East Yorkshire Motor Services 1966 Leyland Panther PSUR1/2R Marshall B49F
A pair of Panthers owned by East Yorkshire with Marshall bodywork. If you click on Daimler or Halifax Corporation in the side navigation and scroll down to the Daimler Roadliner you can see the similarity of the Marshall bodywork somehow the Daimler has one more seat. The Panther was available with either a low or high frame chassis these two by the height of the seats have the high frame version.
Even though this pair of Panthers may be a bit modern for some, you surely must admit that glorious dark blue and primrose livery sets them off a treat. It’s a shame Peter Shipp, respected owner of EYMS, still can’t be persuaded to return his buses to this stylish scheme, smart as the present cream and dark red may be.
Brendan Smith
I do so agree. Blue, and cream, are such neglected shades. You can’t beat EYMS indigo and cream.
David Oldfield
I work for EYMS and totally agree that the blue livery looks much nicer than the red and cream. If you look at the new Wrightbus which has been repainted into the old livery you will see that it looks great.
Terry Malloy
Absolutely! The old EYMS indigo and primrose was something very special. Living in York as a kid, I was used to seeing West Yorkshire’s and United’s standard Tilling red, the occasional green and cream of West Riding and Reliance, as well as York Pullman’s very smart magenta, yellow and cream. But EYMS livery was quite outstanding; just the sight of it made one wish to get on board. As Terry Malloy says, it was great. How about starting a petition to Mr Shipp?
Roy Burke
Odd that EYMS bought the PSUR1/2 coach chassis (straight frame) for these buses – rather than the PSUR1/1 low floor bus chassis.
Peter G Greaves
I must agree, concerning the Indigo & Primrose traditional livery, as this was the livery that I grew up with, taking it for granted, until the advent of NBC red (ugh!), however I do think that the Burgundy & Primrose is as good (if not better..)
Keith Easton
Burgundy and Primrose is excellent – but why not Indigo? Rather like my post at Rawthenstall PD2 about Sheffield trying green out. There was nothing wrong with the green – it just wasn’t cream and blue.
David Oldfield
Agreed David, but I’m an Aries, a fire sign, so I prefer shades of red, but indigo isn’t. Just an afterthought… I wonder what PD1A number 509 (JRH 982) which was painted in the experimental purple and primrose livery, which it received in the early 1950’s, actually looked like. I’ve seen black & white photos, but never any colour ones.
Keith Easton
Keith, the purple and primrose PD1 looked absolutely awful – it remains in the memory still – an thankfully cut no ice. It would have been bad with any operator but the contrast with the proud and dignified EYMS image was distressing to say the least. The large fleet of EYMS PD1s really were the tops for me, and carried an interesting departure from the usual Roe polished wooden window surrounds, having mid blue gloss paint finish instead – equally pleasing. I was in Bridlington when the changeover from Williamson’s fascinating and well loved vehicles on their two town services gave way to the EYMS PD1s and smartly uniformed staff with metal “EYMS” badges on the lapels – a week of two equally interesting extremes that was, and I was sad and glad at the same time to witness it.
Chris Youhill
By a weird coincidence this is the same vehicle referred to in my article on Lower Mosley Street Bus Station. It really stood out amid all the red vehicles of NWRCC, Ribble, etc. Made my day!
Neville Mercer
29/01/12 – 16:58
Yes I agree the blue livery would suit modern day EYMS vehicles.I remember these working into Leeds on the Yorkshire Coast services when wellington street was a riot of colour. Did they make it into the so called NBC blue?
Tony Greig
13/02/12 – 07:32
These Marshall bodied Panthers were some of the most elegant vehicles in the EY fleet, and it is a shame that none exist in preservation. To me, as with the other correspondents in this article, indigo and primrose was and always will be the true EY livery. I agree that it would be good to have todays fleet returned to traditional livery. As far as I know, there are no colour pics of JRH 982 in existence.
East Yorkshire 1967 Leyland Panther PSUR1/2R Weymann Topaz II
The Panther and Panther Cub were Leyland Motors’ rear underfloor-engined offerings during the mid- to late-1960’s. By this time AEC had been taken over and its Swift model shared the same chassis as the Panther, each using their own engines (O600/O680 and AH505/691 respectively), the Panther having a front mounted radiator, whilst the Swift’s was at the rear. Both bus (with a stepped chassis frame) and coach (with a high, straight frame) were offered, the Swift also being offered with a constant-mesh gearbox in place of the more usual semi-automatic. The shorter Panther Cub – originally introduced to meet the requirements of Manchester CT – had a shorter rear overhang and of necessity had to feature the smaller O400 engine. An equivalent shorter Swift was offered with the AH505 engine only. Several operators – both municipal and company, and some overseas – bought the Panther and Panther Cub in their bus form, and operated them with varying degrees of success, many having relatively short lives mainly due to bodywork deficiencies. The coach version was relatively uncommon though, the largest operator probably being Seamark’s of Bedfordshire, along with Skill’s of Nottingham. East Yorkshire took 24 Panthers and 17 Panther Cubs. The Panthers consisted 15 buses, 4 DP’s and 5 coaches – but all based on the PSUR1/2R coach chassis. The second batch of three coaches had Plaxton Panorama bodies, but the first pair (823/824) had very rare Weymann Topaz II C44F coachwork. Here 823 is seen emerging from the company’s Anlaby Road, Hull premises in 1972.The pair were repainted into the NBC corporate white livery in 1973, but were to pass to the NBC’s vehicle cannibalisation centre at Bracebridge Heath, near Lincoln in 1976 to be stripped for spares, after which the remains were sold to Pickersgill & Laverick, the Carlton breakers.
Photograph and Copy contributed by John Stringer
29/11/17 – 08:24
A Willowbrook DP-bodied PSU3 of 1962 also in view.
Mark Evans
30/11/17 – 08:14
Not a bad looking coach but a bit let down by the rather oversized front grille.
Philip Halstead
01/12/17 – 06:53
Good point, Philip. One expects something better from Weymann.This is a touch vulgar.
David Wragg
02/12/17 – 07:30
I think it’s unlikely that the Topaz II was designed by Weymann, and even more unlikely that it was built by them, since the factory had been closed for 18 months by the time it was delivered. Blame MCW.
Peter Williamson
02/12/17 – 07:31
Can you see that the outline of the grille is basically Duple 1963-1965 (Bella Vega/Vega Major)? By this time, of course, Weymann no longer existed. It is strictly speaking a MCW body.
David Oldfield
13/12/17 – 08:00
Maybe a bit of a BET Group thread here; EYMS with Panther buses and a few coaches, similar to PMT with Roadliners. I wonder how reliable the Panthers were? Would they be used on extended tours? The zig zag flash on the body side forward of the rear wheel arch looks strange and as already commented the front is rather bland with its unappealing grille.
Ian Wild
13/12/17 – 09:48
I took a photo of another coach in Ilfracombe whilst on holiday in 1969 and there is one of these Panthers parked up in the background, so it seems likely they were used on extended tours. I’m very surprised now that I didn’t photograph the Panther also. //www.sct61.org.uk/zzrdf880g
John Stringer
15/12/17 – 07:24
The entire design looks rather untidy to my eye. Not just the bizarre zig zag on the side and the “parts bins” frontal appearance, but also the fractionally deeper first side window, all conspire to give an insipid, rather than an ugly effect. Wasn’t the original Topaz of circa 1962 redesigned around 1965, which would make the example above a very rare Topaz II?
Roger Cox
15/12/17 – 11:03
About 6 on Bedford VAL14, I believe, and the East Yorkshire Panthers. That was it.
David Oldfield
16/12/17 – 09:20
I have to confess to liking this design: it is all the things the 50’s juke box styles were not- simple, easy on the eye- very 60’s, perhaps Farina. Shortcomings in appearance are surely down to an unsympathetic livery: the white roof dropped down the front, giving too much emphasis to the darker grille- no attempt to use a colour or shade that would draw the necessary elements- lights, vents, displays- together: imagine the dark East Yorks blue overall here and generally replacing the insipid lighter blue : similarly the windows, where the smaller front group would provide the point at which the flash could (if anywhere) begin. I now digress: purely on livery, has anyone seen a Borismaster in adverlivery? Window dividers on examples I have seen are not then camouflaged to give the impression of a single glazed area, and one I saw had white dividers: the result just emphasises the bizarre design.
Joe
17/12/17 – 07:22
I must point out that the ‘white roof dropped down at the front’ actually, erm…doesn’t. The original slide was a bit on the pale overexposed side and in editing the scan I boosted the colour saturation but it couldn’t bring out the primrose at the front without overdoing the rest of it. In fact I don’t think the roof was white either! I normally wouldn’t submit such a print but it just seemed a bit of a rarity and there wasn’t one on the site.
John Stringer
17/12/17 – 09:19
This Bedford VAL was parked at Gosforth Park races sometime in the late 1960s, my only ever sighting of a Weymann Topaz body.
Richard Slater
17/12/17 – 10:22
This was operated by Billies coaches of Mexborough, The previous VAL purchased having been a much more traditional Duple bodied item meant this one seemed quite exotic at the time. I assume being a bit of an oddball just meant that they got it for an attractive price.
Andrew Charles
22/12/17 – 07:04
I feel that this coach has a stylish charm of its own. In my humble opinion, the chief problem is that the zigzag flash at the back goes DOWN. If the flash went UP at the same point, it would give a ‘Get up and Go’ impression, rather than its unfortunate ‘Down at Heel’ look. But I do accept that these things are subjective and our personal tastes will all differ.
Petras409
23/12/17 – 07:57
Interesting to look at other EYMS bus liveries using the dark blue- under EY on this site. Dark blue worked well for the late lamented GNER trains too.
Joe
23/12/17 – 07:58
Petras409, I can’t help but agree with you that the overall design did have a charm of its own, let down by the zigzag flash. A simple straight moulding front to rear would have improved things I feel, especially if positioned to ‘kiss’ the top of each wheelarch. Alternatively, the ‘new’ horizontal moulding could have been stepped down to subtly match the window line at the first bay. In either case the moulding could then have terminated at the centre line of the upper headlamp, which would have made more of a feature of the radiator grille. With respect to Joe’s comment re the livery, East Yorkshire’s coaches looked splendid in primrose and blue and were always very smartly turned out. Use of the dark blue, primrose and white livery on 823/4 would have meant that they had been demoted for bus work, although it has to be admitted they would still probably have looked just as smart. Now is my memory playing tricks, or am I right in thinking that for some reason the Topaz-bodied Panthers did not carry the usual EYMS ‘xxxxxx Star’ names on their sides?
Brendan Smith
03/04/18 – 07:00
I remember the Topaz bodied Bedford VAL FWW 609C of Billies Coaches very well & in later years it passed to Howards Coaches of Whitby who named it “Concorde”. Even though the VAL has always been one of my favourite types of PSV,the driver would have his work cut out winding one up to 65 MPH on the motorway so they were not Supersonic in any way!.
Andrew Spriggs
05/05/18 – 06:43
Weymann did all the Topaz II bodies on VAL14. The two on Panther were built by MCW.
Stephen Allcroft
07/05/18 – 07:11
Phillip and David W – I couldn’t have described the radiator grille any better – “a touch vulgar” indeed.
East Yorkshire Motor Services 1928 Leyland Lion PLSC3 Leyland B32R
Photograph shows an all-Leyland Lion PLSC3 which was new to East Yorkshire Motor Services as its fleet number 97 in 1928. It is seen here in a later life as a Mobile Canteen for Sheffield Transport Department crews. The Sheffield coat of arms can be seen on the side panel and the tea-making equipment can be seen inside. Sheffield has a long history of giving withdrawn buses an extended life as gritters, tow-trucks, overhead works towers, mobile libraries, etc but it is unusual to have taken a vehicle from another operator for these purposes. My Sheffield records are very extensive and I can find no record of this having been used as a service bus and conclude that it was bought from EYMS for the job it can be seen doing so well.
Photograph and Copy contributed by Les Dickinson
17/07/12 – 17:49
“Sheffield”, Philip Battersby (Super Prestige) has a picture of Regent III/Roberts 122 on page 66. In the same picture, behind it, is “the Department’s mobile staff canteen which was in use from 1943 to 1958. VO7445 had been converted from the all Leyland Lion LT3 acquired from the War Department. (Never checked but there seem to be echoes of Underwood’s or East Midland in that number.) Whatever, it shows a track record of buying from outside for this sort of vehicle. [Come on, out there, someone knows the provenance of VO 7445.]
David Oldfield
17/07/12 – 17:49
This certainly seems to be an oddity, Les, as my records show WF to have been a Sheffield mark. East Yorkshire, being based in Hull (sorry, Kingston Upon Hull to give the correct title) would normally be expected to use marks from the local issuing Authority, not ones from elsewhere – even other areas within Yorkshire.
Pete Davies
17/07/12 – 18:28
Pete. WF was only a Sheffield mark after the 1974 re-allocations, when many local offices were closed. In 1928 Sheffield marks would have been W, WA, WB, WE, WJ, and would be until 1974.
David Oldfield
17/07/12 – 18:29
WF was only a Sheffield registration after 1974, before that it was East Yorkshire. An odd co-incidence really. WG also made the same move, this time from Stirlingshire.
David Beilby
17/07/12 – 20:56
I stand corrected! Thanks for the update.
Pete Davies
17/07/12 – 20:58
WF 1170 wasn’t a loner in the EYMS fleet but part of a batch starting, I think, somewhere about WF 1152 (fleet no 79 to WF 1171 (98). There were many other, unrelated WFs as well as these Lions. VO was, as Dave Oldfield suggests a Mansfield, or Nottinghamshire reg, so maybe it was with one of the smaller operators in the East Midland area?
Les Dickinson
18/07/12 – 08:04
I’ve just realised one of the reasons the registration on the Lion feels odd is that it was an East Riding mark, whereas all the fleet I knew had Hull registrations.
David Beilby
18/07/12 – 10:01
According to the PSV/OS fleet history no. 97 (WF 1170) was withdrawn in 1939 and sold to the War Department in August 1940 and had passed to Sheffield by July 1945. 27 buses delivered in 1928 to EYMS had WF registrations, the first to have Hull registrations being sixteen Tilling -Stevens nos 104 to 119 (KH 6971 to 6986) also in 1928. Thereafter all new buses seemed to have Hull registration marks. 97 was one of several buses on hire to the South Staffordshire Regiment, Welton in June/July 1940 before being requisitioned by the War Department. It was last licensed by Sheffield in July 1955.
Malcolm Wells
18/07/12 – 10:02
Sorry to throw a spanner into the works over the registration letters WF, but, as David B points out, this was an East Riding mark, not Kingston Upon Hull. EYMS always used Hull registrations – AT, KH and RH. Some of their vehicles did have WF registrations, (along with BT, the other East Riding letters), but these came from acquired businesses such as Everinghanm Bros. Therefore, if this vehicle was indeed delivered new to East Yorkshire, its acquisition of WF letters, as well as the other vehicles Les mentions, would be a stark anomaly. It still just doesn’t sound right. Changing the subject – I’m no expert on Lions or Leyland bodies, but doesn’t the driver’s door seem a bit far back for the steering wheel? Or is it just the angle of the photo?
Roy Burke
18/07/12 – 10:08
Keith Eastons excellent fleet list for East Yorkshire Motor Services Part 1 – 1926/1941 can be viewed at this link.
Peter
19/07/12 – 07:40
There is no anomaly. EYMS’s first buses that were ordered (other than acquired from former companies) in 1927 were 59-64, also Leyland PLSC3, which were registered WF 810/29/30/45/46. Also in 1927 nos 26-30 also PLSC3 had WF registrations but had been ordered by Lee and Beulah so it may be that whoever was in charge simply followed on using WF Clearly EYMS did not always use Hull registrations – only with the arrival of 104 to 119 were Hull’s marks first used and of course continued to be used. Remember that EYMS was newly formed in 1926 and had inherited several companies and premises and it is possible that it took time to sort out its approach to registrations. Several premises until 1929 were outside the city including the works and offices at Anlaby Common until Offices were opened in Hull in 1927. See also pages 10 and 11 in the excellent John Banks book, page 16 in the Ian C Gibbs book and page 12 in the Keith Jenkinson book.
Malcolm Wells
19/07/12 – 07:41
East Yorkshire used East Riding registration marks (WF) during 1926/7 from then onwards Kingston upon Hull marks were normally used (RH, KH, AT)
Keith Easton
19/07/12 – 17:13
Thanks, Peter, Malcolm and Keith for putting me straight. I stand well and truly corrected – not for the first time, but, as my old Dad used to tell me, if you’re always frightened you might be wrong, you’ll never open your mouth.
Roy Burke
20/07/12 – 15:58
With respect to the above photograph of the former Sheffield mobile canteen bus, WF 1170, I wondered if the attached copy of the vehicle’s registration card might be of interest. It even records the unladen weight of 5-2-2, including benches, tea urns, and water tank etc!! Click this link to view
Remember Ctrl+ to zoom in Ctrl0 (zero) to get back.
Dave Careless
21/07/12 – 07:40
That is a great posting, Dave Careless. Thanks for sharing it.
Les Dickinson
21/07/12 – 12:14
Superb piece of history, Dave C. Love the Tons/Cwts/Qtrs/Lbs. What a nuisance metric calculations are, compared with simple Imperial!
Chris Hebbron
23/07/12 – 18:34
Glad you enjoyed it; I like your comment about Imperial vs Metric, Chris, quite funny. Hard to imagine that by the time this vehicle was finally withdrawn, tea was probably still only available in loose form; I wonder how many cwts of tea leaves it got through every week ?!!
Dave Careless
21/09/21 – 05:49
Further to my post of 19/7/12, (9 years ago!) concerning the registration of East Yorkshire buses, as has been correctly pointed out, both BT and WF were East Riding marks. No 20, which is usually credited as a part of the Lee & Beulah fleet, was actually purchased by East Yorkshire, but due to L&B being situated at Brough in the East Riding, it acquired an East riding BT registration. It would appear that the new company, although being situated in Kingston upon Hull, still registered in the East Riding for a couple of years, subsequently registering future vehicles in Hull. Part one of the PSV Circle history of East Yorkshire covering 1926 to 1987 (privatisation) was published in 2018, part 2 (1987 to 2018) is still awaiting further developments.
East Yorkshire Motor Services 1964 Leyland Leopard PSU3/1R Willowbrook DP47F
This East Yorkshire Leyland Leopard is on route to Bradford either from or via Birmingham I am sure that it was taken at Doncaster or maybe Rotherham it was 40 odd years ago, if you know let me know. This dual purpose or as my East Yorkshire fleet list calls it “Semi-Coach” had the Leyland 9.8 litre O.600 engine according to a sales brochure I have from Leyland the crank shaft was good for a ¼ million miles before needing a regrind which was very impressive.
This is Doncaster. The EYMS coach is passing the old Waterdale bus station.
Rob Shaw
The bus is travelling eastbound along Waterdale in Doncaster. The old Waterdale bus station is in the background with a Yorkshire Traction Roe bodied PD3 on stand heading for Barnsley (22) or Kilnhurst (24).
Andrew
Looks like Waterdale Doncaster in days of yore. Waterdale Bus Station behind… featuring Rossie Motors?
East Yorkshire Motor Services 1923 Leyland A13 Leyland B26
As photography is my hobby I have been busy restoring the old family photographs and I came across the above shot of my father and the bus he drove, he is the tallest person in the photo, I hope the photo maybe of interest to you. During the First World War my father was trained as a Heavy Lorry Driver and below is his War Office Warrant Card. He was always thankful for the Army as it had taught him a trade.
In the 1920’s a Bus Driver had to have a good mechanical knowledge in case the bus broke down, if it did he had to repair it himself, there was no AA in those days to get you going again. The route was Hull & Sutton.
Photographs and Copy contributed by Malcolm Burnard
09/12/12 – 15:49
Now! You do not see many shots of these on the internet, especially one of such good quality. You obviously take your hobby very seriously. Thank you for posting it.
Trevor Knowles
09/12/12 – 16:43
A super high quality photo, for which many thanks. Can any of the EYMS chaps identify the vehicle as I cannot make out the reg. That very narrow rear side window suggests it is not a Leyland bodied A13.
John Whitaker
09/12/12 – 17:39
On the excellent EYMS website which I’ve mentioned before there is reference to a BT 8773, a 1926 Dennis bodied Dennis 50cwt, acquired with the business of Hull & District Motor Services. Could this be the vehicle depicted? I’m afraid that I’ve personally no knowledge of vehicles from that time, I wouldn’t be able to tell a Leyland from a Dennis or any other make.
David Call
09/12/12 – 17:40
The original poster says EYMS 64 Reg BT 8777. Keith Jenkinson’s book on EYMS states that D W Burn of Withernsea took delivery of a new 26 seater Leyland A13 in September 1925 followed by another of the same type in March 1926.He also purchased a Leyland C9 with 26 seats in 1926 and sold all three Leylands to EYMS in October 1926. It may well be that the bus in question is one of the A13’s bought from Burn.
John Darwent
To be fair to Malcolm I did the heading to the posting as it looked like BT 8?77 and working from Kieth Eastons fleet list on site I came up with a Leyland A13 originally owned by Noel Tompson of Sutton.
Peter
10/12/12 – 07:13
I would certainly support Peter’s identification as BT 8777. The fact that the bus is being used on the Hull-Sutton route is at least consistent, although one would have to know more about EY operating practice to be positive. Looking at the inset photo, there is no doubt that the first and last digits are 8 and 7 respectively, but the other two are less defined. Without the benefit of the EY fleet list, I would have guessed at 8177, possibly 8277. The third character might be a 3, although it would depend on whether local practice used a flat-top or rounded version. From my less-than-expert point of view, I would also say that the radiator looks like a Leyland type for the period.
Alan Murray-Rust
10/12/12 – 07:14
Sorry, I hadn’t looked properly at the close-up of the registration – the final ‘7’ looks pretty definite and I haven’t been able to find a better match. It probably helps that the bus is shown operating between Hull and Sutton, although all respect to John Whittaker’s assertion that the vehicle shown is not a Leyland-bodied A13, of course.
David Call
10/12/12 – 08:56
Could well be a Leyland body David, as there were many variations. It just does not shout “Leyland” to me, body wise, but I am easily fooled!
John Whitaker
10/12/12 – 09:26
If you look in the top left rear window and use the ‘Ctrl +’ trick you can see the registration, as far as I can make out it is the BT and the last two numbers which look like the down strokes of a seven. I can not make out the first two numbers due to the woodwork. Can you do a blow up of the area.
Trevor Knowles
Don’t forget the ‘Ctrl 0’ to return to normal.
10/12/12 – 11:01
I thought you maybe interested in a shot of my father and his Model T Ford it appears to be taken at the same time and location. It’s a bit grainy but the original photo was very small.
Malcolm Burnard
11/12/12 – 07:16
Interesting that the bus had pneumatic tyres, by no means common at this time.
Slightly off-piste, but I just love the pose of your father, Malcolm, by his Model ‘T’ Ford. It reminds me of Jacques Tati’s ‘Monsieur Hulot’ and even me, I suspect, showing off my corporal’s stripes HERE:
Chris Hebbron
11/12/12 – 07:17
Firstly, apologies, my list is wrong in that BT 8777, was in fact numbered 54 not 64 by East Yorkshire. The Chassis is definitely a Leyland, and the bodywork has a very striking resemblance to other early Leyland bodies. The destination reading “HULL & SUTTON” would indicate that it did pass to EY from Noel Thompson who was situated in the village of Sutton-on-Hull, it was at that time outside the city of Hull. My information on former owners is not at hand at the moment so I cannot comment on any former ownership of the vehicle. Finally it is good to see such a clear photo of such an early vehicle, well done.
Keith Easton
11/12/12 – 10:05
Well that was a bit of a struggle chaps, but it seems a consensus has been reached!
John Darwent
11/12/12 – 10:09
One small correction, Malcolm. Both the RAC and AA were providing roadside assistance from their inception (1897 and 1905 respectively) and the RAC campaigned successfully for the abolition of the man with the red flag walking in front of the car. Of course, how many patrols and where they were was another matter. It would certainly be practical for bus staff to be able to carry out minor repairs/adjustments/punctures where needed.
Chris Hebbron
11/12/12 – 11:32
Been looking at my dad’s Fleet list. He has 54 as BT 8981 Leyland A13 and 55 as BT 8777 Leyland A13, B26, New 7-23, ex Noel Thompson of Sutton. I am wondering if he has transposed these numbers by accident from another list. Luckily of course he has complete lists of the AT, BT and WF registration cards for the bus and carriers vehicles so it was easy to look in the BT list to see BT 8777 is chassis number 35638 later disposed to Peacock in Hull.[?] Handwritten notes, fun is! Curiously in some of the earlier photos Dad has there are several with staff and buses together, if I have time I will look to see if he is in any of them! Apologies for another off piste swerve but I also love the Model T Ford, looks like a post 1915 Trafford Park built T. Clue is the black painted radiator. Great cars, electric lights, electric starter. I owned a later Tudor from 1926, not much different to this, no indicators, no brake lights, no speedo, no front wheel brakes! Happy motoring
Matt Gibbs
12/12/12 – 07:05
Please find attached a photo of Noel Thompson’s fleet prior to take over by East Yorkshire, buses are left to right: BT 9809, Dennis 2 1/2 ton 29 seats, (EY 53); BT 8981 Leyland A13, Leyland 26 seats (EY 55); BT 8777, Leyland A13, 26 seats (EY 54); the other three are unidentified, but appear to be a Vulcan (possibly BT 7852 EY 52?), and a Ford (possibly BT 8549) plus another totally unidentified. I would be pleased if anyone could provide positive id’s for these. With regard to Matt’s comment: I took the numbers for 54 and 55 (BT 8981 & BT 8777 respectively) from the PSV Circle publication PB17 (page 7). If Matt has positive confirmation of the transposition, I would be pleased to amend my records.
Keith Easton
12/12/12 – 17:18
The fleet numbers of BT 8777 & BT 8981 seem to be causing some confusion, my copy of PB17 show 54 as BT 8777, 55 is BT 8981 & 53 is BT 9809, but one thing I have noticed from all this is that EY must have fitted the ex Thompson vehicles with roof destination boxes as the original photo of 54 shows and I have sent a photo of 53 now fitted with a roof box.
Hope Ian is getting better and I am looking forward to the Bridlington book.
Mike Davies
13/12/12 – 06:27
Yes Mike, My copy agrees with that also. With regard to the fleet numbers 49 to 52 which are on my list, none of these numbers have been officially confirmed, and I have a short essay detailing how I arrived at the conclusions I came to. If anyone is interested I can supply a scanned copy of it. Also may I add my wishes for Ian’s speedy recovery, I was sorry to learn of his illness on the site. (Not to mention his work on the Bridlington book, for all us Bridophiles). According to Ians book on EY, my photo shows BT 9808, BT 8981, BT 8777, BT 7853, BT 4718, AT 6517 and BT 8549. I hope this is of interest.
Keith Easton
13/12/12 – 16:28
Malcolm Burnard’s comment that, in the 1920s, bus drivers had to have a good mechanical knowledge reminded me that, a few years ago, I came across an extract from the Drivers’ Rule Book issued in 1929 by Ribble Motor Services. In the hope that these may be of general interest, here are those referring to mechanical aspects. Rule 4. Immediately after reporting for duty, drivers MUST obtain wheel-changing equipment (jack, bar and brace). Rule 21. Drivers must, when coasting, listen for chassis and body noises; these can best be heard when the engine is running slowly. Rule 22. Ask your conductor to inform you of such items as loose and noisy windows, squeaking pillars, loose and drumming panels, loose floor traps, etc. Rule 23. Tighten up any bolts etc found to be loose. Rule 40. Drivers must not, in any circumstances, interfere with or alter the adjustment of the carburettor or magneto, the only exception to this rule being if a bus has completely broken down a considerable distance from any of our garages and one of these two units is suspected. In this case the driver must do what he thinks necessary to get home. Rule 41. If it becomes necessary to adjust your brakes on the road, make as little adjustment as possible, care being taken to see that the near and offside are adjusted evenly, and after this from time to time all brake drums are to be felt for undue heating. To enable him to fulfil these tasks, the driver was issued with a tool kit, which he was required to have with him whenever on duty. The kit comprised:- bag (1 no), hammer (1 no), punch (1 no), tube spanners (3 no), tommy bar (1 no), pliers (1 no), chisel (1 no), screwdriver (1 no), double ended spanners (3 no), piece of rubber tubing (1 no), 6″ King Dick spanner (1 no).
David Williamson
14/12/12 – 07:10
David, I’m intrigued about this 6″ King Dick spanner, what would it be used for?
Andrew
14/12/12 – 10:46
Thx, David, for the 1929 Rule Book extract, bound to bring a smile to our faces in this day and age. It’s a wonder that any bus ran to time in those days. I’ll bet they didn’t provide bath/shower facilities on return from duty.
The 6″ King Dick spanner might have been used to beat the conductor with for reporting, endlessly, various rattles and squeaks! Other uses are best left to the imagination! Seriously, I have a couple of their spanners from when my father died, in 1947. KD are a very old company and I was surprised to find it still exists today, although I’ve never seen mention of them.
Chris Hebbron
14/12/12 – 16:24
I’m afraid I have no idea of the intended use of the KD spanner, or any of the other tools for that matter. I can’t imagine what a chisel would be used for, for example. The same Rule Book had some ‘dress code’ rules, which seem rather quaint by today’s standards. Rule 3. Drivers when on duty must be clean and neat in appearance, courteous in demeanour and language, not lounge about, nor read newspapers. Rule 9. The wearing of clogs by drivers when on duty is forbidden. The following items of uniform were supplied:- winter coat (1 no), summer coat (2 no), cap (1 no), cap cover (1 no), brass buttons (15 no). Note that shirts, ties and trousers were not provided by the company. Presumably the brass buttons were attached to the jackets, and the company wanted the same number returned when employment ended, hence they were itemised separately.
David Williamson
15/12/12 – 07:43
The brass buttons were quite likely of the type attached by inserting the loop on the back of the button through a small buttonhole and fastening the button with a spring peg through the loop. This meant that the buttons could be removed and polished without the polish being applied to the material of the garment, and also the garment could be washed without putting the buttons through the wash. 15 seems a large number for a single garment, so there may have been enough for both summer and winter coats.
Alan Murray-Rust
15/12/12 – 07:43
The rule forbidding the wearing of clogs by drivers persisted in some municipalities until quite late. Halifax Passenger Transport Department had a similar embargo in the mid 1960s, on road safety grounds. Anyone familiar with the traditional wooden soled clog will know that, whatever its qualities may be, proper control of accelerator, brake and clutch is not numbered amongst them.
Roger Cox
15/12/12 – 07:44
The mention of a tool kit for a bus reminded me that London Transport provided in the cab of the RT a saw presumably to saw through the life guard. I can not recall any other operator doing this.
Philip Carlton
15/12/12 – 11:57
In contrast to Halifax Passenger Transport, neighbouring Todmorden J.O.C. apparently allowed the wearing of clogs (or else turned a blind eye) and it continued with a small number of staff certainly through into the Yorkshire Rider era.
John Stringer
29/03/13 – 17:13
When I conducted for West Yorkshire in the early 1960s, “clogging it” was the term for driving a bus at maximum speed, e.g. on the last trip of the day back to town. I remember having difficulty trying to count my change while sat on the rear seat of the bottom deck as the driver clogged a 1937/8 rebodied K5G over potholes and cobbles, of which there were many in Keighley.
Martin S
30/03/13 – 07:30
Martin, I too have heard West Yorkshire staff use the term “cloggin’ it”, as well as “trammin’ on”, “goin’ full pelt”, and “goin’ full belt” which similarly related to driving at top speed. The only time I was actually frightened whilst travelling on a bus, was as a thirteen year old on board a WY KSW. I was returning home to Harrogate from school in Bradford, and having a ‘Bradford – Harrogate’ bus pass, decided to break my journey in Otley to look around the bus station and nearby Sammie Ledgard depot. As the KSW was about to turn into Otley bus station, I was descending the stairs, unaware that the driver had suddenly decided to “clog it” around through the middle entrance ready for the return journey to Bradford. The centrifugal force was hair-raising, and I honestly thought I would literally be thrown off the bus. All I can say is that I was glad of the solidity of the handrail and its mountings, and my hitherto undiscovered vicelike grip on same! To add to my predicament, in those days I didn’t even know any decent swear words to use to let the conductor know of my concern!
Brendan Smith
07/09/14 – 08:00
The 6″ King Dick spanner referred to in the list of tools is an adjustable one, as shown in the attached picture. They were used for bolt sizes not catered for by the 3 ordinary spanners provided, or if two of the same size were required, one to hold a bolt while the other tightened the nut.
Lloyd Penfold
08/09/14 – 06:30
Interesting tale, Brendan: whilst many drivers from various companies would clog on a bit on an open road (except Tracky as I suspect the buses wouldn’t) my jaundiced views on Tilling/West Yorkshire (see elsewhere) are coloured, too, by experience of some of their drivers who never seemed to want to be seen by other motorists as Knights of The Road.
Joe
17/10/14 – 05:14
I’ve just found Keith Easton’s photo of Noel Thompson’s fleet and recognise it as a different angle to one I have of the same occasion. My view shows vehicles to the right of BT 8777 to be Vulcan BT -983, Atlases BT 5226 – AT 6517 – BT —- and Ford BT 8549.
Steve Thompson
17/10/14 – 10:51
Hello Steve. Any chance we can have a look at your photo of Thompsons line up ?
Mike Davies
Vehicle reminder shot for this posting
28/04/16 – 06:49
I’m sat with my Dad looking at the photo in question and will try to send you a copy. However Dad has the following info. Dad thinks Vulcan is BT7093 and belonged to W. Cyril Dixon and the destination is shown as Preston which is where Dixon came from, he was a partner with Noel Thompson. Dad thinks their idea being if they sold out to EY and had more buses/routes they may have got more money from the sale! Dixon owned another bus and possibly there is another photo in the old EY files possibly of this vehicle. Sadly littke is known of the elusive Dixon! Dad seems to remember seeing a photo (prob too expensive since he didn’t buy it! ) of a ramshackle bus side view and that Dixon is in the photo. This photo of the Thompson fleet was seen on a stall at the Pudsey postcard fair in a large wooden frame for sale? Several years ago. Dad has an excellent scan copy of it but can’t remember who from. Apologies if it was you Keith but I have no access to his files at present.
Matt Gibbs
P.S. he’s thinking of working on a history of the Hessle operators!
East Yorkshire Motor Services 1966 AEC Renown 3B3R Park Royal H38/30F
This was taken at Flamborough on 12 June 1968 in glorious sunshine and about to head off on a Bridlington cross town service. The top deck has the characteristic East Yorkshire inward taper to allow safe passage through the North Bar at Beverley and what an elegant and distinctive livery!! This must have been the last batch of front engined buses for East Yorkshire.
I know that the AV590/AH590 engines were a little suspect and that the Regent III/RT was better regarded but I still don’t think you can do much better than the Regent V. [Sheffield’s certainly acquitted themselves well in the mountains close to – and in – the Peak District.] After the commercially unsuccessful Bridgemaster came the low floor Regent V – otherwise known as the Renown. I was particularly fond of the North Western beasts which batted down the A34 during my time as a student in Manchester. How true, though, about the elegant livery of EYMS. The Bridgemaster was ungainly and almost ugly. The similar body on the Renown was just different enough that I think it avoided the vices of its big brother. It was the right bus at the wrong time, though. Time and the Atlantean overhauled it – and then came the Fleetline as well.
David Oldfield
Some of the 1966 East Yorkshire Renowns were swapped for some older Fleetlines with the Northern General Group in the early days of the NBC. Many of these ended up in NBC yellow as they ran in the Tyne and Wear PTE area. The sharp eyed may spot one in the film version of the Likely Lads
Chris Hough
Quite prescient, that. Many big fleets dual sourced and many, like Sheffield, went over to Daimler Fleetlines from AEC Regent Vs and Renowns. Although AEC deckers lasted to the end (1968/9), like most other half-cabs, they were a spent force by 1966 – very few being delivered in the last few years. [Regrettably, much the same thing happened with the Reliance about ten years later. Killed off for an inferior life-form. Tragic!]
David Oldfield
I always thought the Renowns bodied by builders outside the AEC/PRV group were very handsome buses. The East Lancs examples of Leigh Leicester and West Bridgford spring to mind The later NCME examples used by City of Oxford were also a smart vehicle.
Chris Hough
I remember reading, when AEC’s intention to build the Renown was first announced, that it was to replace the Regent V as well as the Bridgemaster. At a time of dwindling sales for front-engined buses, rationalisation did make a sort of sense. I imagine that the reason it didn’t come to pass was because, once built, the Renown was probably too pricey for operators who didn’t really need the low floor, and would have driven traditional Regent V customers to Leyland.
Peter Williamson
Chris. I couldn’t agree with you more about Leigh and W Bridgford’s East Lancs Renowns. very handsome. Peter. You’re probably right about the expense. Bristol had a guaranteed customer base and so achieved it with the Lodekka. Strange that Bristol managed two world beaters (Lodekka and RE) in particular market segments where the two giants (AEC and Leyland) could hack it.
David Oldfield
04/10/11 – 21:06
I was at Northern’s Percy Main depot at the time the Renown’s arrived. By that time most of our half cabs had gone, but we still had a few PD2’s & 3’s. They all had sliding cab doors on the inside that opened towards the front, however, the cab door on a Renown is on the outside and opens back over, a few drivers found to their cost that when going through the wash the cab door had to be held firmly shut or the brushes could quite easily open it and leave the driver a bit on the damp side.
East Yorkshire Motor Services 1956 AEC Regent V Willowbrook HBB56R
Notice the roof this shape was unique to East Yorkshire for one reason the Beverly North Bar. This is the sole survivor of the gateways into the town of Beverly the shape of the arch comes to a point requiring the roof of the bus to do the same even so it was still a tight fit.
A piece of boring personal reminiscence! (But it shows, perhaps, how times have changed). Because, I think, that sitting for a long period by the window on the upper deck of a ‘Beverly Bar’ double decker could become uncomfortable, East Yorkshire permitted smoking on the lower deck. I’m unaware of any other operator who allowed it.
Roy Burke
It’s strange that the majority of EYMS ‘deckers had the Beverley Bar roof profile, as only a few routes actually passed beneath the bar. I believe that 229, an ex Binnington’s TD2, was the oldest vehicle to have the roof profile, when it was rebodied in 1936. The lowbridge buses were used in the Hornsea area, I think.
Keith Easton
11/03/11 – 16:23
Were these Regents known as ‘Blue bottles’?
Roger Broughton
13/03/11 – 08:09
If memory serves correctly Roger, East Yorkshire’s Leyland Titan PD2/Roe fully-fronted double-decker coaches became known as ‘Bluebottles’ after demotion to bus duties in later life. Originally painted in East Yorkshire’s attractive coach livery of primrose and blue, they were apparently known as ‘Yellow Perils’ when new. On becoming buses they received East Yorkshire’s glorious indigo and primrose livery with white roof – thus becoming ‘Bluebottles’. Whether the entire batch was downgraded, and whether the buses retained their coach seating I do not know, but they certainly looked comfortable and distinctive vehicles in either livery.
Brendan Smith
13/03/11 – 10:31
Brendan, I believe that the PD2 coaches did retain the luxury seating even when demoted, but I can’t honestly remember whether or not the large lower saloon luggage racks were retained – this would mean the seating capacity still being only 50. Certainly some of the batch escaped the indignity of being demoted, although I suppose if they had to be demoted at least it was to an honourable alternative with East Yorkshire, as one was preserved and appeared at rallies in primrose and light blue. Roy, I’m sure you’re right about “smoking anywhere in the bus” as I have never encountered it elsewhere either. When I had relations in Bridlington I was a frequent traveller from Leeds, and I have to confess to contributing plenty of nicotine to the lower saloons in my misguided days – how I wish for many reasons that I’d never touched a cigarette but that’s another story.
Chris Youhill
14/03/11 – 07:57
Barton Transport certainly allowed smoking on both decks in the early 1970’s but I’m not sure if it was allowed until the end of their operation of double deckers.
Chris Barker
14/03/11 – 19:44
Brendan, I would agree with you on the naming of the PD2/12’s, and only the final eight (576 to 583) MKH 85 – 92. were downgraded to bus work. The seating was altered to FH28/26RD, thus seating 54 passengers, but I am unaware as to whether the coach seats were retained or replaced by bus seats.
Keith Easton
05/07/11 – 05:44
Having been absent from the EY Pages for awhile there’s a whole mass of really good info for me to read -3 pages back Chris mentions Whitby Oliver Furniture and a J5G conversion to Van, Bob Mack I think took a photo of AEC CVY 129 a converted bus. Back in 1911 and again in 1912 Olivers converted two ex London area buses. Maudslay ex Union Jack (London Road Car Co)LC4149 bonnet code R4, Platform Flat carrying a lift off rail container 1911. The second was it is thought an ex GELMO Straker made into Rully demountable top. re-regd York so orig owner not confirmed. In the early 1920 they ran five Charas convertible to Vans, 1 Maudslay, 2 Guys 2 Karriers. One of their slogans was ‘Are your chairs Uneasy let us repair them’- try that with Bus seats, By the way EYMS operated an Air Service for a short time within the British Isles during the 1930s It departed Hedon Aerodrome.
Ian Gibbs
05/07/11 – 09:12
Ian, your last sentence brings back very happy memories for me (no, I’m not QUITE as old as Amy Johnson but not far off) of Hedon Aerodrome. When I was in the RAF at Patrington in 1955/6 we naturally frequently used the EYMS Hull – Withernsea service and even then the intermediate destination blinds read :- AERODROME HEDON PATRINGTON There was a filling station, still in business at that time, called “Aerodrome Garage.” For a little more local flavour, how about the Hull folk’s pronunciation of the seaside resort as “Wither(UN)sea.
Chris Youhill
06/07/11 – 07:28
I think one of the Bluebottles was used by Halifax Corporation as a Driver Trainer. Also 647(VKH 47) was loaned to Yorkshire Woollen and then Hebble Motor Services in 1960 for fuel consumption tests.
Philip Carlton
06/07/11 – 09:20
The bus used by Halifax as a trainer was coach seated MKH 81 which carried the Halifax number 403 There is a photo of the bus in Halifax service on www.sct61.org.uk
Chris Hough
07/07/11 – 06:41
Slightly off topic here, but what’s wrong with us ‘Ull folk saying “Wither’n’sea”? What about Whitefriargate then? For the non Hull folk it’s pronounced whit’fra’gate!! Back on topic, was the Aerodrome the one at Hedon where EYMS operated the Bus-Air service in the 30’s and KHCT ran services to the Hull Speedaway in the post-war years?
Keith Easton
07/07/11 – 12:15
Being brought up proper and speaking proper to boot, I’m, nonetheless, a big believer in preserving local dialect – or Sheffieldish as she is spoke in the old homeland. In Sheffield, there is a select corner of the republic called Beauchief but pronounced by the locals as “Beechiff”. We also share, with Doncaster, a suburb called “Inteck” – but you have to look on the buses for Intake.
David Oldfield
07/07/11 – 12:17
Well since you mention Hull Keith, I have to say I’m not a Hullovarian but I absolutely love the place! The first time I ever visited, I went on the ferry from New Holland and took the bus into town from Corporation Pier. I did go over the bridge soon after it opened but then many years passed before I visited again in 2009. I used to love the old bus station because it was full of atmosphere and character and the delights of the parking ground to the rear but I suppose you have to admit that the new interchange and St. Stephens has enhanced Hull considerably. I would like to ask you this; what was in the massive 5 or 6 story block between the bus station and Ferensway, was it offices? there was a street to the right of it which would have seemed a natural exit for buses but why did they go some distance further along before exiting on to Ferensway, was it by Lombard Street? I wish I’d taken more notice at the time but you never value things till they’ve gone!
Chris Barker
08/07/11 – 06:19
Oh ‘eck Keith, I hope I haven’t caused any offence – such was certainly not the intention – just the opposite in fact. I’ve always been a lover of local dialects and accents, and East Yorkshire and Hull in particular – I was just highlighting the delight of the extra syllable that you good ‘Ull/Spurn folk insert between the “R” and the “N” By way of apology, a pint of Moores and Robsons or Hull Brewery ale is yours when we meet !!
Chris Youhill
09/07/11 – 07:28
Chris Y and EY Aero buffs here is a reminder of ‘old planes’
I was given this picture to copy by an old chap I interviewed years ago with no copyright on the rear. He told me that the Air Ferry was set up to provide businessmen with a quick trip across the Humber I believe it was a charter job for each trip. The date was c1933s tickets were in triplicate coloured copies apparently being Blue Yellow White The Taxi was possibly ex-Richard Sherwoods fleet (only a theory on my part). My informant named the ‘Taxi’ as 6-cylinder Chevrolet Vehicle. So as Sherwood had 8 Chevs, one an LQ type (WF 2441) acquired by EYMS 1933 it is possibly from EYMS ownership. Anyhow EYMS provided the vehicle as transport to the Aerodrome, this photo illustrated the arrival of flight number One I was informed. I think the Aircraft may have been a Percival product.The aircraft code letters are not visible (rather like those annoying bus photos with staff in front of the Plate) so it cannot be precisely identified -or maybe from Aerodrome log books? Briefly on the subject of R H Sherwood he owned a 1907 ‘National’ Car formerley owned by John J Ferens!
Ian Gibbs
10/07/11 – 07:34
Hi Chris (B), between the bus station and Ferensway, was the ABC Cinema (on the corner) with a branch of Norman Duggleby’s toy shop at the bus station corner – sheer heaven for a youngster in the ‘fifties and ‘sixties! Next to the cinema was the Electricity showrooms, next to which was a car park, but was obviously a bombed site I’m not sure what was originally there. I too spent many happy hours in the Coach Station (that sounds a bit suspect in the 21st Century, but the ‘fifties to ‘seventies were much more innocent days); indeed upon acquiring a copy of Alan Witton’s fleetbook 2 and standing in the Coach Station and Victoria square, I found that I could see 80% of the KHCT bus fleet- happy days. Ironically, being born and bred in ‘Ull, I never did get to go on the New Holland Ferry, indeed you never appreciate what you have until it has gone. As to Lombard street, the KHCT offices and central garage were on the western side of Lombard street, and several bus stand were situated adjacent to the garage/offices. I only remember the rebuilt premises as the garage took a direct hit during the horrific air raid of May, 1941. Chris (Y) no offence taken, but if you can find a pint of Hull Brewery, then your’e on! On the topic of Hullisms, have you ever heard of Bridleberg, Withernberg and Hornberg at all? This is what we called them when young. Peter, please accept my apologies as this is totally off topic, just the ramblings of an aging Hullensian bus enthusiast!
Keith Easton
11/07/11 – 07:19
Very happy indeed Keith that no offence was taken – as I explained of course only the opposite was intended. No, I’ve never encountered the “bergs” before but I did often hear (and still do from an ex Hull/LCT chap in Leeds) Patrington pronounces as “Patringumm.” In the aerodrome region I have very fond memories of the prefabs on Hedon Road with enormous numbers reaching 12** etc, The Gaol (from outside I stress) Imperial Typewriters , Humbrol paints. The EYMS Withernsea service, before joining Hedon Road and passing the Aerodrome, was via Holderness Road and Southcoates Lane – I believe this still applies.
Chris Youhill
18/07/11 – 07:28
I chanced upon this forum while looking for pictures of Hedon aerodrome. Mr Easton’s comments on Hull Bus Station reminded me that I too spent a lot of time there in the ’50s and ’60s waiting for buses to Cottingham Road. The stop was opposite Duggleby’s; how many times must I have gazed longingly in their windows! I remember the long rows of bus stands, and used to imagine that buses from the ones at the back went to strange and forbidding places.
Stephen W.
22/08/11 – 11:32
The building in Ferensway contained the Regal cinema and the former Hull Electricity Department offices, later the Yorkshire Electricty Board. The car park and small road (shaped like a D on its side) was not a bomb damaged site – the former buildings were demolished when Frenesway was built in the early thirties. For a time the “roadway” was used as a KHCT bus terminus – there’s a photo in the Hull Daily Mail of 17 March 2001 showing a bus in the site and another leaving it and turning right into Ferensway.
Malcolm Wells
23/08/11 – 09:51
Hi Malcolm, this comment of yours now clarifies and confirms the location of the terminal points of many Hull Corporation bus services in the early ‘thirties, which I have only come across as “bus stands situated in Ferensway, north of the electricity showrooms”. Sadly I didn’t see the photo in the HDM to which you referred.
Keith Easton
23/08/11 – 14:20
The aeroplane used for the Brough – Waltham (i.e. Grimsby) air ferry was G-ABFR, an example of the very rare Blackburn Segrave twin engined monoplane powered by two 120 h.p. de Havilland Gipsy III engines. It went on to Redhill Flying Club in May 1936. These details come from “British Civil Aircraft since 1919” by A.J. Jackson.
Roger Cox
Roger Cox re East Yorks Air Ferry thank you for taking the time to post the Aircraft info-I have not looked at the Bus Photos site for some weeks so did not find your posting it is appreciated and I have added the note to the print I have it’s marvellous how these sites makes info sharing so helpful. Whilst on East Yorkshire Fred Sharpe of Hedon had two Albions one rather old chain drive chara that came second hand from a Harrogate Hotel it had been a ferry for hotel Golfers then to Sharpes green colour source Ernie Sharp. The other a half cab Albion came from Bullocks Pontefract (Taylor Body I believe-unconfirmed.) Fred Sharpe and Ernest? Bullock were planning a through service to the East Coast exchanging passengers along the way but it never came to fruition.
East Yorkshire Motor Services 1957 AEC Regent V Roe HBB66R
Photographed at Scarborough bus station this Beverly Bar styled Regent V with normal V radiator is on route to Bridlington via the Butlins Holiday camp at Filey. I have now found my old fleet lists above information comes from one dated 20th February 1964 the only other snippet of information other than above is that this bus had a 9.6 litre engine
This was the last East Yorkshire full height bus with a Beverly Bar roof to enter service, it is now preserved and appears on the Northern Rally circuit.
Chris Hough
When I travelled daily from Hedon to Withernsea School on 651/652 they were always known as “Hovercrafts”. Don’t know why.
Martin Ferris
Eeee Martin, that takes me back. I was in the RAF at Patrington in 1955/6 – a Utopian posting for a lifelong devotee of the wonderful East Yorkshire Motor Services. Mark V Regents were still to come of course, but oh what treats you would have enjoyed on your school journeys a little earlier – Leyland PD1s and often, on duplicates from Hull Depot, the gorgeous ECW rebodied pre-war Titan TD5s. Due no doubt to a temporary shortage of transfers, or possibly a most enchanting mistake, some of the PD1s had on the platform rear wall the fabulous instruction “WAIT UNTIL THE COACH STOPS.” One of the Motor Transport drivers at our Patrington camp came to the end of his long regular service with the RAF and joined EYMS at Withernsea Depot – I’ve NEVER been as green with envy of anyone before or since. His surname was Mitchell (Mitch) and I hope he’s still around but will be well in his “eighties” by now.
Chris Youhill
With regards to Martins question two up:
Noise? Vibration? Pitching? Deafening engine fan? Ability to deal with run off water from fields?
Photo by “unknown” – if you took this photo please go to the copyright page.
East Yorkshire Motor Services 1956 AEC Regent V Willowbrook HBB56R
This is another highbridge Beverly Bar Regent V of East Yorkshire Motor Services this time a view of the near side, but what is very interesting is the single decker behind. You did not see many rear entrance full fronted bus or coaches, it is actually a 1954 Leyland Tiger Cub PSUC1/1 with a 5.76 litre engine and a Willowbrook C39R body. According to my British Bus Fleets book dated 1962 this batch of 14 had a centre entrance, were they converted sometime between 1954 and 1962. If you know, let me know, please leave a comment. There is a much better photo of one of these single deckers here.
Concerning the Tiger Cub mentioned there is no evidence for these ever having centre entrance/exits, but they were re-seated during 1955 as dual purpose, but still retaining the rear entrances/exits.
Photographer unknown – if you took this photo please go to the copyright page.
East Yorkshire Motor Services 1957 AEC Regent V Willowbrook L31/28RD
Now we have two Regent Vs from a batch of 19 delivered to East Yorkshire in 1956/7 they were fleet numbered 634 – 652. 634 to 648 were 27ft in length had AEC 7.68 litre six cylinder engines a four speed synchromesh gearbox and a Willowbrook highbridge “Beverly Bar” style roof bodies seating 56 as per the bus on the right above. 649 and 650 had the same engine and gearbox but had Willowbrook lowbridge bodies seating 59 as per the bus on the left above. 651 and 652 were 30ft in length with AEC 9.6 litre six cylinder engines a four speed synchromesh gearbox but with Roe highbridge Beverly Bar style roof bodies seating 66. Another difference that 651 and 652 had was that they both had the more well known concealed radiator associated with the Regent V to see a shot of one of them click here. With regards the above shot the bus on the right must have a cold running engine, that is a rather large radiator blanking panel. Getting a photo that shows the shape of the “Beverly Bar” style roof is not easy as it was painted white and when shot in black and white the roof merged into the sky. I wonder why East Yorkshire ordered nineteen of these Regent Vs and not twenty seems a strange number to order to me
With regard to EYMS Regent V’s, there were two (or three) separate batches involved in the 19 vehicles referred to. The first batch was for 15 MD3RV;s 634 to 648, the highbridge ones, plus two lowbridge ones 649 and 650 (all were registered VKH 634-650) delivered November, 1956; plus two LD3RA’s 651 and 652 (registered WAT 651/2) delivered April, 1957. The numbering of these last two completed the gap between the first batch(es) and the first ex Everingham vehicle, which carried fleet number 653 (the whole series for Everingham vehicles was 653 to 664 plus 46!) These were acquired, of course, in November 1953.
Keith Easton
For many years the “Beverley Bar” VKHs were to be seen on the Leeds – Bridlington service (joint with WYRCC). I was a frequent traveller on them, having relatives then in Bridlington, and often went all the way smoking merrily with others in the lower saloon. EYMS were possibly the last operator in the Country to allow smoking anywhere in the vehicle ?? The Willowbrooks, fine in most ways, did though have possibly the worst sliding windows for incessant rattling. I wish we could still ride on them today when I travel in the present rattling thudding horrors that manufacturers are so proud of !!
Chris Youhill
Looks like the coach drop off point Bridlington coach station around the mid 60s
Mickey Summers
Sorry, Mickey – I think this is the main Hull bus park outside the railway station (in the background). This was the location where countless EYMS and KHCT buses would park off-peak, and was always a good place to take photos.
Paul Haywood
Yes, It is definitely the bus park now gone under ST Stephens shopping centre and Interchange. What a crime!
Keith Easton
I remember taking dozens of box camera shots on this site at Hull in the very early 1950s. There were rebodied Guys, TD4 and TD5s, some ECW rebodied, and some lowbridge all Leyland PD2s, as well as the usual BB Roe PD1s and PD2s, plus several single deck types inc the ECW PS1s, Burlingham coaches, and the usual “Federation” types. Fascinating fleet it was too. I particularly remember the oval rear windows of the pre war single deck stock (a bit of an out-dated feature) and the original 3 window upper fronts of the pre war Titans. We used the Bridlington to Hull service many times, via Barmston, Beeford, Ulrome and Skipsea, and it always seemed to be on a Roe PD1, which I remember as quite lively. An interesting fleet….perhaps it was the livery which held it apart from other BET fleets. Does anyone remember the slogan on the sides of several Brush PS1s…. “This is not a nationalised bus” ?
John Whitaker
09/08/13 – 07:54
My great grandfather designed and built the first Beverley Bar bus, his name was William Bundy. He lived in Sproatley till his death at 99 in a house he built himself.
Bernice Brumby
09/08/13 – 09:30
Yes John, I do remember the slogan and there was another version on the cove panels of single deckers – it boldly and unashamedly proclaimed “UN-NATIONALISED, UNIMPAIRED.”
Chris Youhill
10/08/13 – 05:52
Wasn’t that the point of the white band around the roof? . . . to make the roof blend into the sky and look like a normal low-bridge roof? (In which case why not paint the whole lot white, rather than just a band around the roof . . . suggestions on a post-card).
Philip Rushworth
11/08/13 – 06:50
I’m surprised that no-one else has picked up on this. The title to this page gives the registration of EYMS 649 as VKH 47, Keith Easton gives it as VKH 649, while the photo clearly shows it as VKH 49. In fact, all of 634-50 were VKH 34, etc. While I’m on this subject of EYMS Regent Vs, could anyone tell me why EYMS suddenly bought two lowbridge double-deckers? Did they have a true lowbridge route, or were the two Regent Vs someone else’s cancelled order? Also, how did Willowbrook come to build double-deckers to the ‘Beverley Bar’ outline? I thought the idea had emanated from a collaboration between EYMS and Roe, and had assumed that Roe had gone on to construct all the examples. (I don’t regard the Bridgemasters and Renowns as true ‘Beverley Bar’, they’re more like ‘pretend’).
David Call
11/08/13 – 09:29
Before the Second World War Brush built twenty-six Beverley Bar bodies and ECW twenty-one. Brush built more during the war (the PSV history and some published sources disagree as to whether all Brush bodies on the first Arabs were Bar buses) and ECW rebodied some Titans after the war whilst Roe rebodied the Arabs. The Willowbrook bodies were a shock and are not regarded by many as handsome a design as the Roe bodies on various Titans (the full fronted ones excepted) The bus park was useful to photographers, including myself, but for anyone wanting decent photos showing EYMS (or KHCT) at work in Hull it was a menace since many visitors rarely ventured outside this and the coach station. The best “Bar” bus portraits ( they’re too good to be called photographs) were taken by G F H Atkins in Scarborough on his holidays, mostly at Northway.
Malcolm J Wells
11/08/13 – 09:29
David, I’m pretty sure but without looking deeply that East Yorkshire did need lowbridge buses somewhere in the outer west of Hull – possibly Elloughton ??
Chris Youhill
15/08/13 – 07:03
It would seem that East Yorkshire’s Elloughton garage was the main home of the company’s lowbridge buses. The March 1962 and June 1965 editions of the Ian Allan “British Bus Fleets – Yorkshire Company Operators” both show East Yorkshire as operating the following lowbridge double deckers: 584-589 (MKH 402-407) Leyland PD2/12/Leyland L53R 632-633 (SRH 632-633) Leyland PD2/12/Roe L56R 649-650 (VKH 49-50) AEC Regent V/Willowbrook L59R (The 1965 edition shows the split of upper deck and lower deck seating capacities with 632-633 being L28/28R and 649-650 being L31/28RD. I had never personally noticed any lowbridge deckers with a capacity of more than 53 before). I am not sure though that the 1962 book is totally correct as in some R H G Simpson photographs I have there were also (at least) 505/506 (JRH 978/979) which look like Leyland lowbridge bodies but the book lists these two as Roe HBB54R (the ‘HBB code used to identify Beverley Bar buses with highbridge layout seating). In an EYMS allocation list dated 1 March 1962 584/585/586/588/633/649/650 were allocated to Elloughton and 587/589/632 were allocated to Hornsea. The allocation list dated 1 October 1962 shows 584/585/586/588/589/649/650 allocated to Elloughton, 632/633 allocated to Hornsea and 587 allocated to Withersea. The list dated 1 November 1963 shows 584/585/586/587/589/649/650 allocated to Elloughton and 588/632/633 to Hull (Anlaby Road). The list dated 1 January 1964 shows 584/585/586/589/649/650 allocated to Elloughton and 587/588/632/633 to Hull (Anlaby Road). Lists dated 1 April and 1 May 19 both show 585/586/589/649/650 allocated to Elloughton and 584/587/588/632/633 to Hull (Anlaby Road). In the same allocation lists the Willowbrook Beverley Bar bodied AEC Regent V buses 634-648 (VKH 34-48), which I always really liked and frequently saw in Scarborough. These were mainly allocated to Driffield Garage – I suspect for service 12 between Hull and Scarborough. The exceptions being in March 1962 635/636/644 were allocated to Bridlington; in October 1962 635/636 were allocated to Bridlington; in November 1963 and January 1964 were 634/635/636 allocated to Hull (Anlaby Road); in April and May 1965 634/635/636/637/638 were allocated to Hull (Anlaby Road) and 648 allocated to Bridlington.
David Slater
15/08/13 – 11:58
Interesting information David. Given that the nearest railway line and station to Elloughton today is Brough, a line which doesn’t have any low bridges, I wonder if the offending structures were on the old Hull and Barnsley line around the North Cave/South Cave area?
Chris Barker
17/08/13 – 11:54
I knew I had seen something in print somewhere about where the low bridges were on the EYMS routes and I can quote the following from page 6 of the Venture Publications Prestige Series book on EYMS which reads: “The standard lowbridge types were in the fleet because of only two low bridges, one at Hornsea Mere station and the other near Selby”. As an aside, the Prestige book also helped towards clarifying the point of the correctness of the 1962 Ian Allan British Bus Fleets book. The BBF book has grouped together in one block 50 Roe bodied Leyland Titan PD1A buses built between 1947-1950 and shows them all as “HBB54R” – the code used to indicate a highbridge bus with Beverley Bar roof profile. These 50 buses are listed as: 447-453 (JAT 415-421); 471-498 (JAT439-466) and 505-519 (JRH 978-992). However, as I mentioned before, I had photographs of 505 (JRH 978) and 506 (JRH 979) which I could clearly see were both lowbridge buses. The Prestige book shows a picture of 505 and confirms it was Roe bodied and not, as I had assumed, Leyland bodied – although the styling was very similar. So maybe these, the first two of the JRH batch were the only lowbridge bodies on that order and the list overlooked that fact. There is also a picture of 509 (JRH 982) which is a highbridge model.
David Slater
17/08/13 – 16:29
One has to be careful about sources The OS/PSV history of 1980 shows the following 420-425 PD1 with Roe H52R bodies (later H56R) 426-427 PDI with Roe L51R bodies 433-453 PD1 with Roe H52R bodies (later H56R) 471-498 PD1A with Roe H54R bodies 505-507 PD1A with Roe L51R bodies 508-519 PD1A with Roe H54R bodies The EYMS enthusiasts page says PD1, not PD1A Which version is correct? I have no idea. The early Ian Allan books could be very inaccurate as shown in the first Yorkshire Municipal book’s entries for Hull’s 190-9/204-39 which contained no references to those rebodied with pre-war Massey and Weymann bodies from Regents and Daimlers, despite the fact that these had taken place 7-9 years previously. The low bridge “near Selby” was, I think, at North Cave with the ex-Hull and Barnsley Railway Bridge although there may have been a problem at Willerby.
Malcolm J Wells
18/08/13 – 06:29
Malcolm, I had no idea that so many of the magnificent PD1s had been upseated from 52 to 56. Presumably a double seat was inserted each side in the upper saloons ??
Chris Youhill
18/08/13 – 12:00
As far as I am aware – yes. H30/26R instead of H26/26R, but I was a lad at the time and more interested in trolleybuses in Hull.
Malcolm J Wells
04/11/13 – 07:12
As a youngster I often travelled from Anlaby Common to Hessle to visit my Nana. The buses were always on service 3 Goole or service 4 Selby and if they were double-deckers they would be what we called “flat tops”- ie lowbridge. If for a change we walked through to Boothferry road to get a service 5 going to South Cave it was usually a “flat topper” too. For many years (1962 to 1969) I travelled to Beverley Grammar School from the Red Lion at Anlaby. For most of the time this was on the PD1A “JATs” and they went through Willerby without a problem so that bridge just short of Willerby Square mustn’t have been too low. Later we had the MKH full fronted PDs and latterly we had Bridgemasters or Renowns. It is always good to see photographs of “the muck” behind Ferensway Coach Station – where I spent many happy hours noting numbers, collecting tickets and when the crew allowed setting the blinds for the next duty.
David Cornwall
04/11/13 – 16:50
Whilst the bus park alongside the coach station was very good for seeing lots of EYMS and KHCT buses many enthusiasts went no further so that photos of buses at work are in short supply. Photographs of EYMS elsewhere in the city in the 1950s and 1960s are rare – most pics show Scarborough, Bridlington and Beverley with hardly any in the suburbs for EYMS and very few KHCT ones outside the city centre. Trolleybus enthusiasts tended to ride to and take pics at the outer termini as well as the city centre. Until the KHCT head office was built in 1962/3 KHCT buses could also be found on what was bombed damaged land alongside the front of the garage in Lombard Street.
Malcolm Wells
Vehicle reminder shot for this posting
06/12/13 – 17:51
In common with several others who have posted EYMS comments, I too was – quote, unquote, a Grammar School git, who commuted between Willerby and Bev between 1963 and 1969. I must express particular gratitude to David Cornwall above, as he once lent me his 1964 copies of “Buses Illustrated” – I had only started buying it in 1965. I am delighted to see David remains interested in buses: my own enjoyment has never waned. Not being any good at maths, physics, Latin, games, woodwork – in fact not being very good at almost anything they tried to teach us at school – my nostalgia for those days is limited, but I would love to stop the clock and travel once again on the EYMS fleet of the mid-1960s. Our school run required about six buses each day, and almost anything from the fleet might turn up, even coaches on occasion. I was able to underline just about everything in the East Yorkshire section of my Ian Allen British Bus Fleets: Yorkshire Company Operators. My least favourite at the time were the JAT PD1s – Skidby Hill was always a challenge for them, but the AEC AV590-engined Bridgemasters and Renowns took it by storm, the Renowns being memorably melodious. I had a particular affection for the VKH Regents: ugly as sin, but what sounds they emitted, sweet AV470 melodies from the front, but a very rude raspberry of an exhaust.
