Tag: Yorkshire Woollen

Yorkshire Woollen District – Leyland Titan – HD 8553 – 699

Yorkshire Woollen District - Leyland Titan PD2 - HD 8553 - 699

Yorkshire Woollen District Transport
1963
Leyland Titan PD2
Roe H63R

Now this gets interesting according to my book this is a 1950 Leyland Titan PD2/3 with a Roe H56R body. Well it is defiantly not a rear entrance that’s plain to see and the registration of just two letters I think came well before 1950. I think its time to get Googleing
Here is a result found on the SCT ’61 website the link takes you to a better photo of the same bus, the info found does make sense to me it is as follows.
“Yorkshire Woollen rebuilt a number of Leyland Tiger PS single deckers as double deck vehicles in the 1950s and 1960s. One such is HD8553, a PS2/5 given a Roe front entrance body in 1962 and numbered 699 – later renumbered 502 by YWD.
This bus and its brethren survived long enough to receive NBC livery.”

I think your history is wrong.
A large number of PS1s were rebodied. I saw one of the first which was painted “Poppy Red” in Frost Hill depot parked in the middle of the depot It looked terrible then. The new bodies were MCW Orion.
They weighed less after re-bodying than when original.
They were very noisy and cold as the new bodies were single skinned.
The photograph is one of a small batch of PS2s which were rebuilt much later. the chassis were rebuilt by YWD with new chassis sides, they originally had a bolt on chassis extension as the rules changed when they were originally built. I think there were only 8 rebuilt. A like number were sold to Yorkshire Traction for rebuilding the only difference was that the Yorkshire Traction rebuilds were reregistered. I never found out why.

E. Malone

I will investigate this further find my own information and get back, check with the ‘Latest Comments’ page for any update.
Here are the details of a batch of six Leyland Tiger PS2/5 chassis that were re-bodied by Roe to H35/28F in 1963 Reg no HD 8551-4 and HD 8562-3 they went into service with fleet nos 697-700 and 708-9 respectively.
The above photograph is one of this batch and this information backs up the original article.
An extra piece of information I found is that the original Tigers were probable bodied by Willowbrook with a B38F body and were first built in 1950.
The PS1 chassis you mention were a batch of 24 originally built in 1948 the registrations are a bit haphazard but are late HD 7800s and very early 7900s the fleet nos are a bit the same but they all fall between 562-631. These were re-bodied by Metro-Cammell with H56R ‘Orion’ bodies in 1954-5.

Peter

Richard Malone is wrong about the colour. Poppy red only came in with NBC.  The closest to the original colour was Post Office red. I know this from a YWD Fleetline I owned at one time.
There were 75 Brush bodied Leyland Tigers PS1s, fleet numbers 558-632 registration HD7841-7915. In 1954 12 of these were rebodied as double deckers with fleet numbers (562/75/7/97/8/9/603/11/3/4/6/20) with a weight of 6.8.1 tons. A further 12 were rebodied in 1955 as fleet numbers (570/4/83/7/8/96/618/24/7/8/30/1) with a weight of 6.7.0 tons. It is interesting to note that they weighed 6.9.1 tons as Tiger single deckers.
I own the only survivor of the original batch of Brush bodied Tiger PS1s fleet no 622 registration HD 7905 which can be seen here.
The Willowbrook/PS2s, 697-725, HD8551-79 (and OPD2s, 728-733, HD8710-5) were built in 1949. They were originally 27’6″ long with B32F bodies these were then lengthened to 30′ B38F by Willowbrook between June 1954 and June 1955. Six were rebodied by Roe as H63F (697-700/8/9) for YWD a further nine went to YTC (701/4/6/7/10/1/2/4/6) in 1962, rebodied by Northern Counties as front entrance double deckers. (One of these still exists.)

Gordon Brooke

The subject of re registrations of bus rebuilds is an interesting one. I was always curious about the batch of Leyland PS2s that were rebodied as double deckers by both Yorkshire Traction and Yorkshire Woollen. The Y W D ones kept their old 2 letter HD marks yet the YTC ones were allocated new YHE marks of the time. Another example of these double standards concerns County Motors of Lepton owned by YTC, YWD and West Riding. In 1955 they had two elderly single deckers rebodied as double deckers. They wanted to give them new registrations but Huddersfield CBC would not allow this so they were transferred to Barnsley where they were given new marks of the time.

Philip Carlton

Difficult to tell from the photo if the width of this vehicle, was a PS2/5 7ft 6in or 8ft wide? The original batch of re-bodies, from PS1 chassis were certainly 7ft 6in Orions. When Birch Bros had some PD1’s re-bodied with Orions by MCW a year or so later, they were virtually identical even down to the destination display. Maybe the same drawings were used!

Chris Barker

01/01/14 – 09:14

I drove these buses in 1965 at this time I lived in Heckmondwyke and worked at Becklane Depot I remember the P duties they worked Mirfield Bradford 65 service they seemed to be sluggish pullers..

Jack

03/01/14 – 10:00

I would like to comment on the “Hales Cake” vehicle shown in Colin Shears yard. It is a Leyland TS7 and was East Midland Motor Services No10 BAL 610. In the 1950s I worked at EMMS Chesterfield workshops at this time after I left school and remember this vehicle well it was one of eighteen rebodied by Willowbrook in 1948 it looked far better in EMMS livery of biscuit cream and brown picture shown in Mikes afterlifes.

Jack

26/10/16 – 06:41

I remember the forward entrance versions of these rebodies on B and C services from Ossett to Fir Cottage in YWD red and cream and then NBC poppy red not bad for a bus built as a single decker in the late 1940s and still in service in the 1970s we cannot say that today, by the way I liked them as much as AEC Regent Vs.

David Parkin

27/10/16 – 08:17

To answer Chris Barker’s question from way back, the PS2/5 was 8 feet wide.

Peter Williamson

28/10/16 – 07:37

Peter W, thanks for your answer, I’m certain that these vehicles reverted to their original length of 27ft 6ins. upon rebuilding as double deckers, the seating capacity of 63 seems to support this. However, when they ran as single deckers, presumably they had drop frame extensions to enable the provision of luggage boots and then they were extended to 30ft length, still with drop frame rears, so was the chassis itself extended? When they became double deckers, a drop frame extension would have been of no use on a front entrance d/d but if it was simply removed, the rear overhang would have needed supporting somehow, I imagine new chassis frames were the only answer. Perhaps it might have been easier to rebody them as 30ft double deckers!

Chris Barker

31/03/17 – 15:37

The registration of just two letters I think came well before 1950.
Dewsbury didn’t reach HD 9999 until November 1953 – while it took until April 1960 for Bootle to reach EM 9999 and August 1960 for Rutland to reach FP 9999.
And nine Scottish counties didn’t reach 9999 with two letters before the year suffix system was introduced in 1964/5 – Buteshire famously only getting as far as SJ 2860.

Des Elmes

06/09/17 – 06:44

Chris Barker, I think you will find that NONE of the PS1 or 2’s owned by YWD had luggage boots. The emergency door was in the middle at the back on both those models.

Ron Lake

Yorkshire Woollen District – Leyland Titan – UTF 930 – 773


Copyright Bob Gell

Yorkshire Woollen District
1954
Leyland Titan PD2/20
MCW H34/29R

The above shot was sent to me by Bob Gell with the following comment:

There is correspondence under the Yorkshire Woollen District Tiger PS1 posting about this vehicle – I took the attached photo in July 1969 at Dewsbury Bus Station.

I’m intrigued by the total lack of opening windows on each side upstairs, with ventilation only from the two vents in the front windows – presumably part of its ‘spec’ as a demonstrator. I wonder if it was built around the same time as the Edinburgh lightweights, the ‘Monstrous mass of shivering tin’, as they were known in Edinburgh?

The vehicle was actually an ex Leyland Motors demonstrator and I think it was built to Edinburgh specification it does look very similar. I am not sure what year the vehicle entered service with Yorkshire Woollen District but my thanks to John Blackburn who informed me that it was renumbered 54 in 1967 and withdrawn in 1970 going to Norths of Sherburn in Elmet in 1971 and presumably scrapped. If you wish to read the comments on the Yorkshire Woollen District Tiger PS1 posting click here.

Photograph contributed by Bob Gell

06/02/11 – 09:12

This former Leyland demonstrator did indeed have an MCW body to Edinburgh specification hence the strip bell (see Tiger comments) It also had an Edinburgh blind layout. I only ever saw it once whizzing up Whitehall Road Leeds at a great rate of knots with its exhaust booming off the surrounding buildings

Chris Hough

06/02/11 – 09:12

With regards to Y.W.D. 773 [later 54] this was a standard Edinburgh Corporation PD2 that was taken from a batch that were being built for them. An Edinburgh Baille once described them as being monstrous pieces of shivering tin. Anyway I always liked it. The crews liked it too because of the Edinburgh style destination box it could show a lazy blind of the two ends of a route.

Philip Carlton

07/02/11 – 20:11

Edinburgh’s Titans may well have been monstrous masses of shivering tin but most of them gave up to 20 years service. Their grey and red interiors were still being used until the advent of low floor deckers in Edinburgh I well remember my first visit to Edinburgh in 1971 when every bus seemed to be one of the Titans. The other gems such as the Alexander bodied Guys just paled into insignificance alongside the Titans

Chris Hough

07/02/11 – 20:37

I had never noticed its lack of upper deck ventilation windows until now. Looking at views of its Edinburgh contemporaries I note that they all had two upper and two lower ventilators. Was the lack of upper deck ventilators on the demonstrator a one-off or was it a YWD alteration?

Paul Haywood

10/02/11 – 05:48

I worked for YWD at the time UTF 930 or 773 as it was known and loved was in service, this was the BEST vehicle on the fleet. As I said in another reply this vehicle was the most reliable vehicle we ever had!. It used to go out on duty and was forgotten until some one remembered it may need cleaning, a liner check, or greasing/oilchange The vehicle was fitted with Vacuum brakes and Leylands RP (Ratchet Paul) brake adjusters which worked perfectly (If maintained correctly) and only came in when it required a reline. Unlike modern day practice of relining an axle set we only relined one corner at a time, with NO problems!! The driver would fight over it!! And it made the most wonderful noise when accelerating (almost like a Ferrari!!!). I just wish someone had had the money to preserve it but alas it went to the big bus haven in Sherburn in Elmet, Norths Scrap Yard.(unless some one can tell me different!!)

Chris Bligh

10/02/11 – 09:07

Chris Hough’s comment on the Edinburgh “shivering masses of tin” took me back many years to when a temporary shortage of buses in Sheffield resulted in a batch of those splendid vehicles being sent south on loan. Visiting the Steel city with a friend one evening we took a random ride on one for the experience and were most impressed by its incredibly good condition. I don’t know the Sheffield routes at all really, but would I be right in thinking that it was on service 75 or 76 to Low Edges ?? The bus was full to capacity and on one very steep street in particular we were treated to one of the most masterly pieces of driving – starting off in first gear and going to full revs the driver changed beautifully into second without a click or a jerk of any kind – and the conductress was an immaculate efficient Caribbean lady with a cultured “BBC” accent and the politest of manners – a lovely journey to recall.

Chris Youhill

10/02/11 – 10:14

I wasn’t living in Sheffield during the “shortage” but still have family there and visit regularly. If it were a 76 Lowdedges then the steep hill would have been Woodseats Road. Had it been a 75 Bradway, it could also have been Meadowhead.
I was brought up in the Lowedges area of Greenhill which was originally serviced by the 38 (later by 42/53), the 75/75 originally serviced by the 59. The stop at the bottom of Meadowhead was a classic test of hill starting with a full bus with a crippling gradient. The 38 was basically an AEC route with Leyland input. The AECs posed no problems by the PD3s sorted the men from the boys with grinds, grauches and lurches! This stop was notorious and was subsequently moved back to a flat approach to Meadowhead, nearer Graves Park’s Woodseats entrance, to avoid the hill start.

David Oldfield

11/02/11 – 06:59

Thank you David for the information on those forbidding Sheffield hills – whichever was the one that I remember so well it was a most creditable performance by the driver – he must without doubt have been one of those chaps with a genuine interest in the job and a real pride in his work.

Chris Youhill

16/04/11 – 05:00

The reason they lasted so long in Edinburgh was the fact that the bodies were rebuilt every 6 years. The quoted phrase was – “They are ungainly, inelegant, monstrous masses of shivering tin. They are modern to the extent of becoming able to produce a perfect synchronization of rock `n` roll”. As far as Edinburgh went the bodies were a disaster,with front and back domes breaking free and the odd staircase detaching itself from the top deck among the other numerous problems such as cracking the nearside chassis rail, which resulted in expensive and time consuming body off repairs. The Edinburgh cobbles did these bodies no favours.

Brian Melrose

02/01/14 – 17:24

Most deckers of PD2s and 3s suffered this complaint of broken chassis rails which when you think about it all the swaying with a full top load of passengers over 10 years or more did these buses no favours l hope this may answer your questions on this matter. I am a bus enthusiast and have been for the last 50 years or so.

JohnE

03/01/14 – 07:55

Sheffield had their own almost identical batch of 20 Weymann/ PD2/30 but with more ventilation. The bodies were a nadir – and most unworthy of the name Weymann. Later deliveries were to a higher standard – more like earlier Weymanns. Going back to Chris Y’s earlier comments; in retrospect, my memories of STD drivers in the PD2/PD3 era are that they were well trained and generally drove very well.

David Oldfield

Vehicle reminder shot for this posting

24/09/14 – 08:38

I congratulate all those who knows which bus is made by who, all I was interested in was getting from A to B; never trusted any of the service buses, there was never any guarantees I would finish with the same bus I started with!
From Frost Hill, I did Batley/Birks, Dewsbury/Cleckheaton, Halifax/Leeds, Dewsbury/Bradford, but that was a story of its own, Huddersfield/Leeds, Elland/Leeds including Rastrick, but by gum, I don’t know or remember anything about bus types, models or the likes, I just drove them, so God bless those who remember so much. To me, they were Leyland with a cab, Leyland Atlantean, Leyland air/auto, Guy bronze box and crash box, and that includes double and single deckers; but, does anyone remember the new coach we got at Frost Hill in 1968 that was all electric push button geared, now that was a coach worth taking to the footy matches, but I made sure I was last there and first out, especially when Leeds played at home!

Donald Campbell

25/09/14 – 16:11

What was a Guy Bronze box?
Was it anything to signify the H pattern being different for gear changes?

John Blackburn

26/09/14 – 05:41

The original Guy Arab of 1933 had a four speed sliding mesh (crash) gearbox with “right to left” upward gear selection positions, and this box was used in the wartime Arab utilities. Towards the end of 1945, Arabs were delivered with a new constant mesh gearbox which had conventional gear selector positions. I would think that Donald was unlikely to have experienced the old Guy crash gearbox.

Roger Cox

27/09/14 – 07:09

Roger.I had the pleasure of driving former Burton Corporation Guy Arab 111/Massey no 18 when first preserved and this also had the right to left gearbox. YWD also re-bodied many wartime Arabs so they could still have this gearbox.

Geoff S

Yorkshire Woollen District – Leyland Titan – 3156 WE – 135


Copyright John Stringer

Yorkshire Woollen District
1958
Leyland PD2/30
Roe H33/26RD

Sheffield buses seem to have a very keen following on the site, so this ex-pat in disguise may be of interest.
Around 1970/71 Yorkshire Woollen District were experiencing acute maintenance problems resulting in severe vehicle shortages, and a number of most unlikely temporary second-hand acquisitions appeared on the Dewsbury scene. These included Bristol K’s from West Yorkshire, KSW’s from United, AEC Bridgmasters from South Wales and PD2’s, Atlanteans and Leopards from Sheffield.
One of these was 3156 WE, which had been new to the Sheffield ‘C’ fleet as their 1156 in 1958. With the takeover of the wholly owned British Railways ‘C’ Fleet by the National Bus Company it passed to YWD as their 135 in 1970, in which form it is seen here at Savile Town garage in late June 1971. Renumbered 466 in 1971 it was withdrawn in 1972. Sold to North’s, the dealer, of Sherburn-in-Elmet in early 1973, they quickly sold it to Don’s of Dunmow, Essex. It was later secured for preservation and by 1997 was owned by First Mainline forming part of their heritage collection – even receiving group fleet number 30386 ! It is now part of the South Yorkshire Transport Museum collection.

Photograph and Copy contributed by John Stringer

21/04/13 – 09:58

This Sheffield exile in the south has only been on 1156 once in preservation, a couple of years ago, but she was rather fine on that occasion – taking a full load from Meadowhall to the museum in Rotherham.

David Oldfield

22/04/13 – 10:21

Any idea what that is behind 1156, John? It looks suspiciously like another of the same batch from Sheffield. [Although if it’s 1162, it was delivered on it’s own in 1960 after the last of the “B” fleet Regent Vs (1325-1349). This would follow on logically – all had Roe bodies with platform doors – but it seemed strange to be separated from the other PD2s by two years.]

David Oldfield

22/04/13 – 14:36

I did not make any notes at the time, but it certainly would be another like 135. YWD had 135-140 (3156-3161 WE), and 141 (6162 WJ), as well as two ECW-bodied PD2’s, 142/143 (YWB 152/153).

John Stringer

23/04/13 – 08:06

I remember an occasion when a defect affected a Sheffield J.O.C Leyland Atlantean on the joint service 66 Sheffield to Bradford service whilst it was passing through Heckmondwike. Yorkshire Woollen supplied a change over in the guise of one of their former buses from the Roe bodied batch.

Philip Carlton

23/04/13 – 08:07

This particular vehicle didn’t seem to stay with Yorkshire Woollen very long following it’s full repaint. At fourteen years it wasn’t exactly an old bus, had YWD’s difficulties eased by 1972 or did they just run these until the COF’s expired?

Chris Barker

24/04/13 – 07:49

In August 1971 YWD undertook a major service revision (reduction) and a major extension of OMO which saw off most of the ex Sheffield buses. When I worked at Frost Hill in the Hebble coaching unit summer 1972 I would travel home to Bradford on one of the last few of these regularly, but as we took delivery of the K registered Leopards and Fleetlines, all the half cabs except the Lowlanders, PD3’s and converted PS2’s were withdrawn.

Ken Aveyard

24/04/13 – 15:15

135 is blinded for route “C”, Ravensthorpe-Dewsbury-Ossett. This route, together with “B” (which avoided Earlsheaton between Dewsbury and Ossett), became routes 46/47 under the August 1971 revisions referred to by Ken, when the ex-tramway routes became numbered instead of lettered. At the same time YWD vacated its Frost Hill, Liversedge, Depot into which Hebble – now the coach unit of the “West Riding Group” – then moved.

Philip Rushworth

Yorkshire Woollen District – Leyland Tiger PS1 – HD 7905 – 622


Photograph G. Brooke

Yorkshire Woollen District
1948
Leyland Tiger PS1
Brush B34F

This great shot of a superb bus arrived above due to a comment made on another YWD vehicle on this site. The person who made the comment said he owned the only survivor of a batch of 75 Brush bodied Leyland Tiger PS1s. This I had to pursue, the bus is owned by Dr Gordon Brooke who as a schoolboy went to school on these Tigers when they were new and then in his student days he was a conductor on the actual bus above.
Many of the Tigers from the original batch of 75 were re-bodied as double deckers in 1954/5 but 622 carried on until 1960 when she was withdrawn from regular service. Instead of being sold on to a dealer which was normal, 622 was used for other things. First she was used as a driver trainer by Yorkshire Woollen District and secondly as a tow-wagon/gritter by the engineering dept with the rear end cut away and most of the seats removed. In 1969 622 was sold to W. Norths (PV) Limited, Sherburn-in-Elmet (dealer).
Gordon acquired 622 in 1988 but did not start restoration until 1990, he then spent the next 12 years restoring her to an immaculate original condition as can be seen from the photograph above. To maintain originality 622 has been painted in the dark maroon livery of Yorkshire Woollen District instead of the later Post Office red, this would have been the livery when she was delivered new.
The above photograph was taken early 2006 and 622 is seen outside the shed where she was originally built in 1948 at the Brush bodyworks Loughborough, Leicestershire.

From a photograph and information contributed by Dr G. Brooke

For much more detailed information regarding YWD Tigers click here.

Looks like a beautiful restoration.

Many people are aware of the 1960’s standard BET body with curved screens at either end and some are aware of the earlier version on underfloor chassis. This is the earliest version on half-cabs.
Various contractors would build to BET’s standard design – the final type mainly by Marshall, Weymann and Willowbrook. In addition to Brush, Roe and Weymann built to this design but Yorkshire Traction also had examples built by Roberts and Northern Coachbuilders.
Brush sold out their coach building side to Willowbrook in the early ’50s and shortly afterwards Willowbrook sold out to Duple. The bulk of the Brush empire remained to do much railway work – especially building locomotives.

David Oldfield

I just had to make comment on the above vehicle. Could it be the vehicle in which I passed my PSV test? It was May 1966, the driving instructor was Clifford Allott.

Colin Wilson

This looks a superb restoration.
How lovely it would be to hear this vehicle running. These Leyland PS1 and PD1 buses were blessed with a fascinatingly musical sound, especially in intermediate gears. How I remember Southdown’s examples crooning and murmuring, with gulps and sobs when going on to the over-run! Vehicles of this era were far more characterful than in the last 30 years.

Tony Evans

What a wonderful surprise it was to see that someone had restored an Old Friend I served my apprenticeship in the Savile Town Central works and passed my PSV on this vehicle. I also drove its converted (to double deck) sisters on the Birstall to Thornhill route on many busy Saturday duties. Where is it kept? as I would love to see it!!!!

Chris Bligh

I agree completely with Tony Evans about the fabulous music emanating from the PS1s and PD1s. I passed my PSV test on Samuel Ledgard’s PD1 JUM 378 – it had just arrived, warm, from a peak hour duplicate and was tuned to perfection for the difficult course around West Leeds – I sailed around fervently hoping to pass with the toughest Ministry examiner whose fearsome reputation put terror into the hearts of even experienced lorry drivers, many of whom failed for the slightest tinkle of even one gear. As we descended a steep hill in third gear an exasperated voice wailed through the rear cab window “There are four gears on this vehicle” – Fortunately I didn’t fall for that one as I would have failed on the spot. We returned to Armley Headquarters, still showing “Kingsley Drive” on the destination blind, and I was handed the famous pink slip and there began some of the happiest times of my long career. I was allocated a late duty the following day on the Leeds – Guiseley -Ilkley service, and another fine vehicle rolled up – LAE 12, a PD1 ex Bristol with the fascinating combination of an ECW body. Quality design and construction to the last nut and bolt, and every bit as well behaved and delightful as her all Leyland “half sister” who had done so well for me the previous day on the PSV test.

Chris Youhill

Those ECW-bodied “Bristol Omnibus” Leylands were rather smart hybrids. Do you have a photo of them in Samuel Ledgard service, Chris?

Chris Hebbron

Plenty of such photographs Chris H, which I’ll send to Peter by E mail and perhaps some may appear on here. We had three ex Bristol PD1s with ECW bodies, KHW 631, KHY 395 and LAE 12. We also had a further three with BBW bodies, not handsome but full of character and soundly constructed, KHW 243, KHW 622 and LAE 2.

Chris Youhill

The preserved YWD Tiger is resident at the South Yorkshire Transport Museum in Rotherham.

Chris Hough

My father was employed as a coach painter/signwriter by Yorkshire Woollen during the 1950s. He painted these Brush bodied PS1s among others. 586/91 608/12/22 were painted in reverse livery and went on loan to Hebble at Halifax. Dad said these were painted in overtime.

Philip Carlton

Super picture of the YWD PS1 which stirs memories in Bradford`s Chester Street Bus Station. Trouble is, most were rebodied as double deckers in an all over drab red livery, with what I think were the first examples (or very early) of MCW Orion lightweight bodies.
The Federation design of single deck body dates well before WW2, going back to c. 1932, being built by Brush, ECW, Weymann, Roe et al. There was even a double deck version with front upper deck window in 3 divisions, but seen in much smaller numbers. YWD had some with centre entrance, and Thames Valley seems to be in my memory, but EYMS were the principle users.
Chris Ys remarks about ECW bodied Leylands (and BBW!!) also reminded me that the Tilling Group purchased these in the early post war years as they could not get the required number of Bristols. Pity West Yorkshire didn’t`t get any, but this always seemed to be a “flagship” fleet.

John Whitaker

Many thank for your reply Regarding the PS1 622 I wonder if any of your members know what happened to 773 (UTF 930) a Leyland Demo that ended up at Y W D T. As I said in my previous email I worked at YWDT as an Auto Electrical Engineer in the 50/60s and recall with very fond memories 773 this must have been the best of 56 seater conductor operated buses. It was a extremely reliable vehicle you sent it out on Monday morning and forgot about it until someone remembered it may need cleaning or the oil changing it just kept running. The drivers would fight to get it on there duty as it was a pleasure to drive and had vacuum brakes which where very progressive, so the Conductors loved it as well!! The brakes had the Leyland R P adjuster mechanism which worked extremely well and the only attention it required between relines was a liner check every 2 weeks (the other thing that sticks in my mind was the very unusual Exhaust Note which sounded like a Ferrari!!!) If this Super bus still exists I would very much like to see it (Distance NO object)
Also I would like to hear from any one who worked for Y W D T around the 50/60s as this was one of the best times of my life!!!

Chris Bligh

Chris, 773 was renumbered 54 in 1967 and withdrawn in 1970 going to Norths of Sherburn in Elmet in 1971 and then sold for scrap February 1971. I remember the bus well as I started work at Saville Town in 1969 and I am still employed by YWDs successors Arriva although at Belle Isle. The bus was frequently on Chickenley area services and would romp up Wakefield Cutting in third and as you say a very popular bus with drivers. Another thing I remember that was unique with 773 was the continuous push bell strip the only one of its kind in the YWD Double decker fleet until the arrival of the 1965 Fleetlines.
As regards people in the Engineering department when I started.
Depot Engineer at Saville Town was Eddie Beaumont.
A charge hand called Eric Daniels.
Central works foreman was Bennett (Jack I think)

John Blackburn

I have had a great shot of the YWD Titan 773 (UTF 930) sent to me by Bob Gell so it will be posted in its own right mid February.

Peter

With regard to YWDT staff I was apprenticed to Jack Bennett (mid 50s) who became charge hand at Dewsbury Central works (Repair Shop). Eddie Beaumont was Charge hand on the Daily Dock section. Eric Daniels was a Ganger on the Daily Dock, I believe he had returned to The Works after National Service.
I also believe Jack Bennett went on the be a Fleet Engineer or T A at West Riding at Belle Isle. His farther was a driver at Dewsbury and also played the drums in the YWDT Band, he was always known as Drummer Bennett. Also thanks Peter I will look forward to seeing the Photo in Feb!!

Chris Bligh

22/02/11 – 06:30

In response to looking for old YWD employees. May dad (Fred Sharpe) was with the company for many years. Started at Saville Town, went to Bradford (Hebble depot), back to Heckmodwike (Beck Lane) before being retired.
Fond memories of the kids bus trip to the seaside on a convoy of single deckers from Long Causeway each year, with our little ‘Paddington Bear’ type tags dangling from duffle coats (always seems to rain on those days!)
Dad used to take ‘specials’ at weekends in Bradford, often fishing trips, where the ladies would go on to the coast while the blokes did the angling. Sometimes we would get to go with them for the ride.
Used to live in Chickenley, cost us three-ha’pence to town on the L/M bus when I was first allowed to travel alone, to Sunday School. Pretty sure my dad passed his PSV on the Tiger as well. He’s still around (Feb 2011), in Mirfield. I live in Doncaster now.

Gordon Sharpe

Rather curious what L/M stands for when you say “three-ha’pence to town on the L/M bus”

Peter

That was the service ‘number’ – several YWD services ran as letters.

The ‘A’ buses went from Batley/Birstall through Dewsbury town centre to Thornhill. Later they did multi routes on the ‘A’, making them A1, A2, A3 and A4, to denote which direction they went round Thornhill – I remember those because I caught them to my Grandma’s and needed to know where I had to get off, depending which route it was running. They are now the 281/282/283 I think.

‘B’ and ‘C’ went from Ossett to Fir Cottage, which went past my other Grandma’s. ‘G’ was Cleckheaton. I can’t remember any others just now.

Service “L and M” was Dewsbury to Chickenley, The L went clockwise, the M was anti-clockwise through Chickenley itself (I think it was that way round). They are possibly absorbed into what is now the 126/127 which goes through to Ossett, but it’s donkeys years since I last rode on the bus up that way.
They were converted to numbers by the time we moved to Bradford. My dad went to the Hebble depot (YWD stored a couple of vehicles there) to pick up a YWD bus for the 66 route to Sheffield, long before the current X33. I could catch the 66 all the way from Bradford (Chester Street bus station) to Frank Lane (Rectory Park) at Thornhill, then a walk up the hill to my grandma’s.

Gordon

23/02/11 – 06:30

Just to note Chris Bligh’s comment about the Yorkshire Bus Company Band. My dad had a copy of the LP they released ‘National Tour’, which I have since digitised and added a CD to the music library of the hospital radio station in Doncaster & Bassetlaw, which I’m involved with.
Back to the bus itself – I must take a trip to Rotherham, never knew such a gem was down there! Would be such a surprise to my dad if I could get a picture standing next to it…!

Gordon Sharpe

07/03/11 – 09:27

The YWD F route was Birkenshaw to Batley. Some of the services went on the new Healy by-pass. It was not really a popular duty since there was no-where at Birkenshaw to get a pot of tea. There was a cafe in Batley but I think this was only open early morning.

Jim Broughton

16/03/11 – 17:30

Chris Bligh regarding 773 it was the Bus that Never rang in, I remember drivers bringing sweets for Ivor the Garage man just to have it.
I was also at the workshops in 1963 as Apprentice Auto Electrician and worked under you and Robin before been banished to Beck Lane to work with Herbert Smithson.
With regard to Fred Sharp he was most well known for throwing the running board across the garage every day when you cancelled any buses.
“Happy Days”

Brian Taylor

29/03/11 – 07:24

WOW!!!! What a brilliant web site. Not only do I find the bus I passed my PSV test on, but an old (sorry for the word) colleague Brian !! How the devil are you???? I remember you well!! (Just to clear up a point , when I was at YWDT I was known as Robin Bligh, but after a few years people started calling me Chris and it stuck!!) I have many happy memories of YWDT and the people who worked with us. I’d love to hear from you but this site is properly not the place! If you would like to contact me Peter at the Old Bus Photos website has my email address. I would be delighted!!

Chris Bligh

31/03/11 – 15:23

I think the garage man you referred to was Fred Smith at Beck Lane.Can you remember another garage man George Richardson who when you rang a bus in his stock comment was Let it develop.His sister Dorothy was a clippie at Beck Lane together they must have had over 50 years service with the company.

Philip Carlton

04/04/11 – 07:26

Yes Philip, I remember George very well!! He was a great guy, always a smile on his face and I believe he had spent some time in Iceland (the country not the shop) and had wonderful stores to tell about his time there. Also garage men at Beck Lane where Tommy Latham and Norman Pickles all great characters!!. Also remembered are Harry Snowden (Charge hand fitter) Walt Jennings (Foreman) Fred Smith (SS Fitter) Gerald Kay (SS Fitter) and of course Mrs Rocket canteen lady (I use the word lady lightly).
I vividly remember Tommy Latham going out to Bradford to tow in a PD Decker, with Gerald Kay with the old Tow Truck (Rigid Bar Tow) and arriving back in the depot on his own trailing the tow pole and wondering what had happened to Gerald. He was sent back to find him and did find him in the middle of Heckmondwike blocking all the traffic!!. It took him many (Long) years for him to Live that one down .

Chris Bligh

02/07/11 – 07:01

I learnt to drive in this bus in 1965, Clifford Allott was the driving instructor Tom Batty tested and passed me. They are great days to look back on I played football and cricket for the YWD for a few years 1960/1970 finally left the company in 1980. The photos are fine to look back on but they also bring back memories of cold winter mornings sat in cabs with newspaper around the windows to keep the draught out and most of them were an handful to drive I’m thinking mainly of the old Guys and the Salmon cans in particular. But it was an experience I wouldn’t have missed for the world.

John Ward

04/10/20 – 07:21

Great photo, my wife’s grandfather built this vehicle at Brush. We have seen it a few times at bus days out.

Mark Dwyer

Yorkshire Woollen District – Guy Arab II – GKP 4 – 506

Yorkshire Woollen District - Guy Arab II 6LW - GKP 4 - 506

Yorkshire Woollen District Transport
1943
Guy Arab II 6LW
Roe H56R

Not the best photo but the subject is, this Guy was ex Maidstone & District. From my research there seems to some information that it was re-bodied in 1952 but nine years is not a long time to require a new body unless it was a single decker originally. Photo taken at Dewsbury bus station on a very dull wet day.
If you know about the re-body issue or have information about the bus when at Maidstone & District please let me know.

The early re-bodying issue is simple. Almost all bus bodies built from the middle war years used unseasoned (green) wood and sheet steel. The austerity design only required semi-skilled labour, hence no panel-beating and the bodies were only single-skinned inside. Even the ‘green’ wood provided was not what the bodies would usually be built from, such as ash. Thus, the bodies rusted and the wood framing literally disappeared with the years passing. At least, this was the experience of London Transport, who gave up their usual high standard of body maintenance on these vehicles as too expensive and disposed of the vehicles with indecent haste around 1952-53! Ironically, the chassis would have lasted forever! Oddly, Northern Counties were given permission to continue building metal-framed bodies during the war, which did make their bodies more durable than the others.

Chris Hebbron

Chris is right. Bodywork built during wartime was to a “Utility” design necessitated by the circumstances at the time, and most were clapped out by the early 1950s. This one was originally built in 1943 with a Weymann utility body, and was one of eight acquired by Yorkshire Woollen from Maidstone & District in 1945 as a direct swap for the same number of Daimlers which had been allocated, but not delivered, to Yorkshire. All the Guys were rebodied by Roe between December 1952 and January 1955, with this particular one being done in January 1953.

Dave Jessop

Yorkshire Woollen District – Guy Arab II – HD 7424 – 500


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

Yorkshire Woollen District
1943
Guy Arab II 6LW
Roe H56R

Here is a a good shot of a Guy Arab II going about its business in the Yorkshire mill town area of Dewsbury. The 6LW after the make and model means that this bus had a Gardner 8.4 litre 6 cylinder diesel engine there was only one alternative at the time a Gardner 5LW 7.0 litre 5 cylinder diesel engine. This bus had a straight forward four speed crash gearbox and a vacuum assisted hydraulic braking system, the original body on this bus would have been of a utility style, all very basic but then it was built during wartime. It was rebodied around 1953 there is more on that subject and an excellent comment for the reason why here.

12/08/12 – 07:29

Please could anyone tell me what year Central Works Savile town closed as I worked their from 1973 to 1978

Ray

22/10/12 – 16:56

In answer to Ray’s question, when did YWD Central Works Dewsbury close, the time was August 1983 when the entire operation, including staff was transferred to Belle Isle at Wakefield. The function was then combined with the West Riding central works. A new machine shop and fuel injection-“pump” shop was then established as previously all fuel injection work was carried out at the Dewsbury site. I too worked at YWD, and started work there as an apprentice fitter in July 1963

David Howram

Yorkshire Woollen – Ford Thames 570E – GHD 215 – 871

Yorkshire Woollen - Ford Thames E570 - GHD 215 - 871

Yorkshire Woollen District
1961
Ford Thames 570E
Duple C41F

By the time this picture of a Yorkshire Woollen Thames was taken, it was in preservation. Never my favourite Yorkshire coaches, I found them a little slow and a lot noisy. One of them provided the only occasion I experienced where all passengers had to get off and walk up a steep hill which the Ford had failed to climb, though to be fair, the engine had developed a serious defect during the journey. I could never understand why ‘Yorkshire’ bought them – the rumour at the time was that Ford had thrown in a couple of Transit vans for the engineering department but I have no idea whether there was any truth whatsoever in this.

Photograph and Copy contributed by Bob Hunter

24/05/13 – 06:58

As I said elsewhere on this forum recently, there was a time in the early ’60s when these Fords were the (minority) vehicle of choice for major operators requiring a lightweight motor for lightweight (mainly private hire) duties. Although inevitably pressed into service at busy times for front line duties, SUT’s Fords (and the Bedfords acquired with operators) had their own front line duties – Fishing Trips. These were regular Sunday duties. Did it happen elsewhere? Ford only arrived on the scene in 1958, eventually replacing the Commer Avenger as the number two lightweight. Commer withdrew from the market in 1964 – as did Ford much later in 1985. Ford developed a strong fan base as a fast motor – in many ways overtaking Bedford who never quite regained the reputation gained by the OB and SB. The fact that these were inferior offerings to those of AEC, Bristol and Leyland – as well as Daimler and Guy – was immaterial. Quality independents sold their lightweights after about three years to keep a modern profile. The big boys – especially Yelloway – often kept their Bedfords for only one season, i.e. months, again often renting or leasing where they bought the AECs and Leyland.

David Oldfield

24/05/13 – 14:06

For some reason, Ford were very popular around Manchester in my time (1971 – 1980). Smiths, Stanley Spencer, Jacksons and Shearings all ultimately came together as Shearings – and were major operators of Fords with a three year replacement cycle. Holt, Fingland, a Davyhulme firm and another Altrincham firm added to the local Ford fleet, as did Fieldsend of Salford and Monk of Leigh. In the case of the above, some were minority AEC operators. [Was there a local dealer that, in the ignorance of youth, I did not know about?]

David Oldfield

24/05/13 – 14:07

I rode on this at last November’s Dewsbury open day and was surprised at the relative narrowness of the seats when compared to those in (say) a late 1940s half-cab coach. Having said that, I’ve not ridden in this type of Vega derivative since about 1974, but I’ve hardly gained any weight in the intervening years. The aisle was (probably) narrower than on a typical half-cab, so where did all the width go? Perhaps Duple was using cavity wall insulation on this model…

Neville Mercer

24/05/13 – 15:20

Interesting comment Neville. I rode on it at the Nocturnal rally at Halifax in October and my thoughts were exactly the same as yours, re the narrowness of the seats.
I think the last time I rode on one would be the late sixties, a Bedford version and don’t remember the seats being as tight as on this. Perhaps the Ford version was narrower for some reason. I know the Ford and Commer versions were about 7 inches taller than the Bedford so perhaps they were narrower.
There again, I’m afraid I have grown somewhat since the late 60’s!

Eric Bawden

24/05/13 – 17:33

They were only 8′ wide – but that wouldn’t explain why they felt narrower than a (7’6″) 1940s half-cab.

David Oldfield

24/05/13 – 18:12

North Western bought 8 Bedford SB3s for their Altrincham Coachways subsidiary in 1961 with identical bodywork. Five subsequently went to Melba Motors. When Altrincham Coachways was sold off and Melba Motors was absorbed into the main fleet, the vehicles were painted red and cream, were given North Western transfers and fleet numbers in the 1967 sequence and were employed for just a season.
During their lives they were used on similar operations for the subsidiaries to those where NWRCC employed Tiger Cubs or even Leopards.
As far as the infiltration of Fords into the various Bedford dominated Manchester coaching fleets of the period goes this was, as I understand it, due to an aggressive sales policy at a time when the Bedford OB and early 1950s Bedfords were time expired. With both Duple and Plaxton offering bodies on Fords almost identical to those on Bedfords, the price advantage that Ford offered resulted in a good number of orders.

Phil Blinkhorn

01/11/13 – 08:03

A similar Coach to the one illustrated is 525 BGW, which was new to Timpsons. I remember it from when it was owned by J.R.(Bob) Bazeley, an owner driver from Duston Northampton. Owner drivers were my favourite operators. Oh for the 1960s and 1970s, the PSV industry was of interest in those days.

Stemax1960

17/02/14 – 07:49

The first Ford Transits were built in 1965 so the suggestion that Ford threw in a couple of Transit Vans doesn’t seem to be possible.

David R

17/02/14 – 17:08

Like most rumours, it could have been apocryphal, or it might have been the Transit’s attractive predecessor, the Ford Thames 400E van.

Chris Hebbron

21/04/14 – 06:18

This old lady brought the A685 to a crawl on the hill up to Kirkby Stephen West at this weekend’s Brough bus rally. Must have been doing around 3 mph. It had the lowbridge Ribble Atlantean panting at its heels, which given that marque’s historical performance on the A591 southwards out of Keswick, is saying something!

David Brown

21/04/14 – 11:02

On Saturday 19/04/14 we had fuel problems due to dragging some dirt out of the tank while going up and down all the hills on the way to Kirkby Stephen I had 2 attempts on service Saturday and gave up but during the evening I managed to clean the filter bowl and make a new seal then on Sunday it ran ok back to going up between Kirkby Stephen East and West stations in second gear.

Simon Turner

30/06/14 – 11:20

Anyone wanting a ride on this I will be doing service at the Heath Common running day 13/07/2014

Simon Turner

Yorkshire Woollen District – AEC Regent V – FHD 121 – 94

Yorkshire Woollen District - AEC Regent V - FHD 121 - 94

Yorkshire Woollen District
1961
AEC Regent V 2D3RA
Northern Counties H39/31F

Yorkshire Woollen was fundamentally a Leyland operator, apart from a few Guy Arabs in the early post war years. The first YWD Regent Vs appeared when ten Metro Cammell H39/31F bodied buses of the LD3RA type were delivered in 1958, to be followed by fifteen more in 1959, but these were of the 2LD3RA variety. The following year saw the arrival of another nine, still with Metro Cammell bodies, but the chassis was now the 2D3RA. Early in 1961 came a further ten, FHD 116 to 125, with the original fleet numbers 842 to 851, but these had the much superior Northern Counties bodywork of similar capacity. By 1966, with fleet numbers approaching 1000, the fleet was renumbered, and the Northern Counties batch became 89 to 98 inclusive. Photographed in August 1970, Yorkshire Woollen Regent V FHD 121, now carrying the number 94 is seen in Bradford in the company of others of its kind operated by Bradford Corporation. By this time, in NBC ownership, this nine years old bus is beginning to look rather shabby at the front end.

Photograph and Copy contributed by Roger Cox

23/06/20 – 06:41

It may be worse for wear at the front but a plus point is that it has reverted to a chrome radiator surround. Previous models of this batch prior to the cream band addition (mid sixties?) had the radiator surround painted red.

John Blackburn

24/06/20 – 06:29

Is this bus unusual in having the original YORKSHIRE signage in pre-NBC style, or was this common to the fleet and unique in NBC?

Chris Hebbron

25/06/20 – 07:16

Taken in August 1970 this picture would predate the corporate identity that didn’t begin to appear on buses until 1972

Ken Aveyard

South Wales – AEC Bridgemaster – WCY 890 – 1210


Copyright Bob Gell

South Wales Transport
1960
AEC Bridgemaster 2B3RA
Park Royal H43/29F

Now here is a shot of a bus somewhat out of its area, the photo of this South Wales Bridgemaster was taken in July 1969, in Dewsbury Bus Station. At the time it was working on Yorkshire Woolen district routes you can see the top blind displaying “Yorkshire”. I am not sure why YWD would need to hire/buy something so non-standard as the above for their fleet – shortage of vehicles for some reason perhaps or late delivery of new ones?
I would be interested to know the answer – no doubt someone will know and let me know.
Also in view is a 1967 West Riding Marshall B51F bodied Leyland Panther PSUR1/1 registration LHL 171F fleet number 171.

Photograph and Copy contributed by Bob Gell

04/04/11 – 07:04

At the time Yorkshire Woollen had a severe vehicle crisis. In addition to the Bridgemasters from South Wale some vintage Bristol Ks from West Yorkshire were also acquired. In addition a number of former Sheffield C fleet buses also entered service these were PD2s with Roe and ECW bodywork and some early Atlanteans all tended to be used on local area routes in Dewsbury

Chris Hough

04/04/11 – 07:07

The reason why Yorkshire Woollen had these Bridgemasters was due to a severe shortage of buses.Later Bristol K double deckers were acquired from West Yorkshire and United Auto.

Philip Carlton

05/04/11 – 05:30

Thanks, Chris and Philip, for confirming that YWD needed to buy additional vehicles because of a shortage of buses. I think most enthusiasts know they had those problems, but how and why did they occur? Every operator’s fleet needs eventually to be replaced, and YWD would, (or certainly should), have had a well-established renewal programme, as did all BET companies. That was standard policy throughout the group. So what caused the ‘severe crisis’?

Roy Burke

08/04/11 – 05:00

Chris and Philip Thanks for the answer to my query – as you probably guessed, this was taken at the same time as the West Yorkshire K5G already posted.

Bob Gell

24/11/15 – 06:08

With regard to Roy Burke’s comment, the reason these things occur is generally twofold firstly manufacturers delivering buses late; secondly and particularly when the old CoF system was in operation a larger number of buses than that planned for could need replacing.
Of course the third reason is rarer but most to be feared: prohibitions on running vehicles by the Traffic Commissioner.
Some fleets seem more prone to vehicle shortage than others. at SMT/SOL/Eastern Scottish it seemed to be endemic.
Here we are talking about Yorkshire Woollen and I have a captcha ending in HD.

Stephen Allcroft

17/02/16 – 05:53

I am of an age that remembers the South Wales Bridgemasters coming to Yorkshire Woollen. The first one I saw was on the B&C services to Ossett from Fir Cottage and as someone who loves AEC buses and (Regent Vs) and still does it was hard to work out what was going until a really nice conductor told me saying “E lad we getting assorts coming, God knows what next” at this time various buses turned up on these routes ex Sheffield Atleanteans with I think regarding plates that began with BWB and buses from West Yorkshire which seemed to stay on the Thornhill Bristall A route but really at that time I think there was quite a shortage of new buses coming into service and as long as a bus turned up you didn’t bother where it came from but as a bus enthusiast it was paradise goodness knows how Central Works at Dewsbury knew where to find spares for them.

Dave Parkin

West Yorkshire – Bristol K5G – OWT 201 – YDG 88


Copyright Bob Gell

West Yorkshire Road Car Company
1954
Bristol K5G 
ECW H28/28R

A fine vehicle indeed, but quite sad in some ways. This typical ex-Tilling Group Bristol K5G is spending its final days on loan to Yorkshire Woollen District, after its parent company (York-West Yorkshire) had lost its Tilling identity to the National Bus Company.

Eleven Bristol K5Gs were added to the York – West Yorkshire fleet in 1939, being numbered Y395-9/Y701-6, and registered DWU 133-7/994-9, (706 is seen to the right here).
They gave sterling service, and will always be remembered by West Yorkshire fans as a contrast to the dominance of the post war style in the fleet, as they lasted in original form until 1954/5.
In 1954/5, they were taken out of service, and were to re-emerge with handsome new 4 bay ECW bodies as seen here. New chassis frames were used, but the running units were fully overhauled and re-fitted. Because new chassis frames were fitted, the rebuilt vehicles were re-registered OWT 195-205.
To cover their temporary absence, 3 most interesting vehicles were purchased from Brighton, Hove and District, and these would merit a post in themselves! They were 1931/2 AEC “Regents” which had “Gardner 5s”, and 1944 ECW highbridge bodies to the post war profile, being quite similar to the prototype body built the same year on a K5G for the Tilling Group. A ride on one of these vehicles was like being at a symphony concert! – melodies and harmonies from the gearbox and engine were beyond description, but a delight nevertheless. One could perhaps walk quicker than the top speed of these veterans, which were numbered ADG 1-3 in the new 1954 system!
To return to our rebuilt K5Gs, they re-entered service with YDG numbers in the new system mentioned above, and settled down to give another fine spell of service, before succumbing to the inevitable FS type Lodekka, and others.
The new numbers were YDG 82-92 and YDG 88 is seen in our main photograph above, which was taken by Bob at Dewsbury bus station in July 1969.
York-West Yorkshire was a truly wonderful fleet, and how lucky we West Yorkshire enthusiasts were to have these two “side fleets” of Keighley , and York, which both had their own character and contrast to the main fleet. Keighley, and the main fleet always used lowbridge double deckers, whereas York used the highbridge layout, and the flat terrain was ideal for the K5G. I can still hear them chugging sedately round that beautiful old city!
As always, when nostalgia kicks in, it is really difficult to grasp the passage of time, it now being well over 40 years since the demise of these buses. York never seems (quite) the same place these days, without the super old red and cream buses which were part of the character of the place!

Photograph Bob Gell, insert shot S J N White with copy by John Whitaker

Full lists of Bristol and West Yorkshire codes can be seen here.

13/03/11 – 10:38

Thank you, thank you, John, for your wonderful write-up that so faithfully reflects the spirit of the York-West Yorkshire fleet of my childhood and youth. I was brought up with the 1939 K5Gs; the photo of 706, with its original ‘bible’, (or ‘flap-board’), indicator is shown on route 6, regularly operated with these vehicles, as was service 2 between Stuart Road and Bur Dyke Avenue. I remember so well as a small boy waiting at our local bus stop with my mother, telling her the service number of the next bus to arrive – you could hear it before you saw it – by the sound of the engine. Sometimes you could even tell individual vehicles from their distinctive engine notes. The rebodying exercise resulted in these buses having a remarkable total life of almost 30 years with Y-WY. It did produce the cynical response amongst some York residents, however, that re-registering them was a bit of a con trick by the Joint Undertaking to disguise the vehicles’ true age.
In service the rebuilt vehicles tended, to be truthful, to lack performance, (were the new bodies heavier?), even on York’s relatively flat terrain. Y-WY had a policy of allocating Bristol and Gardner engined buses to different routes, but some routes might have either. I worked for Y-WY as a conductor in 1962 and 1963, and getting a YDG rather than a YDB or YDX was a sign that you could well end up running late at peak times.
You also mention the famous ADGs. I never came across them because my father worked abroad during their entire time with Y-WY, but I remember a driver on the Fulford Rota – they were mainly used on the 4/4A route – demonstrating to me in graphic and most amusing detail that they were the most unpleasant and unrewarding vehicles he ever drove. He said the pedals were very high while the gear lever was positioned low down and behind the driver, so that all gear changes required an act of contortion. He reckoned – as you say, ADGs were not noticeably quick – that a change from third to second was a lottery to be avoided at all costs, and claimed, (of course drivers were not always accurate in their interpretations of management decisions), that the reason the ADGs were usually allocated to the Fulford Rota was to reduce that eventuality by avoiding Holgate Hill.
Incidentally, they were never actually owned by Y-WY, despite having the name on the side, but were hired from WY.
Finally, the colour picture of YDG88 shows it with its later, T-shaped destination indicator. Originally, it had the full three-section indicator, which had five different blinds to set. When you were running late on Service 3/11, changing from 11A back to 3 at the terminus was a drag, especially if it was your last trip before being relieved and you had an impatient driver.
Thank you again, John. Happy days, indeed!

Roy Burke

13/03/11 – 10:46

I was very interested to see the photograph of West Yorkshire OWT 281. These were along with others initially hired from West Yorkshire and then taken in to the Yorkshire Woollen fleet during a vehicle shortage. I remember conducting these buses.

Philip Carlton

14/03/11 – 07:17

John W has said some wonderful things about York West Yorkshire and brought back many fond memories of my visits to York in the early fifties. West Yorkshire Road Car was in my view a quality ex Tilling Company and always produced some excellent rebuilt pre-war Bristol K5G buses from their Harrogate Works. The final York K5Gs were their last re-bodies to appear and were based again on a solid Bristol engineering and a Gardner 5LW.

Richard Fieldhouse

14/03/11 – 07:22

Roy’s last paragraph reminds me of the ultimate “pantomime” concerning the changing of multiple destination displays. When I was a West Yorkshire conductor at Ilkley we had a route to Heber’s Ghyll – five minutes each way and no recovery (standing) time. Single deckers were always used and had three piece displays front and rear, and always went straight onto other routes with differing information.

Chris Youhill

14/03/11 – 13:17

I am really pleased Roy, that you enjoyed the post about what are obviously favourite buses to us both! Thanks also for the ADG anecdotes.
I believe the OWT rebodies would be less lively than the originals, as they would, as you suggest, be heavier.
There really was something special and “ponderous” about YWY which was absolutely fascinating. We lived in Bradford, but passed through regularly on the way to Bridlington, and our weekend/holiday tram bungalow at Skipsea. Lucky you, living there. You must have plenty of WY experience to share with us!

John Whitaker

16/03/11 – 11:14

As you say, John, I had lots of pleasant and amusing experiences with York-West Yorkshire, which I’d happily share, except that much the same could be said of anyone who’s worked as a conductor with any operator. Two examples: Chris has shared his recollection of changing a blind in a hurry. Great fun, but I bet there are many readers of this site who have had the unnerving experience of changing a front blind as the driver reversed into a side road. I’ve done that many times, but I used to draw the line at the driver pulling forward again while I was still clinging on although jumping off as the driver did so was a real recipe for trouble!
Also, while I agree with you wholeheartedly about missing the red and cream buses, the atmosphere of York City itself has changed a great deal in the last half century; not for the better in my view, but that’s life. I recall, incidentally, a passenger who must then have been about the same age we are now telling me he remembered when the colour of the City’s buses was blue, so…..

Roy Burke

16/03/11 – 14:18

Hi Roy. I cannot remember the blue buses in York, but I do know what you mean!.
I was in York two Saturdays ago for a railway Museum visit, and I must admit it was a little too “Touristy” for my taste these days. Things change. Maybe we could share our photo collections a bit, as we probably both have gaps. Just a thought, and good to share happy memories with another enthusiast.

John Whitaker

23/03/11 – 17:55

As a boy the first time I really took any notice of buses was on a holiday to Bournemouth (late 60’s), looking out for KSW’s without a dented front or rear dome (there weren’t many) I thought the Green and Cream livery on the Hants and Dorset buses very smart until I noticed a Red and Cream Lodekka FLF belonging to Wilts and Dorset, I liked the squarer profile of the K to the more rounded Lodekka. My dad couldn’t understand why we had to go past the bus station each day, a great holiday and buses.

Roger Broughton

24/03/11 – 06:39

Hi, has anyone out there a West Yorkshire fleet list that I could have a copy of, as my own list is a very sketchy one?

Keith Easton

24/03/11 – 18:25

Hi Keith
Re. WYRC fleet list. I have the one in the old TPC book by Keith Jenkinson, but it is a bit sketchy, with no withdrawal dates. I could transcribe this over time, into acceptable format and put it forward for inclusion in the new fleet list section. There is, however, both a PSV Circle list, and a West Yorkshire Information Service (now defunct) list which gives a lot more detail, so before embarking on any such project, does any of our “fraternity” have one of these publications. I am afraid mine disappeared years ago, although I have taken extracts from PSVC one at the Omnibus Soc. archives.
If I go ahead with this, it will need someone else to take over after about 1956, when my interest begins to wane!

John Whitaker

25/03/11 – 08:16

Hi John, Thanks for the offer, but the TPC book is where my somewhat sketchy list came from! I have most details from the 1980’s, and the earlier ones would be most welcome, but perhaps wait until we see what, if anything, materialises. Once again thanks for your offer.

Keith Easton

09/05/11 – 08:11

After reading all the interesting comments above about the York fleet, I seemed to recall that at some point YWY had considered purchasing some second hand KSWs for the fleet. On looking through John F Gill’s fascinating and very informative book ‘York-West Yorkshire Joint Services – 50 Years of Joint Services 1934-1984’ again, this was confirmed. What surprised me though was the lateness of the year – 1967. At this time YWY was ordering new VR and RE buses for its 1968/9 deliveries, to replace the rebuilt K5Gs (including YDG 88 illustrated above) and two of the 1951 KS-types, which according to the book would have left eight YDBs in service, and that the JOC were considering purchasing eight 1954 KSWs from Bristol Omnibus to replace them! However, it was later decided not to pursue the matter, as the cost of bringing the vehicles up to standard would have been uneconomic. (The book states that the only Bristol Omnibus double deckers that fitted the date quoted would have been highbridge KSWs from the PHW/SHW-registered batches). Given the notorious reliability problems with the early VRTs though, maybe the JOC were on the right track after all!

Brendan Smith

10/05/11 – 07:26

I used to travel on United Counties between Derngate and Earls Barton. The routes on A45 were mostly 402 and 404. K6A were normal, but 3 buses had 6 cyl engines 615 662 were 2 of them. in the morning it was 2 L5G single deckers every day. These had an overdrive gear engaged from 4th. it was only usable from about 40mph. occasionally the speed reached nearly 60 on the down hills, but how I wish they had the familiar [to me] Daimler gearboxes. the town buses were so different but i think all had Gardner 5s. I was at Barton turn one day and 4 corporation buses roared past where the K5s struggled.

P Bartlett

10/05/11 – 07:30

Brendan’s point about York-West Yorks looking at Bristol OC K types is interesting given that some of their own would have gone to Yorkshire Woollen in 1969 to a vehicle shortage there!

Chris Hough

Vehicle reminder shot for this posting

22/01/12 – 11:38

Having been away from from my computer for a while, I’ve only just seen this excellent posting, which for me – by co-incidence it’s now within a day or two of being exactly 50 years since I began working for York-West Yorkshire – has particular nostalgia. I remember these vehicles very well indeed, and must have worked on YDG88 many, many times.
The re-bodied 1939 K5Gs were probably the most unpopular vehicles in the Y-WY fleet – certainly amongst the crews, and in so far as they took any notice of the bus they were travelling on, with passengers too. As Richard F points out, they were noisy and and rough, both the ride and the engine note. The photo was, I believe, taken in Rougier Street, where the sound of anything pulling away with a full load and a 5LW engine reverberated loudly. Since there would often be an East Yorkshire Leyland passing through at the same time, the comparison was not flattering to Y-WY!
They were also slow, even in comparison with the re-bodied 1938 K5Gs, which I’ve always assumed, (others, better informed, might disabuse me of that notion), was due to their body weight. Some drivers would, for example, use first gear when pulling away from the traffic lights at the junction of Queen Street and Blossom Street with a full load, the only vehicles on which this ever happened. On the question of re-registering, Keith Jenkinson, in his highly informative book, ‘York City Buses’, says that the decision was taken at a meeting of the Joint Committee on 20 July 1954: ‘…as they would appear as “new” buses, it was agreed that they should be re-registered in order to reflect that.’ A popular explanation amongst the crews – I don’t vouch for its truthfulness – was that a City Councillor on the Joint Committee was facing re-election and was keen to get York some ‘new’ buses since there hadn’t been any since February 1952. Giving the vehicles new fleet numbers was just being consistent with new registration numbers.
One point has always baffled me and I’d be grateful for an explanation from someone. Some of these vehicles ended up with Yorkshire Woollen District to cover for that company’s vehicle shortage in, I think, 1969. My query is about the reasons for YWD’s shortage. All BET companies had a vehicle replacement programme, so what caused the shortage?

Roy Burke