Whieldons (The Green Bus Co. Ltd) 1958 Guy LUF Burlingham Seagull C37F
From the beginning of November 1973 Whieldons t/a The Green Bus Service was taken over by the National Bus Co with Midland Red continuing much of the network although three Uttoxeter services passed to PMT o/w the Potteries Motor Services. Mr C J Whieldon had commenced bus operation in May 1927. By chance, I had a few rides in the spring of 1972 by catching an early Saturday journey out of Rugeley for Uttoxeter via Drointon returning direct via Abbotts Bromley. I still have a faded Setright ticket which might have been a return. The latter service was always a newish Seddon Pennine IV bus which continued on to Cannock but the Drointon service was an older coach no doubt as it wandered the country lanes. On one occasion I caught a Ford 570E with Duple Yeoman body i.e. it looked and sounded like a Bedford SB with a seat next to the driver. Once I enjoyed a ride on 500 URF, a Guy LUF with Burlingham Seagull coachwork which the company had bought new in 1958. The first passenger boarded somewhere in the lanes and the opportunity was taken for a photograph.
Photograph and Copy contributed by Keith Newton
24/06/16 – 05:58
Oh dear, Keith; the mention of the excellent Guy Arab LUF in the same paragraph as the Seddon Pennine IV illustrates the decline of Green Bus from the sublime to the ridiculous. The Pennine IV was an abomination. Guy offered an underfloor engined chassis, initially the Arab UF, and then from 1953, the the lighter LUF, between 1950 and 1959, after which date the manufacturer chose to place all its eggs in the one ill fated basket called the Wulfrunian. It is rather curious that the Tilling group depended heavily upon Gardner engined underfloor engined chassis, yet the BET, municipal and independent sectors had limited choices of Gardner powered UF models. Atkinson, Daimler and Guy all produced Gardner engined underfloor chassis, but orders were never large. Daimler offered epicyclic transmission as standard, which was an option with Guy, but otherwise the gearbox in Atkinson and Guy models was of the constant mesh variety. The decidedly heavy Daimler Freeline was additionally suspect by virtue of its high pressure hydraulics until an air pressure variant became available. North Western Road Car sought to recreate Bristol simplicity and reliability in the rugged Atkinson chassis, but the heavy hand of BET central control stopped this project in its tracks, and Atkinson never really made much of an impression thereafter. Guy were generally more successful, but the real problem lay in the availability of the AEC Reliance, which, with its light steering and excellent synchromesh gearbox, was a driver’s dream. Even when the shortcomings of the AEC wet liner engines began to emerge, the sales scenario did not alter materially, though Leyland picked up customers with the introduction of the Leopard. I have often wondered if the availability of a decent synchromesh gearbox to the smaller makers might have influenced the situation in their favour. Perhaps the ideal would have been a Gardner powered Reliance. One is surely allowed to dream!
Roger Cox
27/06/16 – 05:53
I get the impression that BET’s central purchasing policy was more about bulk discounts, and cost generally, than anything else. Guys were almost certainly more expensive than Leylands and AECs, and the company might not have been able to handle the quantities required to allow bulk discounts.
Peter Williamson
29/06/16 – 06:11
Perhaps it’s just the angles of the photo, or maybe 500 URF was simply way past her best by then, but this might just about be the ugliest and most downtrodden Seagull I have ever seen. Were the glorious, beautiful Seagull bodies different for each type of chassis ?
Stuart C
29/06/16 – 16:11
I am not a Seagull expert but this I believe is the later version with the front entrance body and I believe has a higher waist line. IMHO the best derivative was the centre entrance version on the 8ft wide chassis as on Tiger Cubs and some Reliances. I also had a soft spot for the Ribble/Standerwick domed versions as they looked like a purposeful express coach.
Roger Burdett
29/06/16 – 16:12
This is a very late example of a Seagull Mk V body, but incorporates many non-standard features, most notably the straight moulding at skirt panel level. Burlingham had already moved on to the Mk VI (with window pans as supplied to Ribble and others) and the Mk VII (with “panoramic windows”), so I suspect that these later Mk V bodies were made from whatever bits were left over. These “Meccano Kit” bodies (both from Burlingham and other body-builders) tended to end up on low-volume chassis at the end of their production runs.
Neville Mercer
12/03/21 – 06:00
When I was doing my eight weeks “square bashing” at Hednesford in November – December 1954 any leisure travel was by Green Bus Service (Rugeley and Uttoxeter) Ltd, whose double deckers were allowed just inside the Camp to start at the guardroom – ex Birmingham Corporation Daimler CVGs were the normal vehicles – absolutely oozing vintage “character” and seemingly well maintained.
Chris Youhill
13/03/21 – 06:40
Very good to see you on OBP again Chris. Your comments are always informed and illuminating.
Chiltern Queens of Woodcote 1949 Dennis Lancet Burlingham ????
This shot is from the Ray Soper gallery contribution titled “Chiltern Queens of Woodcote” 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.
Blue Bus Services 1959 Daimler Freeline CD650H Burlingham Seagull C37F
The above photograph was given to me by the ex Blue Bus Inspector the late Ken Baker, when I worked for Derby Borough Transport, and was in charge of the Blue Bus operation at Willington, before the fire. He had no idea where it was taken, but he thought it was in the Derbyshire Peak District somewhere, where as I thought it was in Yorkshire. Perhaps somebody will be able to identify the location? 120 JRB was unusual for a 30ft – long coach in that it was only fitted with 37 seats, the usual maximum being 41. Contemporary reports state that it was fitted with translucent panelling which could be lifted for ventilation. It was also fitted with an air operated pre-selector gearbox, and it was reported that it could travel at 55mph.
This coach was the first vehicle to carry the “Wings” emblem in place of the “Blue Bus Services” fleet name. If anybody is interested I have a Blue Bus Services page on my website, which can be found at this link.
I hope someone comes up with the location of 120 JRB.
Photograph and Copy contributed by Stephen Howarth
19/12/11 – 11:06
Good picture, possibly taken in Wirksworth, Derbyshire.
Roger Broughton
19/12/11 – 14:21
You have set us a teaser as to where this is! The pale grey stone suggests that it is in the southern part of the Peak District- but where is/was there a Natwest Bank? Wirksworth doesn’t look right on Google Earth- goldish stone & brick- & has a big Natwest: this is/was a part time branch. I wondered about Youlgreave…..
Joe
19/12/11 – 17:19
Joe, Youlgeave (Pommy) hasn’t had a Natwest Bank, the stone is similar to both in fact all of the Peak District.
Roger Broughton
20/12/11 – 06:50
Well the few bits that I can add having worked for National Provincial and later National Westminster Bank are that the picture was taken after February 1971 and the size of the Branch would suggest that it was an “Agency” open one/two days per week. These were attached to and run by much larger Branches so that would seem to indicate that it is not too far from a large town or city. Oh that I had my old Sorting Code book because with a bit of work you could eliminate possibilities using Google Earth! Sadly, we always had to destroy them. I’ve just researched Pateley Bridge because the road layout at the top of the hill is similar but the Bank is Barclays and too far around the bend. So not much help but any old Yorkshire/Derbyshire Bankers out there might get closer.
Richard Leaman
20/12/11 – 06:51
A flash of inspiration suggested Bonsall. Have a look at Google maps. I think the picture was taken from an upstairs window of the Kings Head, looking down Yeoman Street. The end of the cottage in the distance is fairly distinctive.
Stephen Ford
20/12/11 – 09:29
Well done Stephen- it is indeed: Yeoman St Bonsall. The shops have been prettified into houses and the bank is no more but looks much the same. The pub car park, probably once some cottages, has been improved: in fact the whole place looks smarter. It is possible that the pic was taken from the memorial plinth, but it was probably higher. I’ll stick to my guns, though, Roger, on the stone: it was always noticeable that the stone changed going south from squarish often goldish stones to this pale grey rubbley stuff, often found around those tiny sheep fields/pens. Compare say Baslow with here.
Joe
20/12/11 – 10:21
I wonder were the coach is heading as the road out of Bonsal towards Brightgate is very narrow.
Roger Broughton
20/12/11 – 11:24
My guess would be that it was either a trip to view the well-dressings (July) or a pub visit at the end of an organised sightseeing tour. Roger is right, Bonsall was the end of the line for buses (and still is). At the time it was North Western territory with a fairly regular service from Matlock, nowadays G & J Holmes and an hourly service during the day on weekdays.
Stephen Ford
20/12/11 – 12:27
An amazing flash of inspiration, Stephen; I can’t fault it. Think of the chances that, from such a small group as us, someone would triumph! You shall have a gold star!
Chris Hebbron
20/12/11 – 14:24
O come on, Chris. There’s some shared brain power among us – and we’re probably all getting on a little bit now! Coming from the Peak District end of Sheffield, the whole PD is my (favoured) stomping ground. Now exiled in the south, Bonsall was a regular part of run out in the car I did when visiting aged (now dead) parents. I only ever went UP hill from Cromford and never had the perspective of this photo – looking down.
David Oldfield
21/12/11 – 07:21
While it’s true that there are some widely-travelled folk amongst us, it still surprises me how many questions thrown at the website are answered. I’ll compromise by awarding Stephen only a silver star, then – okay?
Chris Hebbron
21/12/11 – 07:22
I’ve played around on Streetview, and if you paste this link into your browser, you can see the scene as it is today when map loades drag and drop the little orange man to the Kings head at this Google maps link.
KC
21/12/11 – 08:56
Hy Hulley, now there’s a name from the Peak District, nearly had the variety of vehicles of Barton, some out of COF vehicles would be parked on open land opposite the garage in Baslow, now luxury flats are parked there ! The business is still operating as Hulley under the Woolicrofts ownership ex Silver Service of Darley Dale. In the 1978 Buses Annual there is a good article on Peak District operators from the 30’s.
Roger Broughton
21/12/11 – 08:57
Scrooge! I didn’t mean that Stephen didn’t deserve the Gold Star – I’ll reinstate it and take this opportunity to say Happy Christmas to ALL friends on this wonderful site.
David Oldfield
21/12/11 – 11:41
………and I’ll second that, a Merry Christmas and a happy New Year to all.
Chris Hebbron
21/12/11 – 12:03
That must have been one of the last Freelines built – also one of the last Daimler 10.6 litre engines. Wonder if Blue Bus managed to acquire a stock chassis at a knock down price for being a loyal Daimler customer? The steering wheel position in the Freeline always looks too high although presumably the drivers seat was similarly raised to achieve the required min 6″/max 10″ clearance between the top of the seat cushion and the underside of the steering wheel rim required by the Conditions of Fitness Regulations.
Ian Wild
21/12/11 – 13:50
When I said inspiration, I didn’t mean the miraculous sort (or sticking a pin in a map at random either)! I was just thinking of places I have visited that might fit, then checking them in Google. Roger mentioned Brightgate just to the north of Bonsall, and we have in fact camped in a very old static caravan at Brightgate farm a few times. Even in the prettified state that Joe referred to, Bonsall is a grey village and can look a bit dreary in anything less than brilliant sunshine. I think my inspiration was along the lines of “it looks grey enough to be Bonsall!”
Stephen Ford
21/12/11 – 14:55
Stephen, The Barley Mow on the Slaley Rd out of Bonsall is a very good watering hole which has recently changed hands, good beer and food.
Roger Broughton
22/12/11 – 06:32
It certainly wasn’t one of the last Freelines, I’m not sure when production officially ceased but Great Yarmouth took some in 1964 with ‘B’ registrations. It would have been, however, one of the very last Burlingham Seagull’s to the original design. By no means a unique combination and yes, all of them appeared to have very high steering wheel positions, what is not immediately apparent is that this one had three long panoramic windows on each side and one piece windscreens, not the horizontally divided opening type. I think Yelloway had some to this diagram also. Delivered in June 1959 only just in time for that years summer, I think that was the last season of this particular shape. If Blue Bus had waited till the following year, they could have had the Seagull 70 body, now that would have been a unique combination!
Chris Barker
22/12/11 – 06:33
With Streetview you can actually get a link for the exact view you want rather than the map. Here it is: //g.co/maps/gysy4 Hulleys are indeed still operating, but I’ll have to look up their history. I think the link with Wooliscroft/Silver Service was short-lived and they had to be rescued by someone else.
Peter Williamson
22/12/11 – 07:46
If what Chris says is true, then that would indeed make it the Seagull VII and 1959 was about as late as you could get. I know Hulley’s became independent of Wooliscroft but have no idea of the eventual (current) ownership. Some hazy reflection puts them back into the Hulley family but I could never swear to this.
David Oldfield
23/12/11 – 06:52
There is a history of Hulleys on their website //www.hulleys-of-baslow.co.uk/ which explains everything. The fleet now looks very smart in a dignified blue and cream livery which was originally inspired by second hand purchases from South Notts.
Peter Williamson
23/12/11 – 06:53
I am pretty sure the Great Yarmouth Freelines were the last, certainly for the home market. They were bought while Geoffrey Hilditch was the General Manager, a man who had very firm ideas on bus purchasing and as an engineer tended to go for high specification designs on the grounds they gave better pay-back in the long term. He took these principles to Halifax and then Leicester where he subsequently held the GM posts. It always seemed strange to me that while Daimler were very successful with their double deck designs, eg the CVG and the Fleetline, they were never as successful with single deckers. The Freeline was a well engineered chassis but on the heavy and expensive side at a time when the industry was moving to lighter weight and lower cost. The subsequent Roadliner seemed to be a disaster from the start.
Philip Halstead
23/12/11 – 06:55
Premier Travel and Valliant of Ealing were also customers for the Seagull Mk VII, amongst others. The first Mk VII, on Leyland Tiger Cub chassis, appeared at the 1958 Commercial Motor Show in Seagull Coaches of Blackpool livery, just like the original Seagull at the 1950 show. Several of the Valliant examples plus all four Yelloway examples ended up with Premier Travel, joining the one they bought new, which made Premier Travel the largest operator of the type. Burlingham’s offering for underfloor engined coaches in 1960 remained the Seagull Mk VII, the Seagull 70 only appearing for the 1961 season, ie a year later than the similarly styled Seagull 60 for forward engined chassis appeared.
Dave Williamson
23/12/11 – 12:15
I made several journeys in the Gt. Yarmouth Freelines in the early seventies when they were on hire to Eastern Counties and they were very pleasant vehicles to ride in – a sort of up market Bristol MW. I believe Yarmouth had a good line in hiring them to coach operators whose vehicles had broken down in the area.
Nigel Turner
24/12/11 – 06:46
The only time I ever saw the Great Yarmouth Freelines was at Huntingdon St Bus Station, Nottingham in the mid sixties. One would sometimes appear as a summer Saturday extra on Trent’s Great Yarmouth service. At this time, Trent often hired in Norfolk Motor Services coaches as required – presumably the Freeline was part of this arrangement?
Bob Gell
11/08/12 – 07:32
Belated update on 120 JRB (have only just discovered your site) – am most impressed by how quickly the location of this shot was nailed down, incidentally! Lovely image of what was – arguably – the final Daimler-engined Freeline (Burwell & District had the other such chassis that could make the same claim to fame). The lack of window-pillars made quite a visual difference, certainly in the flesh. Stephen asks if anyone knows the whereabouts of Dr 18: am guessing we know of her early years in preservation and subsequent re-emergence in a Barnsley scrapyard (what DID happen, though?) – since then, Dr 18 has covered quite a few miles, changing hands along the way several times, until (last I heard) she was in a barn near Uttoxeter with several other vehicles (so, not far from her Willington home) awaiting her turn for restoration. Somewhere, I have two or three colour shots of her in this location. If and when I find them, I’ll scan and submit. Would LOVE to meet up with Dr 18 again though, so if anyone has more recent info (I’m going back at least half-a-dozen years, via a contact)…
Clarence
13/10/15 – 06:20
Some 3 years on since the “turn” comment (11/08/12), the vehicle is still in the same shed in the same condition. Would feel that restoration really quite unlikely now.
Roger Burdett
07/12/15 – 06:15
Freeline 120 JRB is indeed located near Uttoxeter together with CD650 SRB 425 and is owned by Mr Andy Mould. It is indeed the only ‘complete’ surviving Freeline in GB and is well worthy of restoration. It is mechanically sound but does need a full body restoration. It is now unique.
Gerald Anthony
02/08/16 – 17:27
How nice to hear this coach has been preserved. The last I heard was that it was rotting in a scrapyard in the Bradford area. I was Youth Club Leader at Stretton Church during the 1960`s (Stretton being on the Blue Bus service route) We had a”Blackpool Trip” every year in September and would always ask for this coach known as “Daimler 18” because our coach enthusiasts liked the sound of the powerful Daimler engine and the hissing of the air operated clutch. I have a painting of 120 JRB standing outside Repton Church. I remember we paid less than £1 per person for the coach (out for 20 hours on a 240 mile round trip) and a ticket to see Cliff Richard in Blackpool plus a tour of the illuminations. We also asked for “Frank”. one of Blue Buses`s young drivers. Those were the days !!
Philip Whieldon
Vehicle reminder shot for this posting
17/08/16 – 09:56
I was kind of hoping you might shed some light on the whole Seagull Mk7 history as I am the owner of Blue Bus Dr18 120 JRB I can find very little other history on this period of Burlinghams activity and just wondered how many ‘plastic pigs’ were built, the body panelled entirely in fibreglass providing all the outline with a straight framed body must have been a brave step and taken a lot of development, although far from their finest hour, having restored BMS 415 many years ago I can fully appreciate how good they could be and 120 JRB is far from that build quality even evident after many years. So I would be keen on know just how many were built I am aware of 999 EAE was 7 body numbers apart but I am told two of those numbers were allocated but never used. Any information would be gratefully received.
Andy Mould
18/08/16 – 06:48
Reference comment of Andy Mould 17/08/16. his restored coach BMS 415. Behind CFK 340 is BMS 415 returning from Manchester Museum 3rd of April 1982 location of photo is unknown any detail be gratefully accepted.
W Gash & Sons 1952 Daimler Freeline D650HS Burlingham C41C
After the posting of a W Gash & Sons T.I.M. ticket and the very interesting copy from Stephen Ford on the Old Bus Tickets website yesterday here is the Old Bus Photos contribution to the W Gash & Sons of Newark, Notts weekend.
It is a shot of one of the first two production D650HS Daimler Freelines that went to W Gash & Sons in 1952, who registered them NAL 782/3. They had Burlingham C41C Seagull bodies and remained with Gash until 1967, when they were apparently sold to Trent Concrete for staff transport. Seen here, in the summer of 1961 just departing Huntingdon Street Bus Station, Nottingham, is the second of the pair NAL 783 with Daimler CVD6/Massey KAL 580 in the background.
The very high driving position is clearly visible in this close up shot.
Photograph and Copy contributed by Roger Cox
01/01/12 – 07:17
What a wonderful sight to greet the New Year – low flying Seagulls! From personal experience I find the high driving position preferable. [At the time AEC had a high position but Leyland’s was almost uncomfortably low.]
David Oldfield
01/01/12 – 07:22
I visited Huntingdon Street last week and then seeing the shot above I thought an update may be of interest. Whilst the area formerly occupied by the bus station is still discernible, it is now completely covered by new buildings. The old bus station stands were in two parts which could perhaps have been described as southern half and northern half. The southern half is now completely built over with a multi-story apartment development (!) and the northern half is now occupied by a Staples office store. Surprisingly, the old factory type building seen in the background of many a Huntingdon Street Bus Station shot still survives. A pleasing note to record is that the rather nice art-deco style Barton garage is now in use again as a motor service centre after a long period of disuse and similar premises on the adjacent corner which I understand was once the garage of Robin Hood Coaches before being taken over by Barton are also back in use. The impressive Huntingdon House opposite the former bus station which were once Trent’s Nottingham office, booking office and chart room are still in use as specialist retail units. Like I have said before on other postings, a dead area now but visions of a wonderful former age can still be conjured up!
Chris Barker
01/01/12 – 13:55
They really did have high driving positions, didn’t they! A very evocative scene – was the sign ‘PLATFORM 4’ another way of saying ‘BAY 4’?
Chris Hebbron
01/01/12 – 19:11
If it’s 1952, does it have a quadrant change pre-select box?
David Oldfield
05/01/12 – 07:20
Alan Townsin’s book on postwar Daimlers states that the Freeline used “a CD650-style gate preselector”. A photo of a 1949 CD650 clearly shows that this is the same arrangement that was used on later CV models, with a horizontal lever on the left of the steering column, similar to the AEC Regent III. However, the book also states that the Freeline had a 5-speed gearbox, so presumably the detail of the gate would have been unique to that model.
Yet another great shot from Victor of another ex Birmingham Daimler CO5G with the following note.
“FOF 251 – Ex Birmingham Corporation no 1251 rebodied and operated by Spiers Tours Birmingham. Daimler.”
Victor is defiantly correct with his rebodied comment but with the aid of my BBF 14 and Peter Goulds excellent website it would appear the body in the shot above on FOF 251 is its third.
1251 – FOF 251 received a MCCW H30/24R body from 939 – COH 939 in 1948/9. A comment in BBF says against the 919-963 batch “Many bodies interchangeable 1948-49”. This comment appears time and time again with different dates against batches of COG5s one has to ask the question did Birmingham have the same system as London Transport had with interchanging RT bodies when the vehicle were being overhauled?
After a little more research it gets more interesting and starts to dismiss the interchanging at overhaul theory because 939 was withdrawn in 1949 but what is even more interesting so was 1251, so why interchange the bodies then withdraw them both?
Photograph and Part Copy contributed by Victor Brumby
08/12/11 – 06:27
…..and that’s a Burlingham coach body.
David Oldfield
08/12/11 – 06:28
The new body is by Burlingham. Yelloway of Rochdale had a pair of identical ones on Leyland PS2/7 chassis with FC37F layout. They were HDK 801/2 of 1951. This was probably Burlingham’s last attempt at modernising the body design for front engined chassis before the onslaught of the underfloor engine and the introduction of the Seagull. There is a photo of HDK 802 in the book ‘The Yellow Road’ which covers the history of Yelloway from its rise, heyday to the sad decline in the post-deregulation era. But that’s another story.
Philip Halstead
09/12/11 – 10:36
Please see Harper Bros AEC Regal III posting – including comments today (9.12.11) – for the half-cab version of this body. To make life easy here is a quick link.
David Oldfield
10/12/11 – 07:23
Yet another fascinating subject! If it was withdrawn as a double decker in 1949 (didn’t Birmingham vehicles usually have longer lives?) It’s fair to assume that this body was fitted in that year or 1950. It’s always a source of wonderment to me, not living in those times, that operators did such things, presumably it would have provided a slow and loud ride, but then there were no motorways or by-passes in those days! One thing occurred to me, I know that the COG5 was a fairly common choice for coaching before WW2 but I don’t remember hearing of any examples of CVG5’s as coaches post 1945. Weren’t all Daimler coaches post war of the CVD6 variety?
Chris Barker
10/12/11 – 08:47
As far as I know, you are correct about CVD6 coaches.
David Oldfield
10/12/11 – 12:25
Was it the case then that TVD (Daimler) would only supply CV chassis with their own engines when they produced these post war? Gardner only seemed to return later with the various “tin front” CVG6’s, which then seemed to eclipse the Daimler engine & fluid flywheel. Anyone know more?
Joe
10/12/11 – 15:05
Salford certainly had a fair sized batch of post-war CVG6s (as opposed to CVDs)with exposed radiator and the quadrant-style pre-selector change.
Stephen Ford
10/12/11 – 15:07
With Gardner under pressure to supply several other bus and lorry manufacturers, Daimler sought to relieve this constraint on its output, and increase in house value by offering its own oil engine. The Daimler 8.6 litre engine was developed immediately prior to the outbreak of WW2, prototypes having being constructed in 1936. The destruction of the Radford works in the heavy air raids of 1940 and 1941 put back the production process until 1945. The design emulated the feature used successfully by Dennis (and later by Meadows also) of employing timing gears at the rear of the engine rather than a front mounted timing chain as used by Gardner and others. This resulted in a compact unit, but meant that the engine had to be removed from the chassis to allow access to the timing gears. Had the engine been as outstandingly reliable as the Dennis designs, then this would not have been a problem. Sadly, the CD6 unit soon became noted for its fuel thirst, and a marked variability in quality between individual engines, the best being good, but the worst examples being considered as bad a the Crossley HOE7. London Transport, having had experience of a batch of thirteen(!) CWD6 buses taken in 1945, refused to take any more Daimler engines, and replaced the thirteen it had with AEC 7.7s in 1950. Like the Crossley, the smooth running CD6 engine seemed best suited to coach work rather than the heavier demands of double deck or stop start stage carriage duties, and most CVD6 chassis were bodied as coaches. There were exceptions, such as the large batch of CVD6 double decks operated by Birmingham. By the mid 1950s, with bus and coach travel beginning to suffer from private car competition, the Daimler engine largely vanished as an option, one of the last examples probably being the turbocharged unit fitted experimentally in a Halifax CV ‘decker in 1964, by which time it was a rarity. Interestingly, the prototype Fleetline had a Daimler engine, and one wonders if the firm ever seriously considered this for production. The Freeline single decker also had a Daimler engine option. Gardner engines continued to be offered in CV chassis throughout the brief reign of the CD6, and, of course, beyond, where they became standard in the Fleetline.
Roger Cox
11/12/11 – 06:52
Not a lot to say after Roger’s comprehensive and knowledgeable post. The AEC was the standard war-time engine on the CW version and was popular and reliable enough to survive into CV time (as indeed did the Bristol K6A). Most CVD6 deckers were, like the Crossley DD42s, delivered because operators were desperate and they were available. [The Salford CVD6s were diverted from Chester.] Sheffield were never a Daimler operator until the Fleetline effectively replaced the AEC Regent but their only post war Daimlers were CVD6/NCB. There were no further orders for half cab Daimlers.
David Oldfield
11/12/11 – 06:53
According to Peter Gould’s site it was 1252 and not 1251 which received the body from 939. 1252 then survived until 1954. My (admittedly limited) experience of COG5s suggests that FOF 251 would have been far from noisy. I only had one ride on a Manchester one, but it was every bit as sweet and refined as the CVG5s built more than 15 years later, and in fact with eyes closed the riding experience was identical. Slow it might have been, though, especially as with 37 seats it must presumably have been extended beyond its original length. Prewar COG5-40 coaches had five-speed gearboxes and probably lighter bodywork.
Peter Williamson
20/12/11 – 10:24
FOF 251 was fitted with an AEC 7.7 engine some time after it received its Burlingham coach body as this would have been a much smoother unit for coaching duties. This was before it joined Spiers tours so in the photo it is, in effect, a COA6! It was scrapped in 1964.
Seen at the end of its days this Albion Valkyrie of the Huddersfield independent “Hanson” what a sad sight. The CX13 bus chassis was first built in 1937 production lasted three years to 1940 and then there was a gap of six years before starting production again in 1946. There are more pictures of this bus here scroll down about 25% it is ordered by registration.
08/06/20 – 07:24
I used to drive the Hudds to Scapegoat Hill service bus in the early sixties (via Golcar) for Hansons. Their garage was on St Johns Road Birkby Hudds. It was quite a busy route in those days in as much as it had a full time conductor on board taking fares.
South Yorkshire Motors 1947 Albion Valkyrie CX13 Burlingham C33F
GWT 630 is a former South Yorkshire Albion Valkyrie CX13 of 1947 vintage, though some sources say that it entered service in 1948. It is pictured on the HCVC Brighton Rally in 1971, but after a change of ownership, it subsequently underwent a complete restoration in 2009. The Burlingham coach body seats 33 passengers. This was the first post war coach bought by South Yorkshire (a devotee of the Albion marque), but it is thought that it covered a relatively low mileage in South Yorkshire service, the heavy sliding door being unpopular with lady conductors on stage carriage work. The 17ft 7ins wheelbase Valkyrie CX model was introduced by the manufacturer at the 1937 Commercial Motor Show, and was originally offered in three versions – CX 9 (6.1 litre 85 bhp 4 cylinder petrol), CX11 (Gardner 5LW) and CX13 (9.1 litre 120 bhp 6 cylinder petrol, or Gardner 6LW). Production stopped during the war but restarted in 1945 with the emphasis being on diesel power (Albion changed from indirect to direct injection in 1937), though the petrol options remained. The post war Valkyrie was offered as the CX9 with 6.6 litre four cylinder oil engine (Albion always eschewed the use of the word “diesel”), the CX13 now being fitted with the EN242, the oil version of the 9.1 litre six cylinder developing 105 bhp. A four speed constant mesh gearbox in unit with the engine was standard. The CX9 continued to be available until 1950, but the CX13 was replaced on the home market in 1948 by the fundamentally similar Valiant CX39 which had the more powerful 120 bhp EN243B 9.9 litre engine employed in the Venturer CX37 double decker. All Valkyrie and Valiant production ended in 1950, and Leyland took over the Scotstoun firm in the following year.
Photograph and Copy contributed by Roger Cox
22/11/17 – 07:41
Interesting photo and stuff, Roger, thx. Somehow, the whole look of the vehicle is somewhat spoilt by the rather small and therefore out of proportion radiator. Pre-war chassis were better in this respect and if there was a large sun across it as well, so much the better!
Halifax Corporation Transport and Joint Omnibus Committee 1957 AEC Reliance MU3RV1409 Burlingham C41C
This shot is from the Roger Cox gallery contribution titled “Halifax Coaches” 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.
Photographer unknown – if you took this photo please go to the copyright page.
The Northern General Transport Company 1961 AEC Reliance 2MU3RV Burlingham Seagull 70 C41F
On the subject of bus liveries that has been discussed on this site recently. Some operators seemed to adopt a one style fits all livery that hardly varied from one type of vehicle to another, and made little or no allowance for differences in body style or trim. This example from the NGT group is a rather sad looking AEC Burlingham Seagull that was once a rather attractive Wakefield’s coach number 251 based at Percy Main, the depot I worked at. Unfortunately I don’t have a picture of one of these in coach livery, but in common with most other Northern group coaches ‘except Sunderland & District’ it would have been predominantly cream with maroon window surrounds and skirt, I cant remember if the roof was cream or maroon, but they did look rather splendid. This one seems to have had some other changes made, the centre roof window above the windscreen has been removed or painted out, and the seats appear to have been changed as the originals would have been red and didn’t have grab rails fitted. Sunderland & District had some Leyland Tiger Cub’s with identical bodies and they ended up in bog standard stage carriage livery.
Most regulars know that I am both an AEC and a Burlingham man. Whilst it is self evident and accepted that the original Seagull was a classic, unlike many others, I quite like the 60/70 models – even if they were not quite up to scratch with the original. I never remember one of these in Manchester in the 70s but I only ever remember coaches in this livery, not the reversed cream version. Was the Tyne – Mersey service treated as a bus service for these purposes? This would still qualify as a quality livery by today’s standards. One fascinating piece of trivia is that individual NGT group fleets were either AEC, Leyland or Guy fleets. So no standard corporate ordering there then.
David Oldfield
02/11/11 – 06:46
David, you are not on your own. Whilst, undeniably the Burlingham Seagull was the ‘Creme de la Creme’ I also had a soft spot for the 60/70 series. My local operator Baddeley Bros. of Holmfirth had two original Seagulls on Royal Tiger chassis KWU 844 (1951) and LWY 653 (1953). They then had Bedford SBG/Burlingham RWY 277 in 1956, again still quite attractive. Then came four SB3’s in 1959 with the hugely curved windscreen Burlingham body (probably a coach version of the PA series Vauxhall Velox/Cresta cars of the period) Then in 1961 came Bedford SB1 2496 WY with the Burlingham 61 body. This body, I thought, suited the front engine Bedford better than the underfloor AEC/Leyland chassis. This coach was followed in 1962 by a Duple Gannet bodied SB5. Things were starting to slide Burlingham wise! All these coaches served me as school buses between 1965/70 so perhaps I’m looking through rose tinted glasses. I thought the 1959 petrol engined SB’s mundane, 2496 WY and it’s Gannet bodied sister 433 BWU, so-so but when we got the Royal Tigers with the classic Seagull body which was not that often, despite there age, that was the ‘Creme de la Creme’!
Eric
02/11/11 – 09:26
Couldn’t agree with you more, Eric. They were a superb coachbuilder but, towards the end, had more than their fare share of dogs – especially regarding design. Apart from the plastic roofs on Seagull 60s, I’m not aware of any considerable drop in quality and the Duple Continental and Firefly/Dragonfly were Burlinghams in everything but name and seemed to have a good reputation. I’m a Sheffielder, who had relatives in the Barnsley and Huddersfield areas, and always thought Baddeley Brothers looked quite classy. I was only really aware of them as a student in the early 70s, passing through on the X19. By that time, the principal vehicles were Bedford YRQ/Plaxton Panorama Elite Express grant vehicles. They still looked smart, though.
David Oldfield
02/11/11 – 15:04
David, Your mention of plastic roofs on the 60’s has jogged my memory. I remember the cloth trim on the interior ceiling of both 2496 WY and 433 BWU being quite badly stained by the ingress of water when they would probably be only about five years old. Baddeley’s also had a Duple Alpine Continental on a Leopard chassis 474 EWW. Of course the other sizeable coach operator in the Huddersfield area was Hanson’s who had two batches of Firefly’s on Ford chassis in 1963/4
Eric
03/11/11 – 06:27
Strange, isn’t it, how many operators had heavy (or medium) weight service buses and lightweight coaches? Hanson and Booth and Fisher (recently posted) had AECs and Ford coaches, York Pullman was AEC/Bedford, the Doncaster indis went down a similar road and this was replicated around the country. Firms like Baddeley Bros were less common, but by no means unique, with their mix of heavy and light weight coaches.
David Oldfield
03/11/11 – 17:46
Hanson’s was rather a complex fleet in the fifties. The coaches were a mix of Regal III and Reliances and Bedfords and the buses were AEC with a smattering of Albions. Between 1956 and 1966 most of the AEC’s went on to be rebuilt as buses. The Bedfords were kept anything from 2 to about 5 years and from about 1959 all new coaches were Fords right to the demise of the Hanson business in 1974. This change of allegiance is thought to have being something to do with Hanson Haulage buying large numbers of Ford lorries. Baddeley’s although being a smaller operator chose both Leyland and Bedford for new coaches in the fifties, many with Burlingham bodies, this policy continuing into the sixties. They also purchased quite a few secondhand coaches, including 2 that had been operated at one time or another with Hansons. Another feature of Baddeley’s was the hiring in for the summer season of coaches from local dealer Hughes and the Baddeley’s fleet name and number being applied. Several of these were in Wallace Arnold cream as the had be leased by WA for one or two seasons from Hughes when new. This led to Baddeley’s having quite an interesting and varied fleet. Wish I had owned a camera in those days.
Eric
04/11/11 – 07:04
I agree with you David. The last of what some would call ‘proper coaches’ to carry the Wakefields name were two Plaxton Embassy Bedfords ‘SB8’s I think’. The next Wakefields after that were Alexander ‘Y’ type DP’s on Leyland Leopard chassis, but I think that would have been a decision based on economics. Percy Main depot didn’t have any long distance or express routes, so the coach fleet was only used for private hires and excursions and most were de-Licensed at the end of Blackpool Illuminations, so apart from three double deckers the Wakefields name virtually disappeared from October until about Easter, where as the DP’s were used all year round and went onto stage carriage work in winter months. If memory serves, for the first couple of years some of them had the seats changed to ordinary bus type during the winter.
Ronnie Hoye
13/11/12 – 08:40
I remember going to the Lake District in the early 60s on one of these and it did indeed have the reversed coach livery the above is a later incarnation.
Malcolm Swaddle
18/04/13 – 17:40
Not in colour I’m afraid, but I’ve found this photo of one of EFT 551’s sisters in its original Wakefield’s livery. As I’ve said, Percy Main had four of these, EFT 550/3 – 250/3; and they remained in service as coaches until about 1970, they were then transferred to Northern and downgraded to D/P’s
Sheffield United Tours 1957 AEC Reliance MU3RV Burlingham C37C
In connection with the article about “Burlingham’s flock of Seagulls” by Neville Mercer. I would like to contribute the above shots of my all-time favourite coach. They looked great and were a real joy to ride. SUT’s Seagulls took me on holiday to Skegness. I attach two views, nearside & offside of the 1957 batch. Not sure of the location of 269 but YWA 273 is seen loading in Pond Street, Sheffield. Additionally many had names of European places on SUTs trips, for example, 269 was Como and 273 was Interlaken. Both had worthwhile careers after SUT. The Seagull and SUT livery were made for each other. Photos purchased from RHG Simpson.
Photograph and Copy contributed by Les Dickinson
10/06/12 – 11:48
I know Burlingham were eventually swallowed up by Duple, but did Duple have any influence on this update from the original Seagull? From this angle the rear end seems to be very similar to the Duple design of the early sixties which had a Butterfly or Crown shaped grill ‘I’ve heard it referred to as both’ Some may disagree, but I always thought the Seagull was better suited to an under floor engined chassis rather the the likes of a Bedford, but either way it was a timeless classic
Ronnie Hoye
10/06/12 – 18:00
Anyone who has been around this site for any time will know that I am an AEC, Burlingham and, as a Sheffielder, SUT fan. The rear end design, which changed in 1957, has always puzzled me, too. It is INDENTICAL to the rear end of the Duple Butterfly Vega. This was three or four years before the Duple takeover and I don’t think there was an official link before 1960 or 1961. [Where’s Neville Mercer when you need him?] SUT coaches differed within batches as to capacity (from 30 to 41) and in the case of the Burlinghams as to seat style. Some, the “Oyster” seats were standard high backed coach seats, but others (on touring coaches) had retractable heads for better vision. Later 36′ Plaxtons had only 44 widely spaced seats for touring and no headrests for similar reasons.
David Oldfield
11/06/12 – 08:43
I reckon these particular coaches were a comparative rarity. From the Seagull Mk. IV onwards most examples were front entranced with a subtly slightly more squared up front end to suit. It seems that on the few occasions when a centre-entrance was still specified the original more rounded profile of the classic Mk. I to III was retained. This is presumably a Mk. V because of the curved rear corner window arrangement. As recent discussion has pointed out, Plaxton also retained a more rounded front end on their centre-entrance models of the period, and even more so Duple on their later Brittanias.
John Stringer
11/06/12 – 14:21
In response to David Oldfield’s interesting observation on the similarity of the Seagull to the Duple Vega body of the era I submit a picture of TWJ 249 which was one of a batch (243-252) of C41C Duple Elizabethan bodied Reliances delivered to SUT in 1955. They were MU3RV The first of the Seagulls followed in 1956. Whilst the Elizabethan is not un-attractive, for me it does not please the eye so much as either the Seagull or the Duple Vega.
The earlier batch of Seagulls for Sheffield United Tours is represented here by VWE 260 delivered in 1956. The batch was 255-266 and they were AEC Reliance MU3RV (780-791). The Seagull bodies were C41C (255/6), C39C (257/8), C37C (259-264) and C30C (265/6).
The third, and final batch of AEC Reliance Burlingham Seagulls delivered to Sheffield United Tours is represented in this picture which, as before, was purchased from RHG Simpson and illustrates 3283 WB. These were again MU3RV (1529-34) and C41C. All of these went to Neath & Cardiff, and became “Brown Bombers” in 1966.
Les Dickinson
11/06/12 – 17:49
Fantastic collection, Les. Thank you for that. The Duple Elizabethan picture has a number of interesting points to it. Firstly, the Elizabethan morphed into the Roe Dalesman. [As a “Roe” man I would like to know how this happened. Did Roe buy the rights to it or did Duple buy the rights from ACV – or what?] In the background there is one of only two vehicles “bought” second-hand – as opposed to coming with the acquisition of a fleet. Two AEC Regal IV/Plaxton Venture II came from Altrincham Coachways in 1954 when less than twelve months old. Altrincham Coachways was a subsidiary of North Western Road Car – one third of the consortium that owned SUT (along with Yorkshire Traction and East Midland). “Bought” may, therefore be stretching it a bit. One was involved in an accident but the integrity of the body held up and impressed SUT engineers so much that it was responsible for them going to Plaxtons for the Panorama when Burlingham, their preferred builder, was unwilling to do so.
David Oldfield
12/06/12 – 06:52
SUT worked very closely with Plaxton on the design of the Panorama and I believe they had the first production model David. Also, the first 36′ coach on UK roads was SUT 326, 136AWJ, which was a Reliance 4U3RA I think. This was Plaxton Panorama C44F where the forerunners had been variously C36/40/41F. Many of the original ones had names which were prefixed Panorama. For example the first two,285 and 286, were Panorama Pilot and Panorama Pioneer respectively. SUT didn’t have any Roe Dalesman however Sheffield Corporation had one, 9000WB fleet number 900/90 which had a central doorway but was mostly used as a “committee” plaything I think.
Les Dickinson
12/06/12 – 06:53
Here I am! As far as I know there is no record of Burlingham purchasing parts or design rights for the “rear end” arrangement on the Seagull Mk V from Duple. Almost all external panels were made from sheet metal in Burlingham’s own workshops. Since the Seagull V was introduced two years after the first model of Duple Super Vega with a similar back-end one must suspect that a Burlingham designer was a fan of Hendon’s design. This kind of plagiarism (or is it “imitation is the sincerest form of flattery”?) was quite common back in the 1950s with both Trans-United of Rochdale and Heaver of Durrington being well-known for their Burlingham clone designs. Heaver finally took it a step too far with their New Look design of 1952. This was around 90% Seagull and attracted letters from Burlingham’s solicitors. The model was rapidly discontinued. Hate to correct you, David, but North Western didn’t buy Altrincham Coachways until 1958. At the time it sold the coaches to SUT it was still owned by the Frank Ford organisation. Ford was in the habit of selling off relatively new coaches if the price was right, and then replacing them with older vehicles from elsewhere in his empire – Altrincham Coachways received hand-me-downs from Triumph of Hastings and Gardiner of Spennymoor to replace the majority of its own fleet in 1956-57. Then, after stripping the firm’s assets, he sold it to NWRCC.
Neville Mercer
12/06/12 – 06:53
That Duple Elizabethan has a front dash panel and grill the like of which I have never seen anywhere, never mind on a Duple Elizabethan, and it is not an improvement! In its natural form I think the Elizabethan was neater and more elegant than the Dalesman, with more continuity of level between the front bit and the main window line. I’ve never heard mention of any connection before – it just looks like mild plagiarism to me. According to BBF17, Altrincham Coachways did not become a North Western subsidiary until 1958, so a purchase in 1954 would have been exactly that.
Peter Williamson
12/06/12 – 08:59
I thought you maybe interested in a colour shot of 3283 WB.
John Stringer
12/06/12 – 09:53
Neville/Peter: I stand corrected. Interesting though. Is this the same Frank Ford who went to Plaxtons, fell out with them and went to Duple to produce the Dominant – a “not quite” Elite copy? Rumour is he then ran Duple into the ground and was the architect of their demise. [A re-run of his Altricham Coachways asset stripping?] The whole point, Les, was that SUT approached Burlingham who initially refused on practical grounds. They then went to Plaxtons, after their experience with the two Regals, who came up with the Panorama and sealed a long and happy relationship. Only NBC’s insistence on going to Duple in 1973 broke this relationship. Burlingham relented, too late, with the Seagull VII – but also proved their own point in that it was structurally suspect with every alternate pillar missing to provide panoramic windows. [Plaxtons used the same idea for the Panorama. Was it the straight window line that worked for Plaxtons and the curved line which did for Burlingham?] The naming of SUT coaches started with Ben Goodfellow calling the Windover Regal IVs the “Gay” class, after his daughter Gaynor. [Another North Western connection. NWRCC had taken over the Goodfellow business and Ben moved over to be General Manager of SUT.] I believe the Elizabethans became the Elizabethen class (how original) and the Burlinghams were the Continental class. It is also interesting to note the number of Burlinghams and early Panoramas used by SUT as experimental vehicles – trying out various types of air conditioning, air suspension and even turbo-chargers, long before these became accepted, standard fitments
Nice shot, John.
David Oldfield
12/06/12 – 11:39
Yes David, it’s the same Frank Ford, and I completely agree with your comments about his later career. For some reason he always reminded me of Freddie Laker, but I’d probably better not use the word “spiv”!
Neville Mercer
13/06/12 – 09:47
Aw, go on. There’s a picture somewhere of him giving a prize to Flight’s for their Bristol RELH6L/Plaxton at the coach rally. He just looks as you said.
David Oldfield
13/06/12 – 09:48
Some very interesting information there from Neville Mercer. The Huddersfield Passenger Transport Group site contains a section on Bus Adverts which has a picture of the Heaver design, to which I think Neville refers. It is registered PYA 578 and bears the name ‘Crown Tours’. I had wondered if it was a vehicle which ever existed or if it was simply a ‘doctored’ Burlingham photograph, such is the resemblance. I wonder if anyone has a picture of it which could be posted on here because, as Neville says, it is 90% Burlingham Seagull!
But a cheap imitation nonetheless – none of the subtlety of the original.
David Oldfield
14/06/12 – 18:19
Well, David, they do say that imitation is the sincerest form of flattery. However, imitations are seldom as good as the original, and having seen the picture I don’t think this is any exception.
Ronnie Hoye
17/06/12 – 09:09
Here is last month’s front view of Harper Bros., Staffs, No. 90, a rare combination of 1959 Guy LUF with Gardner 6HLW engine and Burlingham Seagull body
Chris Hebbron
17/06/12 – 16:14
Copyright Albert S. Bite
And now a rear view shot thanks to Albert S. Bite
Chris Hebbron
27/06/12 – 06:56
Regarding the two Regal IV’s purchased by SUT from Altrincham Coachways in February 1954 (RMB 158 & JBU 164). Both entered service with SUT still in the blue & cream of their previous owner but after around six months, the blue was repainted red leaving the rest cream. It was due to RMB 158 having a smash near the Cat & Fiddle on the way to Macclesfield that the company decided to approach Plaxtons with a view to building what was to become the Panorama. Burlingham was initially contacted by the company in 1957 but they turned down the idea. The Panorama was designed by the GM of SUT, Ben Goodfellow and his Chief Engineer, Ron Burgin. The Panorama name was submitted by an employee electrician at SUT by the name of John Otter who won £5 for his idea. Incidentally, SUT paid the sum of £3.980 each for RMB & JBU.
Trev Weckert
27/06/12 – 10:03
Good to welcome Mr Weckert to the forum. I have a copy of his excellent SUT book in the Venture/Prestige series.
David Oldfield
28/06/12 – 07:49
Many thanks for your kind words David. It has been mentioned that some although not all of SUT’s Seagull’s had air conditioning. To clarify this, the first delivered in 1956 (VWE255-258) had no such fitment whilst VWE 259-266 had Key Leather units fitted in a ‘pod’ on the roof which was powered by paraffin. The 1957 batch (YWA 267-278)and the 1958 ones (3279 WB-3284 WB had Webasto units mounted beneath the floor. Incidentally, 266 became the official transport of the Joe Loss Orchestra and bore the legend “In The Mood” whilst SUT had this contract. This was the second coach to undertake this duty, the first being a Windover Kingsway bodied Regal IV (RWE 228). Hope this is of some interest.
Trev Weckert
17/07/12 – 18:00
Trev Weckert mentions the “Joe Loss – In The Mood” vehicles. Herewith a picture of VWE 266 in that very mood. Note the clef symbol below the side-light This one was MU3RV 791, Burlingham 6086, normally C41C, but C30C whilst on this contract. This vehicle went to Murrellmills, Trafford Park in, or by 1967
Les Dickinson
26/10/12 – 07:00
I seem to have missed some of the later comments on this thread. I like the reference to the Joe Loss coach, and its clef symbol. One of my former colleagues was something of a musician in his spare time, being involved with a Bavarian-style band. His initials were PJG, which he always wrote as the clef.
Pete Davies
03/01/14 – 08:01
Interesting to read about SUT. I regularly travelled with them as a youngster. However they used to have a coach based on the Isle Of Man. Such was the size of their operation. I remember seeing it on Douglas promenade in the early sixties. I can’t remember what model it was but I believe it was an AEC. It also had an IOM registration.
Andrew T
03/01/14 – 09:52
Andrew, the IOM law at the time was that any vehicle so “outstationed” should have a local registration. Thus, each year, an SUT coach was re-registered for a stay on the IOM. It was only there for a season – less than a calendar year – and then returned home to Sheffield. It was not necessarily the same one in even consecutive years. Whether the same IOM mark was used I do not know. [Trevor Weckert, are you out there?]
David Oldfield
05/01/14 – 16:43
I have traced four SUT Reliances that carried Manx registrations: 1958 Burlingham 284 (3284 WB) carried “YMN 616” for the 2/59 to 04/62 seasons 1960 Plaxton 309 (6309 WJ) carried “5380 MN” for the 05/62 to 04/66 seasons 1961 Plaxton 321 (1321 WA) carried “69 FMN” for the 04/66 to 01/71 seasons 1970 Plaxton 409 (DWA 409H) carried “96XMN” for the 04/71 to 09/72 seasons
Dave Farrier
07/01/14 – 07:06
Slightly off topic, but related to registration plates. When I was at secondary school in Harrogate in the late ‘sixties, our brilliant art teacher Miss Daly had a beautiful ‘Old English White’ Morgan sports car. It had the customary black pressed alloy number plates with aluminium-coloured letters/numerals, which were noteworthy in having yellow-coloured surrounds front and rear. I later discovered this indicated that the vehicle was temporarily imported from abroad, which tied in nicely with our art teacher being from New Zealand. (From memory the car was registered in the HOX-E series). Probably a long shot, but I wonder if any PSV’s ever sported such plates.
Brendan Smith
07/01/14 – 13:38
Brendon, Temporary reg no’s were QA-QT
Roger Broughton
10/01/14 – 18:32
Thanks for the info regarding the Q-series registrations Roger. Although I knew of them, probably from I-Spy books, I had obviously misunderstood the information I had read in my youth relating to yellow number plate surrounds, and wrongly linked the two. All these years I have been under the mis-apprehension that the white Morgan was a temporary import. Following further research on t’interweb, it transpires that between 1963 and 1972, vehicles purchased in the UK for subsequent export were given number plates with yellow edging (which was changed to red in 1973), indicating that purchase tax (or later, VAT) had not been paid. Fortunately this still ties in nicely with said Morgan, as Miss Daly left the school in 1968, presumably to return to New Zealand with her fine sports car. I hold my wrist out for a firm slap Roger, comforted by the fact that this website continues to contribute so admirably to lifelong learning.
Brendan Smith
20/01/14 – 08:08
Although the Kingsways of SUT were the first ‘official’ named coaches in the fleet, a number of unofficial namings took place. Half cab Regals from the KWA batch received the following KWA 707 Yorkshire Lad, KWA 712 Highland Monarch, KWA 717 Torquay Queen, KWA 721 Bournemouth Belle. KWA 723 was the first Sheffield Wednesday coach in the fleet. Originally it had a football mounted above the cab. A number of Kingsways had Thermotank forced air systems from new. Incidentally some of the VWE regd Seagull had air conditioning by Key-Leather mounted in a pod on the roof powered by Paraffin.
Trev Weckert
20/01/14 – 11:59
What did I start here?? What a great post this turned out to be, with some wonderful comments and information from a wide range of knowledgeable people. Thanks Trev for this latest comment which confirmed to me that I was a tad less mad than I thought I was. I always thought that I had either seen, or seen a picture of, KWA 712 as “The Yorkshire Lad” when I was just that. I have never been able to find any such confirmation in print. I, for one, am never too old to learn something new and today’s lesson came courtesy of Mr. Weckert!
Les Dickinson
27/01/14 – 15:55
Hi Les, Just to put things straight, it was KWA 707 that wore Yorkshire Lad and it also bore a Tam O Shanta transfer on the bonnet side. In the early fifties a number of coaches were borrowed from Northern Roadways in Glasgow and upon return by SUT staff (including Jack Hancock and Jim Heenan) it was noted that their coaches had this transfer on them. The management was asked if they could spare a couple. Upon return to Sheffield, transfers were affixed to bonnets of KWA 706/707.
Trev Weckert
31/01/14 – 15:44
I have your book from the Library at present. As a boy I used to go & look at the SUT garage to marvel at the coaches & their destinations. You did a great job Trev.
Andy Fisher
01/09/17 – 05:57
Regarding the 1st Montreaux Coach Rally. I was always told that my Father Walter Fothergill was the driver who drove the SUT coach that won this rally.
Edward Fothergill
Vehicle reminder shot for this posting
14/01/20 – 16:14
This picture of an SUT Seagull brings back happy memories. I attended St Wilfrids school between 1963 and 1968. Our original school bus which was owned by the school and driven by the caretaker Mr O’Toole, was a green Chesterfield lowdecker. This had four abreast seating upstairs on the left side and a sunken trough on the right side. At some point this was replaced by a Seagull which still bore the SUT livery. I remember it being very luxurious when compared to every other bus I’d seen previously. It would start collecting pupils on Shoreham Street, up Wolsley Rd, then up Abbeydale Rd to Millhouses Lane. I’d catch it outside Abbeydale Cinema. Anybody have any idea which registration it carried. Sadly, driver had eyesight problems, and the bus languished in it’s parking spot till disposal.
M Stevenson
19/01/20 – 06:18
Reliance 264 (VWE 264) passed to St Wilfred’s Roman Catholic School, Sheffield in 1965, then to Trevor Ward and Son Limited, Kirkburton in 10/1970, being withdrawn in 10/1971. Probably had more legroom in its C37C format, compared to Ribble’s GCK-registered Royal Tigers which were C41C.
