Tag: ECW

East Midland – Bristol RE – PNN 516F – O516

East Midland - Bristol RE - PNN 516F - O516

East Midland Motor Services
1968
Bristol RELL6G
ECW B49F

East Midland was an early user of the Bristol RE/ECW combination once they became generally available. This example is seen in Bawtry on 13 July 1968 when it was about three months old.
The rich red livery really suits the vehicle whilst the vertically mounted twin headlamps give a touch of class. How could NBC impose the lacklustre poppy red and leaf green schemes? East Midland even had to change to being a green fleet post 1972. Note the lack of sliding or hopper windows, in common with other BET Companies at this time ventilation is provided by three lift up ventilators in the roof. The only discordant note is the early style shallow windscreens which must have been a real problem to taller drivers.

Photograph and Copy contributed by Ian Wild

26/12/13 – 12:19

These were among the first non-Tilling RE’s that I saw and I remember being very excited at the prospect of Bristols becoming more common, perhaps even in the Manchester area; this did indeed happen, and for a while I was able to travel to work on North Western RE’s.
I drove two or three of Crosville’s “shallow windscreen” RE’s, and beyond the excitement of driving an RE (we were the only Welsh Crosville Depot with no RE buses) I found that the low windscreen top added interest; the top of the windscreen was always in my peripheral vision, but not enough to cause a problem.

Don McKeown

26/12/13 – 14:27

Everyone praises REs. When I was in Widnes and working in a school garden. We had greenhouses about 50 yards from the road.
Every hour a Crossville RE would come past and the greenhouses didn’t half rattle from the exhaust noise of these buses!

Jim Hepburn

26/12/13 – 18:02

In my South Yorkshire/North Derbyshire youth EMMS was a local operator to me. They operated AECs and Leylands – which they then dropped for Bristols. Well I could forgive the Leylands, but not the AECs. Nevertheless, as a student on the X67, travelling from Chesterfield to Manchester (and back) I grew to appreciate the RE more and more and – along with WYRCC on the Yorkshire services to London – to rate it second only to the 6U3ZR Reliance as a premium coach. Many a happy mile was added on visits to Tilling lands across the country – including the X43 from Leeds to Scarborough. …..and then the epic journeys from Manchester to Glasgow or Edinburgh by Ribble and the one off Eastern Scottish ex London RE. I could go on and on – oh sorry, I am doing – but the great joy has been to drive REs late in service life and then in preservation. A real. and deserved, classic. So what did EMMS do? Replaced RELH coaches on the X67 with Nasties – Green Mk I Nationals with slippery bus seats. […..but I bet they wouldn’t have without the strong arm antics from corporate HQ!]

David Oldfield

27/12/13 – 09:46

And they wondered why passengers deserted public transport for cars, David! Nice town, Chesterfield.

Chris Hebbron

27/12/13 – 09:55

Yes, very nice town.

David Oldfield

28/12/13 – 08:03

When TBAT broke up in 1942, certain firms “switched” allegiance. [NBC and BLMC strong arm tactics were nothing new.] Cumberland, United and Lincolnshire were Leyland operators. North Western was a Bristol operator and went from Tilling to BET. It was natural for North Western to take to Bristols with alacrity when they became available in 1965. I do not know the provenance of East Midland, but pre-war they were a Bristol operator and so their renewed allegiance to Bristol should not have come as a surprise. [Their roots were in the local independent, Underwood.] The big surprise – to Leyland Motor Corporation as well – was how readily Ribble and Southdown both took to Bristols. In all the above cases, it was both the RELL and the RELH which were the major swing factors.

David Oldfield

28/12/13 – 10:57

Having re-read my last post, it occurred to me that the bulk of RE buses operated by North Western, Ribble and Southdown were actually RESL – both RESL6G and RESL6L.

David Oldfield

28/12/13 – 13:49

I agree with earlier comments regarding the tasteful shade of red used in this era of East Midland operation. I never did like the corporate NBC colours, especially that awful green, and can only guess how good these would have looked in the EM chocolate, cream and biscuit livery! I spent some time in the old county of Huntingdonshire and frequently travelled between Huntingdon and Saint Ives on United Counties. Often my carriage would be TBD 280G, a dual-purpose RELH6G, new in 1969. This was a most comfortable bus to ride and was in the much better reversed livery of cream and green. Happy days.

Les Dickinson

28/12/13 – 14:44

Here we go again on the subject of livery, who did have the best? Personal taste and where you grew up would have the most influence on your answer. United’s reverse DP livery looked good on most of the single deck fleet, but, although I cant remember any being done this way, I don’t think it would have transferred to double deckers. OK Motor services always looked smart, but probably too time consuming to be practical for a large fleet? For smart plain and simple, you would go a long way to find better examples than Sheffield or Darlington, Midland Red, on the other hand, was in most cases too plain and simple, but few would argue that the all one colour of Glenton was drab or ugly. Bright colours or subdued? The orange and yellow of Yelloway was bright and cheerful, but the black, white and grey of Woods of Blackpool “Seagull Coaches” or the olive green and cream coaches of United were to my mind a classic. Its a question without answer, but it produces some good comments.

Ronnie Hoye

29/12/13 – 14:54

Right now? I’d give anything to go back to the days of NBC/PTE corporate liveries – there was more variety about then than there is now . . . and at least tickets weren’t standardised under NBC. I’ve just finished under-coating the cloak-room wainscot/door, in preparation for a deep blue gloss, and I’ve been struck by the similarity in colour/finish between my undercoat and First’s new livery – OK, I’ll give First a couple of weeks before their colours dull to a matt-like finish. And we don’t even have “proper” local fleet-names anymore, and many of the local-authority operators have disappeared. Anyway, back to the picture . . . wasn’t EMMS red a shade called “BET red”, and common with other companies(?) in the group?

Philip Rushworth

29/12/13 – 17:47

I don’t think that there was a ‘BET’ shade of red. East Midland used a deeper, more maroon shade than nearby Trent, PMT and North Western all of whom seemed to use a slightly different shade of brighter red.

Ian Wild

30/12/13 – 07:10

EMMS red was closer to Ribble than any other BET red. It was stated emphatically that neither was maroon. As Ian says, none of the other three were an identical shade of red. That was the beauty of BET liveries – and of course SUT was unique. In fact the whole set up was unique – and certainly pretty special – since SUT was equally owned by EMMS, Tracky and NWRCC but neither followed the vehicle purchasing nor the operating practises of any of its owners.

David Oldfield

30/12/13 – 11:50

W. T. Underwood was far from being a local independent operator. It was an offshoot of United Automobile Services of Lowestoft. The manager of U.A.S. Mr. E. B. Hutchinson sent one of his ‘bright young men’ W. T. Underwood to Clowne in North Derbyshire in 1920 to establish bus services in the area.
The vehicles were supplied from Lowestoft in the United livery of that time of chrome yellow and brown, later separated with a cream band. The United fleet name was covered over with a board bearing the name of Underwood in the same style.
In 1927 the company was re-named East Midland Motor Services Limited. At this time W. T. Underwood left the company to pursue other interests.
Although United A. S. changed their livery to red around 1930, East Midland retained the old yellow brown and cream livery until 1955. East Midland were under Tilling Group Control until 1942 when control passed to B. E. T.

John Bunting

02/01/14 – 17:29

I wasn’t surprised at BET companies buying Bristol REs as soon as they were available, simply because by that time all the alternative rear-engined single deckers already had questionable reputations, whereas the RE had been giving trouble-free service to Tilling Group operators since before any of them was invented. Unfortunately I wasn’t so keen on RE buses as many enthusiasts, as I’ve never thought much of the interior finish of ECW bus bodies, and I was never in the right place at the right time to sample anything else. Not having to operate or drive them, I much preferred the Leyland Panther.
Coaches of course were a different matter.

Peter Williamson

03/01/14 – 07:59

But Peter, you can’t blame Bristol for the ECW body! Even under common National ownership they were never the same company.

David Oldfield

06/01/14 – 07:57

Although having a big soft spot for the late lamented RE in general, my favourites to ride on were always the Series I, and early Series II models with the shallower windscreen. The RE was designed from the outset with air suspension, which gave a very smooth ride. However, the system did have a few problems relating to short airbag life, especially on stage carriage vehicles, and as a result many operators converted their airbags to coil springs. This fairly straightforward conversion still endowed the RE with a nice ride, but around 1969/70 Bristol’s new masters Leyland decided that the air/coil suspension system would become an optional extra, and that the standard RE would now have traditional leaf springs. Although it could be argued that this simplified the design from an engineering point of view, the result was a rougher-riding RE, which now rattled and banged over uneven road surfaces. This backward step was also said to be the cause of problems relating to increased vibration, movement and cracking around the drop-frame at the front of the chassis. On the ECW bus bodies this led to front domes cracking or working loose, and problems with the flooring and step at the front entrance. The newly introduced BET windscreens also seemed more prone to cracking – surely not a coincidence, as the BET Group had been using the screens successfully for years. Despite these shortcomings, the RE still remained a dependable ‘engineers bus’ to the end, with major units logically laid out for ease of maintenance, repair or removal. There were plans for a Series III RE, which would probably have had improved ‘second generation’ air suspension, and options of more powerful engines. However, as we all know, Leyland had other ideas, and scrapped the RE to give its new integral National a clear field.

Brendan Smith

09/11/14 – 17:01

During the 70s I drove for Royal Blue based at Victoria coach station London. I have fond memories of my time there and in particular driving Bristol REs ECW bodied. I preferred the manual gearbox which could be hard work at times especially on the long routes London to Plymouth or Penzance, the semi automatics did reduce the work load but I felt that I had more control with the manual. I dove most of the routes over the West country and into Dorset, I recall lining up for the tight turn into the down ramp which was Bournemouth coach station. In the later years Leyland joined the fleet with Plaxton bodies but I still preferred the REs in my opinion the finest coach ever to be built. I still think back and recall all my colleagues and I still have copies of the timetable and drivers handbook with route directions which I cherish with much love.

Ernest Goldie

12/01/15 – 07:05

EMMS red was ‘BET Dark Red’ and was the same shade as City of Oxford MS, Northern General and Yorkshire Woollen District. Due to differing paint suppliers the actual shade could vary slightly, even on buses within the same fleet.
Trent, Yorkshire Traction, North Western all used ‘BET Light Red’, again for the above reasons the actual shade could vary slightly.
Midland Red and Ribble both had individual colours not within the BET colour catalogue and referred to by the company name, i.e. ‘Ribble Red’.

Rob F

PNN 516F Vehicle reminder shot for this posting

09/04/15 – 07:02

If you look at the livery style of East Midland Bristol VR’s that were delivered at the same time you will notice it looks more a Mansfield District style only in red. A company they were about to take over under NBC. Even after privatisation they stayed green.

John Allcock

United Automobile – Bristol RE – 104 VHN – RE4

United Automobile - Bristol RE - 104 VHN - BRC4

United Automobile Services
1964
Bristol RELH6G
ECW C43F

104 VHN, was new in January 1964, with the fleet number BRC4; I am not sure when the last of the type were delivered, but the ECW bodied RELH6s were among the last United vehicles to carry this understated and distinctive livery. Some of the early Plaxton bodied Bristols did, but most had the ghastly, or should that be ghostly, all white, one size fits all NBC livery. United coaches had a well-deserved reputation for passenger comfort, obviously they were used on other duties but the primarily role for many of these was the long haul to London, and so United specified the more spacious 43 seat variants, whereas most of the Tilling group had the 47-seat version. Arguably, other vehicles of the era may have been better looking, but as far as build quality and reliability is concerned, these were as good as it gets. The level of comfort they offered, coupled with their exceptional ride quality and the ultra reliability of the Gardner H6LXB engine made them an act that was extremely hard to follow, and many would say has never been surpassed. Once in London, the crews stayed until the next day before returning, but the vehicles had a turnaround of about three hours, during which they were cleaned out and refuelled at Samuelsons. In a 24 hour period, they would do a full round trip of over 600 miles, and it was nothing unusual for them to clock up over 4,000 miles a week, most of them accumulated phenomenal mileages during their lives. I know that several from other companies have survived, but I’m not aware that any of United’s have.

Photograph and Copy contributed by Ronnie Hoye

27/03/14 – 06:58

I’ve said it before. RELH/ECW – possibly the ultimate class act.

David Oldfield

27/03/14 – 06:59

I happened on this web-site by accident searching for any books on “United” I started with the Company at the Scarborough depot in 1955 and this was intended just for the season, and I was employed as a Conductor, after two seasons being laid off in September known as Surplus to requirements I was finally given a full time job in 1957 and after a variation of jobs finally retired in 1990 having been transferred to E Y M S because of deregulation.
I have one Bus photograph of fleet no B G L 59 and it was taken when I was in the Driving school, I think it was a 5 Cylinder Gardner, I have other Memorabilia such as long service awards, safe driving awards and I still have my P S V badge BB 40875, and also lots of memories of ex staff.

Gordon England

28/03/14 – 07:11

Couldn’t agree more David, and thanks for posting Ronnie. The coach looks simply glorious.

Brendan Smith

28/03/14 – 07:11

On paper, a livery of olive green and cream sounds rather less than prepossessing, but, in practice, the United coach livery was a peerless example of dignified restraint that exuded quality. How one yearns for the return of such schemes in place of the present day ostentatious eyesores from the likes of Best Impressions. The Bristol RELH was a classic coach, and I firmly believe that, updated to meet modern requirements, it could still present a serious challenge in the present day market place.

Roger Cox

28/03/14 – 07:12

JHN 835C

Here’s one of the fine machines I captured in 1970, doing its ‘job’ on the M1 south on a wet Sunday afternoon in Derbyshire.

Berisford Jones

28/03/14 – 17:51

Couldn’t agree more on every count Roger.

David Oldfield

28/03/14 – 17:52

The ultimate quality coach; I don’t think any other coach was better looking – except perhaps similar vehicles in Royal Blue livery. These coaches were a joy to drive – some drivers complained about the manual gearbox version, but I had no trouble with them. No other type of coach had such a relaxing, subdued sound, even when travelling at high speed.

Don McKeown

28/03/14 – 17:53

Nice action photo, Berisford. Amazing to think that, on Ronnie’s calculations, this vehicle would have clocked up some 1,248,000 miles by 1970!

Chris Hebbron

29/03/14 – 07:45

Don, that relaxing subdued sound was the superbly engineered Gardner engine. Even when flat out they were revving at less that 2.000 RPM, which is only about twice what a modern car will tickover at, so a run on the motorway was just a leisurely stroll to them.
Chris, as I said, they had other duties, but 600 plus miles a day was the norm on the London run. Not every depot that had them operated that service, so in all probability they would have been periodically swapped around in an effort to even out the mileage. Nevertheless, in those days odometers returned to zero at 100,000 miles. and I know for a fact that by the time some of the first intake at Jesmond depot were a year old, most of them were nearing the end, and some had passed their second time round the clock.

Ronnie Hoye

29/03/14 – 07:47

It’s absolutely incredible to think that this superb coach was new fifty years ago! I had the pleasure of riding on a Midland General example a few times, manual gearbox, a turn of speed which was breathtaking and a ride which was almost silent. Today’s National Express offerings don’t even come close!

Chris Barker

29/03/14 – 08:19

105 VHN

A front view of sister United Autos Bristol RE 105 VHN. Seen here in Doncaster on a Service 203 to Newcastle.

Stephen Howarth

29/03/14 – 09:06

Sorry to show my ignorance but bearing in mind the plaudits given for the quiet and smooth ride of the RELH, can somebody please bring me up to speed with the engine configuration and drive train on these classic vehicles.

John Darwent

29/03/14 – 12:01

Series 1 sanctioned for the nationalised Tilling/Transport Holding Company set up. Rear engined – most Gardner 6LXB, some Leyland O.600 or O.680. Bristol 5 speed synchromesh manual gearbox. [Air suspension standard fitment.]
Series 2 on open market. Similar drive train/power source as Series 1. Gardner 6LXB/Leyland 0.680 in roughly 2:1 proportion. Menu of fittings and options for open market which also meant that the air suspension became an option rather than standard. 5 speed epicyclic (semi-automatic) gearbox became standard on Series 2.
Series 3 never saw the light of day. Further improvements were at the planning stage when BLMC pulled the plug on the RE in favour of the Leyland National but also axed the RELH in favour of an improved Leyland Leopard. A spring parking brake got as far as at least one West Yorkshire RE.

David Oldfield

29/03/14 – 18:47

Just to add a little to David’s comprehensive note, the engine in the RE was horizontally mounted, unlike the current crop of ‘modern’ rear engined single decks. The gearbox was mounted forward of the rear axle and the drive from the engine went over the axle to the gearbox and then back again to the differential. This configuration allowed the fitment of a propshaft of adequate length to allow for suspension travel in the drive train. Some other designs, notably the Seddon RU, fell lamentably short on this design requirement.

Roger Cox

29/03/14 – 18:48

Thank you for that info David. I seem to recall that RE’s had longitudinally mounted engines rather than transversely as became the fashion in service buses. Noting from a previous post that you have had the pleasure in later life of driving RE’s, you may be able to comment on the gear change of the manual models bearing in mind the lengthy linkage presumably involved. How come an academically minded O.E. as yourself came to be at the wheel of such revered vehicles? Fat Nat would spin in his grave!

John Darwent

30/03/14 – 07:45

The manual gearbox was something a driver needed to make an effort to master but once mastered it was easy and light to use although there seemed to be too big a gap between 2nd and 3rd gears which could be a problem on rising gradients. The most difficult thing to master when timing the gear changes was hearing the engine revs due to the overall quietness of the body and engine especially with a good load on. One thing to beware of was selecting reverse with the heater control in the midway position on the ECW bodies as it was easy to get a finger trapped between gearstick and the control.

Diesel Dave

30/03/14 – 07:45

John. Nat retired after my first year and Flink was acting Head until the Sharrock era. Strangely enough my (fully MOT approved) driving instructor was a master at KES. He also got me through the Advanced test (IAM) whilst I was at music college. I had been interested in buses from a babe in arms but it was my oldest friend from KES who twisted my arm to get my PSV. [He is about to retire as a Managing Director of Stagecoach Bus.] I only ever rode on Series 1s and only drove Series 2s in preservation. I write after playing for a concert in Kingston last night and about to play a morning service prior to driving RML2440 this afternoon on the new Watford running day. [So no rest for the wicked.] Roger’s addendum is, of course, correct.

David Oldfield

30/03/14 – 09:44

Thank you Diesel Dave for the interesting comments and scenario.
David O, what an amazing tale. I was a few years earlier than your goodself at KES and there was little interest in transport matters at the time. Having said that, if we go earlier still there was Terry Ellin, later to find fame with his restoration of Leyland Comet coach MHY 765. Hope you have a great day with RML 2440.

John Darwent

31/03/14 – 07:19

The layout of the Bristol RE was an absolute masterpiece in chassis design, offering a low step height and comfortable ride for passengers, yet keeping the engineering staff happy by offering easy access to all the major mechanical components. From a driver’s viewpoint the RE did not seem to show any of the tail-heavy characteristics of other rear-engined single-deckers, due to the better weight distribution of its major components, and from the traffic department perspective the RE would be suitable for PAYE operation. As David O. comments, the Series I chassis for the THC ‘Tilling’ fleets used Gardner’s 6HLX engines in the main, although a few operators did specify the smaller 6HLW. When Leyland took a 25% stake in Bristol (and ECW) in the mid-sixties this allowed the company access to the open market, and the Leyland 0.600 engine option became available, with the 0.680 following a little later. Interestingly the RE Series II was offered with AEC AH505 and AH691 engine options, but sadly none were ordered. (Bet you’d liked to have heard one of those David. The 691 would have sounded gorgeous coupled to the RE exhaust). Ulsterbus specified Gardner’s more powerful 6HLXB (Up to 180bhp available at 1850rpm compared to the HLXs 150bhp at 1700 rpm) in some of its later RELL6Gs. They must have sounded grand as well.

Brendan Smith

31/03/14 – 12:44

John. Had a very good day with RML2440, thanks. Didn’t know where I was going (but didn’t get lost) and discovered new bits of Metropolitan Hertfordshire. Didn’t realise Terry was an OE. In my time we had a informal “Bus Club” of 6th formers and met under the balcony in the hall. Two of us became musicians/music teachers, one the Stagecoach director, one an English teacher (and subsequently an operator), one a civil servant and one a research scientist – and all, as you say, academically minded graduates.
Brendan. It would take a lot to beat a ZF Reliance but I did know about the AEC option for REs. Now that would have been spectacular. [Reading documents referring to LT and the Merlin one gets the impression that, apart from the “breaking back” syndrome found in other rear engined vehicles, the other problem was cooling. Much of this centred round failing convoluted piping caused in part by the lay out in the engine compartment. Presumably, this would not be a problem the an AEC/RE either?]

David Oldfield

02/04/14 – 08:23

Berisford’s action shot of one of United’s fine RELH6Gs on the motorway reminded me of a ‘minor difficulty’ that beset West Yorkshire when it took delivery of a batch of six RELH/ECW coaches in 1970. These fine machines were to have been delivered with Gardner 6HLX engines, but due to demand for such outstripping supply at the time, Leyland 0.680 engines were substituted. (The coaches were delivered as CRG17-22, but renumbered CRL1-6: CWY498-503H). Upon entering service, it soon became apparent that an unforeseen problem was causing the company some embarrassment. The Gardner engines were to have been rated at the usual 150bhp at 1700rpm, but the substituted Leyland units developed 150bhp at 2200rpm. However, as the rear axle ratios were geared for the lower engine speeds of the Gardners, the higher rpm of the Leyland engines gave the CRLs an impressive (and illegal) top speed on the motorway. After several cautions from the boys in blue regarding 85 mph West Yorkshire coaches, the fuel injection pumps were removed and recalibrated to give 150bhp at 1800 rpm. This was a much quicker, cheaper and more practical solution to the problem, rather than replacing the rear axle innards. After this modification, things settled down to a gentler pace. Drivers did report though that the Leylands were still a little faster on the flat, but that the Gardners would still pass them on the hlls.

Brendan Smith

07/04/14 – 16:06

I noticed one of the recent articles on the RE mentions action shot on the motorway well here are some more. The cab shot is a Royal Blue Bristol RE Manual gearbox being overtaken by a Crosville Semi-Automatic Bristol RE on our way to the Duxford bus ralley in 2006. Both vehicles are in preservation.

Michael Crofts

RE_01
RE_02
RE_03
RE_04
RE_05

08/04/14 – 07:53

Good action shots, Michael.
I see 90mph on the speedo of the first shot, so that overtaking RE must’ve really been motoring!!!

Chris Hebbron

08/04/14 – 07:54

Brendan, it was much the same story with the NGT Group Fanfare’s. The Wakefields AEC Reliance versions were a fraction faster on the flat, but the NGT Gardner engined GUY Arabs would leave them for dead uphill.

Ronnie Hoye

08/04/14 – 11:04

Sorry to shatter the illusion Chris, but the vehicle is fitted with a tachograph, so the speed is recorded in KPH not MPH. 100 KPH is 62.5 MPH.

Ronnie Hoye

08/04/14 – 16:58

You’re right, Ronnie, I’m really shattered!

Chris Hebbron

08/04/14 – 16:58

Not that something approaching that wouldn’t have been possible when new. Did over the ton in a ZF Reliance (I wasn’t driving) on the A1M before Tachos and 70mph limits.

David Oldfield

09/04/14 – 08:18

I seem to recall that our motorways, initially, had no speed limits on them. However,coaches, in particular, were reaching speeds of 90mph (in the very late ’50’s and early ’60’s) and there were a few accidents, mainly due to tyre technology being up to the new challenges, hence the introduction of the 70mph speed limit. I can recall doing 75mph in my car on the M4 and being well-overtaken by coaches!

Chris Hebbron

09/04/14 – 13:11

Doesn’t Chris mean ‘tyre technology “NOT” being up to new challenges’?

Stephen Howarth

09/04/14 – 18:00

Yes, I did!

Chris Hebbron

12/04/14 – 08:06

Both coaches were cape able of exceeding 70 mph.

Michael Crofts

Vehicle reminder shot for this posting

24/04/14 – 08:12

How well I remember these lovely coaches which finally saw the ECW bodied models delivered in 1970. In my younger days I often travelled to London on the dsytime service returning some days later on the overnight 206 to Middlesbrough and without doubt the real highlight of my holiday was the journey to and from London on board one of these coaches. It was sad to see them demoted in later life with headrests cut down and I seem to remember even the roof lights bolted down. Sadly none ever survived long enough of the 95 delivered to see preservation.

NHN 953E

Here is an early view of two of the examples taken at Hawes in North Yorkshire in October 1972. Fleet number 1253 was based at Redcar who in United days used to operate excursions and this outing was one of the popular six lakes ones. They also ran another E registered example. It’s one of my early views so sorry about the quality.

Ken Hoggett

27/05/14 – 15:23

Ken’s comment about their latter days is spot on. I encountered them when they were running longer stage routes such as Scarborough-Helmsley and Berwick-Seahouses in their last years. They still rode well and sounded good but they looked terribly down-at-heel internally. Some (cf the EFE model) ended up in NBC red- enough said.

Phil Drake

Bristol Omnibus – Bristol RE – UHU 220H – C1118

Bristol Omnibus - Bristol RE - UHU 220H - 220

Bristol Omnibus
1969
Bristol RELL6L
ECW B44D

This bus was on display in the centre of Bristol on 21st August 1969, presumably before entering service. The notices invite the public to view the “New Central Exit” bus. I am assuming that this was the first of this type of bus to operate in Bristol. The bright livery helps the already attractive ECW body. Note the use of alternate hopper and sliding saloon windows, quite common amongst deliveries to Tilling Group Companies (although by that time NBC had taken over).

Photograph and Copy contributed by Ian Wild

12/01/15 – 07:09

The first dual-door REs for Bristol Joint Services were nos. C1109 – 1125 (UHU 211 – 221, 323 – 328H). Illustrated is no. C1118. The first of these entered service in August 1969 in the revised livery for one-man operated buses.
All previous REs for Bristol had been delivered as B53 or 50F but those for Cheltenham District Traction, Gloucester Joint Services and certain of the Bath allocation had subsequently been rebuilt to two-door layout.

Geoff Kerr

Greyhound Motors Ltd – Bristol RE – NHW 313F – 2156

Greyhound Motors Ltd - Bristol RE - NHW 313F - 2156

Greyhound Motors Ltd
1968
Bristol RELH6L
ECW C45F

On 10th February 1925 The Greyhound Motors Ltd introduced an express stage service between Bristol and London. It was apparently an immediate success despite the GWR railway between the two cities. In 1928 the company was acquired by the Bristol Tramways and Carriage Company later renamed the Bristol Omnibus Company but the Greyhound name remained in use until 1973 when it was replaced by the NBC corporate National image. A 1970 timetable recorded a total journey time of 4 and 3/4 hours for most services via Bath Chippenham Newbury and Reading which included a 15 minute comfort stop in Marlborough. The photo taken in 1972 in Marlborough shows one of the 1968 Bristol RELH6L coaches which were originally delivered in the red and cream livery and briefly repainted into white and magenta with a revised Greyhound motif.

Photograph and Copy contributed by Keith Newton

10/09/15 – 07:24

Nice view, Keith. Thank you for posting. Did any of the ‘captive’ Bristol/ECW fleets have any coaches with toilets, as Standerwick and Midland Red did?
The CAPTCHA code for this comment may well set hearts afluttering in Southdown territory: 5UUF.

Pete Davies

11/09/15 – 05:37

The T-style destination on Bristol Omnibus Company’s RE coaches gave a very distinctive touch to a classic body design. The greyhound motif on the number box on this example is a nice touch.

Don McKeown

11/09/15 – 05:39

Marlborough, was also an interchange point, between Associated Motorways Services and Royal Blue with Greyhound, they had a large shop with a cafe, waiting room, and booking office in the main square. It did not appear in the time table as such, but if you phoned ahead they would hold connecting service until you arrived, passengers would be informed this would be an extra [with 10 bob being spilt between drivers, by regular passengers who knew this to be so] cheaper than a taxi. Toilets on Greyhound coaches, no, only those stationed at St Marks, which sums them up, end of life, one season at St Marks then the scrapper, if they where ok they would have been converted into DPs for Bristol and Bath.

Mike

12/09/15 – 14:34

Thank you, Mike, for your comment about toilets on these vehicles. Any thoughts, please, from anyone about the facility on coaches in other “Tilling” fleets?

Pete Davies

13/09/15 – 05:51

Pete, I’m going to stick my neck out and say “no” . . . in so far as “proper” Tilling fleets were concerned. But, THC-wise, I’m sure SOL had some Bristol RELL/Alexander Y-types (which pre-dated the M-types) fitted with toilets for its Edinburgh-London overnight services. Hang-on! didn’t Western SMT fit toilets to some of its coaches (Alexander/Guy LUFs?) to counter Northern Roadways toilet-equipped coaches on the Glasgow-London route? Where’s my Northern Roadways book . .

Philip Rushworth

13/09/15 – 05:52

Bristol Greyhound RELH6/ECW coaches to the best of my knowledge never had the luxury of toilet facilities, relying on numerous breaks at the many stop-overs on the way. On checking most other Tilling fleets with long distance coaches, even United Autos did not have them on their long distance Newcastle-London service. In fact the only ECW bodied vehicles I know of that did would be the 30 Bristol VRL/LH6L megadeckers with Standerwick used on the non-stop routes from the North West to London. The Bristol RELH6Gs used on the Edinburgh and Glasgow routes all had toilet facilities but they had Alexander M series bodies.

Ron Mesure

14/09/15 – 06:15

Toilets. Northern Roadways Burlingham coaches had toilets and refreshments on board but the 50% relief coaches did not, the hostess with big teapots would transfer over to dispense drinks and snacks often done in laybys on the A1. Passengers would have to wait until coaches pulled into top up fuel tanks for toilets, other operators had toilets but not refreshments.

Mike

15/09/15 – 06:39

Thanks for your thoughts about toilets on the “Tilling Fleets” vehicles. Much as I thought.

Pete Davies

15/09/15 – 12:29

Couple small points, pre war SMT and Western operating Anglo Scottish services had fitted toilet compartments to their Gilford AEC and Leyland Coaches; as Did Scout and Standerwick on London- Blackpool.
Northern Roadways’ plans to introduce toilet accomodation on its Seagulls led to SMT and Western reintroducing the feature, initially on Alexander bodied Regal IVs, SMT then used small engined Reliances, the later ones 36ft and Western sucessively Guy Arab UF (end an eight-cylinder Albion Prototype) Guy Arab LUF, Leyland Leopard L1 and PSU3 Leopard. Then came the RELHs (not RELLs) an the the initial M Types on REMH.
No Tilling fleet had a toilet fitted coach from 1945-69 but its interesting to note that United’s RELHs only sat 43, compared to the standard 47 and 51 in the Midland General semi-coaches. United were of course the only other customer than Western and Eastern for the REMH6G, taking batches between 1971 and 1973 with C49F Plaxton bodies. In NBC days Tilling had some RELH Plaxtons with toilets.

Stephen Allcroft

01/11/19 – 13:46

Much has been said (including by me!) of the sturdiness of Bristol/ECW products, but I recall a story I heard about the earliest batch of RELH6G’s delivered to United Counties (250 et seq.). It is alleged that one of them was reversing out of the strange outdoor layover bay next to the entrance to Northampton’s Derngate bus station when a mini ran into the rear overhang doing considerable structural damage! This would have been about 1970 and I recall seeing the early examples running around after that with a heavily plated repair along the waistrail behind the rear wheel. Can anyone shed any light on this? I have Duncan Roberts’ ‘Bristol RE 40 Years of Service’ but I don’t think this episode gets a mention in his excellent tome.

Phil Roderick

Western National – Bedford VAM 5 – KDV 140F – 710

Western National - Bedford VAM5 - KDV 140F - 710

Western National Omnibus Co Ltd
1967
Bedford VAM 5
ECW B45F

The last Bristol MW’s entered service in May 1967, and the first LH’s in June 1968. In the interim, Western National placed in service a batch of twelve Bedford VAM 5 with Eastern Coachworks bus bodywork. These were numbered 701-712 (KDV 131 -142F). The body design was clearly based on the standard design which had been produced in large numbers for the Bristol MW model, but with a more modern front end grafted onto it. The VAM 5 model had the small Bedford 330 cu in engine and a four speed gearbox. The batch led a full service life of at least twelve years; Latterly the last six of the batch were allocated to Newquay Depot, and could regularly be found working the scenic and hilly route 573 from Newquay to St. Columb Minor, which followed the coast for a few miles before turning inland. Here we see one of the batch negotiating a hairpin bend just west of Watergate bay.
West Yorkshire also had four Bedford VAM with this style of ECW body, but the West Yorkshire examples were type VAM 14, with the Leyland 400 engine and a five speed gearbox. The West Yorkshire batch had a very short operational life. I believe that Eastern Counties also had some of these interesting vehicles.

Photograph and Copy contributed by Don McKeown

22/10/14 – 18:20

Eastern Counties did have some of these ECW bodied Bedfords one was sold to Primrose Valley of Hunmanby. I rode on it from Filey to Reighton Gap and I have to say never had I been on a more vibration prone vehicle. Although having now had a ride on a preserved Bristol SC!

Chris Hough

23/10/14 – 07:04

I always considered these to be fascinating and businesslike vehicles, combining the classic “no nonsense” ECW lines with a most worthy lightweight chassis. I’ve always had a very soft spot for Bedford “no nonsense” honest and well performing vehicles, and if any vibration was felt look on the bright side Chris – therapeutic vibro massage included free !!

Chris Youhill

24/10/14 – 07:28

I remember encountering these beasts at Dartmouth in the early ’70s. With the benefit of hindsight (as well as driving later examples) I would hazard the opinion that the zenith of Bedford’s existence was with their petrol models. With due deference to Chris, I would say that Bedford diesels were a poor substitute and my operator friend concurs that the VAM5s he operated with Eastern Scottish were a nightmare and grossly underpowered. Likewise, Ribble got rid of its small number of VAM5s after an indecently short time. While the 466 and 500 diesels were a great improvement, there is a general consensus that the VAL14 and VAM14 (Leyland O400) were far better than the VAL70 and VAM70 (Bedford 466). Which makes the short operational lives of West Yorkshire’s VAM14s all the more strange.

David Oldfield

24/10/14 – 18:23

I don’t remember these when growing up in Taunton but I’ve asked for more information from Colin Billington who says “The early ones (700-703) were allocated to Plymouth often passing through Kingsbridge on the 93 route. Don has the numbering wrong, They were 700-711 (KDV 130-141F) not 701-12. 712 was a LH.
Noisy things with the engine next to the driver”

Ken Jones

04/03/16 – 06:45

NAH 663F

Don is correct. ECOC had four VAMs with ECW bodies: 2 X Bedford engines and 2 X Leyland engines! SB663 (NAH 663F), with Leyland engine, is seen leaving Norwich Thorpe Railway Station on Sunday May 12, 1968 when it was one of at least 10 new shiny ECOC vehicles (not one displaying any side adverts) taking passengers from the Flying Scotsman excursion on a variety of tours. As delivered, the driver access to the cab was by squeezing between the partial screen behind the driver’s seat and the offside body side. I had them rebuilt so you walked over a more substantial engine cover incorporating the ticket machine mounting. The point to comparing the two engines was a bit academic as NBC bought no more bus versions!

Geoff Pullin

18/10/16 – 07:53

NAH 661/2F had Bedford 330 engines and were VAM5.
NAH 663/4F had Leyland 400 engines and were VAM14.

Steve Paine

22/05/21 – 06:37

I help to look after a Leyland 400 powered Bedford VAM in New Zealand. It is reliable but seems quite under-powered. It is certainly quite loud from the drivers seat, and enough vibration to keep things interesting. Ours has a high speed diff but a conventional (not overdrive) gearbox.
The previous comments about these buses is really interesting, thank you.

Andrew Robinson

Eastern Counties – Bristol RESL – KVF 660E – RS660

Eastern Counties Omnibus Co Ltd
1967
Bristol RESL 6HLX
ECW B46F

There are several non-ECW bodied RE buses featured on this site but few if any of the first Tilling Group RESL standard bus. This is RS660 (KVF 660E), the last of a batch of 14, which I believe was supplied to meet an outstanding order for MWs. The fact that they had 46 seats, compared to the maximum of 45 to date, didn’t prevent them being accepted immediately for one man operation, several based at the many outstations for which the company was famous. Alongside are FLF359 (ONG 359F) and SB664 (NAH 664F). A large number of recent deliveries, which the advert fixers had yet to purloin, were assembled in the forecourt of Thorpe Station, Norwich on Sunday, May 12, 1968 to meet an excursion train hauled by the Flying Scotsman. There were several tour options for passengers around the city and county before the return journey.

This period saw Eastern Counties explode from its long 4 and 5 cylinder era into that of the 6LX and 6HLX! The FLF found its way to Western SMT a couple of years later in the great FLF for VRT swop between National Bus Company and the Scottish Bus Group. The Bedford with ECW bus body was one of a batch of four, two with Bedford engines and this and SB663 (already shown on the same day in a Bedford VAM string in OBP) had Leyland engines.

Photograph and Copy contributed by Geoff Pullin

23/12/19 – 06:45

I believe that Eastern Counties’ next batch of RE buses were RELLs, and these were supplied with 6HLW engines, which were quickly swapped with the 6HLX engines from the RESLs.

Nigel Frampton

23/12/19 – 06:47

We had two Bristol RS’s at Cambridge. One of them was almost permanently on route 428 Cambridge station to Bedford. It was a long duty….two journeys….and was the only week on the rota that had two rest days for that reason. I worked it for a week when the regular driver was on holiday and enjoyed it immensely. The RS’s were super to drive…fast and powerful, and although they were rear engined, they had a very precise manual gear change, and a long gear lever. I also recall that they had a high pitched whine at speed from the transmission.
The other RS was usually on the 113 Cambridge to Haverhill and Kedington services, so they could inter change for maintenance and repairs. The RS’s were a vast improvement on the ordinary Bristol MW’s.

Norman Long

24/12/19 – 07:37

Nigel, I don’t think this is true. The first RELLs were in service in June 1968 (the month after the above photo) and I’m sure they had 6HLX engines as well. Although the company was adept at physically changing types of engine after years of downsizing double decks to 5 cylinders and much later installing a Gardner into a Leyland National, the change to 6HLX from 5HLW for buses was the policy introduced by the new General Manager who had arrived from Eastern National. In the 1960s, it was company policy to ‘fairly’ share new vehicles across the whole vast area, so, unlike today, sadly the advantages of better vehicles and performance didn’t reflect into timetables!

Geoff Pullin

24/12/19 – 10:05

The FLF would have had a 6LX engine also, although retaining a manual gearbox. All EC’s previous batches of FLFs having 6LWs.The former BCV test vehicle which they acquired in 1967 may have had a Bristol BVW initially.

Brian Crowther

25/12/19 – 05:52

Geoff, I must admit that I cannot remember exactly where I read about the engine swap – I think that it was in “Buses” magazine. However, the page on Rob Sly’s website for KVF 658E (the preserved survivor from this batch of RESLs) says that the engine was swapped during 1969.
//bcv.robsly.com/kvf658e.html
Other online sources say that it now has a 6HLX, so presumably it was changed again (or never changed at all!)

Nigel Frampton

25/12/19 – 05:53

Think the RESL at Carlton Colville has a 6HLW.

Roger Burdett

26/12/19 – 06:15

Nigel is correct, the 14 RESL’s 647 to 660 were delivered with 6HLX engines which were later replaced with 6HLW’s from RELL’s but without checking back I can’t confirm which RELL’s were delivered with 6HLW’s. I thought they may have been replaced with a later batch but as the first 14 RELL’s RL665 to 678 all had PPW registrations it’s possible that they were the donors.

Mark Ellis

28/12/19 – 06:18

Is the Bedford missing it’s front grille? It seems we are looking directly at the radiator without anything covering it.

Chris Barker

28/12/19 – 09:20

Looking at various photos of the four Bedfords in the batch SB661-664 (NAH 661-664F), the grille format appears the same on them all even after sale to other operators.
As Chris B says it does look very much like the grille is missing. Looking at photographs of the examples operated by West Yorkshire (4) and Western National (12), also new in 1967, all those seem to have more obvious grilles.

David Slater

28/12/19 – 15:10

This photo, taken on the same occasion, shows SB663 is fitted with a manually adjusted radiator blind in the traditional Bristol on-radiator fashion.

I don’t remember if this was ECW standard or an ECOC special.

Geoff Pullin

22/01/20 – 06:45

Not ECW norm-see https://old-bus-photos.nwframpton.com/western-national-bedford-vam-5-kdv-140f-710/

Stuart Emmett

23/01/20 – 08:56

In the close-up shot it would appear that the grille on the VAM has been set back from the front panel to allow for the fitting of a radiator blind. Whether this was fitted “in build” by ECW at Lowestoft, or done by Eastern Counties themselves I’ll leave it to the ECOC experts.

Brendan Smith

18/02/20 – 07:30

The RELLs with 6HLW units were RL703-7 and 710-8 from the 1969 order, the engines being exchanged at ECOC before the chassis headed to ECW for bodying. KVF 658E regained a 6HLX after entering preservation.
To tidy up, test rig FLF LAH 448E was ECOC’s only Bristol-engined example and was converted to 6LW in 1971. I’ve long wondered why the six FLs delivered in 1962/63 had BVWs while the double-deck fleet was entirely Gardner by then. Apart from one which was withdrawn early in 1976, the others again all received 6LWs.

Nigel Utting

United Automobile – Bristol RELH6G – NHN 143E – 4343

United Automobile Services
1967
Bristol RELH6G
ECW C43F

United had a small Garage at Pickering where the forecourt doubled up as a Bus Station.
Here 4343 (originally RE43) is loading for a trip along the A170 seventeen miles to Scarborough.
I expect this vehicle retained its manual gearbox which I would think could be tricky on a Stage Service. It is a good looking bus/coach – shame about the livery!

Photograph and Copy contributed by Ian Wild

12/05/20 – 06:48

Are you sure it had the manual gearbox? Crosville’s E registered RELH6Gs had semi automatic boxes. Even in bus livery, these coaches looked beautiful!

Don McKeown

13/05/20 – 07:03

Probably was semi automatic. West Yorkshire’s E registered RELH were as well. As regards manual boxes I remember some West Yorkshire drivers struggling with earlier B, C, and D registered RELL buses.

Stephen Clough

14/05/20 – 06:52

According to United Automobile Services Part Two by messrs. Townsin, Groves and Banks (Venture Publications), this batch RE41-65 were the first coaches to be delivered with semi-automatic gearboxes.

John Gibson

16/05/20 – 06:33

It might be 17 miles from Pickering to Scarborough, but three times a day (twice on Sundays) the route began in Ripon, via Thirsk, Ampleforth and Helmsley to Pickering and Scarborough, distance of some 60+ miles, some of it on minor roads. In 1976 this took around three and a half hour end to end. The route number groups with other Ripon services, but how it was crewed is a mystery to me. I guess Ripon crews were relieved for a break at Pickering, as two of the through journeys had only five minutes turn round at Scarborough. I would be very interested to know more about the operation of the 128.

Andy Buckland

17/05/20 – 06:37

Andy’s comment reminded me that in the James Herriot book “Vets might fly” James bunked off from his RAF training in Scarborough one Sunday afternoon and travelled by bus to “Darrowby” (which we now know to be Thirsk) to see his pregnant wife, Helen. He had less than an hour before he had to catch the return bus – and as I recall it, his absence without leave was never detected! I assume that this escapade, like many others, was founded in real life.

Stephen Ford

18/05/20 – 06:34

Stephen, by 1976, the date of my timetable, this would not be possible on a Sunday, with just two through journeys each way. You had to leave Scarborough at 10:45 to reach Thirsk by 13:35, returning at 18:10. Now, if in earlier years there had been a third return, as during the week, then 12:45 from Scarborough, arrive Thirsk 15:40, return at 18:27 was possible. Add a bit of poetic licence and we perhaps have the basis for the story.

Andy Buckland

20/05/20 – 07:18

I have been looking at the summer timetable for 1957, and it shows that from 7th July to 14th September, there were three journeys each way between Scarborough and Ripon on Sundays. If he left Scarborough at 10.45, he would reach Thirsk at 1.40 p.m. He could then leave Thirsk at 3.50 p.m. arriving back at Scarborough at 6.40 p.m. So yes, this journey would have been feasible as long as it was made at the height of the summer.

John Gibson

20/05/20 – 07:19

I travelled on service 128 from Helmsley to Ripon in 1976 (MWs all the way from Middlesbrough to Harrogate!!). If memory isn’t playing tricks, we had to change buses at Sproxton, west of Helmsley, and the respective buses then returned home. I can’t remember if the change was advertised in the timetable. A trip form Ross-on-Wye to Abergavenny by Red and White in 1970 (MWs again) certainly involved a change at Broad Oak even though the timetable showed the buses working through.

Phil Drake

21/05/20 – 06:56

And there we have the answer, Phil!
Certainly there is no reference to a change of vehicle at Sproxton, indeed it does not even merit entry in the timetable, but if you look at the times for Helmsley and Ampleforth, then buses would cross roughly where Sproxton is. What makes it strange is that Sproxton is only a few minutes west of Helmsley, where some journeys stood time and interchange facilities are much better. Was there perhaps some unwritten rule that Helmsley to Scarborough was dedicated to Pickering/Scarborough drivers and Ripon was “another company”.

Andy Buckland

21/05/20 – 06:56

Definitely semi-auto, we had 4344 at Darlington for a while, not the fastest, comfortable for both driver and passengers it did what it was supposed to do. I used to call it the old mans bus.

John Wake

31/08/20 – 06:27

Regarding the operation of the Ripon to Scarborough service, I lived in Ripon in the late 1960s, and at that time the buses definitely worked through on the whole route, but the drivers did not. When opposing vehicles met, usually in the middle of nowhere, they stopped and the drivers changed over, returning whence they had come from. I presume that with three services each way on weekdays, a Scarborough based vehicle would spend alternate nights at Ripon garage, and vice versa. Obvious the drivers would get back home at the end of their shifts.

Chris Appleby

03/09/20 – 06:18

Where the garage was may be seen here: https://www.google.co.uk/maps/
It would appear that the property was modified to become the carpet showroom it is in the photograph.
I have a snapshot photograph I took on Sunday 23 July 1972 which has four single deckers parked within. //www.ipernity.com/

David Slater

Crosville – Bristol RESL6G – OFM 2E – ERG 2

Crosville – Bristol RESL6G – OFM 2E – ERG 2
Crosville Motor Services Ltd
1967
Bristol RESL6G
ECW DP42F

Crosville was the first to operate the then latest version of the Bristol RESL with shortened wheelbase and extended front overhang giving a wider entrance door arrangement. These were also the first with this design of ECW body characterised by the shallow flat windscreens.
Crosville put this batch of six into service in July 1967 on the long Rail Replacement service D94 between Wrexham and Barmouth. This served a sparsely populated area with Llangollen, Corwen, Bala and Dolgellau as the intermediate towns of any size. These six were synonymous with this route for many years but here in 1977 is ERG 2 in NBC days crossing the Cambrian Coast Railway line at Fairbourne on the S28 Tywyn to Dolgellau route. The NBC “Local Coach” version of the leaf green livery with white upperworks looks pretty smart.

Photograph and Copy contributed by Ian Wild

10/07/20 – 06:14

I think these were the only dual purpose RESLs in the THC group of companies, although Midland General famously had two RESHs. Some of these vehicles were used elsewhere when brand new; ERG 2 was new to Llandudno Junction, and ERG 3 and 4 were at Caernarfon, although they soon migrated to the D94. Around 1974, A longer example, ERG 272 was transferred to Dolgellau Depot for use on the D94, and ERG2 was then used on other services from Dolgellau as shown here.
When new, these vehicles were painted cream with a green waistband, and they looked superb in that livery. ERG 3 is magnificently preserved in that livery.

Don McKeown

10/07/20 – 06:16

As far as the shorter length RE was concerned, the RESL seems to have been the almost universal choice for bus work but I wonder about it’s merits for dual purpose use, particularly if some of the front seats faced sideways. However, Crosville seemed to like them and as Ian says, used them on some long services although I’m not too sure about the prospect of sitting rather low down or sideways at the front for perhaps a couple of hours or so.
Midland General had a couple of short REs with this type of body but on the RESH chassis, with 43 dual purpose seats, all facing forward. Surprisingly, I believe they were the only ones bodied by ECW.

Chris Barker

16/07/20 – 10:16

United used the long version of the dual purpose RE on the five and a half hour 505 Newcastle to Edinburgh via Berwick service – not to my mind the most suitable of vehicles, and the seats were not especially comfortable. The route was jointly operated by Eastern Scottish who used Leyland Leopards and AEC Reliances with Alexander Y Type coach bodies. These were much more comfortable to ride on and seemed better suited to the route, although with the disadvantage of high entrance steps. The RELLs would be replaced after a few years by dual purpose RELHs with all forward facing seats and they in turn were replaced by downgraded RELH coaches, originally used on the Newcastle to London service. They would I suppose have been about ten years old then, but were still superb vehicle to travel on, however by that time, the service was being operated in two parts with passengers required to change vehicles at Berwick.

John Gibson

Bristol Omnibus – Bristol KSW – SHW 409 – C8239

Bristol Omnibus
1954
Bristol KSW6B
ECW H32/28R

OBP has yet to include a picture of a post war Bristol K type operating in the Bristol fleet, so here is one. This shows KSW6B, SHW 409, No. C8239, which was supplied in 1954 to the then Bristol Tramways and Carriage Company, which was renamed Bristol Omnibus in May 1957. This bus seems to have spent its entire operating career in Bristol city until withdrawal in May 1971 when it went to the dealer Norths of Sherburn-in-Elmet for scrap. In the picture, taken in July 1970, less than a year before withdrawal, the driver has opened his cab door whilst the vehicle is in motion. One can only conjecture why he has done so.

Photograph and Copy contributed by Roger Cox

05/09/22 – 07:08

Oh joy! The standard Bristol city bus for years, including a final sanction in 1957. The Bristol engine was specified for most of the city fleet, perhaps to keep the City Council, part owners, on side with a made-here product. Even when the country fleet were taking KSWs with doors and heaters, the city didn’t get the luxury of heaters!
This photo looks to be taken of the bus turning from the Centre into Baldwin Street with Thorntons chocolate shop on the corner of Clare Street in the background. I can only think the door flew open after a change-over in the Centre and had not caught properly, but that seems unlikely!
The bus would have had the Bristol City arms as the fleet name when delivered, followed by the upper case BRISTOL before coming to the historic Bristol scroll. The destination box would have been single piece 18 inch deep from new in which the roller destination blinds came in quick-change cassettes, to keep the blinds reasonably short containing only destinations for a small group of routes.
I always thought that the choice of Bristol Omnibus Company was a very poor marketing name. Nobody even then spoke about omnibuses and having BRISTOL on the side when operating in and out of Cheltenham, Hereford, Swindon et al seemed very inappropriate! At least the scroll had a bit of style about it.

Geoff Pullin

08/09/22 – 06:26

Two things spring to mind.
1970, so now well into the NBC Era, but thankfully not in NBC Corporate livery.
With that in mind, immaculately presented for a vehicle that was less than a year away from withdrawal.

Ronnie Hoye

09/09/22 – 05:44

Ronnie – the NBC corporate liveries, poppy red, leaf green and white, were introduced during 1972.

Nigel Frampton