Tag: PMT

PMT – Leyland Leopard – TVT 129G – SN1129


Copyright Ian Wild

Potteries Motor Traction
1968
Leyland Leopard PSU4A/4R
Marshall B43F

A pleasant Sunday afternoon scene in May 1970 outside the church at the Bagnall terminus of service 44 from Hanley shows one of Milton Depots pair of short Leopards. This batch of 20 buses was a welcome relief after the 48 Daimler Roadliner buses delivered in the previous three years. These short length Leopards were ultra reliable machines and ideal for the rural services operated by Cheadle, Longton, Newcastle and Milton Depots where they replaced early AEC Reliances.

Photograph and Copy contributed by Ian Wild

24/08/12 – 08:19

Nice shot!
“This batch of 20 buses was a welcome relief after the 48 Daimler Roadliners . . .” All I have read about the Roadliners indicates that the term ‘unmitigated disaster’ is too mild. How could Daimler have got it so wrong?

Pete Davies

24/08/12 – 08:20

Said in three simple words – ultra reliable machines. Never was convinced that Volvo were that much batter than AEC but Leyland suffered from association with British Leyland (Motor Corporation). I have great respect and affection for the Leopard, AN68 and Tiger. They may not have been as flash or quick as the Volvos but they plodded on – you trusted them to keep going.

David Oldfield

24/08/12 – 12:19

A pair of these are preserved namely 1127 – TVT 127G and 1128 – TVT 128G

Chris Hough

24/08/12 – 12:20

Pete. Everyone got it wrong apart from Bristol with rear engined buses – Daimler got more wrong than anyone else, especially choice of engine. As a “coach” man, my top three are ZF Reliance, RE and Leopard. I preferred the Leyland engined RE and, significantly, PMT turned to the RE – albeit late in the RE’s lifespan.

David Oldfield

25/08/12 – 07:40

David,
Ta! I had an idea that most of the problem was the choice of engine.

Pete Davies

25/08/12 – 07:42

David, you can add Seddon to the list of rear engined design failures. No doubt because of his debt of gratitude to Robert Seddon in the early years of his engineering career, Geoff Hilditch, in his writings, is quite kind about the shortcomings of the Pennine RU, but it was undoubtedly a severe disappointment to those who tried hard to encourage competition with British Leyland. The only really satisfactory Seddon psv design was the Pennine VII, which proved to be a sound and reliable performer.

Roger Cox

25/08/12 – 07:42

TVT 127G_lr

Re Chris Hough’s posting of 24/08/12 12:19 about the two preserved PMT Leopards 1127 & 1128, here is a photo I took of them both at the Wirksworth Bus Rally at the Ecclesbourne Valley Railway on 1st July this year.

Eric Bawden

25/08/12 – 08:53

As always, seeing sisters side by side highlights the detail differences. In this case, the indicator displays, the “company” logo versus the NBC one on the front, the little ventilator under the windscreen . . . And this is just from a look at the bus front!

Pete Davies

25/08/12 – 10:54

Pete. There was another problem that everyone except Bristol had, as well. Heavy engines overhanging the rear axle causing bodies, and chassis, to flex (and sometimes break). Ingenious use of the Lodekka drop axle enabled Bristol to shorten the overhang on the RE and thus reduce the stresses on both chassis and body. The Seddon RU mentioned by Roger was, as much as anything, meant to be an RE clone to help RE operators out who were suffering delivery delays (a “British Leyland” problem with all their brands at the time). Crosville bought hordes of the things and were stung. The Ward Dalesman GRX was a further unsuccessful attempt. The Seddon Pennine VII, on the other hand was a “Leopard with Gardner engine” that “British Leyland” refused to supply to the Scottish Bus Group.

David Oldfield

25/08/12 – 12:27

And we all know what happened to British Leyland over their perceptions of what the customer wanted and what they were prepared to supply: among other things, we got foreign trucks and buses, and cars with traditional boot lids (even on cars with the hatchback shape) when other car makers were introducing hatchbacks, etc!

Pete Davies

27/08/12 – 07:53

A common consensus is the generally uselessness of early rear engined saloons Interestingly some operators managed to make the beast work. Preston made the Panther work as did Hull equally Leeds 150 Swifts had a normal lifespan. While others quickly sold them off as to fault prone or too costly to maintain.
I suppose that fashion also played a part whereby if undertaking A was getting rid of the things undertaking B down the road would do as well.
To my mind this meant that Leyland could pour money into the National and not further develop the other chassis particularly the Bristol RE which was streets ahead of anything similar from the Leyland empire.

Chris Hough

28/08/12 – 14:35

These Leopards were awful (my opinion) it was all down to the cab layout the windscreen was about 6 feet away so you had to stand up to wipe the screen also had a low driving position. The only good thing was they were warm in the winter. we operated them on the Newcastle – Market Drayton service (64) and the other problem was they did not have a AEC Badge on the front.

Michael Crofts

28/08/12 – 17:55

Well, Michael, I will agree with you wholeheartedly on the matter of AEC, but have to say that Devon General’s similar AH505 Reliances – ie with Marshall bodies – had similarly huge cabs with the screen miles away. So you can blame Leyland for the low driving position, which they rectified on Leopards after 1969, but Marshall are to blame for your trek to clean the screen!
[I assume you were after an AEC chassis and engine behind the badge? I knew a coach operator in High Wycombe (Bucks) who ran a Reliance with a Bedford engine…..!]

David Oldfield

28/08/12 – 17:56

All Leylands had that problem, Michael!

Eric Bawden

29/08/12 – 07:23

Just noticed another difference, on the two preserved examples (1127/8). 1127 has sliding vents behind driver’s signalling window, 1128 doesn’t.

David Oldfield

29/08/12 – 12:20

We had three similar Leopard PSU4/Marshalls to this at Halifax. 358-360 (NHE 8-10F) came to Calderdale J.O.C. from Yorkshire Traction as part of the Todmorden takeover arrangements. Nice enough looking buses, they too suffered from the faraway windscreens and very low driving position. They had the original style of large Pneumocyclic gearchange pedestal which got completely in the way, and to get in and out of the cab seat required the skills of a contortionist. With the seat wound up high enough to see forward and reach the pedals one’s knees were rubbing against the underside of the steering wheel, and one’s left leg had a struggle to fit around the gearchange pedestal. They were extremely uncomfortable and inconvenient buses to drive.
Despite the relative indestructability of the earlier Leopard chassis, I am told that the build quality of the Marshall bodies left a lot to be desired. Despite the apparent similarity of the BET-style bodies built by various bodybuilders, it would seem that some were a lot better than others, and that the Met.Cam/Weymann version was generally the most durable.
Despite this, 360 was badly damaged in a collision and sold to a Barnsley breaker, but later it turned up in Malta rebuilt and magnificently presented by one of the island’s most enthusiastic bus owners.

John Stringer

19/01/13 – 06:12

Having owned a Marshall bodied short Ribble Leopard for almost 15 years I find it hard to believe that they were such poor service vehicles. I must admit there is a certain amount of dexterity required to become seated in the drivers seat, but once seated I have not yet found any problem with the driving position. Surely windscreens on most half cabs and other 1960’s vehicles are a similar distance away? Whilst I have not driven this particular bus fully laden, the steering could be entertaining, I find it a pleasure to drive.

John Davis

20/04/13 – 07:17

Re- remarks on variations with 127/128, yes there’s lots more inside and out, we have a boot but no doors, 127 has a disabled chair lift! 127 has 2 roof vents, 128 has 1, coach seating in 127, service seats in 128. The luggage racks differ, as do cabs, as 128 was altered along with destination box layout by previous owner. I cannot explain, or took the time to find out why all this happened, as owner/secretary of ‘TVT 128G group’ what I can say is that 128 has served us well over the 13 years we have owned her, no major repairs other than a radiator leak/broken jubilee clip/1 leaf spring but she’s a good runner.

Keith Broomhall

Vehicle reminder shot for this posting

20/07/15 – 06:49

Enjoyed a couple of laps around Oulton Park yesterday aboard TVT 128G, one sighting lap and one ‘fast’ lap! Wouldn’t have been half as much fun on a modern bus.

Wayne Hope

PMT – Leyland Leopard – 920 UVT – C920

Potteries Motor Traction - Leyland Leopard - 920 UVT - C920 1962

Potteries Motor Traction
1962
Leyland Leopard PSU3/3R
Plaxton Panorama C48F

C920 was one of a batch of five Leyland Leopard coaches to the recently permitted 36ft length delivered in 1962.
They were used on tours until 1968 when they were modified for one man operation which included fitting the roof mounted destination box. During my time at PMT they were allocated to Hanley Depot where they were reasonably suited to the longer distance services such as Hanley – Sandbach, Hanley – Crewe etc but not good on the more urban routes. My recollection is heavy steering, heavy clutch and heavy gear change – in fact they were just a heavy vehicle! The next batch of coaches were Reliance 590s, a much more lively and lighter vehicle to drive. (That should suit David O)!
The photo is taken in the preservation era on 9th September 1979 at the West Riding 75th Anniversary Rally at Belle Isle Depot in Wakefield. The programme records it as recently acquired by the Potteries Omnibus Preservation Society – I wonder if it is still around?

Photograph and Copy contributed by Ian Wild

08/09/13 – 08:30

You know me so well, Ian. Maybe that’s the real reason SUT got 333? Did it escape from an intended batch of six for PMT? Not only were they heavy, heavy, heavy, they had that low cramped driving position and – care of gear ratios – slow. I commuted regularly on the X48 to Manchester and initially it was on North Western’s early Y types on the same chassis. Only once did I get the feeling that they could be good with a driver who managed to DRIVE the thing – keeping the thing in third at the CORRECT revs and storming over the hills on Woodhead. Being an AEC man doesn’t prevent me saying that the Leopard eventually developed in its later years into a good coach – but they never got the ratios right on the standard Pneumo-cyclic box.

David Oldfield

PS: The roof box looks like one of those virtual reality head sets.

09/09/13 – 06:41

David’s comments about North Western’s early Y types is interesting. I regularly rode on those as a teenager on the X5 services to and from London and from a passenger’s point of view they were certainly lively enough on the flat and the more gentle gradients.
I also rode Western Scottish’s versions to and from Glasgow. The A6 over Shap and A74 over Beattock never seemed to present a problem, even when having to get around some fairly slow moving eight wheelers from Southall and Leyland which, when laden and often drawing a trailer, would really struggle.
Given Ian’s recollections regarding the heavy handling of the vehicle, it strikes me as a little odd that North Western, as a keen user of both AEC and Leyland, put all its coach eggs in the Leyland basket from the early 1960s onwards with the Leopard as the chosen chassis.

Phil Blinkhorn

09/09/13 – 09:00

The only area where the early Leopards were superior to the AEC was that they went in the direction you turned the wheel, where as the AEC’s had a tendency to wander. But you’re right about the later Leopard’s David, however, an AEC Reliance with a six speed ZF would knock spots off any Leopard, perhaps that’s why BL ‘not Leyland Motors’ killed if off?

Ronnie Hoye

09/09/13 – 14:15

SUT’s drivers hated 333 [it was the same age and identical to PMT C920] for the reasons stated. The next Leopards only arrived, in the mid ’70s, after NBC take over. I drove a 1976 example with a subsequent owner and was agreeably surprised by how it performed. By then a higher driving position, power steering and the 5 speed pneumo-cyclic box (not to mention a bigger engine) had addressed a number of the earlier criticisms. Ian’s (and SUT’s) criticisms were widespread but the Leopard did have some virtues – but maybe more for the engineer than the driver. It was, to quote a Commercial Motor journalist who was/is also an operator, a reliable plodder. When I once put Phil’s question to a North Western driver he said, “Well the Leopard – especially semi-auto – is nigh on idiot proof but not every one can drive a six speed ZF.” Chris Y and Ian will agree that a ZF is not difficult if you drive properly (that is sensitively) but I know people, who ought to know better, who can’t! Lots of Leopard coaches had two speed rear axles. I always find these fun. There’s a sense of achievement using the splitter well – and this no doubt helped the performance of early Leopards. If you were a Leyland fleet, there was no doubt enough to keep you faithful – but I preferred the (Ribble) Leyland engined REs on the Manchester – Scotland services.

David Oldfield

10/09/13 – 16:30

I was still at Percy Main the first time I encountered an AEC Reliance with a ZF box, a Duple bodied demonstrator turned up, and those of us who were around at the time were invited to have a drive. We were all experienced with manual boxes, which on occasion required a bit of brut force and ignorance. We sat round for the pep talk, and we were informed that “You don’t need to grab the gear stick, all you need with a ZF is gentle guidance with the palm of the hand, and it will do all the work for you” Guess what? He was dead right.

Ronnie Hoye

11/09/13 – 08:30

As someone who worked for Southdown for nearly 22 years I had experience of various types of Leopard as well as an assortment of East Kent Reliance on South Coast Express work I have to agree with the previous comments.
The Leopard most certainly required considerable muscle to drive the steering and all the pedals were heavy to use although I found the large treadle throttle was comfortable in use and as Ronnie Hoye says the steering had no tendency to wander unlike the Reliance which needed constant attention but was lighter to use.
The two speed axle, which was fitted to all our Leopards both buses and coaches, did indeed help the performance especially on the O.600 engine models on the later O.680 engine models it really boosted the performance, although they were something that needed to be used properly to get the best out of them which sadly all too many drivers didn’t bother to do We had a batch of seven PSU5’s in 1981 which were fitted with a splitter box a much smoother operation, the main difference being that being part of the gearbox it changed as soon as the switch was operated irrespective of throttle position whereas the two speed being part of the rear axle would only change when the throttle was released taking the load off the mechanism, so could be preselected if necessary.
Having said all that about the Leopard I still found the Reliance much more enjoyable to drive the 6 speed box being a delight to use needing only the lightest of touches to get the best from it which after the effort needed on the manual Leopard was such a pleasure the brakes were also much lighter and progressive to use. The engine always felt much more free revving and, more powerful, I only drove one semi automatic Reliance after which I still preferred the manual version.
The later Leopards with 680 engines, pneumocyclic gearboxes and high driving position were indeed much better vehicles but never as good as the 6 speed Reliance

Diesel Dave

11/09/13 – 16:30

Well, I’ve said it before – i) ZF Reliance ii) RELH/REMH – (preferably 6L) iii) TRCTL11 Tiger iv) late Leopard. That is my hall of coaching fame – with apologies to Arab LUF fans. (I neither rode on nor drove any so I cannot have a view!)

David Oldfield

12/09/13 – 08:30

Couldn’t agree more Dave, the Leopard with raised driving position, 680 engine and 5 speed pneumocyclic gearbox made a very good bus or coach.
PMT had 20 Leopard buses delivered 1962/3 with manual gearboxes which weren’t bad vehicles. It was the five coaches converted for omo that just weren’t suited to their new role. The contemporary Reliance 590 buses although better than the earlier 470s still had problems with cylinder head gaskets/cylinder liner seal failures and the hydraulically operated clutches gave a fair degree of trouble. Much easier to steer and change gear on though!

Ian Wild

12/09/13 – 08:30

No need to apologise, David, since we are talking about different eras. I have only ever said that I think the Guy Arab LUF was the finest coach chassis of its time. As for late Leopards and Reliances, the only good thing to come out of the demise of the Reliance was the Leopard with 6-speed ZF gearbox, which is what it should always have had.

Peter Williamson

12/09/13 – 16:30

The 470 and 590 lost AEC a number of friends – despite the 691 and 760 addressing most of the problems – but the ZF Reliance (especially 691/760 powered) was a thoroughbred. Leyland still didn’t get it quite right, though, Peter.
The ZF used on the Reliance was an overdrive unit (5th was direct), that used on the Leopard had a direct 6th. [Rather like the strange unit used on the X reg Midland Scottish Leopards. Ostensibly a 5 speeder with CAV change (ie like Monocontrol and not the normal Westinghouse pedestal), it was more like a 4 speeder with a crawler below 1st. I drove one in preservation and it was odd to be able to start regularly in “3rd”.

David Oldfield

11/08/14 – 17:32

AEC vs Leyland at North Western
Engineering staff at Macclesfield always told me they mistrusted AECs for always blowing gaskets. Leylands more friendly to maintain.

Bob Bracegirdle

06/03/21 – 07:09

During the early/mid 80s I travelled on National express coaches nearly every other weekend. They were mainly Leyland Leopard coaches, usually with 680s and the 5 speed air assisted box. Some did have 2 speed axles, but these were much rarer. The coaches had a. Huge gap between 4th and 5th, which affected there performance on motorway inclines, as the vehicle had to reduce speed to 50-55mph to change down. This was always where others coaches such as the Volvo B10s would come past. However, on the flat, many of these coaches would easily reach 80mph for long periods.
I once travelled on a Leopard with an early TL11 and air assisted box with twin speed axle, that was the fastest coach I ever travelled on. It only dipped to 70mph on the inclines not 55 and powered past the Volvo models by 5-10mph. It also held 80 on the flat.
Seems bizarre thinking of coaches going that fast, but at the time they would often been in the outside lane on the motorway going as fast they were capable of with the driver with his foot on the boards. The Leopards sounded great at speed, and growling around the London Victoria and Digbeth stations.
Amazing times.

Dr Chris Davies

13/03/21 – 06:36

I seem to recall that the restriction of coach/bus speed limits on motorways was because of a spate of minor accidents, then a biggy, when a coach went off the motorway and down some some sort of large drain vertically, killing a lot of pensioners. I think it was near Bristol. I think it took a while because they had to get the whole of the EU to agree the limits and a fair time for vehicles with speed governors to come along.

Chris Hebbron

15/03/21 – 06:30

I think the accident that Chris is referring to is this one:- www.independent.co.uk/

Nigel Frampton

15/03/21 – 13:36

The very one, Nigel. Thx for raking that out. Memory not so bad, after all. Now then, what was I going to do next??? Um!

Chris Hebbron

PMT – Leyland Atlantean PDR1/1 – 861 REH – L861

Copyright Michael Crofts

Potteries Motor Traction
1961
Leyland Atlantean PDR1
Weymann L39/33F

This is one of a batch of 105 Atlanteans delivered between 1959/1961 and the above picture was taken at the water point at the PMT Newcastle under Lyme depot. It was very rare for this type of vehicle to do the Leek route as it was normally worked by Leyland Titan PD3’s and this bus would normally be on the Longton Newcastle Estates route. So it was a pleasure for me and a first to go to Leek in an Atlantean as I liked driving these splendid vehicles unlike the Daimler Fleetline which I detested. The prefix L in front of the fleet number denotes a low height body which was one of the reasons why this type of bus was normally on the Longton service as there was a low railway bridge in Longton.
During the Potteries annual holidays double deck vehicles would be used on the express service’s to Morecambe and Blackpool, the buses would be either Atlanteans or Fleetlines with Alexander bodies the latter being hard work with their hydraulic throttles and having a top speed of 42 mph, the Atlanteans on the other hand would do between 52-55mph.

Photograph and Copy contributed by Michael Crofts

22/02/11 – 10:06

Thanks, Michael, for this interesting picture of another early BET company Atlantean. As you say, they could really motor, but they didn’t half drink the diesel when doing so. That was just one of the reasons why some operators changed to Fleetlines; lower overall maintenance costs was another.

Roy Burke

22/02/11 – 19:54

Good to see this photo of what was the most common type of bus in the PMT fleet in my time working there. Longton Depot had some of the earliest batch and achieved phenomenal engine mileages of 400,000+ between failures. Frank Ling was the Depot Engineer there and maintained a very high standard of maintenance. My first winter there was a cold one and the Atlanteans frequently failed with the air system unloader valve frozen causing the vehicle to lose all air pressure and hence drive. The unloader valve was mounted under the cab in one of the coldest locations on the vehicle. A rag on a steel bar, dipped in diesel and set alight was the quickest means of unfreezing the unloader and restoring normal operation. Flywheel gland failures were another problem coating the engine bay in oil with the consequent fire risk (wiring fires in the Atlantean engine bays were not uncommon not aided by the wiring insulation becoming brittle with age and falling off). Quite a number of Atlanteans had to be rewired, some being dealt with by local Contractors as the level of work exceeded the available labour in Central Works at Stoke. Leyland tried adding a fan bolted to the fluid flywheel (more correctly the fluid-friction clutch) on a number of buses but there was no real improvement. As originally built, the chassis had rear light units fitted on the rear sub frame and which shone through holes in the fibreglass engine cover. PMT later fitted high level rear lights in the rear ‘tween decks panels thus eliminating the wiring to the sub frame lights located as they were in a very oily environment. The main rear lights were fitted to the lift up rear engine cover and the additional lights were necessary to provide rear lights at night if it were necessary to open the engine cover whilst on the road at night. Oh happy days!!

Ian Wild

22/02/11 – 19:55

The early Atlantean in low height form was a modified lowbridge bus in reality on the other hand the Fleetline with its drop centre rear axle was a true lowheight vehicle from the off It took Leyland until 1966 (four years after the first Fleetlines entered service) before they offered a low height chassis which removed the low bridge layout from the top deck. Having said this the Atlantean PDR1/2 was not one of Leylands finest although when it appeared the AN68 was what the Atlantean should have been from the off

Chris Hough

26/01/13 – 06:24

The seating in the forward part of the upper upper deck on these buses was too low in relation to the window line whilst the rear rows of 4 were too high! This is except the initial row of 4 which were mounted straight onto the raised rear platform resulting in an excellent match between seat height and window level.

Ian Wild

PMT – Guy Arab IV – SVT 942 – H542

PMT - Guy Arab IV - SVT 942 - H942

Potteries Motor Traction
1953
Guy Arab IV
Weymann H32/26R

These vehicles were ordered by Northern General and diverted to PMT. The destination blind boxes were quickly converted to PMT spec. A very poor bus in performance and ride quality having a Gardener 5cyl engine. Best part about them was light steering and in the summer you could drive with the cab door open. Although reliable they never strayed far from the depot. I managed to do 42 mph once in one.

Photograph and Copy contributed by Michael Crofts

09/12/13 – 09:26

These had all gone by the time I was at PMT. Being highbridge I would imagine they were allocated to Newcastle Depot. I well remember the poor performance of the 1956 Daimler CVG5s but those later fitted with a 6LW were a much better bus.

Ian Wild

09/12/13 – 14:40

I think the Orion looks better on a traditional-radiator Guy Arab IV than on any other chassis. Michael: when you spoke of poor ride quality, was that just the vibration from the 5LW, or did they give a choppy ride as well? I’m curious because Aldershot & District had Orion bodies on one batch of their Dennis K4s and found that the spring settings that suited the heavier East Lancs batch very well had to be modified for the Orions.
Good to know that you found the steering light. I’ve read elsewhere that some drivers found Arab IV steering heavy, which in view of the excellence of Guy design at that time surprised me. A maintenance issue? Or was the light steering of this Potteries batch attributable to the lightness of the 5LW+Orion combination?
42 mph sounds pretty spectacular, by the way. I wonder whether these machines had a high final-drive ratio, which would yield wonderful fuel consumption on long, flat runs, but would certainly contribute to the impression of sluggishness on start-stop work.

Ian Thompson

09/12/13 – 17:32

Ian, I’ve just seen the photo and your comment about how the Orion looks and couldn’t agree more. I remember seeing these in the Newcastle areas (both Tyneside and the Potteries) as a boy and they always looked impressive. Somehow the solid colour scheme helps.

Phil Blinkhorn

09/12/13 – 17:55

Just a thought: I have read elsewhere that differences in steering characteristics between buses of the same type with different operators were sometimes caused by the fitting of different tyres.

Peter Williamson

10/12/13 – 06:44

Peter, different tyres certainly would make some difference.

Phil Blinkhorn

10/12/13 – 06:44

At PMT a white steering wheel denoted a highbridge bus. Did the NGT buses of this type have normal black steering wheels?

Ian Wild

10/12/13 – 06:45

The harsh ride was down to the suspension. At the time I think we were running on Firestone tyres at Newcastle Depot.

Michael Crofts

10/12/13 – 15:18

Does anyone know the location in this picture? I think the destination blind reads Newcastle via Garner Street.

Chris Barker

10/12/13 – 15:21

The means of indicating height or width to drivers (and bus wash operators) is a subject in itself. Sheffield and Chesterfield buses carried a letter W on the dash to indicate 8 feet width, but for whose benefit? Preserved Chesterfield 225 has a yellow steering wheel, which I was told indicated highbridge. Some Southend vehicles carried a red one – was this to indicate height or width?
Bristol Tramways/Omnibus fitted white steering wheels to their 8-foot wide buses to warn drivers not to take one over a narrow bridge across the harbour. ECOC and several other Tilling Group companies did the same but it cannot have been general Group policy as Thames Valley KSWs had a black one.

Geoff Kerr

10/12/13 – 15:21

I disagree, Michael, in my opinion the harsh ride was due to the poor construction and extreme lightness of the early Orion bodies. The second batch we had at Percy Main, FT 9003/7 were an improvement on the first ones, FT 7893/6, however, the 1956 Park Royal bodied Arab IV was a superb vehicle in every sense bar one, NGT still specified the 5LW rather than opting for the 6LW. Having said that, they could scale the North face of the Eiger if asked to do so. As for speed, I think they must have had a high ratio diff, as they could get up to around the fifty mark. White steering wheels? The only ones I can remember at Percy Main were on the Daimler Fleetlines.

Ronnie Hoye

11/12/13 – 07:04

SVT 942_2

Here is a picture of the Guy H542 when brand new

SVT 942_3

and also a picture of same having had a bit of a hard life.
(I do not own either picture)

Michael Crofts

11/12/13 – 08:09

Michael’s second photo reminds me that PMT’s vehicles in the mid to late 1960s often had a care worn, shabby look.

Phil Blinkhorn

12/12/13 – 07:13

The red Steering Wheels at Southend was to warn that the bus was a highbridge and therefore banned from services 7/8 which had very low railway bridges.

Philip Carlton

09/12/15 – 06:04

Chris Barker asked about location. This image is Trinity St in Hanley, opposite the then Odean Cinema. I regularly travelled this route in late 50s/ early 60s. Little did I know that a decade later I’d be driving for PMT, though from Stoke Depot.

David Knight

Potteries Motor Traction – Daimler Fleetline – 5001 VT – L 1001

Potteries Motor Traction - Daimler Fleetline - 5001 VT - L 1001

Potteries Motor Traction
1964
Daimler Fleetline CRG6LX
Alexander H41/31F

Photographed in June 1970 at Manchester, and mercifully still retaining its Potteries livery and logo, is Daimler CRG6LX Fleetline No. L 1001, 5001 VT, with Alexander H41/31F bodywork, the first of a batch of twenty five delivered in April 1964. Ten similar vehicles followed in 1965. L 1001 seems to be remarkably coy about showing its destination, reducing its passenger information down to a sticker in the windscreen. Was this route not a standard operation for this type of vehicle, which would not then have had Manchester on its blind display?

Photograph and Copy contributed by Roger Cox

17/03/19 – 09:11

Yes Roger,
It should be able to show ‘Manchester’ in the top half of the box (where it reads P.M.T.) and the second line would show X2 in Bold, with Knutsford over Altrincham (where it shows ‘Service’) There are photos on the web of the PD3’s that used to run this service and I have downloaded a copy of Fleetline 964 from the web in exactly the same place showing the full service blind that I refer to.The layover seemed to be quite lengthy and in busy times, the vehicle would have to vacate the stand and park on Lower Mosley Street itself, prior to returning to load up for the return journey. I spent many hours in my spotting days here but sadly I never got to ride on the service, principally as it was an out and back service TO Manchester. These Alexander bodied Fleetlines did not look out of place here as they were look alikes of North Westerns own examples and when PMT provided an NCME bodied Fleetline, of course that resembled LUT’s which used LMS on the Blackpool service, as all had a basic Red/Cream livery.

Mike Norris

18/03/19 – 07:08

North Western’s Fleetlines had single piece curved windscreens, single headlamps and different sidelights and the NWRCC colour scheme with a lighter red and more cream was much less drab. PMT’s colours on its double decker fleet didn’t exactly brighten up the Potteries’ landscape.

Phil Blinkhorn

20/03/19 – 06:15

The PMT vehicles often parked in Whitworth Street West. This road was close to LMS and was between the two railway lines that ran from the old Central Station and the line from Oxford Road. In my spotting days the low bridge Atlanteans were common fare.

Andrew Gosling

20/03/19 – 06:16

The ABC Coach and Bus Guide for the Winter period 1969/1970 contains a timetable for the Potteries to Manchester PMT service X2. Points served were Newcastle-under-Lyme, Hanley, Burslem, Tunstall, Kidsgrove, Lawton Arms, Sandbach, Holmes Chapel and Knutsford. Set downs were at Altrincham, Sale, Stretford and Manchester (Lower Mosley Street). (A full fare table was not shown.
The timetable shows “dep” for departure times up to and including Lawton Arms and “arr” for arrival times at Altrincham and beyond. However, Sandbach, Holmes Chapel and Knutsford have neither “dep” or “arr” which may mean they could have been both pick-up and set down points).
The northbound departure times were:
09:20 from Newcastle-under-Lyme (arriving Manchester 11:30) on Saturdays and Sundays
14:30 from Hanley (arriving Manchester 16:30) on Fridays and Saturdays
The southbound departure times were:
12:00 from Manchester (arriving Hanley 14:00) on Saturdays
18:00 from Manchester (arriving Newcastle-under-Lyme 20:10) on Fridays, Saturdays and Sundays
PMT also ran a Hanley to Birmingham service X1 which had a similar format timetable.

David Slater

21/03/19 – 06:58

Bury also had some Alexander Fleetlines, 117 to 131, later 6317-31, but they had flat windscreens and were the full height version.

David Pomfret

26/03/19 – 06:53

David Slater’s description of the timetable is very helpful. Was it really the case that passengers were only allowed 30 minutes to spend in the city of Manchester.
Barely time to purchase a cup of tea and an Eccles Cake!

Petras409

02/07/19 – 05:59

L1001. 5001 VT was allocated to Newcastle Garage and service X2 was operated by Hanley Garage it may have been the case that ‘Manchester’ was not on the destination blind. Out of interest the bus was destroyed by a fire at Newcastle Garage in 1975.

Leekensian

12/02/20 – 16:38

On a matter related to P.M.T double deck Fleetlines, I recall travelling on Burslem based Northern Counties bodied L967 and noted that the electronic gear shift had been replaced by a floor mounted air assisted unit. If my memory serves me right I cannot recall ever coming across this feature on any other P.M.T. Fleetline. There must have been a reason for this change – I just wonder what it was.

Leekensian

23/02/20 – 09:43

In the early days of semi automatic gearboxes – Fleetline, Atlantean etc – PMT had concerns over the reliability of the ep (electro-pneumatic) valves which actuated the air supply to the different gear ratios. As early as 1957, the prototype PD3 (PMT H7700) had a direct air change from a floor mounted pedestal. On the early Fleetline in particular where the ep valve was mounted on the gearbox bell housing this was vulnerable to serious damage in the (not infrequent) failure of the trailing link coupling between the engine and transmission. This was moved under the lower deck rear seat on later variants of the Fleetline. Just how suspicious PMT were of electro-pneumatic control was evidenced by the removal and blanking off of the neutral warning light on the gearswitch in the cab on the AtlanteansWWG8. I was not aware of this happening with other Operators. Another thought is that the production Roadliners 1965 onwards all had direct air operation from a floor mounted column – the prototype (PMT SN1000 had an ep type gear change). Was the modification on L967 a precursor to the Roadliners? Finally, PMT took 21 single deck Fleetlines in 1970 which had the latest Westinghouse miniaturised direct air gear shift mounted on the steering column. These gave a lot of early trouble where oil in the air pipes caused delay in releasing a gear and effectively had the bus trying to drive in 2 gears for a brief but disconcerting period. Daimler solved this by fitting quick release valves at the gearbox end of each gear air pipe.

Ian Wild

23/02/20 – 16:33

Thanks for your input on Fleetline gear controls. I was aware of the Leyland Pedestal mounted EP’s as Bolton had them on PD2’s and PD3’s. But I am still puzzled about any air change device on Daimlers (there is thread open on the other webpage) I fully understand your comments about the coupling between the 6LX and the Gearbox on Fleetlines, having broken one myself, inadvertently. I was driving LUT Fleetline 184 on service 14 towards New Bury along Bolton Road in Farnworth, a fairly wide road. I was accelerating from a stop and while in third gear needed to pull out to pass a parked van. Indicating this manoeuvre, I became aware of a fairly fast car overtaking me, so came off the accelerator, but then seeing the car flash me to pull out, I re-applied my foot onto the pedal – Bang ! Disaster ! – bits of the coupling came through the bonnet housing, and more were embedded in the engine housing behind the rear seat. I received a caution for poor driving but that was later rescinded when the T&GWU represented me at a disciplinary hearing as the fault became more widely known about. Yes, the later FEGR Fleetlines had a small lever in a mini pneumocyclic style gear change that was mounted on the cab offside (not true Fleetlines though).
So still learning about Fleetlines all these years later, but still believe that electric control was better than air, for the reasons you have stated.

Mike Norris

25/02/20 – 05:49

In reply to Ian, the conversion could have been a precursor to the Roadliners but given that L967 was a 1963 delivery would the Engineering Department at PMT have made the conversion to such a new bus?

Leekensian

29/02/20 – 06:56

PMT – Daimler CVG6 – XVT 676 – L6676


Copyright Ian Wild

Potteries Motor Traction
1956
Daimler CVG6
Northern Counties L31/28RD

The above vehicle is one of a 30 strong batch delivered in 1956 – half with Metro Cammell H61RD bodies, the other half as shown.
These were delivered with Gardner 5LW engines and Twyflex Centrifugal Clutches (rather than the more usual fluid flywheels). Both features I suspect were down to the BET Group’s parsimony in relation to fuel consumption. The 5LW was never a match for the hilly Potteries area in these buses. Over the years, more than half were fitted with 6LW engines and one, H6656, even acquired a fluid flywheel as well. They were colloquially known as ‘Jumpers’ referring to their tendency to lurch when pulling away on an uphill gradient, something more common with the 5LW versions. Only three of the lowbridge variety kept 5LWs to the bitter end, L6664, L6666 and L6673. The photo was taken at Sandbach in May 1969 and shows Burslem (locally pronounced “Boslum”) Depots L6676 on a Market Day extra from Hanley. Sandbach market was a popular attraction in the area in those days.

Photograph and Copy contributed by Ian Wild

A full list of Daimler codes can be seen here.

28/03/11 – 10:30

Apparently the Twiflex centrifugal clutch is still in production. To have lasted at least 54 years it must now be a judder-free product, though I know these things often depend on the installation. Fluid flywheels are reckoned to be only 96-97.5% efficient even at high revs/low load (where the engine itself isn’t particularly efficient) so I guess that allowing also for time spent in gear at traffic lights, with the engine on “heavy” idle churning the fluid round, the fuel consumption would be about 8% greater than that achieved with a clutch, whether plain or centrifugal. Two question, therefore:
1) Has anyone any comparative consumption figures?
2) Have any Twiflex-equipped buses survived?

Ian Thompson

25/01/13 – 18:10

There can’t have been many 27ft long lowbridge double deckers built with a top deck capacity of 31. It must have been achieved by an additional 4 seater row – I travelled on these quite frequently on the 46 to Blurton Estates but I don’t recall any particular problem with passing other seated passengers when alighting.

Ian Wild

26/01/13 – 06:38

Here’s a photo of a Twiflex Centrifugal Clutch, looking much like the shoe part of a drum brake, certainly simpler than a fluid flywheel. See //tinyurl.com

Chris Hebbron

27/01/13 – 07:55

That’s pretty much as I recall the Twiflex clutch except that the modern version seems to be hydraulically actuated (pipe to each segment). My recollection is that the shoe assemblies were on metalastic mounts which dampened the centrifugal force as the assembly was accelerated. It’s a long time ago-I may not have this quite right. interesting to see the design is now of Ukranian manufacture! I don’t recall having to replace one of these clutches whereas the fluid flywheel glands in Atlantean, Fleetline and Roadliner were commonplace failures.

Ian Wild

27/01/13 – 12:17

And to what vehicles do you recall these clutches being fitted, Ian?

Chris Hebbron

28/01/13 – 17:35

Chris-all 30 of the PMT Daimler CVG5s of 1956 were delivered with Twiflex clutches in place of fluid flywheels. I’m sure I’ve read somewhere (maybe elsewhere on this site?) that Walsall Corporation also tried them in the mid 50s.

Ian Wild

22/07/14 – 06:48

Walsall Corporation took delivery of 15 Daimler CVG6 buses with twiflex system transmission in 1956 and they were nicknamed “jumping jacks”. Here’s a newspaper report from 1974 referring to these buses: www.flickr.com/photos/walsall1955/

Walsall1955

09/12/15 – 06:09

At Stoke Depot we did meal break duties on these on the 46 Blurton run. These ‘Jumping Jacks’ were hated to a man.

David Knight

PMT – AEC Reliance – 693 AEH – SN7693


Copyright Ian Wild

Potteries Motor Traction
1957
AEC Reliance 470
Weymann B44F

This is one of many AEC Reliance 470 with standard BET style Weymann bodies (B44F) operated by PMT. This particular example dates from 1957 denoted by the 7 prefix to the fleet number. Allocated to Milton Depot at the time, it has come to grief sliding into a ditch adjacent to some road works whilst on an inward journey on the 43 from the village of Stanley to Hanley – which is the main town of the Stoke on Trent conurbation. Milton Depot had an allocation of about 20 buses, mainly single decks for services such as the one shown plus three lowbridge Atlanteans and I think three MCW highbridge Leyland PD3/4 for the Hanley to Abbey Hulton services. Inside the depot was a survivor – engineless AEC Regal ex fleet number S315 KEH 608 which was in use as the staff canteen. It later went to Hollis of Queensferry for preservation – wonder what happened to it? Going back to SN7693, I remember a call we took concerning a bus on fire somewhere out in the Staffordshire countryside. It turned out to be SN7680 of the same batch but by the time we reached it in a narrow country lane all that remained was a chassis – and some burnt grass banks either side of the road.

Photograph and Copy contributed by Ian Wild

These were the last batch of this type of body they had stick operated doors, Newcastle garage finished up with SN7688 which I would drive often as I thought it was a much better bus than the new Reliances we had with Alexander bodies, it had a good exhaust on it too.

Michael Crofts

Strange you should mention stick operated doors because Trent’s Tiger Cubs of the 1950’s had them. I remember thinking they had two gear sticks! The one to the right of the driver was forward when the doors were closed and then pulled back (a good pull was required!) and this pulled a flexible wire through a tube to open the doors, which were a mixture of jack-knife and two-piece. I often wondered if many fleets specified this apparatus. It fell out of favour by the end of the 50’s when something more sophisticated was felt necessary!

Chris Barker

Sheffield Transport amassed quite a fleet of Leyland Leopard Coaches between 1959 and 1961 with Weymann Fanfare, ECW and Burlingham bodywork. I did not have much cause to travel on them but I do remember that some, at least, (including the Weymann?) had this stick operation to their doors. These were full coaches with proper, heavy, coach doors – in the days when no coach had air assisted doors.

David Oldfield

My recollection is that earlier PMT Weymann bodied Reliances SN5573-5612 had electrically operated doors. I think lever operated doors commenced with SN6627-6646 and continued right through single deck deliveries including the 34 Albion Aberdonians until the ‘Jubilee’ batch SL801-810 when power operation recommenced. We avoided OMO conversions on lever door vehicles for as long as possible and of course the Aberdonians were never modified for OMO.
David mentions the lever operated doors on the Sheffield Leopards and I can recall a trip out to Bakewell on one of the B fleet Weymann Fanfare vehicles when fairly new (probably early 1960) where a friend and I sat on the front nearside seat and assisted with operating the door by hand as the driver was having difficulty with the lever operation from the cab!! The Fanfare vehicles were never modified to power operation whereas the Burlingham and ECW batches were later converted for OMO which included power operated doors.

Ian Wild

All the AEH reg batch AECs had the stick doors along with all the Albions.

Michael Crofts

With the delivery of 25 Alexander bodied Reliances in 1961, this brought a total to 150 of the 30 foot Reliances at PMT, most having Weymann bodies apart from another 10 Willowbrook bodied ones.

Michael Crofts

10/12/11 – 14:58

There were also a few Albion versions with this body operating Chell to Longton at this time. All three, Leyland, AEC and Albion had their own distinctive engine sound.
Anyone know who made the engines for the Albion?

Mr Anon

11/12/11 – 06:57

The Albions would have been Aberdonians – light-weight Leyland Tiger Cubs. The lightweight was in axle and chassis construction. They both shared the same Leyland Comet engine (0.350 version). Albions always had Albion gearboxes. [At different times, the Tiger Cub could have either a Leyland or an Albion box.]

David Oldfield

11/12/11 – 06:59

The Albion Aberdonian was a lighter weight version of the already lightweight Leyland Tiger Cub. It was powered by the Leyland O.350 engine of 5.76 litres giving 94 bhp, and was coupled to the Albion five speed constant mesh gearbox. It proved to be something of a frail beast, and most of the operators that tried it didn’t come back for more. Production ceased around 1960.

Roger Cox

11/12/11 – 11:20

The Albion Aberdonian had the same Leyland engine as the Leyland Tiger Cub, but strangely no Tiger Cub growl.

Peter Williamson

11/12/11 – 16:11

I always preferred the Aberdonian to the Tiger Cub, partly because I was brought with them. North Western’s batch of six spent most of their lives at Oldham depot and were the mainstay of the Saddleworth local services, running past my front door every half hour. I always thought they were quieter than the Tiger Cub and in retrospect I put that down to the Tiger Cub’s fan, although I don’t know if I’m correct in this.
The Albions had, shall we say, a distinctive vibration when idling. The only Aberdonian in preservation to my knowledge is the East Yorkshire one and that made the same sounds despite having a different body. It’s a bus I haven’t heard of for many years – does anyone know of its current status?
There are a few pictures of North Western’s Albions in my Saddleworth Buses gallery at: //davidbeilby.zenfolio.com/ where they will be found in the 156, 157 and 158 collections. (This gallery is still developing but the collections relevant to these buses have been done.)

David Beilby

13/12/11 – 08:58

I too had a soft spot for the Aberdonian, despite my only first-hand experience of them being the Manchester ones with Seddon bodies of almost third-world standard. I always feel that the model had a rough deal being marketed as an alternative to the Tiger Cub, as an urban bus or express coach, when it would have been much happier doing the sort of jobs that Bedfords did – pottering around villages on market days or providing day trips to the seaside – but giving the passengers a more refined experience than a Bedford could.
As far as I know, Plaxton-bodied Aberdonian coach XUP 692 is still with us, but it now very audibly boasts a Leyland 401 engine, and by all accounts goes like a rocket. I wish one of the Charlie’s Cars Harringtons had survived.

Peter Williamson

13/12/11 – 11:21

There’s an idea for another thread on the web-site – re-engining with similar, but different and larger, engines. I am already aware of AV760 powered RTs and RMs!

David Oldfield

15/12/11 – 06:52

When I drove for Stanley Gath of Dewsbury he had an ex O.K Motor Services Roe bodied AEC Reliance RUP 768 that had a rod operated entrance door. The bus was always called Rupert for obvious reasons.

Philip Carlton

26/04/14 – 07:24

I used to go to work on the Albions from Chell to Hanley and the gearbox seemed to be arranged from right to left, very different from the Leyland and AEC.
Can anyone verify this?

Clive Reynolds

27/04/14 – 08:06

Clive, the gear selector gate on the PMT Albions was exactly the same as any other bus in the fleet. They had a five speed Albion constant mesh unit fitted. The linkage was very sloppy giving the effect to the driver of stirring a very thick pudding when trying to locate each gear!
The Tiger Cubs that were acquired from Stratford Blue in 1971 had exactly the same gearbox but with a Leyland designed selector arrangement. The gear change on these was much more positive (and heavy!) but once you acquired the knack, I always thought a pleasant bus to drive. Mind you, I didn’t have to operate them in service on one man services.

Ian Wild

18/03/20 – 06:53

With regards to the electric operated doors, SN5573 to SN5612 plus SN6627 to SN6646 were so fitted.

Leekensian

PMT – AEC Reliance – 882 REH – SN882


Copyright Michael Crofts

Potteries Motor Traction 
1961
AEC Reliance
Alexander B45F

The Reliance in the snow above was being driven by myself on route 64 Newcastle under Lyme to Market Drayton on the A53 road just south of Loggerheads, traffic in front was getting stuck on a hill ahead of us called Hennel Brooke. The AEC’s were delivered in 1961 there was 25 of them all 45 seaterswith Alexander bodywork built to BET federation specification, they were all withdrawn in 1976. They were the first OMO buses to operate with PMT, and yes we did eventually reach our destination.
They were a very pleasant bus to drive having a top speed of about 52 mph with a 5 speed gearbox powered by the AEC 470 engine. Bus number SN886 of this batch was “Tuned” to operate a service along the M6 motorway to Stafford from Newcastle under Lyme. It was not that much faster than the rest but it did have a good exhaust sound, just like the older Reliances with a crackling exhaust and a whistle when going downhill with your foot off the gas.

Photograph and Copy contributed by Michael Crofts

21/02/11 – 06:28

Newcastle was the first depot to have OMO single deckers and SN882 was one of the original conversions for the highly rural Newcastle Area services. It looks to have a smaller PMT logo on the front panel dating the photo post 1968 but has not yet had the destination display altered to a final destination with triple route number below. SN882 was one of a batch of 25 which were the first Alexander bodies for PMT leading to further orders for the second and third batch of Fleetlines followed by batches of Y type dual purpose bodies on both 8U2R (coil spring) and 6U2R (leaf spring) Reliance 691s. The Reliance 470s like SN882 had continual cylinder head gasket problems which led to instant cold heaters and demisters due to air locking and also had reliability issues with the hydraulically operated clutch mechanisms. The Alexander bodied 470s always seemed a bit flimsy to me compared with the earlier Weymann bodied examples.

Ian Wild

PMT – AEC Reliance – KVT 192E – 1092

PMT - AEC Reliance - KVT 192E - 1092

Potteries Motor Traction
1967
AEC Reliance 8U2R
Alexander C49F

A firm favourite of mine was the A.E.C. Alexander Y type, what a difference these buses made to our Excursion and Express allocation. I worked at this time on the P.M.T. based at Newcastle Under Lyme depot none of these vehicles were based there at this time they were mostly at Hanley depot (Clough Street) there was a total of about 24 delivered between 1967/1971 the 1967 ones had low back seats and the later ones had high back seats though the low back seats were very comfortable. They were all good for 70MPH and were very comfortable to drive with a five speed semi auto box, some drivers complained about the bouncy ride (coil springs) but in my book they were superb. As far as I can recall they were fitted with the 691 Engine and the company prefix was S.L (semi luxury) as they got older they were dispersed among all the depots and we at Newcastle acquired 103/1092. Happy days.

Photograph and Copy contributed by Michael Crofts

28/05/13 – 17:12

Never knew these 8U2Rs (coil sprung 6U2Rs) despite living on the Peak District/Sheffield border. I preferred the ZF version proliferating at SUT, but it would have been a (good) experience to sample one of these. [They would have been AH691s between 1968 and 1971, they might possibly have still been AH590s in 1967.]

David Oldfield

29/05/13 – 07:04

Yes David they were a mixture, the early ones had the 590 engine and the later ones had 691 engine. When you revved the coil spring buses stationary you could get them to rock, good engine torque. The later deliveries had leaf springs.

Michael Crofts

31/05/13 – 06:27

This has produced a mental block in the little grey cells! In 1967 my job took me from my home town of Sheffield to work in Newcastle-under-Lyme. I didn’t have a car then and used to make visits home, as I recall, on PMT from N-u-L to Buxton where I would change to a Sheffield JOC service 84 which would usually be either a Fanfare, Burlingham or ECW Leopard. My mental block is around the PMT vehicles completing this scenic marathon. I think it was sometimes an Alexander Y type but think that there was sometimes a Daimler. Perhaps a Potteries watcher can remember more?

Les Dickinson

04/06/13 – 06:52

All the PMT AEC /Alexander Y types had AH691 engines. The first two batches (1092-1096 and 1103-1109) were on 8U2R coil spring chassis. Of the final batch of 12, (161-173), the first three were 8U2R whilst the balance from 164 upwards were on conventional 6U2R leaf spring chassis. I am not aware whether any other Companies bought 8U2R, would seem a major design change for small orders from PMT. Maybe AEC had hopes of bigger sales? Maybe by 1971 they had deleted the 8U2R model from their lists? However by 1971, experience with the earlier 8U2Rs suggested that the savings in replacing leaf springs was more than outweighed by problems with panhard rod mountings (not dissimilar in this respect to the problems experienced with the Metalastik rubber sprung Roadliners.) PMT also had two small batches of AEC 8U2R/Duple Commander 1V coaches, 11-13 and 14/15. In response to Les, in 1967 the 49 Hanley to Buxton service would probably be operated then with almost new Daimler Roadliners.

Ian Wild

As a ps, what a dismal colour scheme that 1092 is in the photo. These looked so smart as delivered in the PMT dual purpose livery. Brings back memories of the dire days of NBC (and for that matter PTEs).

09/06/13 – 06:26

In answer to my own question, looking through Bus Lists on the Web, only 30 Reliance chassis are shown as 8Uxx (should actually be 33 as they list PMT 161-163 as 6U2R models which they certainly were not). PMT had 19, Barton are shown with 10 whilst South Wales Transport had two batches of 2 each. So, the coil sprung version accounted for only a tiny minority of the large number of Reliance chassis built.

Ian Wild

18/06/13 – 09:08

KVT 192E_2

Here is a picture of AEC Alexander Y Type KVT 192E when brand new showing it in its original livery. It would be good to see both pictures together.

Michael Crofts

19/06/13 – 07:45

That’s much better and how I remember them. Fortunately I had moved on from PMT before the dreadful NBC Corporate livery was imposed. The last vehicles delivered in my time in the ‘real’ PMT livery were the three Bristol RE DPs 210-212. Do you have a photo of them? I never took one but I remember them being elegant looking buses.

Ian Wild

20/06/13 – 13:35

Sheffield had some of these. I think they were Alexander bodies. They had coach seats with large windows, & bus seats with more, smaller windows. Living on Scott Road, (De La Sall stories lads?) but working from Broomhill, I used to catch the 7.25 from Burngreave Cemetry to work, 1967 or later on the 8 & 9 Inner Circler route. Going up the steep hill of Crookesmoor Road (another) was the most remarkable sound. How it did not break windows I do not know (or probably it did). I think they had gear sticks similar to the Atlanteans (semi automatic)? They took over from the AEC Regent III Roes, & tinfront Roes. These took over from the Crossley (double deckers) which has just been posted on the home page. After that were the AEC Marshalls H reg 1970. I am sure these were still running into the early 80s when I lost touch with the area.

Andy Fisher

20/06/13 – 16:47

The Sheffield coaches were 1968 Leyland Leopard PSU3A/4R (not AEC) 3001 – 3004 (WWB101-104G) and followed by similar (1970) 55 – 60 (FWJ355-369J). The 1970 AECs were Swift 5P2R 50 -54 (DWB50-54H) with Park Royal bodies – which followed on from similar 1968 vehicles. The 1970 Swifts had rear axles and 5 speed gearboxes for interurban and rural working, the 1968 deliveries were 2P2R (4 speeders) split between single and dual door types. The former were 1019 – 1029 (TWE119-129F), the latter were 15 – 36 (TWE15-36F).

David Oldfield

Vehicle reminder shot for this posting

10/07/19 – 07:09

With regards to the RE DPs 210 to 212 I recall that at least one arrived at Stoke in the service bus livery- red with a cream band and window surrounds. It was hurriedly placed in the paint shop where the middle panels were painted cream.

Leekensian

P M T – AEC Reliance – 4990 VT – C990

Potteries Motor Traction - AEC Reliance - 4990 VT - 990

Potteries Motor Traction
1964
AEC Reliance 2U3RA
Duple C49F

Potteries Motor Traction took delivery of six of these fantastic vehicles in 1964 they had the AEC 590 engine and 6 speed ZF manual gearbox. Drivers and passengers loved them, 4989 VT won the 1964 Brighton coach rally. I have not driven a coach before or since as good as these splendid vehicles. The company got rid of these vehicles in 1976 the older drivers like myself still talk about them now, there was nothing like driving down the third lane of the M6 motorway at about 75MPH which at that time was legal. Oh happy days.

Photograph and Copy contributed by Michael Crofts

11/08/13 – 08:31

Brings back happy memories of Sheffield United Tours and Cyril (C G) Littlewood with their ZF Reliances roaring in and out of Pond Street to and from the north of Scotland, the south of England and continental venues as far away as Switzerland, Italy and Yugoslavia. As Michael says, fantastic vehicles – to ride in and to drive,

David Oldfield

14/08/13 – 11:17

Back in 1965-67 I used to do a regular monthly trip through PMT land, usually starting off with a ride from Manchester to Leek on North Western’s X1 (operated by the previous year’s Y-types, quickly relegated from the X5 to London). After a visit to Berresfords in Cheddleton I’d carry on to Hanley to see what was new with the independents there and then return to Manchester on PMT’s afternoon X2 departure.
On one occasion this was operated by this very machine which made a pleasant change – PMT were in the habit of throwing any old rubbish at this route with lowbridge Atlanteans quite common at busy times. You never realised how uncomfortable these were until you’d spent two hours on one!

Neville Mercer

31/10/13 – 07:16

I remember 4989 VT, as I sometimes travelled to School on it when it was operated by a firm from Bugbrooke Northamptonshire. They sold it in around 1975. I believe it is in that great Coach park in the sky now more’s the pity. The regular driver said it was good for 90 mph on the motorway. No Tachographs or Speed Limiters in them days!

Stemax1960

01/11/13 – 08:12

Overheating was a problem with these six coaches when driven for long periods in 6th gear such as on motorway work. Some had 6th gear blanked off which had the consequence of lowering the top speed but ensuring reasonable fan revolutions. Fleet number C991 had a tandem radiator fitted, from memory as an AEC initiative to overcome the problem. Whilst I can remember the fitment, I can’t recall the result! Too many years ago. I assume that SUT and other Operators had the same problem?

Ian Wild

01/11/13 – 13:51

I remember a journey from Great Yarmouth to Sheffield in August 1968. Part of the route was on the A1 around Newark, fast, even in those days. We were “going like stink” with our C reg, SUT, 2U3RA Reliance (with AH590) – 356-365 batch. Suddenly we were doing about 30mph – for quite some time. Later, when I questioned the driver, he said she was overheating so he slowed up to give her a chance to cool down. SUT put an experimental air scoop under the grille of B reg 349 – from 346-355 – but this was not entirely successful and was subsequently removed. As I have said before, the wet-liner AH590 – and its problems – lost AEC a lot of friends. Others like SUT and Yelloway persevered and the AH691 and AH760 repaid their persistence. Heavyweight ZF Reliances were thoroughbreds which were a delight to drive and to ride in. The AH590 let the side down.

David Oldfield