Tag: Albion

Harveys (Mousehole) – Albion Nimbus – RJX 250


Copyright Ian Wild

Harveys, Mousehole, Cornwall
1963
Albion Nimbus NS3AN
Weymann B31F

This former Halifax Nimbus found its way down to deepest Cornwall where local Operator Harveys operated it on their share of the Penzance to Mousehole service which was joint with Western National. The route negotiated narrow streets and sharp corners in Mousehole and this little bus must have been ideal for the service. The photograph was taken on 13th June 1974 so Harveys managed to run it despite all the shortcomings of the type. Mind you, Halifax is rather more hilly!

Photograph and Copy contributed by Ian Wild

27/04/12 – 07:30

Harveys certainly put it to good use as it was still in the fleet when they were taken over by Western National in 1988. It even operated for them although unfortunately when I visited Penzance in that year it was laid up with a defective gearbox. Spares were not that easy to come by by then!
It was subsequently preserved but I don’t think it’s been too active in recent years.

David Beilby

27/04/12 – 07:31

This bus survives in preservation and has been restored to Halifax colours.

Chris Hough

27/04/12 – 07:33

Halifax purchased these Albions for the route out to Hepstonstall where there was minimum clearance. At least two of the batch were painted in reverse livery for private hires.

Philip Carlton

27/04/12 – 08:41

Great to see this bus in Mowzell! Having taken a black & white photo of this in Penzance in the late 1960s, I’m pleased to see that it is in a blue livery as I had always wrongly remembered it as being green!

Paul Haywood

27/04/12 – 10:23

How attractive this wee bus looks in the very smart blue and white livery shown here. What a pity the Albion Nimbus was such a stinker in service – one lasting for 25 years, as David relates, must be a national record! My only personal knowledge of the Nimbus is the extremely unflattering remarks made about it by staff at Maidstone & District’s Central Works, where it was regarded as a joke in the worst possible taste.
This posting raises again, however, the subject of lightweight/small capacity vehicles, and the inability of major manufacturers ever to make one that proved itself in service to the satisfaction of of operators. I’ve re-read the postings on the Guy GS; there isn’t one on the Dennis Falcon which found some favour with Aldershot & District, (unsurprising), but with very few others. Why not?

Roy Burke

27/04/12 – 10:28

The Western National contingent was Bristol SUS’s, and before that Beadle re-bodied Bedford OB’s (or possibly OWB’s).

Stephen Ford

27/04/12 – 11:38

Bizarre, Roy. I was contemplating making a similar comment myself – so now I will! In earlier time Western National ran Dennis Aces (or was it Maces?) on the Mowzell. I’m certainly of the heavyweight fraternity and full-sized light and medium weights just not cut it. As you say, the problem is when you need something of small dimension. The Guy GS, and probably contemporary Falcon, were far better engineered than any Mercedes (the better end of the modern market) let alone an IVECO or Renault.
The Tranny is too small, but better engineered than most. [Against all the odds and expectations, Luton and District got over a millions miles of reliable service from their 16 seat Bread Vans.] Unfortunately, cutting a Bristol LH down – which in theory should have given you a “heavy” small bus – didn’t work either. Probably the worst thing I’ve ever driven was an LH/ECW 25 seater – ex Blue Saloon, Guildford.

David Oldfield

28/04/12 – 07:39

Funny David should mention the Bristol LH, shortly after I left Percy Main for pastures new with Armstrong Galley, we took delivery of a Bristol LHS-305 with Plaxton C35F body, which soon became known as the ‘Stotty Box’ (stott is a Geordie expression for bounce) it was bad enough in dry conditions, but in the wet it was like trying to drive a mobile trampoline on an ice rink

Ronnie Hoye

28/04/12 – 07:40

When I was a Traffic Clerk at HPTD, I spent quite a few hours in the Halifax Nimbuses when learning to drive psvs in January 1965, and I always liked them, a view not shared by the majority of the Halifax drivers, more used to the brute force technique required of the Leopards and Titans in the fleet. I often drove on the second half of late turns on the 46 Heptonstall route, which seemed always difficult to cover, probably because of the unpopularity of the Nimbus. Despite the midget proportions of the Nimbus, the 46 route was conductor operated to enable the unbelievably tight reversing point at Heptonstall to be negotiated without major restyling of the bodywork. Later, the route was extended further into the village on a loop terminal working that allowed the operation of full sized saloons, and the Nimbuses were no longer required for Heptonstall, though some were retained for a while for the very rural 60 and 61 services to Mill Bank and Beehive. Some five years later, I used to drive the almost identical ex Western Welsh Nimbuses at weekends for North Downs of Forest Green.

Roger Cox

28/04/12 – 07:41

Unfavourable comments about the Bristol LHS are something I thoroughly agree with my experience of the type came after I joined Lincolnshire Road Car in 1991 at that time they had two with ECW bodies ex LCBS and at least one with Marshall body ex Gash of Newark.
They were all very unpleasant to drive with heavy steering, if anything heavier than the longer LH, the gear change on both was horribly stiff and imprecise the brakes like most Bristols was their only saving grace. Later another one appeared this with a Plaxton coach body and joy oh joy power assisted steering which life somewhat easier, the ride on all was lively to say the least. Overall eminently forgettable vehicles.

Diesel Dave

28/04/12 – 08:59

Although Mr Hilditch was not a fan of the Nimbus the replacement vehicles were roughly the same size. These were a batch of very short AEC Reliances with Pennine bodywork which looked almost identical to the Nimbuses. These AECs lasted until the advent of the PTE.

Chris Hough

28/04/12 – 17:07

During my time at E.C.O.C. in Cambridge (1972-75) there were several Bristol LH’s and one LHS. they were used on OMO route 139 from Histon/Impington to the New Addenbrooke’s Hospital. Every one had extremely heavy clutch pedal operation, and as in previous comments they were not at all popular with the drivers. The LHS was referred to as ‘The Baby Bouncer’ as part of the journey was along Mill Road past the Maternity Hospital. On a return visit to Cambridge in 1997, I noticed that they were using one of the LH’s as a driver training vehicle.

Norman Long

29/04/12 – 08:03

I drove a Bristol LHS/Plaxton 35 seater at J. J. Longstaff of Mirfield. I never liked the way the pedals came out of the floor as in a car. One Sunday we used it on the service from Mirfield to Dewsbury and my clippie Kathleen referred to it as the sardine can.

Philip Carlton

01/05/12 – 19:52

Thanks, Ronnie Hoye! Can’t get that wonderful expression Stotty Box out of my head: it’ll keep me in smiles for months to come!

Ian Thompson

03/05/12 – 07:58

In the companies where I worked, the LHS was known as the “Baby Bouncer”.

Roger Cox

04/06/12 – 17:08

Well I passed my PSV test on this very bus and had the privilege of driving her between Mouzel and Penzance many times. I am Vincent Harveys son and I now live in Australia.
My dad and uncle ALWAYS kept her in top order. Glad to know she’s being cared for still.
By the way, the family business was sold to Grenville Motors of Camborne.

Nick Harvey

10/05/18 – 05:47

I now own this Nimbus and it has returned to Cornwall for the first time in twenty years. She has fallen on hard times but will hopefully be returning to the road next year. Can’t wait to take her home to Mousehole.

Steve Cocks

11/05/18 – 06:40

I visited Mousehole on Sunday 9 June 2013 travelling on the First Devon and Cornwall service 6 bus from Penzance.
At the time it was the Mercedes-Benz Vario type that was used on the service because of the tight turns and narrow streets of the village. On the morning of our visit there wasn’t a suitable bus available for the service and so an Optare Solo was used. However, this type wasn’t able to negotiate the full route as it was too wide/too long so had to terminate at the “The Old Coastguard” a hotel a little way short of the normal terminus.
The Solo ran until the 1115 trip from Penzance/1143 from Mousehole after which a Vario became available commencing with the 1215 service from Penzance/1243 service from Mousehole.
I took a few photographs of the Vario as it made its journey in the narrow part of the village which show the challenge the buses and drivers have. I don’t know what vehicles they are using these days. www.ipernity.com/doc/

David Slater

14/05/18 – 07:16

Glad to know she’s in safe hands, Steve. Keep us posted on progress, won’t you/

Chris Hebbron

14/08/20 – 06:29

RJX 250 as she is now. Mechanical work is progressing well with the braking system overhauled gearbox removed to repair clutch. Blue undercoat has started to be applied. Hopefully back to Mousehole in 2021.

Steve Cocks

Guernsey Railways – Albion Nimbus – 14626 – 72


Copyright Pete Davies

Guernsey Railways Co Ltd
1964
Albion Nimbus NS3AN
Reading B35F

Here is a view of an Albion Nimbus, registration 14626. She is in the green and cream livery of the Guernsey Railways fleet and has a Reading body, with fleet number 72. The Guernsey Motors vehicles were a dark red (quite near the Northern General or Ribble “cherry”) while Guernsey Railways vehicles were in this green and cream. She’s at Le Gouffre during a refreshment stop on a morning drive. At least, my ticket was for a morning drive, but the blind is set at Island Tour. Given the size of the island, I’ve never discovered the difference! Did the afternoon drive have a different route? The date is 15 September 1972.

Photograph and Copy contributed by Pete Davies

15/09/12 – 07:26

EBW 112B_lr

Here is its twin number 173 (14651) at the centenary rally in Usti-nad-Labem on 19/06/1999.
It had travelled from Wareham to the Czech Republic under its own power.
It was even blinded for the “Morning Drive”.
What a superb event it was, we attended on ex North Western Road Car 413 (JMA 413L) a Bristol RE/ECW.

Dave Farrier

15/09/12 – 08:43

Am I being unrealistically demanding in thinking I’d have expected something a little more fancy than a stage carriage Albion Numbus for a scenic trip?

Roy Burke

16/09/12 – 07:19

No Roy. I would have baulked at the regular use, by Ribble, NWRRC (and friends) of service buses on their X2/X60 type services. I had a very enjoyable ride around the Isle of Wight last month on a B10M coach – and also later on open-topped Olympians! SUT, Yorkshire Services and the local indies always gave us coaches in Sheffield.

David Oldfield

16/09/12 – 07:20

So, MORNING DRIVE did exist on the blind, then? I suppose setting it for ISLAND TOUR covered most eventualities!!! I see that Dave’s note was posted 40 years to the day since I captured the scene.
Yes, Roy, most folk would expect something a little more grand for a tour, but I don’t recall seeing anything like that. This, after all, is somewhat more upmarket than the Albion CX or Bedford types elsewhere in the Guernsey fleets at that time.

Pete Davies

17/09/12 – 07:08

Until the advent of second hand Bristol SUs and LH in the eighties these were the last passenger chassis bought by Guernsey most of the Bedfords being based on lorry derived chassis The older Albion CXs had high backed coach type seats

Chris Hough

17/09/12 – 07:09

In response to Roy and David’s comments: Guernsey is quite small and distances short; and traffic very thin – I assume that economics dictated, and geography allowed, the use of buses on tour duties. Could Guernsey Railways/Motors have justified the purchase of special narrow-bodied coaches – and wasn’t the Guernsey width limit 7’4″? – which would have “laid up” out of season?. Its quite a different proposition to the use of buses for coaches on the mainland. Anyway, perhaps this was the Nimbus’s finest moment: tootling around impossibly narrow lanes, providing a “big bus” service where only truck-derived Bedfords followed . . . (until the Trafalger years).

Philip Rushworth

15/02/13 – 05:59

Not sure why people are referring to Albion ‘CX’ vehicles when they never operated on Guernsey. If they are referring to Victors (FT and earlier PH models), from 1950 the bodywork they carried (which was developed by Heaver and Guernsey Railways), was effective classed as ‘Service Coach’ standard, to be used on both stage carriage and island tours, etc. We would today classify this as Dual Purpose.
The Abion Victors (the chassis of which was also sold as the FT3 truck range) were followed by the Nimbus model, the style of body being adapted by Readings of Portsmouth), which was an underfloor engined Albion Claymore lorry chassis marketed under a different name for PSV use.
Guernsey’s final ‘standard’ vehicle to use this style of curved waistrail ‘Service Coach’ bodywork was the J4EZ1 model, which was derived from the Bedford truck range but popular for PSV and coach use between the OB going out of production and the VAS being developed.
Guernsey’s buses were no less inferior for their use of HGV derived chassis, nor were the many hundreds of Bedford J2 coaches used throughout the UK in the 60’s and 70’s. Of course the VAS chassis, designed for bus and coach use also ended up carrying truck bodies such as mobile library’s, etc. From an engineering point of view rural bus chassis and truck chassis were all but identical from the turn of the 20th century right up to the end of the 60’s, essentially being the same 3, 4 or 5 ton models, marketed under different names.

John

28/05/13 – 17:07

Contrary to misconception, all of Guernsey’s Albion Victors, Nimbus and Bedford J4 vehicles (delivered between 1950 and 1972), carried Service Coach bodywork for dual-purpose (stage carriage and tours) operation.
Their seating was identical throughout the classes being of the double-arched semi-high backed variety, well upholstered, though the moquette was updated over the years.
As far as the chassis were concerned, as John has pointed out above, the Albion Victor was derived from the FT3 truck series, the Nimbus was evolved from the Claymore underfloor-engined lorry and the J4EZ1 was Bedford’s long wheelbase 5-ton bonneted truck converted to forward control at the coach-builders under supervision from the local Bedford Agents.
In essence vehicle manufacturers frequently used engines, gearboxes, axles, cross members, braking and control systems, etc in common across their PSV and HGV ranges, only the chassis side frames for the former were specifically designed to ease the fitting of passenger bodywork, often being cranked over the axles to reduce step-heights. However, in terms of ride quality, comfort or reliability there was absolutely no appreciable difference between PSV or HGV chassis.
The width restrictions in Guernsey necessitated some diverse thinking with regards to chassis supply, often it was the axles that were over-width so it was more convenient, expedient and commercially acceptable to receive off-the-peg width-conforming 5-ton chassis rather than have a full blown PSV types converted to suit, which would have been a costly and often time-consuming exercise, where large volume manufacturers would need to take standard chassis off-line and effect bespoke modifications.
In pre-war days the maximum lawful vehicle width was restricted to 6′-6″, this was changed to 7′-0″ in 1945, then relaxed to 7′-4″ after the last J4EZ5 / Pennine vehicles arrived in 1974. Due to restricted model availability, this was further relaxed to 7′-6″ (for certain routes only)in 1979.
The 7′-4″ vehicles that remained in the fleet after 1979 had their fleet numbers amended with an ‘A’ indicating they could serve ‘A’nywhere on the island’s route network.
The 7′-0″ wide vehicles also received the ‘A’ suffix at the same time.

J Edward Rose

18/05/15 – 06:54

I have the privilege of owning Guernsey Railways 77 and have in the past owned several FT39 Albion Victors.
As has been previously mentioned the vehicle chassis is in principal Albion Chieftain FT37. On one occasion I purchased a life expired Chieftain for spares, the only difference I came across (to my cost) was that the truck road springs are shorter than the PSV springs, I assume to give the passengers a softer ride.
77 has now been in preservation for 35 years her operational life was just 23 years! whilst in preservation 77 has been “On the road” for at least 30 of the 35 years.
A good testament to Readings the body builder, Albion and her post Guernsey Railways owners.

Peter Davies

19/05/15 – 06:05

Well said, Peter, in your comments about Readings, Albion and 77’s owners in preservation. It makes one wonder how many Enviro 400s will still be around in 35 years time.
Incidentally, where I used to work, there were five of us named Peter Davies or Davis. We identified ourselves by using the Welsh system of ‘Davies the . . .’ The silly thing was that the one with the English spelling (no E for the uninitiated) was Welsh [Davis the Welfare, as he was in Social Services] and the four with the Welsh spelling were English, at least by birth although my grandfather WAS a Welshman! We were continually receiving each others post, and used to meet several times a week to exchange papers. No such troubles in your workplace, I hope!

Pete Davies

25/04/16 – 06:39

Guernsey Nimbus 75 16216, now carrying a UK reg JNP 590C, is also preserved and was out yesterday on the Cheshire Run, part of Drive it Day 2016.
Photo can be seen at www.oldclassiccar.co.uk/

John Lomas

30/04/17 – 07:50

And 175 will be out on the Cheshire Run again today.

Tim Smith

Maidstone & District – Albion Nimbus – 310 LKK – S310

310 LKK

Maidstone & District Motor Services Ltd
1960
Albion Nimbus NS3N
Harrington B30F

One of Maidstone and Districts batch of Albion Nimbus/Harrington single deckers resting at the rear of the now demolished Tonbridge Depot. Its normal duties would have been the local town service route 77 which ran a twenty minute headway. The route always had Albions which I think may have been due to narrow roads at the town end of the route.
Tunbridge Wells also had an allocation of Albions for town service, these periodically ventured out into the countryside on route 110 to Mayfield which featured climbing the one in ten hill into Mayfield high street, and the route 107 out to the village of Chiddingstone which again featured hilly terrain.

Photograph and Copy contributed by Patrick Armstrong

10/06/15 – 09:07

What many operators would have taken as a utilitarian vehicle has been turned from a Plain Jane into a Glamour Bus by the wheel trims, the shaped destination box and M&D’s treatment of the front under the windscreen.
A shining example of how to improve the visual environment.

Phil Blinkhorn

11/06/15 – 10:23

I have often thought that, the frontal treatment excepted, these Harrington bodies very closely resembled the Weymann bodies fitted to the Western Welsh and Halifax machines. Did they share the same framing design, perhaps?

Roger Cox

25/07/15 – 06:09

Western Welsh 1-24 had Harrington bodies, the M&D batch followed on from them. Western Welsh obviously had Weymann build 25-48 to the same outline; they also used a version of the outline for Halifax’s infamous batch.

Stephen Allcroft

17/07/16 – 05:50

I joined the M&D in 1961 fresh out of college. Having passed my PSV test on I think DH156 (It had a sliding window behind the driver) I set out to discover Kent and Sussex. This was the time when we had full buses and a variety of vehicles, Leyland, AEC, Guy, Daimler, Bristol, Commer and old SARO, RKE R4O which must have been the slowest most awkward vehicle to drive!!! Most times I was out in rural Kent with the occasional sortie onto the main key where shift times allowed. It was also profitable the most hours that I got paid for in one week was 108 comprising normal shift pay plus some double and treble hours, marvellous. I still at the advanced age of 79 remember those days with nostalgia and have my original badges, drivers KK37733 and conductor KK41873.

Reg Stubbs

Berresfords – Albion Nimbus – NSG 869 – 25

Berresfords - Albion Nimbus - NSG 869 - 25

Berresfords Motors Limited
1955
Albion Nimbus MR9
Scottish Omnibuses B32F

NSG 869 is an Albion Nimbus, with MR9 designation. This vehicle has a Scottish Omnibuses B32F body, and in its early days was a demonstrator for the chassis builder Albion. It passed to that well-known Staffordshire independent, Berresfords Motors Limited of Cheddleton, in whose markings we see it at Duxford on 28 September 2003.

Photograph and Copy contributed by Pete Davies

05/05/16 – 06:58

The MR9 was the first version of the Nimbus, itself derived from the Claymore goods model, and it was available in two lengths as the MR9N (23ft 3ins by 8ft) and MR9L (24ft by 8ft). The chassis had Albion axles, the rear being driven by overhead worm, and the wheelbase was 11ft 10ins. The four cylinder 3.83 litre EN219 engine was basically two thirds of the Leyland O350, and it developed 60 bhp at 2200rpm. A four speed Albion gearbox was fitted. Certain features of the design were suspect, notably the poorly designed engine by-pass valve method of providing vacuum assistance for the braking system, and the type soon acquired a reputation for frailty, notably in the engine, engine mountings and gearbox departments. A total of 124 of the MR9 type was produced before Leyland in house cost cutting measures led to the appearance of the NS3 model, which had “bought in” standard BMC 5 ton truck range axles that limited the overall width of the vehicle to 7ft 6ins. The NS3 and later NS3AN proved to be just as unreliable as the MR9.

Roger Cox

05/05/16 – 10:57

Thank you, Roger. I have read somewhere that the amount of exhaust smoke these things produced meant they should have been named ‘Cumulo Nimbus’.

Pete Davies

06/05/16 – 06:50

…and this from the maker who used ‘Sure as the Sunrise’ as their slogan!

Stephen Allcroft

06/05/16 – 08:29

Delightful comment, Stephen!!!

Pete Davies

07/05/16 – 06:55

It’s strange how the heavyweight British bus manufacturers struggled to produce a successful small bus in the post-war era. The lightweight manufacturers seemed able to produce successful designs albeit mainly used for coach duties but the big boys never seemed to be able to scale down the likes of the Reliance and Tiger Cub to produce what we would now call a ‘midi-bus’ with any degrees of success. Probably Bristol were the most successful with the SU and then the LH. However I always find it difficult to judge the success or otherwise of Bristol products based on volume of sales as throughout the 1950’s and most of the 1960’s they had a captive market with the BTC/THC companies.

Philip Halstead

12/05/16 – 17:04

Philip.
Of course pre-war Leyland (Cub) Albion (Victor) and various marques from Dennis Guy and Thornycroft all competed against the Bedford and came off worst, even Ford stopped competing for a while (c1932-57). Just pre-war there were Kew Dodge and Opel Blitz competitors, but they were selling on keen prices and immediate delivery, like Commer and Austin post-war.
The Nimbus itself was inspired by Scottish Omnibuses building a Claymore-based 32 seat integral bus. Most of SBGs single decks were then 35-seat half cabs and all were crew operated. This was at the same time Bristol and ECW were making the SC.
As for the SU it was only introduced after Western and Southern National refused SC’s wanting something comparable to Devon General’s Nimbii.
Why was the SU better than the Nimbus? I think it might have had better engine mounting and it certainly benefitted from Bristol chassis well integrated with its ECW body. Secondly nobody in the THC command economy would dare put an SU on a full-size route without good reason. Finally they were confined to Western & Southern National with only a handful elsewhere and so never got a hard life.
What we now call a midi-bus (e.g. the ADL E200) is rather bigger than a pre-1962 Reliance or a Tiger Cub, although its seated passenger capacity may be less than an OB.
The SC sat 35 in what were pre-1950 maximum box dimensions of 27’6″ by 7’6″ and it was miraculously fuel efficient at the expense of levels of noise vibration and harshness that would be unacceptable today providing marginal power that would be a hazard in modern dense traffic. but again Crosville Lincolnshire and Eastern Counties mainly used them to move fresh air along empty roads.

Stephen Allcroft

North Downs – Albion Nimbus – WKG 48 – 19

WKG 48
WKG 37

North Downs Rural Transport
1961
Albion Nimbus NS3AN
Weymann DP30F

John Wylde’s initial involvement with bus operation occurred with the Orpington Rural Transport Association which operated a service between Biggin Hill and Orpington from 1963. Wylde departed Association shortly afterwards and began running services as North Downs Rural Transport between Orpington and Croydon, with journeys later serving the then new development at Forestdale, Addington. In 1969 North Downs acquired the Mitchell’s coaching business that ran rural services from Warnham into Horsham. Then, In October 1970, A.T. Brady of Forest Green retired and his routes between Horsham, Forest Green and Guildford were taken over by North Downs and the Brady livery of brown and cream was adopted for “new” arrivals in the fleet. To complement the assorted acquired vehicles Wylde bought a trio of ex Western Welsh Albion Nimbus saloons, WKG 34/37/48, and numbered these 17/18/19. The first and last received the brown livery, but WKG 37 remained in Western Welsh red to the end of operations which occurred very suddenly on 17 April 1972. The pictures show WKG 48 in Horsham Carfax in October 1971. Behind it , operating the Horsham – Ewhurst – Forest Green route, is Tillingbourne Guy GS MXX 382, which had been hired in to cover mechanical problems at Forest Green, a portent of what was to come. The unrepainted Nimbus WKG 37 is seen at Rusper on the poorly patronised meandering rural service between Horsham and Crawley, a route that was withdrawn some months before the collapse of the business.

Photograph and Copy contributed by Roger Cox

Manchester Corporation – Albion Aberdonian – UXJ 244 – 44

Manchester Corporation - Albion Aberdonian - UXJ 244 - 44

Manchester Corporation
1958
Albion Aberdonian MR 11L
Seddon B42F

Single-deckers were always very much in the minority in Manchester Corporation’s fleet. In 1958 a batch of six Albion Aberdonian MR 11L entered service. These had Seddon B42F bodywork. Manchester City Council’s Transport committee had decreed that the bus fleet should be composed of Leylands and Daimlers, so the order for Albions fell outside this policy. Since Albion was a part of the Leyland group, the batch were registered as “Leyland Aberdonians” and the word Leyland appeared on their tax discs. When new they carried “Albion” badges on the front, but these were soon removed. Due to their unsatisfactory durability, they were withdrawn in the late sixties, after only ten years of service.
The photograph shows 44 (UXJ 244) passing under a footbridge on Princess Parkway, around 1968, not long before withdrawal. These were the only postwar Manchester buses to carry the -XJ registration mark. They were unusual in having an offside cab door; the driver could not enter/leave the cab through the passenger door as was usual on underfloor engined buses.

Photograph and Copy contributed by Don McKeown

10/08/14 – 10:42

Don, All Manchester’s underfloor single deckers and the Airport half deckers, until Albert Neal eventually got his Tiger Cubs, had offside cab doors. As for the Albion’s durability the body was poor and the chassis not good but their demise in the fleet was due to the fact that Neal didn’t want them and they were used as little as possible when the Tiger Cubs arrived in 1961. They were sold by Ralph Bennett as soon as they were written down in the Department’s accounts. They were also unique as the only post war buses sold by Manchester for further PSV use, albeit across the Irish Sea, one staying in the area for use by a band. Given their reputation they all survived for some time – though, of course , they had hardly any wear and tear.

Phil Blinkhorn

10/08/14 – 13:36

Just to correct my previous comment regarding the offside doors on the Airport half deckers, only the batch on Royal Tiger chassis had offside driver doors. The Tiger Cub batch did not. Regarding the removal of the Albion badges, “soon” is a bit misleading. Some survived until repainting circa 1962.

Phil Blinkhorn

11/08/14 – 07:18

It hadn’t occurred to me before that these were the only XJ post war MCTD buses. I don’t think there were many VU either, the only one that springs to mind is the curious 3696, 889VU – I seem to recall there’s a reason for that registration but can’t remember what it was. Manchester, having been one of those operators who early post-war had whole batches of buses which annoyingly missed having matching fleet and registration numbers by one or two digits (e.g. 3100-3199: JNA 401-500) went on to then wholeheartedly embrace matching fleet/reg. numbers. (Interestingly though, there were latterly three double deckers in Manchester with XJ regs – Mayne’s last Regents!)

Michael Keeley

11/08/14 – 09:42

Michael, there were two post war MCTD motor buses registered in the VU series, both due to administrative error, plus fifty four trolleybuses being the Crossley Empire and Dominion series.
In July 1948 2108, the last of a batch of Crossley DD42s was registered in the GVR series as GVR 111, some five years after the series had been allocated to the Department and some two years after the decision on registrations for over 300 vehicles the Department received as the first post war deliveries arrived. A private motorist had applied for GVR 111 for his Vauxhall and the department agreed to release the number and 2108 became HVM 621, the next number available in Manchester in 1948. In 1949 the last batch of DD42s arrived (2160-2219) and these were to have been KNA 601 to KNA 660. Prior to registration, someone in the Department determined that GVR 111 had not been allocated to a bus and the registration belonged to the Department. In July 1949 2160 was delivered and took to the streets as GVR 111, the rest of the batch becoming KNA 601 to KNA 659. In the pre computer, ANPR and local registration authority days the duplication with the car passed unnoticed. The car had moved to another area so when it was re-taxed the duplication was not noticed and it was 1954 before the error came to light and NVU 137 was hastily applied to 2160.
Ten years later in 1964 the last batch of PD2s to be delivered was registered 3696-3720 VM (3696-3720. An error in the Motor Tax Department reissued 3696 VM to another vehicle. When the error was discovered, as Manchester had 889 VU available in its Ambulance Department, this was issued to 3696. So the only two post war VU registered motor buses MCTD ran were each the first of the last batch of two significant types which played a major role in the Department’s history.

Phil Blinkhorn

11/08/14 – 17:38

Phil, I’d forgotten about the Crossley trolleys, by the time I became a “spotter” there were only the BUTs (and those only just) so the Crossleys were a bit off my radar though I think there’s one at Boyle St. Thanks for clarifying the 3696 story – the first of the batch which along with the previous 3671-95 surely had the deepest induction roar of any PD2s.

Michael Keeley

12/08/14 – 05:51

Michael, I think Stockport’s Crossley bodied PD2s were even louder and deeper.

Phil Blinkhorn

13/08/14 – 13:04

Considering that Manchester had so few single deckers what work did they actually do?

David Slater

13/08/14 – 14:48

There were a number of routes, mainly feeders from estates within the city boundaries and overspill areas outside the city boundaries, to main roads served by trunk routes, to nearby towns such as Middleton or Oldham or to local shopping centres in Wythenshawe, but two all day trunk routes existed, the #22 between Levenshulme and Eccles – with low bridges at both ends, and the #31 from the City to Bramhall with a low bridge at Cheadle Hulme where single deckers were the only option until the 1960s. Manchester had a private hire licence which allowed it to operate well beyond its boundaries and single deckers were often used. Two single deck City Circle routes ran for a time in the city centre linking the stations and shopping areas. In addition single deckers were used to supplement double deckers at rush hour and Ralph Bennett converted a number of double deck all day routes to single operation.

Phil Blinkhorn

14/08/14 – 06:46

As an addendum to Phil Blinkhorn’s comment it shouldn’t be forgotten that the single deckers in Manchester also tended to be the guinea pigs for any omo fare collection systems dreamt up in the bowels of Piccadilly or Devonshire Street. The original stabs at this took place as early as the 1920’s in normal control vehicles and but weren’t embedded for any length on a route until 1949 when the 110 feeder service was introduced and this which remained single decked (albeit with forward control from 1953) until incorporated in a longer double decked route in the late’60’s. In between those times the six single deckers that are the subject of this article were, in addition to their feeder service duties, employed on the rush hour Express Service 130 following the withdrawal of Crossley DD42’s on the route, much to the chagrin of the passengers of which I was one. Noisy, rattley and decidedly utilitarian they were very unpopular and the introduction of omo with slow loading and exit times on a traditionally fast route did little to endear them further. In an experiment to speed up loading the department introduced ‘carnets’ of tickets, 10 for the price of 9. The tickets had a small magnetic oblong on their reverse which when fed into a slot reader mounted on the entrance bulkhead head was supposed to issue a beep. Within a fortnight most of the readers had failed and until the ‘carnet’ facility was withdrawn the torn off tickets were just handed to the driver. Fortunately the Albions were fairly soon replaced on the route by new Panther Cubs which had, at least, wider entrances than the Albions but the electronic ticket cancellers were no more reliable than the gated access on the Panthers than followed them. However, the latter did restore Journey times.

Orla Nutting

18/08/14 – 12:15

Another route using single deckers was the 56 Halfway House, Cheetham Hill to Hollinwood Station. These replaced double deckers when they became One Man Operated. It meant the service could go under the low bridge and stop opposite the railway Station. Double deckers were still used for extras and on a few occasions the drivers forgot about their height and got stuck under the bridge, much to other drivers mirth. Another single decker service I remember, was on the 7 Manley Park Brookdale Park. It operated a 6d minimax fare system. The passengers had to put a sixpence coin in to go through a turnstile for any length journey. The half fares had to use the right hand turnstile. It was not a great success.

Peter Furnival

18/08/14 – 17:28

NBU 515

Peter Furnival makes mention of Double Deckers going under Hollinwood Station Bridge. Well here is a picture of Oldham Corporation Passenger Transport Department NBU 515 having carried out just such a manoeuvre. The gentlemen ‘wrapping up’ the top deck for transportation back to Wallshaw Street Depot, are from left to right:-
Don Harris (Garage Foreman), Eric Watts (Assistant Chief Engineer), and Bill Connelly (Assistant Depot Foreman).
History does not say who the Driver was or his ultimate fate.

Stephen Howarth

01/02/17 – 17:08

Phil, do you know what became of all six of the Aberdonians? I understand the whole batch was bought by the dealer Dodds of Dromara in Co. Down but where did they pass on to. I believe UXJ 244 may have been with the Fermanagh County Education Committee?

Bill Headley