Tag: Park Royal

London Transport – AEC Regent III RT – OLD 564 – RT4777

London Transport - AEC Regent III RT - OLD 564 - RT4777


Copyright Pete Davies

London Transport
1954
AEC Regent III RT – RT8/2
Weymann (Originally) Park Royal (Now) H56R

Here we have two views of the same vehicle in the two liveries of London Transport. The view of it in red is at Heathrow Bus Station on 21 January 1976, where she is on the 140 to Mill Hill East Station. The view in green shows her – as preserved – on Itchen Bridge in Southampton. It’s 6th May 1979, and she is addressed to Hemel Hempstead Bus Station on the 347 while taking part in the Southampton City Transport Centenary rally. According to BBF 12 London Transport book it was delivered new in the green livery.

Photograph and Copy contributed by Pete Davies

04/11/12 – 15:27

Evidence seems to say 1954, which I am inclined to take as date of entry into service. Are you sure it still has a Weymann body? It carried one when it was new, unquestionably, but it would have had at least one body swap while with LT and recent references quote Park Royal bodywork. Unfortunately the ultimate authority on this subject (Ian’s Bus Stop, on the net) currently has RT histories up to RT4199 only.

David Call

04/11/12 – 17:09

David,
The 2012 PSV Circle listing of preserved buses gives her as having Park Royal body, and new date of 7/54. Thank you for clarifying.

Pete Davies

04/11/12 – 17:09

I have corrected the information above, I supplied the information under the photo I just put the original body not having any information to dispute it, I had to start somewhere.

Peter

05/11/12 – 13:07

Strangely enough, the sound of the AEC 9.6 litre with pre-selector gearbox – one of the most common, homely and comforting sounds of the 1950s bus scene, is one that we don’t have on the Old Bus Sounds page. There are one or two on YouTube, but I have yet to find a really good one. They all seem a bit “rasping” and you don’t get the full flavour of the contralto in first and second, and then the rich deep tenor in third. Any offers?

Stephen Ford

05/11/12 – 15:20

I wonder just how much money was wasted by LPTB/LTE continually painting vehicles red, then green, merely because it was wanted in the other half of the business. I never got the impression that there was anyone controlling spare green/red ones as a sensible alternative.
I wonder if the vehicle in the top photo was ‘snapped’ because of the sloppy blind display – a side blind in the intermediate box – why?
And, Stephen, I recall the different sound of the ‘pre-war’ RT’s engines, until they changed the cylinder heads and they all sounded the same then.

Chris Hebbron

05/11/12 – 15:34

Thank you Pete for posting the photos of this RT. I have happy memories of learning to handle this type on the LT skid pan at Chiswick (even though I was already holding a PSV licence from the Eastern Traffic Authority) and I had to retake my test to satisfy LT. Once posted to New Cross garage, I was put on route 192 Lewisham Odeon to Plumstead, and had to contend with Shooters Hill, often boiling at the top when heavily laden, then a very sharp left turn into Eglinton Rd/Hill, which necessitated difficult low speed gear selection.

Norman Long

05/11/12 – 16:01

In answer to the question from Chris, I ‘snapped’ this one because I was at Heathrow to get some photographs of the entry into service of Concorde. While there, I took photos of some of the activity around the bus station, the others being FAR too modern to appear on this site! Certainly, the arrangement of the blinds could be better, but that isn’t why I took the photo.

Pete Davies

05/11/12 – 16:02

Chris, it’s interesting that you should say that. I didn’t know the pre-war RTs. Being from Nottingham I was rarely in London, but NCT had lots of pre and post war Regents in the early 50s, and most of the pre-war survivors were pre-selector. It has long been my recollection that the sound of these pre-war buses was subtly “the-same-but-different” from the “new” (!) 1948 (Metro-Cammell)/49(Roberts)/53 (Park Royal) Regent IIIs. When we moved to Barton territory in 1954, they had a considerable number of pre-war ex-Leeds Regents, which also had the “old” sound.

Stephen Ford

05/11/12 – 17:16

The pre-war RT engines, Stephen, were greatly influenced by Leyland engines in the STD and TF classes. Although Ricardo had a hand in designing the cylinder heads, the direct-injection engines had pot-cavity piston tops (like flowerpots,)a Leyland design, produced under licence, although this fact was kept under wraps! So the AEC engines were, to some extent, hybrids.

RT4291_lr

If you’ve experienced ‘boiling up’, Norman, this photo will bring back memories, at the top of Annerley Hill, near Crystal Palace, blinds turned for the return journey. This route passed the end of my road, although the vehicle shown is on a short working, not going through to Raynes Park.

Chris Hebbron

06/11/12 – 13:22

Ah, the 157 route, Chris. This, together with the 154, was the replacement for the 654 trolleybus route which ran between Crystal Palace and Sutton Green, the last day of trolleybus operation being 3 March 1959. I went to school at Selhurst, and our playing fields were on the other side of Croydon at Waddon. We had to use the 654, and later the 154/7 to get there. Anerley Hill was at the other end of these routes, beyond Norwood Junction. Whereas the trolleys ascended Anerley Hill in a steady manner, the replacement RTs always struggled up this gradient. LT derated the engine of the RT to 115 bhp, about the same as a K version Gardner 6LW, but the AEC lacked the low speed torque characteristics of the Gardner. However, the RTL, with its similarly derated engine was decidedly worse on hills than the RT.
Your point about the profligacy of the old LTE is very true. It was a huge, complacent, inward looking, arrogant organisation that steadfastly refused to acknowledge that it didn’t already know everything about bus operation and ancillary activities. Other participants in the bus industry – BET, BTC, municipals et al – were loftily referred to as “foreign operators”. Insulated from comparisons with practices elsewhere in the industry, LTE had no yardstick by which it could assess its woeful standard of efficiency. Certainly, trade union power was very strong, but much more could have been done to improve matters.

Roger Cox

06/11/12 – 14:04

Thanks Chris—a great picture…I can almost recall the smell of the steam. Those were the days..the best job I ever had!

Norman Long

07/11/12 – 06:52

Wimbledon Hill was the challenge for the ‘pre-war RT’s, on route 93, from Putney Bridge to Epsom (Dorking on Sundays).
When I lived in Morden, Roger, it always seemed strange to me that no bus route went to Crystal Palace. The 157 went to Wallington (some cut short at Carshalton) and it was with some pleasure that I noticed that eventually one route, a least, ventured into South-East London.
My abiding memory of pre-war RT’s, in their after-life, was seeing a couple of them with Smith’s of Reading, around 1960, looking impeccable, despite their 20-odd years in service by that time.

Chris Hebbron

07/11/12 – 16:50

Another testing route for the RT was the 234 between Hackbridge and Selsdon. The Hackbridge section as far as Purley was straightforward enough, but from Purley the route climbed up the side of the Caterham Valley, then dropped down again through Riddlesdown before ascending again to Sanderstead Church on its way to Selsdon. Later, from March 1971 to January 1973, this route (together with XA Atlanteans) became the province of the solitary FRM, and, as my mother then lived at Riddlesdown, I frequently rode on this splendid machine when visiting. The FRM proved a highly competent performer, taking the gradients in truly fine style. What might have been……!

Roger Cox

07/11/12 – 17:32

One of the favoured few, eh, Roger? Another tragedy, as you say. along with the TSR2 and the recent Nimrod debacle!

Chris Hebbron

13/11/12 – 06:55

When the red RTs were repainted green and transferred to country area garages (and vice versa), does anyone know if the rear axles were changed at the same time? As far as I am aware, central area RTs had rear axles with a lower diff ratio than the ones operated on country routes. This gave the red RTs a lower top speed, but improved acceleration between stops, whereas the green RTs benefitted from a higher top speed, as befitting their routes, but progress through the gears would have been more stately. If such vehicles were simply repainted, it must have caused some confusion and frustration among drivers as they tried to keep to schedule with the ‘wrong’ type of bus!

Brendan Smith

13/11/12 – 12:59

I am surmising, Brendan, but I assume that the repainting exercise formed part of the Aldenham overhaul system. As you know, buses going in had their bodies and chassis separated and sent down dedicated overhaul tracks. Such was the scale of the disassembly process, the vehicle emerging at the far end with the registration OLD 564 would almost certainly have had a different chassis and body to the one that went in. Thus, the “new” OLD 564 might well have had a chassis that entered Aldenham as a high geared Country Dept vehicle. Alternatively, the appropriate higher geared rear axle would have been fitted during the overhaul process, and the emerging chassis would have acquired a green painted body. I worked for the LTE Country Bus Dept in a clerical capacity at Reigate in the early 1960s when the psv speed limit was raised to 40 mph, and all buses had the back axles converted appropriately. I cannot recall any “maverick” low geared machines being used on Country Area services after the conversion program was completed, and, in an organisation so besotted with standardisation as the old LTE, I doubt that such an eventuality would have arisen. If one did slip through the net, it would have been sorted out pretty quickly. Had it not been so dealt with, a T&GWU Union Complaint would certainly have been despatched hot foot to the relevant management in-tray.

Roger Cox

13/11/12 – 14:33

From what you’re saying, Roger, I’m assuming that the bodies never actually changed colour, they just ended up on a different chassis. I don’t know about the RT’s, but as well as different gearing, the Routemasters ‘or the RMC versions anyway’ also had a much higher interior spec with better upholstery and coach style overhead luggage racks

Ronnie Hoye

14/11/12 – 07:14

That might well be true, Ronnie. It would surely be very much easier and less costly to repaint a body in the same colour as before, but, with London Transport’s penchant for profligacy, one cannot be certain that logic prevailed. The only way to ascertain the facts would be by obtaining a history of the relevant body numbers. Unfortunately, Ian’s Bus Stop website, so often a valuable source of detail, does not have the histories of the later examples of the RT class, but one appreciates the magnitude of such a task.

Roger Cox

14/11/12 – 07:14

Thanks for the info Roger. The RTs are certainly a more fascinating breed than their standardised image would have us believe. I admit to having a real soft spot for them, as being brought up as a child in Airedale, they were in abundance on shopping trips to Bradford with Mum and Dad. Samuel Ledgard had a sizeable fleet of RTs (and some RTLs) in their classic blue and light grey livery, and Bradford CT also had twenty-five, the attractive livery of blue with cream window surrounds suiting them very well. The original livery applied to the RTs by BCT was fortunately short-lived, this consisting of all over blue, relieved by a cream band above the lower deck windows – in effect a blue version of LT livery. What was the transport department thinking of? Presumably the General Manager was on holiday for a fortnight when someone came up with that wheeze! As a youngster, I found the huge rear window on each deck of the RT so handsomely modern, and was captivated by the sound effects. The gently ‘knocking’ tickover of that quietly powerful 9.6 litre engine, the melodic pre-selector transmission, and the ‘chiff’ of the air brakes. Even the air-operated gearchange pedal made a noise. Wonderful!

Brendan Smith

14/11/12 – 10:30

You certainly live and learn when you read this site. As Brendan has pointed out, there’s a lot more to RTs than initially meets the eye. However, the discussion about rear axles leads me to ask which ones were fitted to Ledgard’s RTs. On the face of it, it would seem the country higher axle would have been a more suitable choice. Is this correct?

Roy Burke

14/11/12 – 14:05

I share every aspect of Brendan’s delight in having “known” the wonderful RTs, not only in this area but in their home territory as I had many relations in London and visited often.
I must tell here a very sad but unfortunately true anecdote reflecting the total lack of interest and knowledge in the job by a huge proportion of drivers and conductors – mind you, understandable I suppose as most likely very few mill or factory workers spent their leisure hour drooling over a certain loom or lathe !!
Now then back to Otley and Samuel Ledgard in 1963, and of course the last of the famous Sutton Depot “HGF” Daimler CWA6s (another fabulous family) had only just gone. I can remember making my way to the depot to start a late turn when, outside Woolworth’s in Kirkgate, I encountered one of our more cynical and constantly grumpy colleagues and was informed “Wait till you get to the garage – some more London garbage (polite word after editing) just arrived.” Well, its a wonder I wasn’t knocked down as I sped to the depot knowing full well what to expect, although there had been no announcements or rumours about such an acquisition. There on the forecourt, gurgling away contentedly, was RT 4611 NXP 864, still advertising all the delights of the West End. It was the first RT to enter service from Otley depot and was fairly promptly prepared in what was to become the standard treatment for the 34 RTs and 5 RTLs we were to enjoy eventually. The roof route number box was very professionally removed and the front destination display repanelled to show only our new standard (by then) rolls, and over the platform the glass was neatly masked to leave only the right area for the same version. the rear destination displays were totally removed, and professionally panelled so that no trace remained. Preparation for painting was to the usual incredibly high standard of which Arthur and Benny were very justifiably proud.
Moving on now to a Saturday afternoon, late turn again, and “864” was parked in the garage, taxed all ready for the fray but probably not until Monday morning. My conductor was Eddy Busfield, who had been a University student on Summer part time employment but had “caught the enthusiast bug” and had stayed full time. We couldn’t resist after tea and approached the amenable shift garage man with “Can we PLEASE take the RT out ??” Being himself an Ex Pat Londoner he agreed at once, and so off we went like a couple of delighted infants :-
2010 Otley – Leeds
2055 Leeds – Otley
2150 Otley – Leeds
2235 Leeds – Otley
Refuel of course on the “wrong” side but who cared – a bit of awkward manipulation was a small price to pay for a wonderful evening. The proof of the pudding is in the eating, as the saying goes, and as more RTs arrived there were rarely if ever any more derogatory comments from those who “open their mouths before they put their brains in gear.”
The RTs were rightly legendary and I also loved the RTLs with their different characteristics – wonderful tick over “wobbling” and Leyland “gargling.”

Chris Youhill

14/11/12 – 14:14

Elsewhere on this site, under an item dealing with the Ledgard RTs, Chris Youhill states that one of these machines LYR 915, is now preserved in its original Country Bus Dept livery. Let us know, Chris – were the others green on arrival at Ledgard’s?

Roger Cox

14/11/12 – 15:32

I can remember six operators in the area who had RT’s. Service coaches and Bedlington District, both based in Ashington, had them for miners services and as a result they tended not to be of the best of condition appearance wise. Moor Dale who used them for contract and school runs, they stayed in LT red, but the mudguards and cream centre band were painted blue, Armstrongs of Westerhope ‘who were taken over by T&W PTE and became Armstrong Galley’ they were a pale green colour, Lockeys of West Auckland. they were black and white, but best of all were OK of Bishop Auckland, the RT’s looked wonderful in their livery.

Ronnie Hoye

14/11/12 – 16:30

In another of his evocative posts, above Chris Y briefly mentions the ‘HGF’ Daimler CWA’s at Sutton Garage. I’ve mentioned LTE’s profligate ways before, but when time came for the ‘D’s to go, Merton’s were replace by RT’s, but Sutton’s were replaced by RTL’s. This, of course, required driver and fitter re-training and new workshop material. tooling, manuals etc. Just five months later, the RTL’s were replaced by RT’s! Unbelievable!
My experience of the removal of the roof routebox on the generic RT class, was that it was usually done very badly, with pop rivets to the fore etc. SL did do a professional job, as Chris Y says.

Chris Hebbron

15/11/12 – 11:21

Roger, I’m not sure if any records were kept by enthusiasts as to what colour each RT was on arrival here, but certainly there was a mixture with plenty of both red and green. RT 4611, NXP 864, was definitely red as I saw in my delighted, nay rapturous, initial sighting mentioned above.
Chris H, I’m astonished, well not really I suppose, to read your fascinating account of the Sutton RTL/RT farce. Although I was always a very great admirer of London Transport it has to be said that they were far too rigid in practices and habits in many ways.


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

This picture shows an immaculate newly prepared LYR 867 leaving the roof top park of Armley depot in a manner which could have seen the driver at the Labour Exchange (Job Centre to our younger friends) as a notice on the inner wall warned “ANY DRIVER LEAVING THE ROOF IN ONE SWEEP WILL BE DEALT WITH.” Unusually the rear wheels are visible and painted blue – the normal practice was for the wheel discs to be fitted. The high standard of painting and preparation can be seen, as can the almost imperceptible removal of the roof route number box.

Chris Youhill

15/11/12 – 17:01

I presume, Ronnie, that when you refer to ‘RTs’ you mean any of the RT ‘family’, i.e. RT/RTL/RTW. I’m pretty sure that OK didn’t have any RTs as such, they acquired eight RTLs (I think) when the first batch were released c1958, inherited a further two with the business of Anderson (Blue Belle) of Evenwood, and bought a single RTW in the mid-1960s. Lockey’s (one of my favourite operators) had one RT and two RTLs.

David Call

15/11/12 – 17:45

Stephenson’s of High Etherley certainly had an RTW and possibly an RTL.

John Stringer

16/11/12 – 07:28

That really is a superb photo, Chris Y and does the RT proud. SL’s livery well-suited these vehicles. I like the thought of the driver cocking a snoot at authority and to heck with the consequences! Maybe the RT’s had a better steering lock than other vehicles. Is that true?

Chris Hebbron

16/11/12 – 07:29

Stephenson’s had at least two RTLs, these were replaced by two RTWs in the mid-1960s, these then remained with Stephenson’s until its shares in a couple of stage services were sold to OK (c1970?) – the RTWs were not included in the deal, these were sold by Stephenson’s. I can’t remember what happened to the single-deck service bus – an AEC Reliance, I think.

David Call

16/11/12 – 11:14

KLB 908_lr

One of Stephenson’s RTWs has been preserved in Stephenson’s livery and condition. During 2006 it spent some time at Ensigns – I think they might have been doing some work on it for the owner – and having a Class VI ticket was used on that year’s heritage services in Essex, seen here in Old Harlow on route 622.

Michael Wadman

16/11/12 – 14:42

Yes, David, RT type rather than RT. As a youngster I seldom ventured South of the Tyne, so the only time I actually saw any of OK’s buses was when they were used on the Bishop Auckland/Newcastle service, or, as often happened during the summer, they descended on mass to the coast at Whitley Bay carrying hoards of Children on working mens club outings, but that’s no excuse for poor research on my part. In my defence, I can remember that some of the Bedlington District RT’s were MXX registrations and had roof box indicators, and the Moor Dale pair had Leyland radiators and were KGU 60 and LUC 355 – presumably RTL’s, sorry but I don’t know how many or what type were used by Armstrong’s of Westerhope, but they did have at least one of the breed.

Ronnie Hoye

17/11/12 – 07:01

I think a bit of confusion has crept in here. The Stephenson Brothers which John Stringer refers to was the operator in the Bishop Auckland area who sold their services to OK in 1970. They had a couple of RTL’s and an RTW and used a blue livery.
The yellow and black RTW was owned by STEVENSONS of Uttoxeter, Staffs. They ultimately sold out to Arriva and curiously, many Arriva Midlands vehicles still carry legal lettering which states; Stevensons of Uttoxeter t/a Arriva!

Chris Barker

17/11/12 – 07:02

Stevenson’s (with the yellow livery) were based at Spath, just outside Uttoxeter – a very old-established operator running services mainly in the Uttoxeter/Burton area. They eventually sold out to Arriva (or, perhaps, one of its predecessors, I’m not sure now), c1992. One notable event in its history was the takeover (in the run-up to bus deregulation) of the services of East Staffordshire District Council (previously Burton-on-Trent Corporation). Like Stephenson’s, they ran both RTLs and RTWs (more of the former, I think).
There is a page on Stevenson’s on this very website.

David Call

18/11/12 – 12:16

In reply to Chris H’s question about steering lock on the RTs I’m afraid I’ve really no idea. I suppose it is indeed possible but on balance I wouldn’t have thought too likely – so probably another thing we shall never know. Likewise, I never got to the bottom of the thinking behind that sinister notice inside the Armley Depot rooftop wall. I never worked from there, other than one morning taking my PSV test from within the main premises, as I was always at Otley garage and its nearby Ilkley “sub depot.” I can only imagine that if a bus was parked in the front corner near the gateway an exit in “one sweep” would put the vehicle right up to the far pavement in the residential street outside, as in this picture. The Depot has long since disappeared under a major new road most reverently named “LEDGARD WAY” but the houses still remain, sadly in a most reprehensible state due to resident neglect, but that’s a social matter not for further comment here.

Chris Youhill

24/11/12 – 14:21

Oh, dear, sorry about that: getting my Stephenson’s and Stevenson’s mixed up. I really ought to know better than to venture into that strange land north of Watford of which I know little!!

Michael Wadman

02/12/12 – 14:10

KLB 948_lr

Here is Stephenson’s of High Etherley, Co. Durham KLB 948. New to London Transport as their RTW 218 in 1/50 and withdrawn by them in 4/65, it passed to Stephenson’s via the dealer Bird’s of Stratford upon Avon. I photographed it on a tour of Co. Durham independents in late Summer, 1969.
Note the mis-spelled advert !

John Stringer

03/12/12 – 14:04

It’s amazing how obvious that extra six inches on RTW’s was, compared with 7′ 6″ wide RTL’s. Internally, it gave an extra 4″ in the aisle and they put a 1″ spacer between seat end and bus side for extra shoulder room. You seem, John, to be cursed in the same way as me, the ability to spot a spelling error, instantly, at 100yds (almost literally in this case!).

Chris Hebbron

01/04/13 – 12:51

Just as a matter of interest; the reason the top pic on route 140 has an old blind at the front is because by 1976 the writing was on the wall for RTs and LT stopped making specific blinds for them. So garages started using any thing RT to hand then RM blinds if available. If you look at pics from the seventies you see them starting to creep in. Standards were starting to drop by then.

Danny Robins

01/04/13 – 16:28

The 140 blind is not necessarily an old one. It is actually one from the rear blind box/the nearside rear above the platform. These had the numeral above the via points and were able to fit in the front via blind box of RTs.
As you say, such scenes would never have been countenanced during the heyday of RTs, when almost everything was correct. But towards the end, a wrongly sized blind showing the right information, was better than, No blind at all.

Petras409

Vehicle reminder shot for this posting

07/01/15 – 09:40

The caption/text to this bus gives 1954 as entry into service. According Ken Blacker’s book RT – Story Of A London Bus, this vehicle did not enter service until June 1959, when it was delivered in green livery to Epping (EP) bus garage, some 5 years later.

Paddy John

08/01/15 – 15:24

A significant number of later RTs delivered in 1954 were not needed for service immediately, and were put into store. This was in spite of LT selling off many non-standard types and utilities in this period, such as the 65 post-war STDs to Yugoslavia, amongst others. Presumably increased traffic needs or other withdrawals of older stock (pre-war RTs to the training school?) allowed their preparation for licensing and service. There are probably lists somewhere of the RT’s which were stored for this five-year period.

Michael Hampton

St Helens Corporation – AEC Regent III RT – BDJ 67 – 67

St Helens Corporation - AEC Regent III RT - BDJ 67 - 67

St Helens Corporation
1952
AEC Regent III RT
Park Royal H30/26R

BDJ 67 is one of the few Regent RT buses built for an operator other than London Transport. We see her here in full St Helens livery while taking part at the gathering at Brooklands on 13 April 2014. She has Park Royal H56R bodywork. St Helens had forty of these RTs taken in two batches, this actual vehicle and seventeen others were sold to Hull corporation in 1962. No, folks, it isn’t just a figment of Ken Dodd’s imagination – there really is a place called KNOTTY ASH!

Photograph and Copy contributed by Pete Davies

02/06/14 – 07:19

Not many of the RT’s who ‘escaped’ working for LTE had the traditional RT body. The St. Helen’s ones looked very smart in this livery, which was, of course, a much lighter colour on the top half.

Chris Hebbron

02/06/14 – 09:35

St Helens RTs even had a London Transport bullseye on the fuse box covers The eccentric way the blinds were used with a large number and squashed via points was interesting Incidentally St Helens also ran to Clock Face!

Chris Hough

02/06/14 – 10:45

The adjacent vehicle is NXP 997, RT4712, in Queen’s Golden Jubilee livery. She’s part of the LT collection and was on a day out from the Museum.

Pete Davies

03/06/14 – 07:43

This thread and Peter Williamson’s comments regarding Southport in the A Matter of Opinion thread have really stirred some memories. In 1954 my Dad bought a Standard 9 and on certain summer Sundays we would proceed in a stately fashion to either Southport or Blackpool. We would rarely make either as my mother preferred the “more refined” areas of Ainsdale and Lytham St Anne’s!
The St Helens RTs were a sight to behold as they crossed the East Lancs Rd or proceeded on the service to Southport. The colour scheme, like Southport’s (and for that matter Stockport’s) always was cleanly presented and looked a cut above most other towns and cities in the North West.
The large surround to the coat of arms was also “different” though why the Department used the blind layout it did is a mystery to me. It sort of spoiled the overall effect and, with a substantial fleet of these vehicles surely using the indicator spaces as intended would not have been a significant extra cost.
Cross referencing again to Peter on the other thread, I well remember the DUKWs -and the Bedfords that eventually ran on the sands. Southport probably had the smartest all Leyland PD2s of all and, operating alongside the St Helens RTs the enthusiast, myself included had the unique experience of seeing, in my opinion, THE pinnacle of UK bus design of the era running side by side every day.

Phil Blinkhorn

On the surface of it these were strange purchases for a Lancashire municipality. However it is easier to understand when one learns that the GM at St Helens at the time was R Edgeley Cox who had a hand in the design and development of the RT when he was in a previous post with LTE. Despite being ‘high quality’ vehicles they had relatively short lives at St Helens as they apparently fell foul of a subsequent GM’s views on operating costs after Mr Cox had moved on to Walsall. The preselector transmission gave lower MPG than manual gearbox buses and as a result the RT’s were sold on in the early 1960’s.

Philip Halstead

03/06/14 – 11:14

Thanks for your various comments, gents. The pinnacle of UK bus design, Mr Blinkhorn – the QL and the DUKW? You’re jesting, of course!

Pete Davies

One wonders if the purchase price was favourable, bearing in mind that they were purchased as part of a large on going LTE order. This might have helped to defray subsequent running costs somewhat.

Chris Hebbron

04/06/14 – 08:07

Pete, is anno domini getting to you? The PD2 and RT is what I said but, come to think of it, the DUKW and the QL could be the pinnacle of municipal transport oddity. Are there other contenders? Llandudno may be a good starting point.

Phil Blinkhorn

04/06/14 – 08:07

The book ‘Local Transport in St Helens’ by Maund & Ashton states that the RT had a lower overall height than conventional highbridge buses and that this was another reason for their purchase as St Helens had some height restricted routes. I was never aware of this feature of the RT but would welcome any comments from those with greater London knowledge.
I agree with Phil that the rather obscure use of the standard London destination display did spoil the appearance and detract from the very attractive livery. When several of them were sold on to Hull they were fitted with that operator’s standard blind display and were given another very attractive livery, the streamlined blue and white/cream.

Philip Halstead

04/06/14 – 08:08

This is a far more interesting story than at first appears, probably because the name R Edgeley Cox comes into it. The appearance of these buses- emphasised by the livery- belies their date, even though other (relatives?) such as CH Roe were producing some smart looking bodies oop north by the early fifties. The odd thing is the destination boxes- you would think it would not be a big issue to alter them to suit the purchaser- or were they really an off the peg or cancelled-order deal? And if these buses were available to buy (unlike Bristol/ECW) why didn’t more municipalities buy them? This was surely the age of the preselector- and hundreds of Daimler CVD’s of that era survived a full innings. So what did St Helens buy instead after 10 years? Atlanteans?

Joe

04/06/14 – 09:13

Joe, St Helens never operated Atlanteans operating a mixed fleet of Regent Vs and PD2s.

Phil Blinkhorn

04/06/14 – 15:17

I knew exactly what you meant, Phil. I was just being suitably provocative to match my Welsh background!

Pete Davies

04/06/14 – 15:17

Malcolm Keeley’s Buses in Camera ‘Mercian and Welsh’ has a good colour shot showing two of the Bedford QL’S on Ainsdale beach.

Roger Broughton

04/06/14 – 18:15

Pete, I have a Welsh friend who lives just down the road. You have just explained a great deal!!

Phil Blinkhorn

05/06/14 – 07:32

Phil, I could tell you about the “Honorary Welshman” contests we had a College on St David’s Day, but it isn’t fit for ‘family viewing’!

Pete Davies

05/06/14 – 07:33

Phil- the Atlantean reference was a bit of irony… but can’t see the logic of presumably losing money on the early sale of these RT assets: perhaps Hull made them an offer they couldn’t refuse…

Joe

07/06/14 – 08:22

I believe the RT was only 14’3″ high, although how that was achieved I have no idea. It makes sense for this to have been part of the attraction, because St Helens also had its own unique version of the Leyland PD2 – the PD2/9 – on which bodywork of reduced height could be built.
Regarding the early disposal, Joe may have hit on something. There was a lot of networking between municipal managers in those days. I can just imagine the St Helens guy grumbling about a daft legacy left by his predecessor, and I can imagine the Hull guy saying there had never been a better bus than the preselective Regent III, next best thing to a trolleybus, wish they were still available etc etc. Next thing you know, a deal is done and everyone’s happy.

Peter Williamson

08/06/14 – 07:20

BDJ 818

A more suitable destination indicator set on an ex-St Helens RT as produced in Hull. No. 135 was photographed by me on 11 April 1967.

Malcolm J Wells

08/06/14 – 07:21

The destination “Knotty Ash” on a St Helens Corporation blind threw me, as it seemed to be an unusual short working for a bus on the 317 to Liverpool.
So I read page 40 of “Local Transport In St Helens” (Venture Transport) and all became obvious.
Greyhound racing was a popular pastime in St Helens, and additional buses were put on to Knotty Ash Stadium on race nights.
Then in 1950, Liverpool Stanley RLFC relocated to Knotty Ash Stadium as Liverpool City RLFC.
I doubt that St Helens RLFC played many matches at Knotty Ash, due to the teams being in different divisions, but there is a photo in the book showing 10 St Helens RTs parked on East Prescot Road (opposite Dovecote Baths) for an event.
As an aside, my dad lived in Knotty Ash in the 1920s in 9th Avenue, on an estate of prefabricated “cabins” built as a rest camp for the U.S. Cavalry on their way to/from the Western Front.
This site was adjacent to Knotty Ash Station (well worth a read on the Disused Stations website) www.disused-stations.org.uk/k/knotty_ash/  as are all the stations of the Cheshire Lines Committee.

Dave Farrier

08/06/14 – 09:51

Reading further in the Maund and Ashton book, the reason why the RT was not more popular with provincial operators may have been its cost – almost £500 per bus, compared to a standard Regent III, a considerable amount at that time. Also, I don’t think it was just the PD2/9s which were of reduced height – further on in the chapter it is mentioned that all the 1956/1957 deliveries had the “now standard configuration…of reduced height”, and I think this can be discerned looking at photos of St. Helens DDs. And regarding the short life of the RTs, at the time St Helens did keep their vehicles for a relatively short time compared to other north-west municipals; in 1967, whilst still buying new rear-entrance DDs, they were already selling the 1956/57 PD2s which would have probably been considered profligate at Stockport, for instance!

Michael Keeley

11/06/14 – 08:12

BDJ 807

Some of the St Helens RTs were bought by Harper Brothers of Heath Hayes, neighbours to Walsall Corporation and R. Edgeley Cox. Both operators shared a 14’3″ bridge in Cannock.
Walsall also had 5 ex LT RTLs, but they were limited to the routes they could be used on because of their height.

Tony Martin

11/06/14 – 11:28

Didn’t I also read that the suspension and profile of the tyres on RTs contributed to their “low height” characteristics?

David Oldfield

30/10/14 – 15:14

Besides the one AEC RT that is in a Scottish museum are there any more of the forty still surviving.

Mr Anon

23/06/15 – 06:32

BDJ 807 had been kept at Rugeley Trent Valley for many years but has now vanished. Does anyone know where it is now?

Tony Martin

Vehicle reminder shot for this posting

04/12/17 – 08:47

The ex-St. Helens RT formerly parked at Rugeley was acquired by Ensign and is currently being restored to be part of their vintage fleet. The company have a very interesting blog that provides news and pictures – //ensignvintagebuses.blogspot.com

Jonathan Cadwallader

Halifax Corporation – AEC Regent III – CCP 611 – 79


Photographer unknown – if you took this photo please go to the copyright page.

Halifax Corporation Transport and Joint Omnibus Committee
1951
AEC Regent III
Park Royal H30/26R

This Regent III of Halifax corporation is parked outside The Shay football ground probable waiting to take fans back to the town centre, but as I can not see the driver or conductor perhaps they have gone to the match. This bus has the same triangular destination area as the previous Daimler CV which was new in 1954 so the new layout of a separate number box above the destination came about for the 1956 batch of Daimlers.

Chiltern Queens – AEC Regent III – ACP 410


Copyright Ray Soper

Chiltern Queens of Woodcote
1947
AEC Regent III
Park Royal H30/26R

This shot is from the Ray Soper gallery contribution titled “Chiltern Queens of Woodcote” click on the title if you would like to view his Gallery and comments.
The shot is shown here for indexing purposes but please feel free to make any comment regarding this vehicle either here or on the gallery.

Halifax Corporation – AEC Regent III – ACP 802 – 59


Photographer unknown : if you took this photo please go to the copyright page.

Halifax Corporation Transport and Joint Omnibus Committee
1948
AEC Regent III
Park Royal H30/26R

Here we have one of a batch of the 76 AEC buses that Halifax ordered after the war to replace some of its well worn pre-war vehicles, they were mainly Regents with a few Regals. Most of the Regents were bodied by Park Royal and were not much different from the one above, there was an handful of Regents bodied by Roe who actually bodied all the Regals.
This actual bus was originally fleet number 324 and being above number 200 that would of put it in the “B” fleet which was owned by the JOC but it was transferred and renumbered 59 in 1952 which would then put it in the “A” fleet which was owned by the corporation. The “A” fleet ran services within the borough boundary and the “B” fleet ran services into the surrounding villages from Halifax.
I have included a close up of the above photo showing a small number 3 just below the offside headlamp, I have quite a few shots of Halifax buses and a number like below appears on one or two shots but not all by a long way, Does anybody know what they were for. I have heard something about class numbers given to certain batches of buses could they be that. If you know please leave a comment.

Halifax Corporation AEC Regent III close up

12/02/11 – 09:20

Yes, I think you are correct – the small numbers referred to class or batch numbers – but I do recall they were only applied to Corporation buses, not the Joint Omnibus Committee.

Eric R Sykes

13/02/11 – 06:33

Presumably these are the ones that had to have the front upper deck windows strengthened due to the very slender corner pillars? Does anyone know if the whole batch was so treated, I know one was sold to West Bridgford UDC, I imagine the remedial work had been done before being sold.

Chris Barker

18/08/11 – 11:49

According to the Peter Gould website, it was No.47 (ACP 421) that was sold to West Bridgford in 1963, becoming No.19 there. (By this late date it seems certain that the strengthening mod. would have been carried out). New in 1945, re-seated by WBUDC with the seats from their former No.19 (HNN 776) – a 1947 (!) Regent/Park Royal that had been withdrawn in 1962. ACP 421 was finally withdrawn in 1967.

Stephen Ford

ACP 421_lr

Your right there Stephen just happen to have a shot of it with rebuilt upper windows. I see what you mean in the Huddersfield CCX 778 thread that’s one eck of a destination display.

Peter

Nottingham City Transport – AEC Regent III – SAU 203 -203


Copyright Bob Gell

Nottingham City Transport
1954
AEC Regent III 9613S
Park Royal L27/26R

After Nottingham City Transport had obtained the ex Bradford lowbridge Daimlers to start the services to the then newly developing Clifton Estate, an existing order for Park Royal bodied AEC Regent IIIs was amended, and 10 were delivered in April and June 1954 with lowbridge bodies as 199-208 (SAU 199-208).
These lowbridge vehicles were needed as the railway bridge on Wilford Lane (ex GC main line) precluded highbridge deckers being used.
However, in March 1958, another bridge over the River Trent was opened, and NCT services serving Clifton Estate were diverted over this new bridge, known as Clifton Bridge. This meant NCT no longer needed lowbridge vehicles, but West Bridgford and South Notts continued to use Wilford Lane.
By 1964/5, I think the lowbridge Regents tended to be used on works extras, and service 2, between Goldsmith Street and Valley Road.
The first of the batch were withdrawn in early 1967, when 199-202 were taken out of service and sold. 199 stayed locally, becoming Barton 1087 until 1972, when it was withdrawn and exported to America.
However, in September 1968, NCT took over the West Bridgford fleet and inherited their Clifton services with its lowbridge requirement.
At this point, the remaining SAU Regents, 203-8, came into their own again, reappearing on the Wilford Lane services to Clifton, quickly replacing the non standard pair of ex WBUDC Willowbrook bodied Regent IIIs, ORR 139/40, which were 6812A chassis, with the 7.7 engine and crash gearbox, rather than the 9.6 engine and synchromesh gearbox of the SAUs.
These buses were delivered in the traditional NCT livery of green with three cream bands, but all were repainted in the brighter livery adopted in the early 1960s.
203 was photographed in August 1969, at the Clifton terminus of service 67.
203-8 were withdrawn in 1970/1, along with the ex WBUDC Reading bodied Regent Vs, and were replaced by Atlanteans 395-400 (VAU 395-400J), which were a special lowheight version of the then standard Nottingham design on PDR1/3 chassis.
As a postscript, history repeated itself a few years later when the Atlanteans were themselves rendered surplus to requirements as lowheight vehicles early in their life, with the removal of the low railway bridge on Wilford Lane in autumn 1974. They remained in the fleet until withdrawn in 1981, when five of the six were exported to Hong Kong, via Paul Sykes, but that’s another story!

Photograph and Copy contributed by Bob Gell

A full list of Regent III codes can be seen here.

19/01/12 – 05:42

OK, I’ll be the smart alec that reckons this must have been a Saturday morning (assuming the timetable was still the same as two years later). The clock shows 11.43. On Mondays – Fridays, the 67 only ran via Trent Bridge hourly, and its departure time from Langstrath Road was 41 past. Sundays it was hourly at 56 past. But on Saturdays it was every 24 minutes, and on the odd hours this was 00, 24 and 48 past. The journey to Broad Marsh took 22 minutes – it was only 19 via Clifton Bridge. For many years the numbers were the same by either route.

Stephen Ford

19/01/12 – 12:32

Stephen – Spot on! August 2nd, to be precise.
Thanks for the additional information.

Bob Gell

19/01/12 – 12:32

Timetables on the buses on Clifton ?!?! We never needed to bother. All the services from Nottingham to Clifton entered Clifton at the same road and then spread out to different terminus points within the Estate. We lived in a house located before the buses spread out, so we could use any of the route numbers from Nottingham. And on the return journey out of Clifton we were at the point where all the services converged, so all the different routes went past our bus stop. Never had to wait more than a few minutes for anything

KC

19/01/12 – 17:58

Timetabling to serve three different termini, each by two different routes, with different end to end journey times, and joint working with South Notts on the Trent Bridge services, was quite complex – especially when you remember that the actual buses were not interchangeable between the Clifton Bridge and Trent Bridge variants! The main routes were 61A, 67 and 68, each running either via Clifton Bridge or Trent Bridge. The 61 and 66 were by this time rush hour short workings. Monday-Friday daytime had a combined 10 minute interval service via Clifton Bridge (half-hourly to each terminus). There was a 20 minute interval service via Trent Bridge (hourly to each terminus). Overall, buses left Broad Marsh in a repeating sequence of 10,5,5,10,5,5 minutes. On Saturdays, all six services (three by each bridge) ran on a 24 minute headway. You might expect this to level out to an overall 4 minute interval service (every 8 minutes via each bridge). Such was not the case, however, no doubt for good logistical reasons. Instead the Saturday departures from Broad March were in the repeating sequence of 6,4,2,6,4,2 minutes, and the interval over each of the bridges was 6,10,8,6,10,8 etc. I wonder who worked that lot out!

Stephen Ford

20/01/12 – 07:39

I note the photo was taken in 1969. So I’m sure one of the experts can answer the question “When did Nottingham City Transport finally stop using open rear platform buses?”. My memory (unreliable) tells me that there weren’t any beyond the early 1970s. They seemed to disappear relatively early compared to other operators.

KC

20/01/12 – 07:40

Of course it’s obvious now but something which hadn’t really occurred to me before is that South Notts had a strong presence at both Huntingdon Street and Broad Marsh. Was there ever anyone on hand to supervise the departures or were they left to their own devices? I’m not suggesting for a moment that they (or the others) would have been anything less than professional but as Stephen says, it was a complex operation. I wonder if South Notts rosters contained any inter-working with the Loughborough service or if Clifton services were kept totally separate?

Chris Barker

20/01/12 – 12:32

They had exposed radiator AEC Regent Vs running in 1971 The last open platform deckers bought dated from 1959 so withdrawal in the seventies would be reasonable.

Chris Hough

20/01/12 – 12:33

KC NCT’s last open platform buses were withdrawn in 1976. (11 Regent Vs from 1956, and 6 PD2s from 1959). The final ex WB Regent Vs had been withdrawn in 1974.
The last half cabs in the fleet, the 1965 Renowns, were withdrawn in 1976/7.

Bob Gell

22/01/12 – 06:50

Unlike many, I quite like the enclosed Regent V front, but – like the PD2s and PD3s – I do prefer the exposed radiators. There is a dignity in style which is missing on so many “tin fronts”.

David Oldfield

23/01/12 – 07:48

I think the reason for the emergence of the tin front was the revolution in the appearance of single deckers. Half-cab single deckers became obsolete almost overnight in 1951, making double deckers look dreadfully old-fashioned by comparison with the new underfloors.
I must say that as a bus-mad child in the 1950s I was completely sold on the idea. I thought the tin-front Leylands of Oldham and Southport looked far better than Manchester’s archaic exposed radiators. It was only when the tin fronts themselves started to look dated that the traditional purity of the exposed radiator won out over the (by then) out dated attempt to disguise it.
The enclosed Regent V front looked like a reshaped radiator rather than a disguised one. Car manufacturers had already started doing the same thing, retaining the distinctive features of their traditional radiators in their new grilles but in a lower, wider shape (the most obvious comparison is Rover), and by common consent AEC’s approach was more successful and stylistically durable than the others.

Peter Williamson

27/01/12 – 06:37

Am I right in thinking that in my time at Nottingham (66-69) one make (AEC or Leyland) was in the majority on Derby Road north of the university campus, and the other make in the majority on University Boulevard south of the campus? or does my memory play tricks? Atlanteans were in evidence from City centre to Trent Bridge for the football, but I only recall open platform designs serving the University. I do remember once travelling in a lowbridge side gangway vehicle from University boulevard to Beeston. I also remember a late night city centre start with a full bus and flat battery, the bus was facing uphill so reverse was engaged and the engine started with no problem.

Nigel Richards

27/01/12 – 11:14

Nigel, the 5 (Beeston via Derby Road) and 5A (via Castle Boulevard) were certainly operated by the same buses. They ran as a circular route – outward as a 5, inward as a 5A and vice versa. This avoided the need to reverse in the congested centre of Beeston before the bus station was built. However it may well be that the other north side services (19 and 63) used a separate group of vehicles from the other south side services (4 and 4A). Both the 4 and 5 displayed “Beeston via Derby Road” but they were completely different routes. The 4 turned off Derby Road at Gregory Street, Old Lenton, joining the 4A route along the southern perimeter of the campus (University Boulevard). The 4 and 4A avoided the reversal problem by continuing beyond Beeston Square along Chilwell Road, and round the block Collin Street, Gladstone Street to terminate at Imperial Road.

Stephen Ford

28/01/12 – 06:42

Nigel, Stephen
I seem to remember that in 67/8, 4,4A, 5,5A were a 50/50 split between AEC Regent Vs and Leyland PD2s. Don’t know about 19 and 63 though.

Bob Gell

28/01/12 – 14:35

Hi Bob, yes, you are probably right. My point really was that there couldn’t have been an operational segregation between the “south side” and “north side” services, since the 5 and 5A at least were the same vehicles running out by one route and in by the other. I think by this time the Regent Vs and PD2s were the only back-loading half-cabs left (and no doubt many of these had also been withdrawn). I can’t remember whether the Renowns ever got onto these routes. Incidentally, in checking with the 1971 timetable, I discovered that the 63 was routinely scheduled a 15 minute layover at the outer terminus (Wollaton Vale) – 20 minutes journey and 15 minutes layover. Nice work if you can get it!

Stephen Ford

03/05/12 – 08:56

Bob – I think the SAU Regents became an embarrassment to NCT after the diversion of their Clifton services via Clifton Bridge. Here was a batch of ten buses no more than four years old and with three years of the initial certificates of fitness still to run with no real work to do. As you say they found employment on works services. The only requirement for lowbridge buses was the once or twice a week service to the White City dog track on Trent Lane from Clinton Street. I recall seeing an SAU regularly on a service 4 going into Nottingham when on my way home from work during 1967.
Stephen – in 1969 there was still a 30 minute service on Sundays via both bridges.
In the days of NCT/WBUDC and South Notts sharing the service the number of buses required was:-
NCT (via Clifton Bridge)
Sunday – 5 buses
Monday to Friday peaks – 11 buses
Monday to Friday inter peak – 5 buses
Monday to Friday evenings – 5 buses
Saturday daytime – 6 buses
Saturday evening – 5 buses

South Notts/WBUDC (via Trent Bridge)
Sunday – SN – 3 buses; WB 2 buses
Monday to Friday am peak – SN 7 buses; WB 5 buses
Monday to Friday morning interpeak – SN 2 buses; WB 1 bus
Monday to Friday afternoon interpeak – SN 1 bus; WB 2 buses
Monday to Friday pm peak SN 6 Buses; WB 6 buses
Monday to Friday evenings – SN 2 buses; WB 1 bus
Saturday daytime SN 4 buses; WB 3 buses
Saturday evening SB 3 buses; WB 2 buses.
NCT was the major operator with 55% of the mileage operated. South Notts had 25% and West Bridgford 20%.
Chris – South Notts Clifton workings were kept separate from its ‘main line’ services. There were some early morning journeys from Gotham garage running out to take up service at Clifton advertised and passengers using these journeys had to pay the relevant fare from Clifton as well as a fare from Gotham to Clifton.
On the question of supervision, although South Notts had two Inspectors I cannot remember seeing them at Broad Marsh during the period I was using Clifton services. I did however see NCT Inspectors at Broad Marsh – mainly during the teatime peak – observing departures of NCT buses. West Bridgford also had Inspectors but I don’t remember seeing them at Broad Marsh.

Michael Elliott

23/05/12 – 09:12

Thanks for all the insight into early Clifton Estate runnings, I must admit it has always confused me how the percentages were worked out. Certainly a lot more interesting than todays services on the Estate!

Gareth Perkins

24/11/20 – 06:50

Better late than never, this is a response to Nigel Richards on 27/01/12 @ 06:37 and Stephen Ford (not related to me!) on 27/01/12 @ 11:14. My memory tells me that in my time in Nottingham (1961-1964) the 4 and 4A were operated by AEC Regents (XTO etc) (as were the City – Arnold services). The 5 & 5A were operated by older AEC Regents (KTV etc), as were the 19 & 63. I used the 6, 17, 18 & 28 via Hucknall Road and the 45 via Derby Road, these were operated by Leyland PD2’s (ATO reversed registrations), these were newer but much lighter weight with a consequent bumpier ride than the Regents.

Vernon Ford

25/11/20 – 07:49

Hello Vernon (true – we aren’t related!) My recollection is that certain groups of routes had more or less dedicated series of vehicles, whereas others were operated with a more eclectic mix. Certainly the Bilborough group – served from Bilborough Depot, were almost exclusively the OTV series Regent IIIs (prior to that ISTR it was pre-war Regents, plus some of the KTV 100 series (actually 97-126) on the 13, 56 and later 60. The Arnold routes (10, 20, 20A, 52, 57 and later 69) pl us the Mapperley 31 were served from Sherwood Depot by their fleet of XTO Regent Vs, as you say. Before their arrival most were in the hands of pre-war Regents, supplemented by the 1948/49 KTV 200 series Daimler CVD6s – which were nearly ubiquitous on the 31. I think the Beeston routes were served by Parliament Street Depot, and may have had a bit more variety (the 4/4A was a cross city service from Arnold until about 1952). I recall the KTV 100 Met Cam, KTV 300 Roberts, and OTV Park Royal Regents, plus the XTOs. I lived in Aspley until 1954, on the Hanley Street (1, 7 and 22) routes – which at that time and for some years after were virtually always KTV 300s from Bulwell depot, with just a few extras at peak hours, that might be pre-war Regents or Utility Guys or Daimlers. 1958 PD2s introduced Clifton Bridge routes, when the bridge was first opened, and also the Trinity Square series as you say. The seat spacing was a bit cramped with very upright seat-backs, but on the whole I liked them.

Stephen Ford

Vehicle reminder shot for this posting

01/12/20 – 05:40

Stephen, your comment about the PD2’s seats being very upright is true – is my memory correct that the seat width was the same as would have been used on 7′ 6″ wide buses? The gangway always seemed very wide. Also you mention the 1948/49 CVD6’s, by the time I got to Nottingham in 1961 these were generally out of use except for rush-hours, I had many a ride on them to the University. At that date there was no regular service onto Highfield Campus, only two or three buses arriving just before 9am.

Vernon Ford

03/12/20 – 06:40

Vernon, not too sure about the seat widths on the PD2s. My first experience of one, virtually brand new, was on a tour of Nottingham, which NCT used to operate on occasional bank holidays. The CVD6s were a postwar purchase, bought, I suspect, to replace pre-war Regents on the 31 with its steep hills. I have read that in the early post-war period AEC (Henry Ford style – also no relation!) would supply any mechanical configuration as long as it was 7.7 litre and crash gearbox! NCT wanted a bit more “umph” for Woodborough Road and the CVD was 8.6 litre – and of course, pre-selector. The strange thing is that subsequently I don’t ever remember seeing any 9.6 litre Regent III on the 31 – even though the KTV100s and 300s arrived in quick succession about the same time in 1948/49.

Stephen Ford

Hull Corporation – AEC Regent III – OTV 165 – 170


Copyright Bob Gell

Kingston upon Hull Corporation Transport
1954
AEC Regent III
Park Royal H30/26R

This photograph was taken in Summer 1969, at a very familiar location in Hull and it shows 170/2 OTV165/7 of the KHCT fleet.
During 1967, KHCT acquired no less than 36 of these Park Royal bodied Regent IIIs from Nottingham City Transport, exactly half of the batch of 72 such vehicles registered OTV 127 to OTV 198 and delivered to Nottingham City Transport between June 1953 and October 1954. They were numbered 150 to 185 by Hull, but not one of them had a Hull fleet number that matched its registration! The front destinations were altered to Hull specification; the rear ones were panelled over. They were withdrawn by Hull between 1970 and 1972. One vehicle, 157 (OTV 137) then became a training vehicle, and still survives; it can usually be seen at Sandtoft Trolleybus Museum, restored to its original NCT livery.

Photograph and Copy contributed by Bob Gell

A full list of Regent III codes can be seen here.

15/03/12 – 09:30

What an evocative picture, even if they are not native KHCT buses, how well the streamline livery sits on them! The location is, of course, the Coach Station in Collier Street. How lucky we were in Hull to have a coach station; instead of a mundane bus station, like other places. It was called coach station from being opened in 1935, this in spite of the fact that KHCT never owned any coaches for general service until the 1980’s! 170 has just arrived from Orchard Park via Beverley Road on the circular service 17C, whilst 172 is arriving from Willerby road on service 81. I recall OTV 137 at Sandtoft in the early 1980’s carrying the streamline livery of KHCT.

Keith Easton

15/03/12 – 09:30

I remember them new in Nottingham, where they ousted the pre-war Regents on the Bilborough, Broxtowe and Strelley services (13, 16, 16A, 30, 32, 56, 60, 62). In fact Bilborough depot’s allocation was almost entirely from this series. They also filtered onto a few other individual routes. I am pretty sure they never or rarely appeared on the Arnold group of services (10, 20, 20A, 52, 57) which retained pre-war vehicles until the arrival of the exposed radiator Regent Vs in 1955-56.

Stephen Ford

15/03/12 – 09:30

I remember these coming to Hull and causing me a lot of confusion, or at least the one that survives did. I saw it (157) and in my mind matched registration number to fleet number. I happened to go to Nottingham later that same day and was somewhat surprised to find OTV 157 running there. It was a little while after before I realised my mistake and that I hadn’t seen the same bus working for two operators on the same day!

David Beilby

15/03/12 – 12:09

In addition to these ex Nottingham buses Hull also bought ex St Helens RTs (see here) one of which BDJ 87 is preserved at the Lathalmond Museum in Saints livery. In addition Hull bought ex Newcastle Daimlers with Birmingham style bodywork (see here) and some AEC Regent IIIs also with MCW bodywork from Leicester.

Chris Hough

16/03/12 – 07:27

In addition to Nottingham selling these to Hull three of the batch went to Grimsby-Cleethorpes. I remember conducting on them and thinking they seemed pretty archaic compared to our Bridgemasters.

Philip Carlton

16/03/12 – 12:46

The Grimsby-Cleethorpes trio were OTV 159/161/163, purchased by GCT in 1967 to replace their 3 1946 RT Regents, 80-82 (JV 9900-9902). The Nottingham vehicles initially took over these three running numbers, but then became 112-114 in 1969 to release the earlier numbers for new Daimler Fleetlines.

Stephen Ford

19/03/12 – 09:24

Stephen – As you say, the OTVs were the basic allocation at Bilborough depot for most of their time in Nottm; the remainder of the batch was based at Parliament St and spent most of their time on the Beeston rota. After trolleybus conversion, they also appeared on Wells Rd routes 40 and 47 until withdrawn. I also never saw any on the Arnold (Sherwood depot) routes.
Philip – I agree your comment about these appearing archaic; I have subsequently found in Alan Townsin’s TPC book on Park Royal that these vehicles had been due for delivery in 1950, hence the 5 bay bodies, half drop windows, and late 40s, early 50s style interiors, with varnished/polished wood, which were a world away from the Park Royal Regent Vs delivered in 1955/6. But at least they were 8’wide!

Bob Gell

21/04/12 – 08:39

One of the trio of OTVs sold to Grimsby Cleethorpes also survives in preservation. The bus concerned is Nottingham 161, which can be seen at the GCR Heritage Centre at Ruddington, near Nottingham. It is also restored to Nottingham’s green with cream bands livery.
The original order for the buses that became the OTVs was for 112 buses, placed in 1948 for delivery from 1950. When the 72 OTVs came in 1953/54 the chassis had to be shortened to 26 feet from 27 feet (one foot removed from the rear overhang) to suit the Park Royal bodies which, at 26 feet long, were to the pre 1951 legal length for a two axle double decker. The choice of a five bay body must have been down to Nottingham as Park Royal had a four bay body for the Regent III in production from 1947 (examples supplied to Huddersfield, Morecambe and West Bridgford). The choice may have been to standardise on the half drop windows used, which were as used in the BUT 9641T trolleybuses. Another feature, also seen on the 9641T trolleybuses, was the placing of the batteries under the stairs (as with the RT) rather than in cradles on the chassis side (as with Nottingham Met-Cam and Roberts bodied Regent). The 72 vehicle were almost identical. Variations were 150 with its opening front upper deck windows and the last deliveries of 1954, which had to have a second rear lamp to meet changed legislation fitted. This was incorporated in the bottom of the grab rail positioned against the back platform window. The balance of the 112 were received as the ten SAUs and the 30 UTVs.
The OTVs did certainly dominate the allocation at Bilborough Depot, which, from memory, was from about bus 156 to bus 198, until replaced by NAU and RTO Fleetlines in the middle 1960s. Bulwell also had its Roberts bodied Regents replaced by Fleetlines (RTOs) about 1964. The others were based at Parliament Street and were used on a variety of services including the Beestons, the West Bridgfords, the Sneinton Dales and the 25 and 58. From my observations Parliament Street’s share of the Arnold services were worked by PD2s, but what worked these prior to the arrival of the PD2s? Prior to the arrival of the Regent Fives Sherwood had an allocation of the Daimlers with both Brush and Roberts bodies.

Michael Elliott

21/04/12 – 11:49

Thanks Michael. I don’t actually ever remember seeing PD2s on the Arnold routes. My recollection is of wall-to-wall Regent Vs from 1956, prior to which memory says that they were operated by pre-war Regents (Metro-Cammell and Cravens). However I have seen enough photos to convince me that my memory is not infallible! – Daimler CVD6s were also used. It is also certain that the 10 was often singled out for the left-overs – utility CWA6s or second hand pre-war Halifax Regents. Also, in the early 50s, the Redhill route that became the 57 was one end of a cross-city 4/4A from Beeston, often served by 1948 Metro-Cammells. Similarly, the 3 Sneinton Dale was originally a cross-city service, starting at Radford (Addington Road) and at that time invariably pre-war Regents. Both the 3 and 4/4A were split in two, I guess, around 1952/53, Redhill becoming 57, Radford 58, and a new extension beyond the Sneinton Dale terminus of the 3 became 59.
The Parliament Street OTVs were also widely used on the Trinity Square-Bestwood area services (6, 17, 18, 28) and the Gordon Road routes (9, 23, 54, 65).

Stephen Ford

01/05/12 – 07:06

Hi Stephen – The link between Beeston and Arnold dated back to April 1933 when service 4 was linked to services 10 & 20. At that time service number 4 was used for the Beeston to Nottingham part of the journey and 10 or 20 used for the journey through to Arnold. Service 10 ran via Mansfield Road past the Home Brewery to Redhill Road then via Redhill Road to the Mellors Road junction. Service 20 ran via Mansfield Road then via Nottingham Road (Arnold), Front Street, Church Street and Mellors Road to the Redhill Road junction.At this time all journeys between Beeston and Nottingham whether by via Derby Road or Castle Boulevard were service 4 until 2nd April 1944 when journeys via Castle Boulevard became 4A. When the Arnold tram service was converted to bus operation from 6 September 1936 service number 10 was used for the service between the Old Market Square and Valley Road, Sherwood. Service 20 still operated between Mellors Road but ran through to Trent Bridge via Arkwright Street. The service to Redhill Road via Mansfield Road then became the 4, running through from Beeston (via either Derby Road or Castle Blvd). The split between Beeston and Arnold took place from 25th May 1952 when the 57 was introduced between the Old Market Square and Redhill and the 4/4A became solely a service between Beeston and the Old Market Square.
Through operation by service 3 between Sneinton Dale and Addington Road, Radford ceased from 12th April 1953 when service 58 was introduced between South Parade and Radford.

Michael Elliott

Reading Corporation – AEC Regent I – RD 7127 – 47

Reading Corporation - AEC Reagent I - RD 7127 - 47

Reading Corporation
1935
AEC Regent I
Park Royal L26/26R

RD 7127 is an AEC Regent I with ‘oil’ engine, making her an O661. Those with petrol engines did not have the O prefix, and it dates from 1935. It has Park Royal bodywork, to the L52R layout, and we see it at Longcross, Chobham, on 1 April 2007.

Photograph and Copy contributed by Pete Davies

18/03/17 – 07:14

Sister vehicles 11 and 46 were withdrawn as early as 1950, but the Corporation gave 47 a body rebuild and she ran till the end of February ’56, to the delight of a small knot of enthusiasts, one of whom sat in the front nearside seat upstairs as she rumbled over a cobbled bridge, celebrating the fact that she was now in her 21st year of service.
Seven years later Reading Transport Society member John Whitehead announced that 47 was still active, ferrying mushroom farm employees at Thakeham, W Sussex, and that the owners, A G Linfield, were shortly to donate her to the Society. In October 1963 we went down to pick her up and, being the only one of us over 21, I had the honour of driving. No bus could have been kinder to the novice: ideal driving position, excellent visibility, positive controls with no slack anywhere, nice progressive clutch and brakes,
easy gearbox, reassuring stability…47 has it all. Mike Dare and I did all our pre-PSV-test driving practice on her before joining Smiths Coaches. Over the next few years we covered hundreds of miles in 47 to and from rallies, museums and—sadly—trolleybus system closures. Still in good mechanical shape, she awaits structural work on the body before being fit to carry a full load again.

Ian Thompson

18/03/17 – 16:12

Thanks for your thoughts, Ian. As previously, if you or any other members of the readership don’t have a copy of your own of this view, Peter has my permission to forward on your request.

Pete Davies

18/03/17 – 16:14

Memories of Doncaster’s Regent no 60 which apparently ran from 1942 to 1962 in a similar livery and Roe body, no doubt ferrying miners home from shift. It is no wonder that Donny seemed to like AEC’s: although nothing beats its all Leyland PD2’s with trolley rebodies which all did 25-26 years.

Joe

19/03/17 – 07:05

Provincial’s number 35 is a very similar vehicle except for being highbridge. That ran in service 1936-1966 with its original company before being sold to preservation. Its body is teak framed and aluminium panelled which accounted for longevity – does anyone know if this combination was used for other bodies by Park Royal and if they too lasted a long time.

David Chapman

21/03/17 – 15:57

Thanks for the kind offer of a copy, Pete. Superb photo!

Ian Thompson

British European Airways – AEC Regal IV – NLP 645 – 1035

British European Airways - AEC Regal IV - NLP 645 - 1035

British European Airways
1953
AEC Regal IV 9822E
Park Royal RDP37C

NLP 645 is an AEC Regal IV 9822E with Park Royal bodywork, new to BEA in 1953. The bodywork is described in different sources as HDC or RDC. The 2012 PSVC listing has her as RDP37C, which is a bit different! We see her during one of the infuriatingly rare open days at the Science Museum Annex, Wroughton, on 12 July 1986.

Photograph and Copy contributed by Pete Davies

07/04/16 – 15:00

RDP37C is the correct code – these were essentially observation coaches, but with a continuous roof-line and poorer quality “DP” style seats and interior trim. The “HD” code applied to Crellin-Duplex “half-deckers” such as the prototype which can be found on the “Ugly Bus” part of this website.

Neville Mercer

08/04/16 – 06:18

BLOTW. Under more shows 3 photos in Everyone’s photos of NLP 645 being with BEA until 1966-67 1 of the 3 photos shows coach went to the London perfume and soap house Yardleys whom were then based in Basildon Essex. NPL 641 also went to them they are seen as a pair in first of the 3 photos. It is later seen in preservation.

Alan Coulson

08/04/16 – 06:19

Thanks, Neville. These pages have carried a fair amount of debate about what is or is not a DP

Pete Davies

08/04/16 – 15:40

Manchester’s Burlingham bodied airport vehicles were always classified as “RC” by the PSV Circle, even though the level of comfort and trim was almost identical to the “RDP” London machines. I don’t think that there was any hard and fast policy- the use of the DP prefix was left to the discretion of the individual editor in the PSV Circle chain. In the case of North Western, for example, somebody at the Circle decided that the Weymann and Willowbrook 30′ DPs (the “Black Tops”) were DPs despite their relatively bus-like seating and seat-pitch. The Alexander bodied 30′ Reliances of 1961 on the other hand were often described as “C41F”, even though they consisted of coach interiors in a bus shell. Later in their lives (when repainted half-and-half) they were sometimes described as DP41F even though nothing had changed except their livery. I’m always very careful when I use a “DP” prefix- it’s essentially meaningless unless you go on to specify the exact configuration.

Neville Mercer

23/04/16 – 06:35

MLL 747

The contract to run and maintain the BEA transfer coaches between central London and the surrounding airports was held by London Transport. When the Commer Commando 18 seater observation coach fleet became due for replacement, LT convinced BEA to adopt a variant of its standard RF Regal IV saloon, albeit with a Park Royal rather than a Metro-Cammell body. The new fleet began arriving from 1952, and was classified 4RF4 by LT. In their earlier years, they saw sporadic use, some being stored in the winter months, but as air travel became more and more popular, so the BEA fleet saw increasingly heavier service. They soldiered on reliably until 1966/7 when they were replaced by front entrance Routemasters with luggage trailers. MLL 747, one of the 1953 deliveries, was withdrawn in 1967 and passed to Continental Pioneer, in whose ownership it is seen here on the A23 at Southgate, Crawley during the May 1970 HCVC Brighton Run. In May 1972 it was sold to Scout Groups in Brighton and Hove, and its subsequent fate is unclear.

Roger Cox

11/04/17 – 07:23

MLL 747 was sold to the 20th Brighton Scout troop. The Scout troop took it to summer camp at the Olympic Games in Munich 1972, I was one of the scouts. The huge luggage space came into good use. It was used to take the Scout troop to other summer camps, I remember at least one in the West Country. The coach was later sold and the troop bought a Harrington bodied coach I think a Grenadier from Unique Coaches of Brighton. A couple of photos of it in Brighton https://flic.kr/p/9nk4AM  – https://flic.kr/p/9oi6N7

Andy Gibbs

11/04/17 – 17:31

Although Roger mentions The vehicles running from Central London, the BEA ones, at least, ran from the West London Air Terminal in Kensington, to Heathrow. Here’s a link to an item about it: https://rbkclocalstudies.
The item mentions that, coming in, you could go to Central London, via the Terminal and presumably, you could pick up the vehicles in Cnetral London, too, but where?
Did the vehicles and terminal also deal with BOAC?

Chris Hebbron

07/01/19 – 07:18

Chris, as you may have found out, Ian’s Bus stop is pretty good at summarising the 4RF4 operations. The WLAT I think was only BEA – then BA per the K&C local studies link.
BOAC used their own Leyland Atlanteans from the Victoria Air Terminal (now the National Audit Office) which I think were garaged in the Heathrow area.

Ian London

09/01/19 – 06:37

To add a little to your second paragraph, Ian, the Victoria Air Terminal could well be that which was used before the war, serving the same purpose for Croydon Airport.

Chris Hebbron

10/01/19 – 06:24

The present National Audit Office was originally the Imperial Airways London Terminal, opened in 1939 to serve Croydon Airport. The war then intervened, and, with the resumption of peace, Heathrow became the airport for London, and BOAC the major carrier beyond Europe.

Roger Cox

12/01/19 – 07:04

Thx for confirming my thoughts, Roger. It must have been almost the last flourish of Art Deco architecture and duly awarded the name of the Empire Air Terminal. My favourite is the Daily Express building in Manchester, renovated not many years ago and truly beautiful, not a word I use lightly!

Chris Hebbron

London Transport – AEC Regal IV – UMP 227

UMP 227

London Transport
1949
AEC Regal IV
Park Royal B40F

I have submitted this vehicle under the London Transport heading as it is in ‘Country Area’ green and carries the London Transport fleetname. It is an AEC Regal IV with Park Royal B40F body, new as an AEC Demonstrator in 1949. Neither the Jenkinson list of 1978 nor the PSVC list of 2012 gives it a model number. It now forms part of the collection at Brooklands, where we see it (newly restored) on 13 April 2014.

Photograph and Copy contributed by Pete Davies

10/02/17 – 07:04

Looking through the driver’s windscreen this bus seems to have the later control binnacle beneath the steering wheel as produced for the Regent V/Reliance from around 1960. It also looks to have the Monocontrol semi-auto gearchange on the side of it. Was this original or has it been modified at some stage?

Philip Halstead

10/02/17 – 07:05

When this vehicle was constructed in 1949 the maximum permissible length for a single decker was 27ft 6ins. This one and its left hand drive counterpart, together with the 25 private hire examples of the LT RF class were the only Regal IVs built to that length. After serving as a demonstrator with London Transport at St Albans, and then with others including SMT, UMP 227 went back to AEC as a works hack, where it managed to survive into preservation. The bodywork styling is clearly related to the immediate pre war LT Chiswick and Park Royal built buses of the Q, TF and CR classes.

Roger Cox

According to Alan Townsin’s book ‘Blue Triangle’, there were two Regal IV prototypes – as Roger has mentioned – both with Park Royal bodies. UMP 227 was finished in green livery as seen in Pete’s photo, and the other – a left hand drive version – wore a blue livery and went to Holland for a time before returning and being sold around the mid-1950s. (Sadly where it ended up is not stated). The author states that the prototypes “had chassis numbers in the U series of numbers used for experimental parts, a practice that became usual for subsequent prototypes or experimental vehicles, though the production type numbers were 9821E and 9831E for right and left hand versions”. UMP 227’s chassis number is given as U135974, but that of the left hand drive prototype is not mentioned.
Philip, the same source describes the Regal IV as having a “horizontal A219 version of the 9.6 litre engine and air-operated preselective gearbox, and air pressure brake operation”. I would hazard a guess – a foolish thing to do on this well-informed website I know! – that the ‘Monocontrol’ semi-automatic gearchange binnacle you mention may well have been fitted during UMP’s subsequent life as an AEC Experimental Department hack.

Brendan Smith

11/02/17 – 06:38

Philip, I’ve just had a look on the London Bus Museum website, which states that UMP227 was “originally fitted with air-operated pre-select gearbox, later fitted with mono control (sic) with overdrive on 3rd and 4th gears”. Well spotted that man!

Brendan Smith

11/02/17 – 06:39

UMP 227 does indeed have Monocontrol transmission.

Mark Evans

12/02/17 – 07:14

Regarding the second prototype fitted out as left hand drive I have a very vague recollection of seeing a photo somewhere, I know not where, of it being used as a roadside cafe somewhere in the south of England.
I am probably totally wrong and having a senior moment if so I apologise in advance.

Diesel Dave

12/02/17 – 07:17

I see distinct similarities to the 1950 AEC Regal IV/Park Royal demonstrator VMK 271, which ended up on the Isle of Man as Douglas Corporation no. 31.

Petras409

19/02/17 – 07:34

In Gavin Booth’s book “British Buses In Colour” (Ian Allen 1996) there is a picture of Douglas Corporation No. 31, NMN 355 mentioned by Petras409. As he suggests, this was VMK 271, the other 27ft 6in Regal IV AEC demonstrator dating from 1950, originally built with left hand drive. It passed to the Isle of Man in 1951 and stayed there until 1974 when it was sold to Manx Metals for scrapping. A working life of 24 years is pretty good for a prototype, and testifies to the rugged reliability of the Regal IV, borne out by the long lives of the members of the LT RF class.

Roger Cox

29/05/18 – 06:41

The LHD prototype Regal IV did indeed finish up as a roadside cafe in the 1950’s, at Hindhead Surrey in a wooded car park just off the A3. My family regularly stopped there for refreshments at my insistence to look at a bus so different to anything else around. Suddenly one day it had gone, a sad day for a (then) youngster!

Peter Burton