Photograph by ‘unknown’ if you took this photo please go to the copyright page.

Westminster Omnibus Co
1933
Sunbeam Sikh
Christopher Dodson (H36/28R)

In 1928, Sunbeam designed two prototype passenger chassis, a three-axle sixty-seven seat double-decker bus and a two-axle single-decker bus or coach. Two model names, ‘Sikh’ and ‘Pathan’, were adopted for them. They both had Sunbeam engines, but, despite their quality and reliability, very few were produced.
Here is a rare example of a Sikh, however, dating to 1933. It had a very handsome 64-seat body by that doomed London bodybuilder, Christopher Dodson, doomed because it concentrated business almost solely on London independents, due to disappear from 1933, when London Transport took them all over. You will notice the bizarre open cab with storm apron and protective cowling, insisted upon by Westminster’s managing director, who felt that enclosed cabs were unhealthy! The Westminster Omnibus Co. was taken over by LPTB in 1934, but the bus was barely operated by LPTB, as SM1, before being withdrawn from service.
In 1931, a Sikh chassis was modified as a trolleybus, which was an immediate success, creating a whole new passenger market which the bus chassis never penetrated.
To the right is the cheery radiator badge which Sunbeam used on their vehicles, which would have looked nice on the Sikh’s chrome one.

Photograph and Copy contributed by Chris Hebbron

Fascinating stuff!!
Dodson did, though build for operators outside London, albeit in small numbers.
Wolverhampton`s Guys come to mind.
Thanks.

Me again. I really enjoyed this post about Sunbeam. Was the open cab not something to do with London Police regulations at the time, where glass screens were deemed dangerous? Not sure, just asking!

John Whitaker

The LGOC had fought and won the windscreen battle in about 1931. It produced its prototype, it with a windscreen, but with an outside staircase, and ran it about a bit with a windscreen, the first. There was not fuss;maybe the notoriously conservative Metropolitan Police Commissioners didn’t notice! It then produced the first 49 production ones and the MPC DID notice, banning further production with windscreens, but not insisting that those already produced be converted. After about 12-18 months, the MPC, presumably being convinced that they weren’t a safety hazard, relented and windscreens were fitted retrospectively to later ones, which, after the first 150, then sported inside staircases, but were not objected to! Even in the mid-30’s the MPC stopped a production run of Central Area (red) single-deck Q’s with open front entrances in front of the front wheels, after an initial run of them was on the road! There was worry about passengers falling out and going under the wheels. I’m not sure that this was ever a problem, although it was resolved years later with knifejack doors.

Chris Hebbron

You are right, John, that Dodson did work other than for London ‘Independents’ (I actually feel that that were more against ‘The Combine’ the LGOC/Underground Group and therefore supported the ‘little feller’!). You mention work they did for Wolverhampton Corporation Guys, but, by coincidence, only today did I discover that Dodson bodied some thirty-odd AEC Regents delivered to Brighton, Hove & District in 1935. They were part of Thos. Tilling group, which, with its London roots, would have been well aware of Dodson’s existence. I’d love to see a photo of these buses to see the design of bodywork. Must start ferreting!

Chris Hebbron

Apropos the MPC and their regulations I was always under the impression that STL/STDs had no cab door was due these being declared verboten by the MPC. However the Sunbeam clearly has a door to its cab

Chris Hough

London Transport inherited quite a few buses with cab (half) doors and left them in situ, Chris.
I think the lack of doors in their own designs was more a case of being able to store buses in their garages closer to each other without doors. When RT1 came along, they’d got around the problem by having a sliding door inside of the bodywork line. With it, deservedly, came more comfort for drivers. STL’s did have concertina-type blinds to fill the entry gap, but they could only be used to protect the empty cab from the worst elements; you couldn’t drive with one down as it impaired vision. You’d have needed to be observant, and lucky, to ever see one down, though!

Chris Hebbron

Chris. It would be great to see a picture of the Brighton Tilling Regents with Dodson body. Dodson built some of the ST bodies for Tilling to Tilling design, I believe, but not the STL batch as far as I know. Dodson would make an interesting article in its own right if it could be researched. Small numbers of bodies were built for several municipalities as well as Wolverhampton, including Derby, Leeds. Another article would be the Pirates in London, with complete fleet lists. Dodson were by no means the only builders here, as Birch, Strachan and Brown etc. were also involved. Must get down to some homework!

John Whitaker

Yes, John, please do!
Meanwhile, I will do some digging to see if I can trace photos of any of the BH&D Dodson-bodies AEC Regents.

Chris Hebbron

Chris. The complete registration for Westminster Sunbeam Sikh (H36/28R) in photo (taken at Edmonton) is JJ 9215. It was licensed to run on London Routes 76 & 73, entering service FEB 1933 as the largest running London bus at the time. It was the last bus design by Dodson Ltd. before exiting the business in April, 1933. The Dodson family originally made horse buses from the mid 1800’s until motorized buses came about after 1900. I’m related to the family and researching the business so I really enjoy finding posts and photographs like this!

Phil Dodson

I’m sure it’s true what they say – history begins on your birthday.
I’m a child of the fifties and although I stretch it to post-war forties, it really all starts for me in 1952 with two of my favourite batches of buses, the STD PD2s and Regent IIIs, delivered in 1952.
I then began to back track – through the excellent British Buses since 1900 and John Aldridge. Sunbeam attracted my attention because they were MOTORbuses and John Aldridge implies that the quality of build was so high that they were too good and therefore too expensive for the general market. Likewise with Dodson bodies. No PSV historian is ignorant of the name, but few of us will have had first hand experience of their products.
When some of us are in our wheelchairs going misty eyed about AEC, Leyland, Roe, Weymann – or whoever – what will that mean to our grandsons and granddaughters? Food for thought – or is just too depressing?

David Oldfield

How wonderful that a modern Dodson is researching the business!. I do hope the findings become available, as I have recently come across several instances of Dodson bodywork outside London.
Cedes Stoll tracklesses.
Peterborough and District Leylands.
Derby Guy Invincibles?
Some of the ancestor fleets of EYMS in Hull
Wolverhampton Corpn. (plenty there)
Many more mid 1920s on Dennis 4 ton and Leyland G series type vehicles. Leeds Corporation.
There must be many more out there…feel like searching and telling everyone?

John Whitaker

I’d say, Phil, that we are as delighted to find a member of the Dodson family as you are to find the posting. Maybe you could post a potted history of this well-regarded company, with a couple of photos, for us all to enjoy. If the above photo was the last Dodson design, the company went out on a real high – it is very attractive. Did the company come to a complete halt in 1933, or did it have other irons in the fire which kept it going?
[Thx for the full registration – now updated].

Chris Hebbron

Just thought of 2 more Dodson customers.
Hastings Tramways
West Bridgford UDC (1914 Dennis)
There has to be many more.

John Whitaker

On the Dodson theme, Portsmouth Corporation started it’s motorbus fleet with 10 Thornycroft J’s in 1919, which had locally built Wadham bodies. But in 1926/27, these were rebodied by the Corporation, using ex-LGOC B-type bodies, built by Dodson. They also bought a complete B-type, with a Dodson body (this did not last long).
On withdrawal by c.1929/30, one of the Thornycrofts (No.10, BK 2977) with it’s Dodson body was preserved, and is fortunately still with us. It is located at the Milestones Museum in Basingstoke, and looks extremely attractive in a contemporary setting of a street scene with other Thornycroft commercial vehicles of that era.

Michael Hampton

Re the Dodson theme, the preserved Portsmouth Thronycroft J at Basingstoke is registered BK 2986 (not BK 2977). Apologies for error in my memory of the batch, which was 1-10 (BK 2977-BK 2986).

Michael Hampton

Chris. Christopher Dodson retired and closed up the business in 1933 due to LPTB Act which took away his "Independent" bus operator customers. The LGOC had hindered bus competition and his business for years which is why he was so devoted to supporting the needs of independent operators and against "The Combine" group as you mentioned.
Dodson Ltd. also built trolleybus bodies from 1912-1933, mainly for Keighley, Wolverhampton and Derby. Christopher’s brothers also started a bus service on the Isle of Wight in 1921, Dodson & Campbell Ltd, which became Dodson Bros Ltd/Vectis Bus Co. in 1923. Christopher was also a director in that company which merged with Southern Railway in 1929 to become Southern Vectis. All their buses had Dodson built bodies of course up until 1932 when they retired and sold their interest in the company.

John interestingly mentioned that Hastings Tramways was a Dodson customer. Dodson built 8 trolleybuses for Hastings in 1928, one of which,(DY 4965), still survives today. Restored and known as "Happy Harold" it has been fitted with a diesel engine to run as a bus. There is a short 1928 film clip of when the 8 Hastings trolleybuses were put into service that can be watched at this You Tube link.
"Happy Harold" is the trolleybus observed on right side from :18 to :43 seconds into the film clip.

Phil Dodson

Thanks Phil for the Utube film!!! How about that!!!
Please inform us all when you have completed your investigations. I would love to know of all the Dodson bodies, wherever they went. They had a very distinctive air about them, and the Sikh was by no means the only modernity item produced. Wolverhampton,s 1929 batch of Guy BTX had a much more modern body style, as did some other London Pirates. There was a Maudslay 4 wheel double decker with one of them if I remember, dated 1932/3

John Whitaker

29/08/12 – 10:33

Fascinating thread. I wonder if anyone has information regarding the Westminster livery carried on the Sunbeam Sikh? Was it red/cream?

Colin James

29/08/12 – 12:15

Maybe, if Phil Dodson sees this, he could tell us. Looking at this vehicle again, it’s got to be one of my favourite buses ever. What a shame that Dodson packed up and never built any more of them.
Could someone with DVLA access give the subsequent history of the vehicle?

Chris Hebbron

29/08/12 – 14:54

Didn’t it pass to Derby Corporation for a short time, or was that another one?

John Whitaker

30/08/12 – 07:03

The PSVC lists JJ 9215 as withdrawn by London Transport in 1934; to G J Dawson, SW9 (dealer) 5/35; Wigan & District Subsistence Production Society, Wigan, 1/37; G Pudifer, Liverpool, 9/39; J Routledge, Seaforth, Liverpool (dealer) 11/39, and scrapped.
According to Blacker, Lunn, & Westgate (London’s Buses Volume One – The Independent Era 1922-1934) Westminster’s livery was red and cream. The absence of a windscreen was apparently a peculiarity of one of the managing director, Mr Rich, who thought that windscreens were unsafe and that the draughts they created were bad for drivers’ health. JJ 9215 was reported to be a smooth runner but had a tendency to boil quickly.
There was a second Sikh built in 1931 with an older style of Dodson body for the Sphere Omnibus Co, but it did not enter service with them, although it was successfully submitted to the Police for testing. It became UK 7456 and was demonstrated by Sunbeam to Mansfield District, Midland General, and Derby, Birmingham, and Northampton Corporations, and was scrapped in 1940. Presumably this is the vehicle to which John refers.

Michael Wadman

31/08/12 – 07:35

Thanks muchly, Michael, for answering the queries Colin, John and I raised and even more!

Chris Hebbron

31/08/12 – 09:37

So sad, the number of manufacturers (vis Gilford and Dodson) who failed through no fault of their own, but rather because their customer base simple dried up or disappeared. What price a Euro 5 Gilford with Dodson body?

David Oldfield

31/08/12 – 09:38

Yes Michael, many thanks for the info on the 2 Sikhs.
There is something truly magnificent about the "big buses" of this era, and I am reminded of that marvellous machine introduced by Wolverhampton Corporation in (1929?). Again, with a Dodson body, but a 6 wheeled petrol electric Tilling Stevens. I only have a photo in a book; otherwise I would post it !

John Whitaker

31/08/12 – 16:02

The Westminster Omnibus Co. Sunbeam Sikh SM1 was withdrawn by the LPTB on 10 July 1934. This site gives a wealth of detail about the bus models of the Sunbeam company:- www.historywebsite.co.uk/Museum  In all its product ranges, bicycles, motorcycles, cars and buses, the Sunbeam company was synonymous with exceptionally high quality in keeping with the principles of the founder, John Marston, and almost all components were produced in house. This was reflected in the retail prices, and, in the depressed markets of the inter war years, sales were limited. The various parts of the Sunbeam group fell into different hands, though the name lived on for some models of motorcycle, motor scooter, car, and, of course, trolleybus. At least the trolley manufacture, ultimately part of Guy, remained in Wolverhampton to the end.

Roger Cox

16/12/13 – 07:23

Re John W/Michael W’s post on 29/8/12, I’ve found other, slightly conflicting info on the Derby Corporation Sikh. No. 44 was an ex-Sunbeam demonstrator, registration UK 7456 (chassis K10123) which dated from 1929. Its Dodson body seating was a smaller H35/32R, presumably to an earlier style, since the Westminster one was larger and the 1933 style. It went into service with Derby in 1933 and was also withdrawn in 1939.

Chris Hebbron

16/12/13 – 09:25

Thanks Chris for the TSM and Sunbeam detail which I have noted. You are correct in saying the Derby Sunbeam was of the earlier Dodson body style. I have seen a photo but cannot remember where it was. In "Looking at Buses" by G. Hilditch (I Think!)
Loads of Senior Moments!
I am now following Thornycroft. Have you seen the magnificent 6 wheeler photo on the Thornycroft site, with a camel roof body, which is a bit "Hall Lewis" looking. Also, trying to unearth photos of the 4 wheel BC Boadicea model as supplied to Southampton etc. This explosion of competition from 1929 to 1932 provides enough material for someone to write a book.
It would need someone a lot more technical than me though, a mere ageing enthusiast!

John Whitaker

17/12/13 – 06:51

The engine of the Sikh was an advanced and powerful overhead valve unit of 7.98 litres, developing 142 bhp at 2,400 rpm., which drove via a friction clutch into a four speed gearbox. The same engine was fitted to the more successful Pathan single deck model. Such a powerful engine must have given the Sikh and the Pathan remarkable road performances by any standard, certainly well above the norm for the early 1930s, though probably at a cost in fuel consumption. The Westminster Sikh weighed 7 tons 5cwt 3qtr, which seems remarkably light, and entered service in London in the week commencing 20th February 1933; the absence of a windscreen was entirely due to the rigid opinions of the Westminster company’s managing director, as the Met Police had capitulated on cab windscreens by this time. Only three Sikhs were made, the Westminster one being the second in production. In view of the imminent introduction of the London Passenger Transport Act on 1st July 1933, it is surprising that Westminster should have purchased such an expensive piece of capital equipment at so late a date. Almost inevitably, the solitary Sikh SM 1 did not survive long in the standardised world of the LPTB, being withdrawn in 1934 and disposed of on 16 May 1935. Its subsequent fate is unclear. As Michael Wadman and Chris Hebbron state above, the very first Sikh was cleared by the Met Police for use by the Sphere Omnibus Company on routes 73 and 76, but it never entered service, becoming instead a Sunbeam demonstrator and vanishing in the early years of WW2. The third Sikh was converted to a trolleybus, and opened up a much more successful market, though the original Sunbeam Company was not to see much of the benefit. In 1934, STD (for Sunbeam Talbot Darracq as then was) went into receivership, and the Rootes group picked up most of the assets.

Roger Cox

18/12/13 – 06:21

John, the best source of information on Thornycroft is the volume published in 2001 in the Ian Allen Transport Library (ISBN 0 7110 28141) written by the ever dependable Alan Townsin, who once worked for the firm himself. Details and photos of the bus models are there aplenty. Unfortunately, the book has no photos of a Southampton BC Forward, but there is a picture of Southampton’s rare HC six wheeler and another of a Daring. A picture of a United BC Forward may be found on this site under ‘Best Bits – A United Line Up’.

Roger Cox

18/12/13 – 14:14

Thanks Roger. Will look up the Thornycroft book, especially with the HC 6 wheeler being there! I remember them having English Electric bodies very similar to the Pompey Karriers.
Fascinating era to study!

John Whitaker

 Vehicle reminder shot for this posting

06/12/14 – 06:49

Sunbeam Sikhs are rare: photos even rarer! The link below shows a 1931 Midland District Sikh of 1931. What a dramatic difference is demonstrated by a mere two-year gap! //midlandgeneralomnibus.weebly.com/mansfield-district-buses.html

Chris Hebbron

Kingston upon Hull Corporation Transport
1945
Sunbeam W
Roe H31/29R

In order to undertake the final tram replacement along Hessle Road, in 1945. The final trolleybus route commenced on 1st of July. To operate this route 18 trolleybus chassis were purchased from Sunbeam. The first 12 were bodied by Brush of Loughborough, but the final 6 were bodied by Leeds-based Charles Roe. Number 80 is one of this final batch, which entered service in November, 1945.
Originally the seating layout was H30/26R, but along with most of the earlier trolleybuses it was upseated to H31/29R configuration in 1948.
The black and white photo shows no 80 operation along Anlaby Road, near to the Boulevard, the latter being the terminus of route 71, which, incidentally, had the only trolleybus reverser on the whole system, located at Malm Street. 80 is operating the main 69 service, in the outbound direction. The blinds are of interest, as the front blind is the 1942 wartime version, but the rear blind is the original black on white type. It is carrying a healthy load of passengers despite being on a 5 minute headway.
The colour photo shows it returning to the city centre on Newland Avenue service 62. It is seen in King Edward Street nearing the terminus. Considering the austerity of the period when they were built, they are a very handsome vehicle.

Photograph and Copy contributed by Keith Easton

———

The front blind in the top photograph is not the wartime version – the wartime version was a large number only – the number and via only display was agreed in December 1945 and gradually introduced from 1947. The rear blind is not as originally made as the Anlaby Road service was to be numbered 65 (Hessle Road would have been 66) but the renumbering in February 1942 changed this to 99. The blind was changed simply by altering the number.

Malcolm Wells

———

Hi Malcolm, many thanks for your input clearing up details on trolleybuses, a lot of the information was mainly from memory, and it ain’t always what it used to be!

Keith Easton

———

The reference to service 99 in my previous comment was a typing error – it was 69.

Malcolm Wells

———

Hull`s first batch of trolleybuses were Leyland TB4s with composite Weymann bodies. Subsequent batches by Crossley and Leyland were bodied by East Lancs and Cravens, both well known for metal framed bodywork. If this is so, does anyone know why Hull changed policy here, only to revert to timber framing (Roe) post war?

John Whitaker

———

My initial reaction would be that Hull’s East Lancs and Cravens bodies were timber-framed. I don’t know in this specific instance, but it was generally preferred in trolleybuses as metal-framed trolleybuses had to have low voltage (instead of traction voltage) lighting and in those days that required a motor-generator set which was extra weight, expense and something else to maintain, so not preferred.
Huddersfield had many East Lancs-bodied trolleybuses but only ever one metal-framed one. The motor-generator set and the associated noise was the reason why (I learnt this from Roy Brook’s excellent book on that system.)

David Beilby

———

I`m pretty sure you are right Dave re the Hull Craven and East Lancs trolleybus bodies, although they must have been to special order to be timber framed.
Motor generator sets are not the only way of lighting a trolleybus with metal bodies though, Bradford, from 1935 dispensing with this item but still retaining English Electric and Weymann all-metal bodies. I can supply more detail on this if anyone is interested, but Bradford was a trolleybus pioneer in several ways at this time.

John Whitaker

———

The debate about use of timber &/or metal framed bodies for trolleybuses is both interesting and, for the most part, true. The premise, however, isn’t. It presupposes that the move to Roe composite from any other metal was retrograde. The fact is that Roe composite bodies right up to the end (1968) were far better quality than many metal framed bodies – and that includes Roe’s own (Park Royal designed) metal framed bodies which gradually replaced them.
Evidence also suggests that the quality of Craven bodies could be suspect and that rebodying of such vehicles was not unknown.

David Oldfield

———

Further to David Oldfield’s comment, Nottingham had a series of 45 Craven bodied AEC Regents supplied in 1938, and I understand they were always regarded as much inferior in build quality to the earlier (1936) Metro-Cammell equivalents. And the inferiority of the Craven bodied first generation DMUs for British Railways was legendary!

Stephen Ford

———

Bradford was indeed a pioneer with trolleybus development, as it worked with the English Electric Company to produce a new trolleybus control system called series dynamic and rheostatic braking (SD) in 1936. This SD control system became the standard adopted by the Ministry of War Transport for the Sunbeam W/Karrier W trolleybuses built from 1943 onwards. Most of the post war trolleybuses built had the SD system of control, which was the case with the London Transport BUT 9641T BUT Q1 class. These were significantly different to the London prewar fleet that all had regenerative braking control.

Richard Fieldhouse

———

No premise intended David!
Horses for courses and all that. I am one of the greatest Roe admirers, as were Bradford Corporation, with their BUTs 740-751 !

John Whitaker

———

03/02/12 – 06:26

Pontypridd Urban District Council Transport needed extra buses during World War II for the local town services (electrified) as the petrol buses were in great demand to transport workers to the then rapidly expanding Treforest Industrial Trading Estate, (war effort) near Pontypridd.
The Trolleybuses ran a regular route from Treforest village 2 miles south of Pontypridd (not to be confused with Tref Ind Est, 4 miles south of Pontypridd)through to Pontypridd and on to Cilfynydd (pronounced Kilvunith for non welsh speakers) 2 miles north of Pontypridd where the buses turned for the return journey.

Mike Ashcroft

———

05/02/12 – 06:44

The Hull Cravens bodies on Crossley TDD4 chassis were of composite construction in accordance with Hull Corporation Transport’s specification TC2 as were the East Lancashire bodied Leyland TB7s. The Cravens bodies received major overhauls in the early 1950s (no. 46 excepted which was withdrawn in December 1954). In addition, several received new or rebuilt platforms by 1959.
Hull’s Sunbeam F4s nos 91-100 had 8 feet wide Roe bodies similar to Bradford’s 740-751 but the interiors of the Hull vehicles were far superior to the Bradford bodies. I was surprised on the first visit to Bradford in 1961 (when 91 to 100 were still in service in Hull)at the difference.

Malcolm Wells

Photographs by ‘unknown’ if you took these photos please go to the copyright page.

Kingston upon Hull Corporation Transport
Sunbeam MF2B
1954 (102) 1955 (115)
Roe H30/24D

The final batch of Kingston upon Hull Corporation trolleybuses, comprised a batch of 15 production and one prototype Sunbeam MF2B’s with Roe 54 seat highbridge bodywork. Due to the date of the prototype entering service in 1953, the whole batch were known as "Coronation" They were designed by the General Manager of KHCT, Mr G H Pulfrey, and the bodies were built to his design by Charles H Roe, of Crossgates, Leeds.
They were designed for one man operation, but in fact were never so used. The bodies were of 8′ width and featured front entrances, ahead of the front wheels and a central exit; internally they were fitted with two staircases, and a periscope was fitted to allow the driver to see how may seats were available on the upper deck, without leaving his seat. Another new feature in Hull was the use of automatic trolley retrievers, to assist with rewiring dislodged trolley poles.
It is believed that the 16 "Coronations" were always allocated to Cottingham Road Garage, working the Chanterlands Avenue and Beverley Road routes (61 and 63). Their working lives were comparatively short being only 9 to 11 years. Despite their short lives, none were sold for use elsewhere, but some Motors and electrical equipment were sold to Bradford, the remainder going for scrap. It is a shame that none of these fine vehicles were preserved.
The two photographs show number 102 (RKH 102), working route 61 on Chanterlands Avenue at the Goddard Avenue turning circle, this was the terminus of the 65 short working. It is on the outward journey. The second photograph shows sister vehicle 115 (RKH 115), In Ferensway, Hull city centre, passing the (then) Royal Station Hotel, whilst working a special service. The streamline livery of Hull Corporation, is shown to best effect on these vehicles.

Photograph and Copy contributed by Keith Easton

———

What superb vehicles these Hull trolleybuses were, and to a unique design too. I remember them so well from my RAF days at Patrington (1955/6) and of course they were in their prime then. What a tragedy that, if they had to be withdrawn early, they couldn’t have been sold as complete runners to Bradford. With five or six years remaining for the Bradford system they would have been a fine sight in the lovely blue and cream of the last trolleybus network in the Country – ah well, we can dream.

Chris Youhill

———

Ref the Bradford comment, lets play ‘what if’s’ for a moment!.
If we assume that going from a two door to front door only layout ( i.e. as per Atlantean or Fleetline) would gain 10 seats – 2 x doubles on each deck in place of the stairs + a double in place of the door that would take it up to a 64 seater. Extend the body in the rear overhang by one full bay would gain another row of seats on each deck which now gives us a 72 seat 30 foot bus. Sounds drastic?, perhaps – but not as drastic as building a complete new body which is what Bradford did only two years earlier on the ex Mexborough chassis and even then only finishing up with a vehicle with less seats at greater cost. Perhaps we could then have also seen a One Man Operated trolleybus as originally intended?.

By the way – is it me or does anyone else think that the Coronations bear a strong resemblance to the AEC Q type trolleybus?

Andrew

———

I talked, a month ago, about AEC cul-de-sacs – but often a design is years ahead of itself. Could be this is just such an example.

Sometimes a vehicle morphs into someone else’s.
Daimler Roadliner   became:
Dennis Falcon V     became:
Duple 425             became:
Dennis R series

The Bristol RE became:
Ward Dalesman GRX and Dennis Falcon H/HC

Did you know, though, that the last Sunbeam motor bus was a Sunbeam Regent – the trolleybus side was sold separately!!!

David Oldfield

———

The decision to abandon Hull’s trolleybus network was made in 1959, but although the trolleybuses were making a healthy profit, passenger numbers were on the decline, as more journeys were being made into the B zone, whilst the trolleybuses were only operating within the A zone. In 1934, the well known co-ordination agreement with East Yorkshire took effect and the tram routes in the B zone were abandoned and replaced by motor buses. Hull could have had a much larger trolleybus network, but for two reasons. The first being the co-ordination agreement, and secondly the cost of extending the overhead equipment. Had the trams not been curtailed, the trolleybuses would almost certainly have operated within the B zone also. This could have also seen EYMS trolleybuses, what a thought!

Keith Easton

———

A wonderful thought indeed Keith – but I imagine no through workings to Beverley as that would have been pushing the clearance miracle under The Bar just too far !!

Chris Youhill

———

Oh, I don’t know, Chris. You remember the principle of the conduit trams in London!

Stephen Ford

———

Indeed Stephen, I remember the London conduit system very well. On frequent childhood holidays in South London I spent many hours wonderment in watching the procedure for changing from overhead to conduit at the south end of Streatham High Road on the A23. Any such trolleybus scheme for the Beverley Bar would, I’m afraid, have been stamped on heavily at the planning stage in that very conservative ancient town.

Chris Youhill

———

With all the hoo-ha over satellite dishes in the Avenues, from the residents association, I very much doubt that trolleybuses would be allowed along Chanterlands Avenue these days; let alone Beverley! Seriously, though, trolleybuses working around Hessle, Anlaby, Willerby and Cottingham would have been serious contenders for, perhaps circular, services to and from Hull.

Keith Easton

———

As an aside, I notice that Hull was another (trolley) bus organisation which did not really consider visitors to the city in terms of blind displays. Enormous numbers and an almost begrudging display of the destination, and this was the ’50’s! Whilst it could be argued that pre-war London Transport intermediate blind displays were over the top, they did at least consider the native and visiting passenger. Smart vehicles, though, and nice to see a general manager ploughing his own furrow.

Chris Hebbron

———

Hello Chris, please see my comments on the AEC Regent III, HAT 471, for an explanation of Hull’s post-war blinds. Pre-war blinds in Hull were really quite informative, giving inner and outer terminals, with the main road(s) traversed, and the route number. For an example see the rear blind on Sunbeam W, number 80 (that will be posted 25/09). I must agree with post-war blinds though, but as a native Hullensian, we knew which route numbers went where, but it was not easy for visitors, but most Hull folk were friendly anyway.

Keith Easton

———

Interesting to read that these vehicles were intended for one-man-operation, given that this was not to be legal on double deckers for another 12/13 years; I would have thought that in 1953 O-M-O was fairly uncommon even on single deckers!

Dave Towers

———

The Coronations were also used on service 62 – I used service 62 every day to go to school. No. 101 did a six week stint on every route when it first entered service although the Hessle Road stay was cut short because it couldn’t cope with the very heavy loads.
The photo of 115 shows in Paragon Square on the DOLRS tour which covered every route and garage. No. 115 was newly repainted. There are other photos which show it in Holderness Road garage and at North Bridge.

Malcolm Wells

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26/04/12 – 06:17

Keith, I think that RKH 102 is pictured at the end of Chanterlands Avenue, entering the Bricknell Avenue roundabout, just before it reaches Goddard Avenue. In the mid-1950s the roundabout was quite new, prior to which the trolleybuses used to sweep majestically round the bend into Chants North! The site of the pre-fabs in the background is now occupied by sheltered homes and the bus shelter at far right is now the Rainhill Road stop (opposite Murrayfield Road).

Malcolm Burke