Category: Photos

Tynemouth and District – Daimler Fleetline – HFT 367 – 267

Tynemouth and District - Daimler Fleetline - HFT 367 - 267

Tynemouth and District
1963
Daimler Fleetline CRG6LX
Weymann H44/33F

HFT 367, fleet number 267: A Weymann H44/33F bodied Daimler Fleetline CRG6LX. One of 35 delivered to Percy Main between 1963 & 68. The location is the Gibraltar Rock Public House “reflected in the windscreen” this is at the end of Front Street Tynemouth, and was the terminus of the service 11 to Newcastle, a route shared with Newcastle Corporation. The first PDR1/1 Leyland Atlantean at Percy Main entered service in 1960, and by 1962, they had 22. The first nine, CFT 636/644, 236/244, had H44/34F Weymann bodies; the remainder were all H44/34F Roe bodies. DFT 245/249; 245/249 in 1960. FFT 756/761; 256/261 followed in 1962. 236-254 & 5 all carried the Wakefields name. Percy Main had some very punishing and demanding routes, and despite the best efforts of its maintenance staff, the reliability of the early Atlantean’s was always suspect. It’s been mentioned before on this site, about the amount of freedom NGT allowed its subsidiaries with vehicle choice and specification. By 1963, Percy Main had lost patience with the PDR1/1, and the runour mill has it that the first choice would have been front entrance Renowns or PD3’s. Perhaps mindful of the onset of OPO, Northern thought this a step too far, and would not allow it, however, they did allow Percy Main to switch to the CRG6LX Daimler Fleetline. Nevertheless, it would be a further twelve years before the next new Leyland D/D’s arrived at Percy Main, and they were the 1974 Park Royal bodied Leyland AN68. By that time, it was NBC and you took what you were given with no say in the matter. Ironic really, post NBC six Renown’s were transferred to Percy Main from East Yorkshire. The first batch of Fleetlines arrived in 1963, they were HFT 366/375; 266/275, and had H44/33F Weymann bodies. Outwardly, apart from different wheel trims and the absence of badges, they were more or less identical in appearance to the first Atlantean’s. JFT 276/280; 276/280 arrived in 1964, they were H44/32F Weymann bodies, rather than a conventional staircase with two right angles; they had a full sweep descending forwards. I thought this potentially dangerous, and indeed there were several mishaps, especially if for whatever reason the brakes were applied rather harshly when someone was on the staircase. The remainder were Alexander bodied, AFT 783/789C; 283/289 in 1965: DFT 290/292E; 290/292 in 1967; all H44/32F bodies, and EFT 693/702F, 293/302 in 1968, they were H44/33F bodies. As far as I can remember, 283/289 had air operated doors and windscreen wipers, and the remainder were electric, but that apart they were all more or less the same. I left Percy Main in 1975 to join Armstrong Galley, so my experience of the AN68 is limited, and it would be inappropriate of me to comment on them. However, from my own point of view, the Alexander bodied Daimler Fleetline was the best rear engine double deck bus I have ever driven, the Atlantean may have had a greater top speed, but what the Daimler lacked in speed, it more that made up for at the bottom end. They had power to spare, even with a full load; they were never pushed and could easily keep pace with the traffic we had to contend with. The earlier PD2&3 Leylands outlived the first Atlanteans, as for breakdowns, I can count on one hand with figures to spare the amount of times I broke down with a Fleetline, I lost count with the Atlantean.

Photograph and Copy contributed by Ronnie Hoye

18/09/14 – 07:54

Ronnie mentions the AEC Renowns that came in NBC days. As he says came from East Yorkshire who received a number of Fleetlines from Tynemouth in exchange.

Chris Hough

19/09/14 – 07:04

This Fleetline looks neither full height nor low height. Were these built to an intermediate height of around 14ft?

Chris Barker

20/09/14 – 16:00

Chris, I don’t know the exact height, but if you refer to my gallery of Newcastle bus stations, in the Haymarket section, there is a photo of one of these alongside a United Bristol FLF Lodekka, and they seem to be about the same, but camera angles can be deceptive.

Ronnie Hoye

24/09/14 – 17:35

Thanks for a marvellous photograph of one of my favourite buses in a great location.The photo highlights the excellent standard of maintenance of the Tynemouth and District fleet in the 1960s! gleaming paintwork!

Tom Carr

24/09/14 – 17:36

Manchester Corporation had many Fleetlines and PDR1/2 type Atlanteans with Metro-Cammell bodywork similar to this, (but mostly with curved windscreens) with a height of (if I remember rightly) 14ft and half an inch, i.e. between the normal highbridge and lowbridge heights. These also had a modified staircase to Manchester’s own design. The bottom few steps were at an angle of 45 degrees to the length of the bus. It was claimed that this would “aim” descending passengers to the front of the platform, avoiding the bottleneck which could sometimes occur at the bottom of the stairs. When new these buses also had a substantial handrail on the platform which was supposed to separate upper and lower deck passengers when alighting; in practice this didn’t work because most conductors thought that this handrail was for them to lean on. The rails were later removed. The Manchester buses did, in fact, have a specific place for the conductor to stand, a small section was “cut out” of the luggage shelf above the offside front wheel. The angled staircase also allowed space for a cutaway section in the rear wall of the cab, with a coat hook for the driver’s use. This avoided the perennial problem of coat sleeves flapping outside whenever the cab window was opened. At Rochdale in the mid seventies we had nine of these Fleetlines cascaded from Manchester, they were the best Fleetlines to work on, in my opinion.
I wonder if these Tynemouth Fleetlines had these interior features?

Don McKeown

05/10/14 – 07:28

Tynemouth’s Fleetlines certainly didn’t have the 45° lower section of the staircase, the dividing rails or the cutaway section for the conductor to stand. I can’t recall a ‘wardrobe’ and coathook facility in the cab but I think that it would have been unlikely as I gather that it depended on the angled staircase to provide the space.
I’m fascinated by this whole ‘Manchester-style’ platform arrangement and I wonder whether anyone has an interior photograph which shows it.
Surely Don realises that all rails and stanchions on any bus were installed for the sole purpose of providing the conductor with something to lean against! What other possible function could they have been intended to fulfil? Particularly helpful designs often positioned additional rails so that the conductor could conveniently tuck his/her machine behind when not in use!

Alan R Hall

North Western – Daimler Fleetline – DDB 174C – 174

North Western - Daimler Fleetline - DDB 174C - 174

North Western Road Car Co
1965
Daimler Fleetline CRG6LX
Alexander H44/31F

DDB 174C is a Daimler Fleetline CRG6LX with Alexander H75F bodywork. She was new to North Western in 1965. The company was split in NBC days and, so far as I am aware, she became part of the SELNEC fleet, passing to GMPTE when the ‘new’ county expanded to include Wigan. She became part of the GMPTE museum fleet and was one of two vehicles from that collection (the other was a Leigh Renown) which took part in the Southampton City Transport Centenary event, where we see her on Itchen Bridge. The date is 6 May 1979.

Photograph and Copy contributed by Pete Davies

29/09/15 – 07:08

Pete Davies is correct in saying that DDB 174C became part of the SELNEC PTE fleet.
The process though was not that straight forward.
I am sure a lot of contributors to this site will know this, but I think it needs retelling.
In November 1971, a new company, wholly owned by North Western, was formed in readiness for the impending split up of the Company. The new Company was the ‘North Western (SELNEC Division) Road Car Company Limited’.
On the 1st January 1972 this new company took over from North Western the stage carriage services within the SELNEC PTE area, together with Garages at Altrincham, Glossop, Oldham, Stockport, and Urmston (Wilmslow garage had closed on 19th December 1971. On the same date the services in the Biddulph, Macclesfield, and Norwich areas together with the vehicles and garages, were transferred to Crosville Motor Services Ltd.
On 4th March 1972 the properties at Buxton, Matlock, and Castleton, again with the vehicles and services, passed to the Trent Motor Traction Co Ltd.
On the same day the North Western (SELNEC Division) Road Car Company Ltd., passed from North Western to SELNEC PTE control, and was renamed the SELNEC Cheshire Bus Company Limited.

Stephen Howarth

30/09/15 – 06:07

Thanks for that, Stephen. As you say, not at all straightforward!

Pete Davies

30/09/15 – 06:07

These Fleetlines were very cramped internally. There was very little leg room between the seats. Later when I worked at Rochdale Depot, we had four of these Fleetlines. As a conductor I still found them a bit cramped internally, even though they were the same size as other buses. The gangway was narrow, and the ceilings were low – they were the only low height buses I conducted. Later as a driver, they were very nice to drive, although like all Fleetlines in those pre-power steering days, the steering became very heavy when the bus was full. They would have benefitted from a footrest for the driver’s left foot. On one or two occasions I picked up bricks to use as a footrest.

Don McKeown

30/09/15 – 06:08

If anyone wants to see DDB 174C Close up she has been on static display At Boyle Street for Sometime now.
As if any of us who follow this site would need an excuse to visit.

Cyril Aston

01/10/15 – 06:22

The lack of opening windows is notable – I seem to recall that North Western’s second batch of Renowns was similar. Can anyone recall how the forced ventilation coped with the cigarette fug – or the heat on a rare North West sunny day? (I suppose the lack of sliding vents was one less place to let the rain in!!) As an afterthought, Bus Manufacturers still can’t produce a reliable heating/ventilation system in 2015

Ian Wild

01/10/15 – 17:30

DDB 174C_2

With reference to this posting, I attach a view of DDB174C on Southampton Common the following morning, in company with the Leigh Renown (PTC 114C) and the Merseyside (ex Southport) PD2 open topper, CWM 154C. What a wonderful variety of chassis and body styles our operators had back then!

Pete Davies

02/10/15 – 05:50

Not to mention a wonderful variety of fine liveries Pete.

Brendan Smith

02/10/15 – 05:50

Indeed, Ian, especially in respect of the windscreen area!

Pete Davies

03/10/15 – 12:34

I don’t remember Crosville taking over stock from Norwich. Wasn’t it Northwich?

Woody

04/10/15 – 07:06

Thanks for correcting my typo Woody.
I blame the pre-emptive text on my Kindle.

Stephen Howarth

04/10/15 – 11:49

Talking of Wilmslow depot (29/09/15, above), didn’t it become North Western’s HQ for a time? If I’m right in this, could someone say when, relative to the other events mentioned?

David Call

05/10/15 – 06:18

David, I think you are right, but I’m not sure on dates. I seem to remember a day out from a family visit to my grandmother in Bolton in April 1973, when I went to Blackpool on a North Western vehicle, and that had the Wilmslow address.

Pete Davies

05/10/15 – 06:19

David Call is correct in that Church Street Wilmslow became the Registered office of North Western in January 1972.
The slimmed down Company was left as an Express service operator with 84 coaches, a garage at Hulme Hall Road in Manchester and a Travel Office at 32 Merseyway, Stockport.
Wilmslow was also George Brook’s office as Regional Director of NBC.
The garage was used for storing withdrawn vehicles for a time after it ceased being an operational garage.
I do not (as yet) have a date when it finally shut. It was sold for redevelopment.

Stephen Howarth

14/05/16 – 06:41

It should also be noted that from 1 January to 3 March 1972 inclusive North Western vehicles operating on local services carried “On Hire to North Western” labels whilst all the legal formalities were carried out.

John Dixon

14/05/16 – 08:48

John, that reminds me of the time when the green buses in north Devon carried labels saying, “This is a Red Bus”.

Roger Cox

15/05/16 – 06:55

John & Roger,
I once attended a seminar at Aston University where Dr Caroline Cahm (did I spell the surname properly?) was one of the speakers. She related the odd situation in Portsmouth on the first day of “Portsmouth Transit”, when a lady with a Southdown pass could not understand why a driver in Southdown uniform would not let her use the pass on a bus in Southdown colours. Politics and politicians – who’d have them?

Pete Davies

01/08/19 – 09:05

Still grinds every time I see 174 with a fleet number below the windscreen. North Western NEVER displayed the fleet number on this batch this way.

The reference to Crossville takeover above should no doubt read Northwich not Norwich!

Bob Bracegirdle

03/06/21 – 06:26

I remember riding on Daimler Fleetline buses as a child in Partington.They ran on the 222 service. Later changed to 252 I believe. There was an old arched railway bridge just as you came into Partington in which these buses had to steer into the middle of the road to clear the bridge. I can’t quite remember the other bus models that ran services in Partington to Sale Stretford, Urmston and Manchester City centre.

Terence Burgess

Leeds City Transport – Daimler Fleetline – 101 LNW – 101

Leeds City Transport - Daimler Fleetline - 101 LNW - 101

Leeds City Transport (West Yorkshire PTE)
1964
Daimler Fleetline CRG6LX
Roe H41/29F

In June 1978 West Yorkshire PTE transferred five Fleetlines 101 – 105 from Leeds to Calderdale. 101 was a 1964 Commercial Vehicle Motor Show exhibit which was unique amongst the batch with a single piece curved windscreen and twin headlamps. It is shown here at Skircoat Moor in Halifax shortly before entering service there. One or two points to note, a relatively low seating capacity of 70 when 77 was more normal for this size and layout; note apparently no opening windows in the lower deck (can’t remember this). I do remember the heavy steering and abysmal demisters – this could also affect many other early Fleetlines. The transfer was in the interests of standardisation but this batch had the original “heavyweight” chassis whereas the Halifax buses had the later simplified rear sub frame hence different rear engine mountings – another problem area in early Fleetlines.

Photograph and Copy contributed by Ian Wild

14/01/16 – 16:30

The various early attempts made to ‘prettify’ the boxy shape of the Orion inspired body designs on the first generation Fleetlines and Atlanteans never seemed to come off. Here on this attempt by Roe the lower front panel and curved windscreen seem totally out of context to the remainder which is totally angular. Of the early rear-engined body designs only the Glasgow Alexander version seemed to be designed as a whole and didn’t look like a botch-up. The Bolton East Lancs Atlanteans were pretty good too where the body design seemed to be geared to suit the very attractive livery. It will certainly not be remembered as a high point in British bus bodywork design.

Philip Halstead

14/01/16 – 17:50

I remember 101 well, Ian. My work records show me as having driven it on three occasions at Halifax during 1979. The first was on the 5th January when my conductor Dave Maude and I had it for the first half of a split duty. It is recorded as having been booked off for “No Heaters, No Demisters, Heavy Steering and Slipping Flywheel”.
I well remember this occasion as we had struggled to operate a trip to Sowerby with a full standing load of school children for Ryburn Valley High School who unfortunately all insisted on breathing throughout the journey, misting then frosting up our windscreen, Dave having to constantly reach over with bits of paper towel in a vain attempt to provide visibility ahead. Then on the next trip around the 517 Queens Road Circular it became so cold inside that the windscreen froze over on both sides and any attempts to scrape off the ice were thwarted by it immediately freezing over again. We had to finally stop and abandon any hope of continuing the journey for quite a while until I think eventually we were causing such an obstruction that a sympathetic motorist lent us the remains of his de-icer spray and we were just about able to find our way back to Garage in a series of starts and stops.
We also had four more of the batch (102-105), but these had the more conventional flat fronts. They too – like all early Fleetlines – had very heavy steering, but the bodies seemed to be very solid and rattle-free in comparison with the ex-Halifax Northern Counties-bodied Fleetlines, which I thoroughly disliked.

John Stringer

15/01/16 – 06:28

Reading the comments above, I am surprised that no one thought of specifying heated windscreens. I seem to recall them on Hants & Dorset Bristol MWs in the early sixties, which certainly did not have to cope with the more severe weather found in Yorkshire.

David Wragg

15/01/16 – 06:30

101 was the Roe exhibit at the 1964 Earls Court show. Originally finished in traditional Leeds livery plus gold lining out. It was originally fitted with forced ventilation on both decks but following complaints from the public opening windows were fitted in the upper deck.
Like many of LCTs rear engined fleet 101 wore at least three liveries The original the later one man reversed livery and the Metro livery seen here.

On the subject of seating capacity Leeds had no thirty footers with more than 70 seats the largest 33ft deckers only seated 78 The first 30ft types with more than 70 seats were ordered and delivered to the PTE.

Chris Hough

15/01/16 – 14:44

It is not strictly true to say that the first 30ft deckers delivered to Leeds with more than 70 seats were ordered by the P.T.E.
Leylands 221-291, 5221-5291 NW, Daimlers 502-531, 7502-7531 UA and A.E.C.s 910-923, 3910-3923 UB delivered between 1958 and 1960 seated H39/32R when they entered service.
They were altered to H38/32R between August and October 1960 following a National Agreement on standing capacity which meant that buses with more than 70 seats were restricted to a maximum of 5 standing passengers whilst those with not more than 70 could carry 8 standing passengers.

John Kaye

15/01/16 – 17:06

David, the earliest buses I came across with heated windscreens were the final (1969) batch of Plaxton/Roadliners at PMT where we certainly had problems with heaters and demisters (tell me an undertaking that didn’t). You can’t believe the difficulties in getting hot water to flow round 60 feet of pipework.

Ian Wild

16/01/16 – 06:07

Ian. Thought on Roadliners screens were prone to jumping out which only makes demisters the preferred option

Roger Burdett

16/01/16 – 06:12

In that case, Ian, I must have made a mistake. Certainly the Marshall-bodied AEC Reliances of Aldershot & District had such screens around that time, but as regards the Hants & Dorset MWs, put that down to old age!
I can imagine the difficulties in getting heat around vehicles as they grew longer and engines moved from end to the other. More a case of needing a plumber than a mechanic.

David Wragg

16/01/16 – 06:12

Roe never seemed to quite get the “hang of” being able (or could be bothered?) to match-up the top and side profiles of curved windscreens with adjacent body-work, whether single or double-beck – the impression, to me, is of something just cut into bodywork designed for something else. I hope the near-side windscreen wiper was re-fitted before it entered service. And, John, a double-deck on the 517/8 – that was a bit optimistic as regards loadings wasn’t it? with a conductor you must have outnumbered the passenger.

Philip Rushworth

17/01/16 – 06:33

Yes Philip, if I remember rightly there were occasions when we carried nobody at all for the whole round trip, and if not then there were never more than two or three. The service by then was interworked with other routes and this particular AM trip just happened to slot in nicely to a crew operated double-deck working.
Commencing on 9th November,1925 this fairly short circular route served a densely populated area and in its heyday(as the 25 Inner Circle – same number both ways)had been operated by double deckers on a 20 minute (three peaks)or 30 minute (off-peak) frequency, and running throughout the evening. Renumbered 7 (clockwise) or 8 (anti-clocwise) on 24th October 1955 the timetable remained pretty much the same throughout the 1950’s and 60’s. On 29th September 1968 it was combined with the Beechwood Road route becoming cross-town routes 17/18) and converted to OMO single deck operation. The evening service was withdrawn on 27th May 1970. From 20th November 1972 the Beechwood Road section was incorporated into the 3 Hungerhill Estate service, so the 17/18 now reverted to just a Queens Road circular again. On 4th December 1972 it was diverted to also serve Richmond Road, by which time it ran hourly each way. Renumbered 517/518 by WYPTE it was reduced to just four trips per weekday from 12th January 1981, and was withdrawn altogether from 26th October 1986 when the newly created Yorkshire Rider diverted alternate Wainstalls journeys via Queens Road as route 524.

John Stringer

17/01/16 – 06:34

Notably the first C H Roe customer to ask for an Alexander type double curvature windscreen was the then General Manger at Great Yarmouth.
By the time this bus was transferred to Halifax the same man was Engineering Director of the PTE and prior to that he had been General Manager of Halifax and Todmorden.

This shot shows how Roe didn’t put a taper in the front end, unlike Alexander who did: www.flickr.com/photos/johnmightycat/

Stephen Allcroft

17/01/16 – 12:22

That would be the late Geoffrey Hilditch then. A Bus Engineer through and through, the likes of which the Bus Industry will never see again.

Stephen Howarth

17/01/16 – 17:12

Lincoln also bought a batch of Atlanteans with this style of bodywork.

Chris Hough

28/09/20 – 05:33

Reading through all the comments its clear there are some very serious and knowledgeable people that know which brake pads go on which buses.
I am an enthusiast in my own way. I used to be a conductor for Leeds City Transport from 1967 to 1969. Mainly rear loaders (layman’s term) but during that time I remember OMO (one man operated) buses arriving which I was told had been on trial in Leicester I think. At the time these buses were absolute luxury and I remember going to various depots looking for overtime and being thrilled on the front loaders and being a conductor on them. Equally brilliant were the single decker’s which did the inner ring road route. I’m now approaching 70 and can tell anyone and everyone that even after spending 22 years in the Royal Navy and seeing most of the world, being a bus conductor was the proudest job I ever had.

Mike Booth

West Yorkshire PTE – Daimler Fleetline – 105 LNW – 105

105 LNW

West Yorkshire PTE (Calderdale District)
1964
Daimler Fleetline CRG6
Roe H41/29F

New to Leeds City Transport, 105 (105 LNW) was one of ten (101-110) Daimler Fleetline CRG6’s with Roe H41/29F bodies delivered in late 1964, 101 differing from the rest in having a curved windscreen and having been exhibited at the Commercial Motor Show in the October.
Having passed to the Leeds District of the West Yorkshire PTE on 1st April 1974, 101-105 were transferred to the Calderdale District at Halifax in June 1979.
The Roe metal-framed bodies on Fleetlines and Atlanteans of this era were to Park Royal design, and many gained a poor reputation for body corrosion and weakness, but these always seemed to me at least to be very solidly built and rattle free, though they had the usual early Fleetline features of heavy steering and unpredictable brakes. 101’s heating and demisting system did not work at all though and during the winter of 1979 it would become freezing cold and was rarely out on the road for more than an hour or so before the windscreen would frost over both outside and in and be rung in for a changeover. It was also very slow and apparently troublesome in other ways and was consequently withdrawn fairly quickly. The other four with their flat fronts were quite decent buses though and carried on a while longer.
By February 1981 all but 105 had gone, but it remained, doggedly slogging on and outlasting the others by twenty months before being sold at Central Motor Auctions to Rollinson’s, the Barnsley breaker in September 1982.
Here it is seen in 1981 passing through King Cross en route for Cunning Corner.

Photograph and Copy contributed by John Stringer

19/01/17 – 07:17

John, Derby Corporation took their first Fleetlines in 1966 with Roe bodies virtually identical to these of Leeds. Now Derby were known for getting long service out of their buses, twenty years was the norm and that included some of the utilities. With the Fleetlines the service life was reduced to fourteen years and some only managed twelve. Like you say, they seemed to be substantially built and I’ve often wondered if there was a change of policy or if there was some inherent weakness which wasn’t readily apparent.
Derby’s neighbour, Trent, had some Roe bodied Atlanteans with the squarer type of Roe body as supplied to Hull, Sheffield and some NGT companies and although I liked them, the quality always seemed inferior to the one seen above.

Chris Barker

20/01/17 – 06:37

Chris, at NGT Percy Main depot (Tynemouth & District the Roe bodied Atlantean’s you refer to were known as ‘flat tops’.

Ronnie Hoye

20/01/17 – 06:38

Curiously, John, the driving turns I undertook on the 62 route (as it then was in 1964-66) terminated at Rishworth, and I never managed to drive a bus the short distance onward to Cunning Corner or Commons. On the subject of the Roe bodies to Park Royal design, I would suspect that the preparation and treatment of the framing at the Roe factory was somewhat superior to that applied at Park Royal, with consequent benefits in corrosion protection. On a parallel matter, I have just obtained and read my copy of “Steel Wheels and Rubber Tyres, Vol 3” by Geoffrey Hilditch, and his account of life under the West Yorkshire PTE is highly revealing. The reckless profligacy and dearth of cost/revenue management information compares with London Transport at its worst. It would seem that those deemed to be “in charge” proceeded on the principle that the government would not allow its pet PTA/PTE transport policies to fail, so “Spend, spend, spend”. Yes, the author’s view might be coloured because GGH himself was not enamoured of the PTE setup, and had been caught up in its entrails by accident rather than design, but the fact remains that West Yorkshire PTE became technically insolvent for some time.

Roger Cox

Maidstone & District – Daimler Fleetline – 76 YKT – DL76

Maidstone & District - Daimler Fleetline - 76 YKT - DL76

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

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

Photograph and Copy contributed by Roger Cox

17/01/18 – 06:31

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

John Gibson

17/01/18 – 06:33

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

Geoff Pullin

17/01/18 – 06:33

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

Philip Halstead

17/01/18 – 06:34

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

Ian Wild

18/01/18 – 05:28

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

Geoff Kerr

21/01/18 – 06:22

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

Patrick Armstrong

24/03/18 – 06:17

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

Freddie Weston

24/03/18 – 18:13

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

Roger Cox

07/06/18 – 05:27

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

Bob Cornford

28/05/22 – 06:30

The seventh edition of Ian Allan’s British Bus Fleets, Area 1 South East which I believe was dated 1966 as the latest buses shown have delivery dates in 1965 shows the M&D Fleetlines in a class from DL57-DL111 built in two batches, 1963 and 1965. DL76 was one of the earlier batch. They were all Daimler Fleetline CRG6LX with Northern Counties LD77F (LD is defined as lowbridge with a central upper deck gangway) seating 77 with front entrance. There is a note that some were to be converted to CO77F (CO is defined as a convertible open top double deck bus). They operated my then local route 97 after the AEC Regent V DLs that I took to school although the route subsequently went to single deckers despite the Horsmonden rail bridge being removed.

Rob Weller

31/05/22 – 05:47

Firstly, the LD code mentioned by Rob Weller is no longer used. It was fine when there were just two heights of double decker – high (H) and low (L or LD depending on layout). But then operators started specifying intermediate heights, and there was no clear dividing line between H and LD. So LD was dropped, and now the distinction is purely about layout – H for a double decker with a centre gangway, regardless of height, and L for lowbridge with a sunken side gangway for at least a part of the bus’s length. Frankly I’m very surprised at a 1966 Ian Allan publication using LD, as I have an earlier edition of BBF19 which shows all of Crosville’s Bristol Lodekkas as H.
Secondly, for operators with low bridges to contend with, what matters is the overall height rather than the layout, hence M&D’s use of DL for these Fleetlines.

Peter Williamson

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

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

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

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

Photograph and Copy contributed by Roger Cox

17/03/19 – 09:11

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

Mike Norris

18/03/19 – 07:08

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

Phil Blinkhorn

20/03/19 – 06:15

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

Andrew Gosling

20/03/19 – 06:16

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

David Slater

21/03/19 – 06:58

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

David Pomfret

26/03/19 – 06:53

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

Petras409

02/07/19 – 05:59

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

Leekensian

12/02/20 – 16:38

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

Leekensian

23/02/20 – 09:43

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

Ian Wild

23/02/20 – 16:33

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

Mike Norris

25/02/20 – 05:49

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

Leekensian

29/02/20 – 06:56

Swindon Corporation – Daimler Fleetline – MWV 151G – 151

Swindon Corporation - Daimler Fleetline - MWV 151G - 151

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

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

Photograph and Copy contributed by Roger Cox

10/09/19 – 06:56

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

Chris Hebbron

Leeds City Transport – Daimler Fleetline – UNW 174H – 174

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UNW 174H

Leeds City Transport
1969
Daimler Fleetline CRG6LXB
Roe H45/33D

Representative of the concurrent Leeds double deck orders in 1969/70 are these two buses photographed in Leeds in April 1970. On the left is Roe H45/33D bodied Daimler Fleetline CRG6LXB UNW 174H, No.174 delivered in September 1969. Standing alongside is similarly bodied Leyland Atlantean PDR2/1 UNW 404H, No.404 which arrived in January 1970. Though seemingly identical to the man on the Leeds, rather than the Clapham omnibus, I wonder how these two types compared in terms of road performance and mechanical reliability.

Photograph and Copy contributed by Roger Cox

01/12/21 – 07:22

Sheffield had similarly contemporaneous batches of vehicles. Whatever the comparative merits, or otherwise, of the competing marques, the Sheffield PDR2/1 Atlanteans were mountain goats whereas the CRG6LXB Fleetlines struggled up the many steep hills. I saw it regularly with Atlanteans on the Outer Circle and Fleetlines on the Hemsworths going up Scarsdale Road.

David Oldfield

03/12/21 – 06:08

What a smart pair of buses! Handsome designs and elegant livery. I only knew the southern fleets, save for the high speed Scotland-London coaches which thundered down the A1 through Stevenage, through the night, which were black and white, if memory serves. Circa 1952-3 (Western Scottish?)
What a platform these pages provide for us all!

Victor Brumby

Lytham St Annes Corp’n – Daimler CWA6 – FTD 618 – 23


Copyright Roy Cox

Lytham St Annes Corporation
1943
Daimler CWA6
Duple H30/26

This shot is from the Roger Cox gallery contribution titled “The People’s League for the Defence of Freedom” click on the title if you would like to view his Gallery and comments.
The shot is shown here for indexing purposes but please feel free to make any comment regarding this vehicle either here or on the gallery.

West Bridgford – Daimler CWA6 – GNN 410 – 25


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

West Bridgford Urban District Council
1945
Daimler CWA6
Brush H30/26R

Here is a fine example of a utility body built just at the end of the war all very square and flat with little if any panel beating due to using unskilled labour to build it. You can also see just how small the headlights were and a painted radiator rather than polished alloy or chrome, not that it had anything to do with the war but you can also see the pop out trafficators (top right of photo below).

The CW series (“W” stood for “war”) started production in 1943 with the CWG5 which had a Gardner 7.0 litre 5 cylinder engine in total 100 were built before being superseded in the same year by the CWA6. The CWA6 had an AEC 7.7 litre six cylinder engine over 800 were built until in 1945 when Daimler introduced its own 8.6 litre six cylinder engine which was called the CWD6. Production of the CWD ceased in 1946 but due to waiting for bodies some did not get on the road until 1947 the CV series (“V” stood for “victory”) followed with production starting in 1946. All CWs regardless of engine had the Daimler fluid flywheel four speed preselective gearbox and vacuum assisted brakes.
The above bus entered service in April 1945 and was withdrawn from service in 1967 according to a fleet list I have dated 2nd April 1965 courtesy of WBUDC it states that this bus still had its Brush body so I do not think it had a rebuild but I bet it had a fair bit of touching up.

Bus tickets issued by this operator can be viewed here.

At the St Helens road transport museum there was a Daimler similar to the West Bridgford one here, the engine did not have a cylinder head on so I could see it was a 6 cylinder engine. But no 2 pot was only 2″ in diameter while the rest were about 4″-5″ any clues? was it a start help cylinder or balance help issue. What engine was it, the fuel injector pump had 6 outlets but no 2 was slightly different. The Vacuum pump was in front of the injector pump.
I remember the West Bridgford buses very well, they always looked a bit more posh than my fathers Nottingham City Transport, dad was commercial manager for many years, which meant I spent many a happy hour in the depot.

Ken Johnson

07/03/11 – 09:27

WBUDC was taken over by NCT in the late 60’s

Roger Broughton

11/06/13 – 12:31

A very belated answer to Ken Johnson’s question about the mysterious tiny piston visible in the temporarily headless AEC 7.7 engine of EWM 358, the ex-Southport Corporation Daimler CWA6 awaiting restoration at the St Helens Transport Museum, which I revisited with great pleasure last Saturday.
One of the pistons is at top dead centre, and with an overlay of dust covering both block and piston the actual bore diameter is obscured. Clearly visible is the toroidal combustion chamber in the piston head, looking for all the world like a baby piston in its own right. To add the the confusion, the other piston that would have been at TDC is missing, so that ALL bores except for the mystery one appear empty. The only inline sixes where only one piston at a time is at TDC are two-strokes, which this engine most definitely isn’t!
The whole vehicle is a major restoration project, so thanks, congratulations and best wishes to the Museum for their achievements up to now and in the future.

Ian Thompson

11/01/16 – 16:00

EWM 358 It was acquired by Blundell’s coaches in March 1957 – I took my double decker test on it. Wilf Blundell who was the British Stock Car champion was a friend of Mrs Topham of Aintree and the Daimler was frequently to be seen in use as a mobile grandstand. It suffered problems with its timber body and I think that is what led to its arrival at St Helens.

EAO

23/09/16 – 06:54

As a further insight to this vehicle I have just become a member of the NWTM and have the job of rebuilding the replacement engine for this vehicle, The original engine had thrown a leg out of bed (smashed the block on both sides due to con rod failure) The heads where removed for inspection.
I will update this agenda as work proceeds.

John P

23/09/16 – 11:01

All utility bodies built of wood suffered from timber problems within 6-8 years, EAO, as green (unseasoned) timber was used in their construction. London Transport started overhauling their Daimler CWA6’s around 1949 and gave up about halfway through the 281 they had. They found that much of the wooden frames had completely disappeared into dust and that correcting the work was far too time-consuming and therefore expensive! They didn’t like the 12 or so CWD’s they were allocated and replaced them fairly quickly with 7.7 AEC engines recovered from scrapped STL’s. One problem with the Daimler engine was that the exhaust manifold was next to the driver and made the cab very hot at times. Also the timing chain was at the rear of the engine and difficult to access. Isn’t the subject of utility buses fascinating???

Chris Hebbron

24/09/16 – 07:44

Gardner engines also had the exhaust on the right hand side, and that certainly didn’t influence their acceptability. I understand, also, that the Daimler CD6 engine had timing gears rather than a timing chain. Both the CD6 and the contemporary Crossley HOE7 copied exactly the bore and stroke dimensions of the pre-war Leyland 8.6 litre unit, but neither came remotely near that fine engine in terms of performance and dependability. The location of the timing train at the rear of an engine permits more accurate timing and allows the entire engine unit to be more compact. The rear location of the timing gears does reduce accessibility, but this only becomes an issue if the engine is of dubious reliability. Dennis adopted rear timing gears in the mid 1930s, and reliability was never an issue with Guildford power plants, unlike those of Daimler and Meadows. Daimler’s engines were of exceedingly variable quality, ranging from appalling to excellent, and London Transport quickly gave up on them. Daimler soon limited the fitment of its own CD6 diesel to single deck versions of the CVD6, where the unit was subject to rather less stress. The Freeline underfloor engined model used the larger 10.6 litre CD650.

Roger Cox

03/10/16 – 06:33

EWM 358 update; The engine has now been rebuilt and should be test run this week, prior to cleaning and refurbing the engine bay. The bearings in the fluid flywheel are at present trying to be sourced as they are the original Hoffman type 325/340 and have so I believe been obsolete for some years, There are however possible alternatives.
The intention being is to refit the engine so the vehicle can be moved under its own power to facilitate restoration.

John P

18/11/16 – 07:08

EWM 358 update. The replacement engine has now been test run and is in good working order, the engine bay is currently being refurbed in preparation for the engine fitting hopefully before Christmas.
A question for all you bus people out there,The Original engine does NOT appear to have a dynamo fitting anywhere on the block. I maybe clutching at straws here but were these fitted with Dynostart units, as all the main battery leads are on the starter side only.
The replacement engine is from a AEC Matador Ex service vehicle and was fitted with the Dynamo unit on the LHS Driven off the vacuum pump, which we are having trouble sourcing as we need the star drive and shaft with it.
More updates to follow

John P

19/11/16 – 08:07

The dynamo on postwar Daimlers was driven by belts from the input to the gearbox, which was mounted half-way down the bus, so there would be no dynamo on the engine. I can only assume that wartime Daimlers were the same.

David Beilby

20/11/16 – 05:46

Thanks for your info David, I will put the boiler suit on and have look.
As usual I will keep you posted and will put some pictures on soon.

John P

20/11/16 – 14:28

The subject of early timber framing deterioration in utility bodies is indeed true in the large majority of cases, but there were certain very commendable exceptions. Samuel Ledgard was very fortunate in this respect and seemed to have reasonably minimum trouble with theirs, new or second hand, whether built by Duple, Roe, Park Royal or Brush. One minor manufacturer though really did “let the side down” – Pickerings, and the two that the Ministry “treated” Ledgard’s to were so ugly and they looked like falling apart very early on. The Duple and Roe ones mostly gave approaching twenty years top line service with little attention other than the “in vogue” fitting of sliding windows to replace the half drop originals. Even the “Sutton depot” ex London Park Royals appeared to escape major timber rot. As with many other folks I find the subject of the utilities to be endlessly fascinating and I greatly enjoyed conducting and driving them.

Chris Youhill

21/11/16 – 07:48

To be fair, Chris Y. most of LTE’s 1946 Park Royal CWA6’s that Samuel Ledgard acquired in 1954 were overhauled in both 1949 and 1952, so most of the green wood was probably replaced by the time of sale! I’d say that SL got a bargain with them. Those of this batch which went to Belfast Corporation were re-bodied immediately by Harkness, which seems a little unnecessary at that point in time. Since Morden accommodated both Sutton and Merton vehicles, it’s certain that some of these buses had both you and me travelling on them at some point in time, Chris Y! The Guys Arab I’s might well have more robust chassis, but the Daimlers were more sophisticated: a classier act, IMHO. My joy was when they were used on the Morden to Epsom Raceday specials. I used to save up much of my pocket money and bunk off school for these rides. The conductors would often not take my fares, bless ’em! It is right to say that the CWD-engined ones performed better, but, if memory serves, there were only 12 of them!.

Chris Hebbron

24/11/16 – 07:26

EWM 358 update, I have now found the dynamo located underneath the bus as advised by David, While I was under there I was amazed at the condition of the lower timber floors and the body out riggers, certainly they are black, but they appear in general rot free, it is intended when the engine is soon to be installed, to remove some of the side panels for inspection, but if the ones that cant be seen are in the same condition as the lower ones the restoration maybe a lot less involved.

John P

29/11/16 – 08:46

EWM 358

EWM 358 update, The engine is now fitted back in the bus, However nothing is yet connected to it so it has not yet warmed the exhaust. Its nice to see it in its rightful place after all the years.

John P

30/11/16 – 07:01

This is all very interesting, John P. Do keep us informed of progress. Glad that the body condition seems to be positive.

Chris Hebbron

02/12/16 – 07:11

As a member of the above museum, I have been helping John with some of the engine replacement in the bus, as he says we ran the engine on a ‘dolly’ outside the museum a couple of weeks ago and it ran ok.
Will be nice to see it move under it’s own power after over 30 years as a static – albeit – somewhat derelict exhibit!
Cannot wait to see it move under it’s own power in the future!

Norman Johnstone

12/01/17 – 06:42

As promised update on EWM358, after changing the oil and conneecting the fuel system, Batterys were connected and after a few seconds on the starter the engine fired for the first time in the bus.
It smoked a bit then settled to a nice tickover.
However we do have a leak problem with the radiator it appears to have rusted some of the tubes out, but we will see what can be done.
OK now for the I need help bit. I know that this bus was supplied new to Southport in 27/02/1945 Fleet No 62 and was in service with them till 1953/4 and then sold to Wilf Blundell Circa 1957, it then went to Aintree race course as a mobile grandstand where presumably it threw the con rod through the block,it was later bought by a soliciter which is how it came to be in our museum. Can anyone fill in the gaps with the history, or even have photos especially when it was at Aintree.
More updates will follow.

John P

01/02/17 – 17:15

Belfast were aware of the issues with the utility bodies so having refurbished the chassis and fitted a new body these vehicles were a lesser cost route for a brand new vehicle effectively. They weren’t rebodied immediately – they were acquired in 1953 and rebodying did not commence until 1955/6. All gave 15 year lives so BCT got good value out of their vehicles. One example 476 (GYE 98) former LT D93 is preserved.

Bill Headley