943 with a utility single deck body. The six vehicles of this type operated by M&S were bought by Doncaster in late 1954, the original bodies removed and scrapped and the chassis sent to Roe to be fitted with the new double deck bodies that would eventually find their way onto diesel chassis.The ‘new’ trolleybuses entered service in 1955 but would only have eight years use before the Doncaster trolleybus system closed in 1963. Trolleybus 375 and 94 live at Sandtoft Transport Centre.

Andrew

05/05/12 – 16:49

Three Yorkshire municipal operators bought exposed radiator AEC Regent Vs these being Doncaster, Huddersfield and Leeds. With the exception of the last ones bought by Leeds in 1960 all were short length vehicles. The last Leeds examples were the only ones to carry MCW bodywork and the only ones built to maximum dimensions They looked most imposing and were my favourite Leeds buses
As far as I am aware the only other company to buy exposed radiator AEC Regent Vs was City of Oxford

Chris Hough

06/05/12 – 08:06

How refreshing Chris to hear favourable comment about Leeds 910 – 924. I too admired them greatly and have spent many hours in total trying to get the detractors to tone down their often wildly exaggerated abuse of these handsome buses. My only criticism of them was, from a driver’s point of view, that tall people like me had great difficulty in seeing in the nearside mirror due to the position of the canopy – I notice that on preserved 916 a mirror with a longer arm which will no doubt of cured that little blip – possibly the others were similarly treated while in service ??

Chris Youhill

06/05/12 – 08:06

Chris, my native Nottingham also bought 65 exposed radiator Regent Vs in 1955/56. They came in two almost identical batches with Park Royal bodies. The first 30 (UTV209-238) seated 61. The remaining 35 (XTO239-273) seated 62. They were the last of a long line of Regents that started in 1929 and over the years totalled 478. Subsequently NCT took 44 Leyland PD2/40s in 1958/9 (the first Leylands in the fleet), but reverted to AEC in 1965 for 42 Renowns which were Nottingham’s last half-cabs.

Stephen Ford

06/05/12 – 08:07

3915 UB_lr

Chris Hough mentions the exposed radiator Regent Vs of Leeds City Transport with MCW bodywork, that dated from 1960 until withdrawal in 1975. Here is No. 915, 3915 UB on a rather dismal day in Leeds in April 1970.

Roger Cox

06/05/12 – 08:08

Rhondda Regent Vs 400-424 all had exposed Radiators and Weymann Orion bodies and I’m sure there were other examples.

David Beilby

06/05/12 – 16:47

Roger’s picture clearly shows the extended mirror arm which I mentioned – so presumably they were all similarly treated. The MCW body sat comfortably and tidily on the exposed radiator chassis. Also of interest in this picture is the destination “Kirkstall Forge” – a fairly unusual short working of services 24/5/6/7 from Swarcliffe to Horsforth.

Chris Youhill

06/05/12 – 16:48

Did anybody besides Sheffield have Regent III’s with Regent V grilles?

Eric Bawden

07/05/12 – 09:13

Chris Y mentions the preserved AEC Regent V from Leeds 916 3916UB This bus is non standard compared to the others of the batch as it was given an Atlantean front dome following an argument with a crane in the late sixties

Chris Hough

07/05/12 – 10:53

193 BFC_lr

Another exposed radiator Regent V with the Orion body is seen here in Oxford, wearing the resplendent livery of City of Oxford Motor Services. The lowbridge version of the Orion, as worn by MD3RV304, COMS No.193, 193 BFC, always looked less gawky to my eye than the highbridge variant. The best looking Orion bodies ever built were surely those supplied to Aldershot and District in 1964/65 on Dennis Loline III chassis, where the visual balance was greatly improved by the low level of the lower saloon window line, and then enhanced further by the excellent A&D livery.

Roger Cox

Vehicle reminder shot for this posting

11/01/14 – 07:44

It’s the first time I have been on your site and it has brough back some terrific memories. In the 60s and 70s I worked for Doncaster corporation transport department as a conductor and later a driver.The A.E.C. in your picture is coming of the bus stand on the North Bridge on its way to Bentley, in 1968 I was conductor on one of the Bentley service buses, it was in the summer, a very hot day and we were stood in traffic waiting to get on to the stand, along side us was a cattle truck, my driver was sat with the door slid wide open, a cow on the truck took short and peed on my mate, the door was jammed open, and poor old Jock couldn’t shut it. He was drownded in cow pee, the passengers on the bus burst out laughing and the bus shook from side to side. when we got onto the stand the cab floor had about 6 inches of cow pee in it, poor Jock was soaked to the skin. This is a true story the picture of the AEC brought it flooding back! the driver should be in the Guiness Book Of Records – the only man to be peed on by a cow while driving a bus! thanks for the memories.

Rog Haworth

13/01/14 – 08:36

Chris H, after death and taxes the next thing you can be sure of in this life is of being immediately proved wrong if you post on this forum! Mention has already been made of exposed-radiator Regent Vs with Nottingham and Rhondda – there were actually 27 Rhondda examples, 298/9, 400-24.
I can add East Yorkshire – two distinct batches in the series 634-50 (VKH 34-50). There are two pages on this very forum devoted to these vehicles! www.old-bus-photos.co.uk/?p=8 & www.old-bus-photos.co.uk/?p=937  
One exposed radiator Regent V which is often overlooked is this one of Bedwas & Machen. The photo comes from the collection of a regular contributor to this site, see above! I hope he doesn’t mind my linking to it. www.sct61.org.uk/bj9

David Call

15/01/14 – 05:55

In response to Eric B’s question re Regent IIIs with Regent V-style grilles, here’s one with a Regent V-style grille, but obviously not a Regent V-style bonnet. The chassis, a Regent III prototype, remained with AEC as a test chassis for several years, before being sold to Liss & District who had it bodied by Roe as seen here. Later recorded with Creamline of Bordon (an associated concern), and later still with Super of Upminster, it is thought to be depicted here with Creamline.
The Regent III on the left is almost as interesting – it’s production chassis (type 9612A) remained with AEC for almost as long as that of 150AOU, before being bodied, again by Roe, for Liss & District, later passing to Creamline. Could these have been the only Regent IIIs to feature forward entrances from initial bodying? www.flickr.com/photos/

David Call

15/01/14 – 08:57

Yes, but don’t forget the (roughly) 80 Regent IIIs delivered to Sheffield in 1955/56 with Roe and Weymann bodies. They all had Regent V fronts. Sheffield wanted heavyweights and only the lightweight Regent V was available initially. They therefore took delivery of 9613S chassis with Regent V fronts.

David Oldfield

Huddersfield Corporation – AEC Regent V – SCX 194 – 194

Huddersfield Corporation AEC Regent V

Huddersfield Corporation
1961
AEC Regent V
East Lancs H39/31F

The AEC code for this bus was 2D2RA this code started in 1960 and was really the start of the Regent V series 2. This bus is a straight forward Regent V being 30ft long 8ft wide has a AEC AV590 six cylinder 9.6 litre engine with Monocontrol four speed direct selection gearbox. This actual bus was sold to Kowloon Motor Bus, Hong Kong in 1973 I have searched the internet but can not come up with a shot of it in Hong Kong If you know of one please leave a comment with a link and I will update.

Here are a couple of links to photos of 194 in Hong Kong, the first whilst in operation and the second sadly at the end of its days.

1)  //bit.ly/c3CTpR

2)  //bit.ly/bzVxzW

J S Hinchliffe (HPTG)

In municipal days Huddersfield was technically two fleets these were the corporation fleet which served the town and the Joint Committee fleet which went to places like Dewsbury and Halifax. Prior to 1961 the corporation fleet was all trolley buses the first modern motor buses being a batch of Roe bodied PD3s.
The Regent above is a JOC bus and carries a restrained red livery. The corporation fleet carried a nineteen thirties streamline livery that lasted until the late sixties early seventies. Eventually the JOC was disbanded and all Huddersfields buses wore the same livery

Chris Hough

East Yorkshire – AEC Regent V – VKH 47 – 649


Photographer unknown – if you took this photo please go to the copyright page.

East Yorkshire Motor Services
1957
AEC Regent V
Willowbrook L31/28RD

Now we have two Regent Vs from a batch of 19 delivered to East Yorkshire in 1956/7 they were fleet numbered 634 – 652.
634 to 648 were 27ft in length had AEC 7.68 litre six cylinder engines a four speed synchromesh gearbox and a Willowbrook highbridge “Beverly Bar” style roof bodies seating 56 as per the bus on the right above. 
649 and 650 had the same engine and gearbox but had Willowbrook lowbridge bodies seating 59 as per the bus on the left above.
651 and 652 were 30ft in length with AEC 9.6 litre six cylinder engines a four speed synchromesh gearbox but with Roe highbridge Beverly Bar style roof bodies seating 66. Another difference that 651 and 652 had was that they both had the more well known concealed radiator associated with the Regent V to see a shot of one of them click here.
With regards the above shot the bus on the right must have a cold running engine, that is a rather large radiator blanking panel. Getting a photo that shows the shape of the “Beverly Bar” style roof is not easy as it was painted white and when shot in black and white the roof merged into the sky.
I wonder why East Yorkshire ordered nineteen of these Regent Vs and not twenty seems a strange number to order to me

A full list of Regent V codes can be seen here.

With regard to EYMS Regent V’s, there were two (or three) separate batches involved in the 19 vehicles referred to. The first batch was for 15 MD3RV;s 634 to 648, the highbridge ones, plus two lowbridge ones 649 and 650 (all were registered VKH 634-650) delivered November, 1956; plus two LD3RA’s 651 and 652 (registered WAT 651/2) delivered April, 1957. The numbering of these last two completed the gap between the first batch(es) and the first ex Everingham vehicle, which carried fleet number 653 (the whole series for Everingham vehicles was 653 to 664 plus 46!) These were acquired, of course, in November 1953.

Keith Easton

For many years the “Beverley Bar” VKHs were to be seen on the Leeds – Bridlington service (joint with WYRCC). I was a frequent traveller on them, having relatives then in Bridlington, and often went all the way smoking merrily with others in the lower saloon. EYMS were possibly the last operator in the Country to allow smoking anywhere in the vehicle ?? The Willowbrooks, fine in most ways, did though have possibly the worst sliding windows for incessant rattling. I wish we could still ride on them today when I travel in the present rattling thudding horrors that manufacturers are so proud of !!

Chris Youhill

Looks like the coach drop off point Bridlington coach station around the mid 60s

Mickey Summers

Sorry, Mickey – I think this is the main Hull bus park outside the railway station (in the background). This was the location where countless EYMS and KHCT buses would park off-peak, and was always a good place to take photos.

Paul Haywood

Yes, It is definitely the bus park now gone under ST Stephens shopping centre and Interchange. What a crime!

Keith Easton

I remember taking dozens of box camera shots on this site at Hull in the very early 1950s. There were rebodied Guys, TD4 and TD5s, some ECW rebodied, and some lowbridge all Leyland PD2s, as well as the usual BB Roe PD1s and PD2s, plus several single deck types inc the ECW PS1s, Burlingham coaches, and the usual “Federation” types. Fascinating fleet it was too. I particularly remember the oval rear windows of the pre war single deck stock (a bit of an out-dated feature) and the original 3 window upper fronts of the pre war Titans.
We used the Bridlington to Hull service many times, via Barmston, Beeford, Ulrome and Skipsea, and it always seemed to be on a Roe PD1, which I remember as quite lively.
An interesting fleet….perhaps it was the livery which held it apart from other BET fleets.
Does anyone remember the slogan on the sides of several Brush PS1s…. “This is not a nationalised bus” ?

John Whitaker

09/08/13 – 07:54

My great grandfather designed and built the first Beverley Bar bus, his name was William Bundy. He lived in Sproatley till his death at 99 in a house he built himself.

Bernice Brumby

09/08/13 – 09:30

Yes John, I do remember the slogan and there was another version on the cove panels of single deckers – it boldly and unashamedly proclaimed
“UN-NATIONALISED, UNIMPAIRED.”

Chris Youhill

10/08/13 – 05:52

Wasn’t that the point of the white band around the roof? . . . to make the roof blend into the sky and look like a normal low-bridge roof? (In which case why not paint the whole lot white, rather than just a band around the roof . . . suggestions on a post-card).

Philip Rushworth

11/08/13 – 06:50

I’m surprised that no-one else has picked up on this. The title to this page gives the registration of EYMS 649 as VKH 47, Keith Easton gives it as VKH 649, while the photo clearly shows it as VKH 49. In fact, all of 634-50 were VKH 34, etc. While I’m on this subject of EYMS Regent Vs, could anyone tell me why EYMS suddenly bought two lowbridge double-deckers? Did they have a true lowbridge route, or were the two Regent Vs someone else’s cancelled order?
Also, how did Willowbrook come to build double-deckers to the ‘Beverley Bar’ outline? I thought the idea had emanated from a collaboration between EYMS and Roe, and had assumed that Roe had gone on to construct all the examples. (I don’t regard the Bridgemasters and Renowns as true ‘Beverley Bar’, they’re more like ‘pretend’).

David Call

11/08/13 – 09:29

Before the Second World War Brush built twenty-six Beverley Bar bodies and ECW twenty-one. Brush built more during the war (the PSV history and some published sources disagree as to whether all Brush bodies on the first Arabs were Bar buses) and ECW rebodied some Titans after the war whilst Roe rebodied the Arabs.
The Willowbrook bodies were a shock and are not regarded by many as handsome a design as the Roe bodies on various Titans (the full fronted ones excepted)
The bus park was useful to photographers, including myself, but for anyone wanting decent photos showing EYMS (or KHCT) at work in Hull it was a menace since many visitors rarely ventured outside this and the coach station.
The best “Bar” bus portraits ( they’re too good to be called photographs) were taken by G F H Atkins in Scarborough on his holidays, mostly at Northway.

Malcolm J Wells

11/08/13 – 09:29

David, I’m pretty sure but without looking deeply that East Yorkshire did need lowbridge buses somewhere in the outer west of Hull – possibly Elloughton ??

Chris Youhill

15/08/13 – 07:03

It would seem that East Yorkshire’s Elloughton garage was the main home of the company’s lowbridge buses.
The March 1962 and June 1965 editions of the Ian Allan “British Bus Fleets – Yorkshire Company Operators” both show East Yorkshire as operating the following lowbridge double deckers:
584-589 (MKH 402-407) Leyland PD2/12/Leyland L53R 632-633 (SRH 632-633) Leyland PD2/12/Roe L56R 649-650 (VKH 49-50) AEC Regent V/Willowbrook L59R
(The 1965 edition shows the split of upper deck and lower deck seating capacities with 632-633 being L28/28R and 649-650 being L31/28RD. I had never personally noticed any lowbridge deckers with a capacity of more than 53 before).
I am not sure though that the 1962 book is totally correct as in some R H G Simpson photographs I have there were also (at least) 505/506 (JRH 978/979) which look like Leyland lowbridge bodies but the book lists these two as Roe HBB54R (the ‘HBB code used to identify Beverley Bar buses with highbridge layout seating).
In an EYMS allocation list dated 1 March 1962 584/585/586/588/633/649/650 were allocated to Elloughton and 587/589/632 were allocated to Hornsea.
The allocation list dated 1 October 1962 shows 584/585/586/588/589/649/650 allocated to Elloughton, 632/633 allocated to Hornsea and 587 allocated to Withersea.
The list dated 1 November 1963 shows 584/585/586/587/589/649/650 allocated to Elloughton and 588/632/633 to Hull (Anlaby Road).
The list dated 1 January 1964 shows 584/585/586/589/649/650 allocated to Elloughton and 587/588/632/633 to Hull (Anlaby Road).
Lists dated 1 April and 1 May 19 both show 585/586/589/649/650 allocated to Elloughton and 584/587/588/632/633 to Hull (Anlaby Road).
In the same allocation lists the Willowbrook Beverley Bar bodied AEC Regent V buses 634-648 (VKH 34-48), which I always really liked and frequently saw in Scarborough. These were mainly allocated to Driffield Garage – I suspect for service 12 between Hull and Scarborough. The exceptions being in March 1962 635/636/644 were allocated to Bridlington; in October 1962 635/636 were allocated to Bridlington; in November 1963 and January 1964 were 634/635/636 allocated to Hull (Anlaby Road); in April and May 1965 634/635/636/637/638 were allocated to Hull (Anlaby Road) and 648 allocated to Bridlington.

David Slater

15/08/13 – 11:58

Interesting information David. Given that the nearest railway line and station to Elloughton today is Brough, a line which doesn’t have any low bridges, I wonder if the offending structures were on the old Hull and Barnsley line around the North Cave/South Cave area?

Chris Barker

17/08/13 – 11:54

I knew I had seen something in print somewhere about where the low bridges were on the EYMS routes and I can quote the following from page 6 of the Venture Publications Prestige Series book on EYMS which reads: “The standard lowbridge types were in the fleet because of only two low bridges, one at Hornsea Mere station and the other near Selby”.
As an aside, the Prestige book also helped towards clarifying the point of the correctness of the 1962 Ian Allan British Bus Fleets book. The BBF book has grouped together in one block 50 Roe bodied Leyland Titan PD1A buses built between 1947-1950 and shows them all as “HBB54R” – the code used to indicate a highbridge bus with Beverley Bar roof profile. These 50 buses are listed as: 447-453 (JAT 415-421); 471-498 (JAT439-466) and 505-519 (JRH 978-992).
However, as I mentioned before, I had photographs of 505 (JRH 978) and 506 (JRH 979) which I could clearly see were both lowbridge buses. The Prestige book shows a picture of 505 and confirms it was Roe bodied and not, as I had assumed, Leyland bodied – although the styling was very similar. So maybe these, the first two of the JRH batch were the only lowbridge bodies on that order and the list overlooked that fact. There is also a picture of 509 (JRH 982) which is a highbridge model.

David Slater

17/08/13 – 16:29

One has to be careful about sources
The OS/PSV history of 1980 shows the following
420-425 PD1 with Roe H52R bodies (later H56R)
426-427 PDI with Roe L51R bodies
433-453 PD1 with Roe H52R bodies (later H56R)
471-498 PD1A with Roe H54R bodies
505-507 PD1A with Roe L51R bodies
508-519 PD1A with Roe H54R bodies
The EYMS enthusiasts page says PD1, not PD1A
Which version is correct? I have no idea. The early Ian Allan books could be very inaccurate as shown in the first Yorkshire Municipal book’s entries for Hull’s 190-9/204-39 which contained no references to those rebodied with pre-war Massey and Weymann bodies from Regents and Daimlers, despite the fact that these had taken place 7-9 years previously.
The low bridge “near Selby” was, I think, at North Cave with the ex-Hull and Barnsley Railway Bridge although there may have been a problem at Willerby.

Malcolm J Wells

18/08/13 – 06:29

Malcolm, I had no idea that so many of the magnificent PD1s had been upseated from 52 to 56. Presumably a double seat was inserted each side in the upper saloons ??

Chris Youhill

18/08/13 – 12:00

As far as I am aware – yes. H30/26R instead of H26/26R, but I was a lad at the time and more interested in trolleybuses in Hull.

Malcolm J Wells

04/11/13 – 07:12

As a youngster I often travelled from Anlaby Common to Hessle to visit my Nana. The buses were always on service 3 Goole or service 4 Selby and if they were double-deckers they would be what we called “flat tops”- ie lowbridge. If for a change we walked through to Boothferry road to get a service 5 going to South Cave it was usually a “flat topper” too. For many years (1962 to 1969) I travelled to Beverley Grammar School from the Red Lion at Anlaby. For most of the time this was on the PD1A “JATs” and they went through Willerby without a problem so that bridge just short of Willerby Square mustn’t have been too low. Later we had the MKH full fronted PDs and latterly we had Bridgemasters or Renowns.
It is always good to see photographs of “the muck” behind Ferensway Coach Station – where I spent many happy hours noting numbers, collecting tickets and when the crew allowed setting the blinds for the next duty.

David Cornwall

04/11/13 – 16:50

Whilst the bus park alongside the coach station was very good for seeing lots of EYMS and KHCT buses many enthusiasts went no further so that photos of buses at work are in short supply. Photographs of EYMS elsewhere in the city in the 1950s and 1960s are rare – most pics show Scarborough, Bridlington and Beverley with hardly any in the suburbs for EYMS and very few KHCT ones outside the city centre.
Trolleybus enthusiasts tended to ride to and take pics at the outer termini as well as the city centre.
Until the KHCT head office was built in 1962/3 KHCT buses could also be found on what was bombed damaged land alongside the front of the garage in Lombard Street.

Malcolm Wells

Vehicle reminder shot for this posting

06/12/13 – 17:51

In common with several others who have posted EYMS comments, I too was – quote, unquote, a Grammar School git, who commuted between Willerby and Bev between 1963 and 1969. I must express particular gratitude to David Cornwall above, as he once lent me his 1964 copies of “Buses Illustrated” – I had only started buying it in 1965. I am delighted to see David remains interested in buses: my own enjoyment has never waned. Not being any good at maths, physics, Latin, games, woodwork – in fact not being very good at almost anything they tried to teach us at school – my nostalgia for those days is limited, but I would love to stop the clock and travel once again on the EYMS fleet of the mid-1960s. Our school run required about six buses each day, and almost anything from the fleet might turn up, even coaches on occasion. I was able to underline just about everything in the East Yorkshire section of my Ian Allen British Bus Fleets: Yorkshire Company Operators. My least favourite at the time were the JAT PD1s – Skidby Hill was always a challenge for them, but the AEC AV590-engined Bridgemasters and Renowns took it by storm, the Renowns being memorably melodious. I had a particular affection for the VKH Regents: ugly as sin, but what sounds they emitted, sweet AV470 melodies from the front, but a very rude raspberry of an exhaust.

Mark Evans