Copyright Ronnie Hoye

Newcastle Corporation
1950
AEC Regent III 9612A
Northern Coachbuilders H30/26R

Not a very good picture I’m afraid. I got my PSV licence in 1967 with Tynemouth & Wakefields (Northern General). By the time of the Queens Silver Jubilee in 1977 I was with Armstrong Galley, the coaching division of Tyne & Wear PTE. The PTE decided to commemorate the Jubilee by using two buses that were in service at the time of the Coronation in 1953. This 1950 Northern Coachbuilders bodied AEC was one of them, the other was a 1948 Leyland Titan. The Leyland was in its original livery of blue and cream, and I think it was part of the last batch to be delivered before the colour’s were changed to livery seen here in the picture. The route ran between Newcastle City Centre and Gosforth, however, by 1977 the PTE had a shortage of drivers with an any type licence, so on occasion drivers from the coaching division were drafted in to fill in gaps. I don’t know who the vehicles belonged to at the time, but they’re still around and belong to a member or members of the North East Bus Preservation Trust Ltd.

Photograph and Copy contributed by Ronnie Hoye

17/10/11 – 07:34

Thx, Ronnie, for the nice photo. The body is very nicely proportioned, although it does give the air of being a lowbridge vehicle for some reason.
Newcastle corporation’s livery was very attractive. I refreshed my memory only a couple of weeks ago when I visited the East Anglia Museum and 501 (LTN 501), on loan from Beamish, was doing the rounds.

Chris Hebbron

17/10/11 – 07:35

The post war NCB bodies were, like many others, notoriously badly built (structurally) and this was partly the reason for their folding up in 1950/51. At the last gasp, someone from ECW came along to try and resurrect the fortunes – hence the looks of these, NCB’s last, bodies. Alas to no avail.
After NCB closed, Roe bought machinery and timber from the receivers. They did not buy the company itself which disappeared.

David Oldfield

13/10/15 – 06:41

Dave Oldfield’s a little unfair. NCB had problems with green timber but so did Massey to a Much larger extent and even (whisper it) ECW.
It wasn’t because of failures with the product that NCB’s coachworks, machinery and stock in trade was sold, it was to pay death duties on the estate of the founder Sam Smith, the Smith family had to let go of one of their interests and rightly saw the coachwork boom coming to an end.

Stephen Allcroft

01/03/20 – 06:32

I was looking at the last bus from the Newcastle Transport and which was for Gosforth Park and would like to get the information of the route number which the buses was during those period of the 1970s and this help will be welcomed to get this route destinations onto my models required for the layout system.

Christopher Norris

02/03/20 – 06:49

Christopher, the commemorative route numer this bus and LVK 123 were used on in 1977 was Route number 44

Ronnie Hoye

03/03/20 – 06:31

Christopher, I’ll give you the full route inbound from Gosforth Park, as its easier to explain.
South from Gosforth Park into Newcastle City Centre, was a straight run down The Great North Road, which until the Tyne Tunnel opened in the late 60’s was still the A1.
As I said, it was a straight run, but it went through several name changes.
For about the first three miles, it was the Gt North Road, then for about two miles, it became Gosforth High Street, then back to the Great North Road.
On entering the City, it first became Barras Bridge, then Northumberland Street, and finally Pilgrim Street.
At this point the 44 turned right, into Market Street, which lead into Grainger Street.
At the bottom of Grainger Street, it turned right into Neville Street, where it stopped outside the Central Station, it would then turn right into Bewick Street, which was the terminus.
From there, it would turn right in to Clayton Street, then right again into Westgate Road, then left into Grainger Street, and then the reverse of the inbound route.

Ronnie Hoye

 
Copyright Roger Cox

Halifax Corporation Transport and Joint Omnibus Committee
1963
Albion Nimbus NS3AN
Weymann B31F

Here is a shot of Halifax Nimbus No. 251 in Elmwood Garage repainted for service with a new owner – I cannot now remember who that was. Despite its frailty and engine unreliability, I quite liked the little Nimbus.When I went to Halifax in 1964 I had only a motorcycle driving licence, and I learned to to drive on four (should that be six?) wheels during my lunch breaks. Initially I went out with the wonderful HPTD instructor, Arthur Brearley, in the old 1947 PD2 training bus, which, by then, had worn off most of its gearbox synchromesh, and I found this extremely heavy to drive. When this was not available one day, we had a Nimbus, and I took to this instantly. The six speed gearbox, apparently detested by most Halifax drivers, was easy to use with a light touch, which was essential if the middle gate was not to be missed. After passing my test, one of the routes I used to cover as a driver in the evenings was the 46 to Heptonstall, which, because of the unbelievably tight reversing point at the village – a narrow slot between two houses off an equally narrow road; even the mirrors had to be flattened against the bus to get in – a conductor was carried on the 31 seat Nimbus. The little Albion was certainly not up to the rigorous task of Yorkshire Pennine bus work, but it was a nice little thing to drive, and I renewed my acquaintance with the type some years later when I did a bit of moonlighting for North Downs Rural Transport.

Photograph and Copy contributed by Roger Cox

13/10/11 – 06:08

I know very little I’m afraid about the technicalities and operating realities of the Albion Nimbus – but I must say that this immaculate repaint to the order of a new owner says volumes about an operator who knows what a dignified livery is all about – its quite simply beautiful. If I didn’t know otherwise I’d say that it was heading for "The Garden of England" and the East Kent company in the good old days.

Chris Youhill

13/10/11 – 10:20

This vehicle was sold to Booth and Fisher, keen Albion Nimbus users. It survived to be taken over with that fleet by South Yorkshire PTE in 1976 and was even given PTE fleet number 1059.
253 of the batch was sold to Baddeley Brothers of Holmfirth and was still in the fleet when they were taken over by West Yorkshire PTE (as of course Halifax had been), although I don’t believe it was still in service.
258 was sold from a Joint Omnibus Committee to a municipality (Warrington), then to an Urban District Council (Ramsbottom) who in turn were absorbed into SELNEC PTE.
250 is still with us today, having spent many years working for Harvey’s at Mousehole. It survived long enough to be taken over by the post-deregulation Western National.
A batch of vehicles with a truly fascinating history!

David Beilby

13/10/11 – 11:39

256 also went to Baddeley Bros. Three others went to Wiles of (I think) Port Seton in E. Lothian but not sure which ones.

Eric

13/10/11 – 11:40

Another of the batch was sold to Wiles of Port Seaton near Edinburgh,I cannot remember what its number was.

Philip Carlton

13/10/11 – 11:42

Nimbus RJX 251 was sold to Booth & Fisher of Halfway near Sheffield. I believe it’s true to say that all or most of the Nimbuses were repainted by HPT for their new owners. For the record, they were disposed of as follows:
250: Harvey’s, Mousehole, Cornwall (now preserved).
251: Booth & Fisher, Halfway.
252: Wooliscroft (Silver Service), Darley Dale.
253/256: Baddeley Bros., Holmfirth.
254/257/259: Wiles, Port Seton.
255: Halifax Corporation Welfare Department (fitted with nearside wheelchair lift).
258: Warrington Corporation (later to Ramsbottom U.D.C, and then SELNEC)

I was still at junior school when these were delivered in 1963, and I well remember coming out of school after a school prize giving concert, and one turning up at the stop on the route 2 Northowram service. Not yet having discovered ‘Buses Illustrated’ I had no knowledge about what was happening in the bus world until I actually saw it, and the appearance of new buses was always unexpected and exciting.
I noted immediately the Albion badges, and the ultra modern curved windscreen – the first in the fleet and in total contrast to the earlier flat fronted Leopards and Worldmasters. Inside they were very tidy and bright, with flush light cream formica from floor to ceiling, instead of the usual MCW utilitarian painted metal.
As I took my seat, another Nimbus passed in the opposite direction, and as I got up to alight at Stump Cross another was turning into Kell Lane on the 33 to Shibden. They were everywhere !
Despite apparently having a four-cylinder version of the Tiger Cub engine, the sound effects were pure vintage Albion, sounding to me more like coal wagons. They had a characteristic nose down, tail up appearance, which seemed to increase with time.
Drivers always seemed to be struggling with them – especially the gearbox. They were hopelessly underpowered for the local mountainous terrain, though were capable of eventually getting up to a fair old speed on more level stretches. It was when they were at speed, especially coming down the hills and well loaded that the trouble really started. The brakes were apparently hopelessly inadequate and temperamental, and there were many heart stopping moments.
Although originally intended to provide feeder services from the various hilltop villages to the main road double deck routes, it just never really happened. They spent so much time in the workshops during the day being repaired and adjusted, that when they were released as available for service, usually during the afternoon peak, they just went out on to the next available duty, which would most likely have required something a bit more substantial. Consequently they were overloaded and thrashed unmercifully by drivers who hated them, and suffered as a result.
They were all sold off after three or four years and replaced by seven shortened, narrow Reliances with Pennine bodies.
I am surprised at Roger’s comments about enjoying driving Nimbuses, as all the older drivers I ever spoke to – without exception – detested them with a passion !
I also recall going on a transport society visit to Crich on a new Halifax Loline in 1967. We had arranged to call on Mr. Woolliscoft at Darley Dale to inspect his wonderful Silver Service fleet – including the withdrawn AEC Q-type. He had just acquired Nimbus 252 and it was parked in the back of his depot, nosed in towards the wall. We asked if it would be possible to bring it out to be photographed next to the Loline, and he agreed willingly. He climbed into its cab, started it up, and then attempted to select reverse. The bus lunged forwards towards the wall, and he hit the brakes – which fortunately worked on this occasion. He stirred the lever around and tried again – same result. And again, and again ! Finally, with the front panels almost touching the wall, and its owner red faced and cursing, it was decided that the only way would be for us all to push it out of the depot and across the road, and I think we then pushed it back !
I always found it difficult to believe that they had Weymann bodies. The were totally unlike anything the MCW companies had ever built, and one might have expected a sort of short, narrow version of the familiar ‘Hermes’ body similar to the Leopards and Worldmasters. Instead they were almost copies of the ones built by Harrington for Western Welsh. They were very neat looking vehicles.
I liked them though nonetheless, but then this was a few years before I became a driver, so I only experienced them as a enthusiastic passenger.

John Stringer

13/10/11 – 11:43

Albions – much neglected due to their early demise after their take over by Leyland in 1951. They should be remembered more fondly than perhaps they are, being side-lined into niches by Leyland. [The Aberdonian was a cheap light-weight version of a cheap light-weight version!!! ie of the Tiger Cub and was reviled as such.]
The Albion Victor VT21L was a Bedford SB13 clone with the Leyland 370 and a six speed gearbox. Generally regarded as much the superior beast, it was too expensive and too late to knock Bedford or Ford off their pedestals – and there were still Commer Avengers around. After this it was down hill all the way, although like the Leyland Panther, they still had success overseas where the home market didn’t work.
Booth and Fisher. A superb independent which ran by the end of my road on the Sheffield/Derbyshire border when I was a boy.

David Oldfield

13/10/11 – 17:05

When the Nimbuses were in service at Halifax, the bulk of the fleet consisted of Leylands, and changing gear with a PD2, even more so with a PD3, and exceedingly more so with the early Leopards, required the application of a certain degree of brute force. Also, it was not possible to miss the desired gate on the Leyland four speed synchromesh box. The six speed constant mesh Nimbus gearbox was the extreme opposite, and gear changing, which required double declutching, could be undertaken with the light pressure of a couple of fingers on the lever, and this was essential if the centre gate was to be detected. The gearstick did have rather long travel, and I have heard the characteristics of the Albion box described by unsympathetic persons as "stirring porridge with a knitting needle". The unpopularity of the Nimbuses was largely due to the total contrast of its light touch constant mesh gearbox with the heavier synchromesh boxes of the Leylands and AECs, or the even easier to drive AEC and Daimler preselectors.

Roger Cox

14/10/11 – 11:34

Was two of the batch painted in reverse livery and more comfortable seats for private hires.?

Philip Carlton

14/10/11 – 14:50

All the Nimbuses were delivered in conventional bus livery. The following year two Willowbrook-bodied Leopard DP’s arrived (269/270) which had the cream and orange areas reversed. Shortly after this Nimbuses 250 & 251 had their seats retrimmed with the same moquette as the Leopards and had headrests fitted. They were then repainted into the new DP livery. However, whereas the Leopards and later Reliance DP’s had polished metal trim above and below the central orange band, the Nimbuses had to have black lining painted on, as on the normal bus livery. On their withdrawal, some seats from both 250 & 251 were removed and fitted to new short Reliance replacement 252, though it was in bus livery. (The Nimbuses seated 31, but the Reliances seated 39). What was then used to reseat the Nimbuses for sale I do not know.

John Stringer

23/01/13 – 14:34

Sorry about the very late entry to this discussion about the Halifax Nimbi, but attached is a shot of 258 when it operated for Ramsbottam U.D.C.
I thought I had a shot of one of the other Halifax ones at Booth & Fisher, but it was one of the ex-Western Welsh ones.
Here in Australia the Nimbus was as successful as in UK, Rockhampton City Council in Central Queensland had six, 3 with Athol Hedges bodies and 3 bodied by Stewart & Sons of Bundaberg. They lasted into the mid-1970’s and a few saw further service with schools.
I’ll post a photo of the Ramsbottam one at the Stubbins Lane depot in 1969.

Ian Lynas

23/01/13 – 15:35

To see how unreliable these were just read the books by Geoffrey Hilditch who was responsible for them at Halifax. Aldershot and District borrowed one from Devon General and used it on their route 66 shadowed by one of their Falcons. They didn’t buy any!

Paragon

25/01/13 – 06:43

"PAYE" signs . . . you don’t see those anymore, do you? Halifax’s must have been amongst the more elaborate: an internally-illuminated glass covered by a drop-down flap – or as here, a slide down insert. At the time I thought YWD buses were very inferior with their black-on-yellow perspex flip-up/down boards behind the nearside windscreen – I think the KHD-series Leopards might have also had an illuminated PAYE sign to the rear of the entrance. The first time I saw a Leyland National (I) it had both its PAYE displays – to the left of the destination, and to the rear of the door – lit: wow! such modernity . . . and that I think was the last time I ever saw them in use. So: were these things ever a legal requirement, or just a passing fad? and if they weren’t a legal requirement why did operators spend so much cash specifying illuminated signs that were never used?

Philip Rushworth

25/01/13 – 12:33

Well, I guess at a time when PAYE was not universal (in fact quite unusual in urban areas) operators thought that signs (elaborate or not)might speed up the process if intending passengers were alerted to have their (hopefully correct) money ready as they got on. As we all know, that was a lost cause. Many city operators went over to "no change given" to save the time spent faffing about with change. And we are all familiar with the tedious process as a row of people board, each in turn putting his/her shopping, buggy and parcels down and then ferreting in the wallet, purse or handbag for cash, collecting the ticket, putting the wallet, purse or handbag away again and then collecting their worldly possessions together so that the pantomime could start all over again with the next "customer". (The essential of a passenger is that he travels. The essential of a customer is that he pays.) Of course twerly passes have speeded things up a bit – but not much.

Stephen Ford

26/01/13 – 06:28

See the posting of PMT 130 here  PMT 130 for that Operator’s early design of Pay as you Enter sign on the front panel.

Ian Wild

Vehicle reminder shot for this posting

11/02/16 – 09:04

RJX 251 ended up after the stint with SYPTE as the Chesterfield Cricket Club tour bus. We at the club have just obtained a picture for the club house in Queens Park. Does anybody know what happened to RJX after it left our ‘care’

Vernon

Copyright Bob Gell

East Yorkshire Motor Services
1930
Leyland Tiger TS2/6
Ransomes C26R

I received these shots the other day from Bob Gell with the following comment

“I visited the Coach and Bus Show at the NEC, Birmingham on Wednesday, and found this amongst the new vehicles.
It has been restored by Bluebird Vehicles, based in Scarborough, and is absolutely immaculate.”

Bob also sent a shot of the interior and the Leyland Motors Ltd manufactories plate that is mounted on the bulkhead they are below. Fortunately under the Fleet Lists section of the site there is Keith Eastons very detailed East Yorkshire Motor Services 1926/1941 fleet list which is where I got the information from.
Keith also states that East Yorkshire disposed of 158 in January 1946 to Adamson Bros in Hull it would be interesting to know its history from then.

Photographs and Part Copy contributed by Bob Gell

09/10/11 – 11:10

Interior shot

Manufactories Plate

09/10/11 – 08:11

What a stunning vehicle.

David Oldfield

09/10/11 – 09:38

As David rightly says, stunning indeed – perhaps someone could arrange a visit for a certain leading manufacturer in Northern Ireland to show them what a relaxing and dignified interior looks like eh ??

Chris Youhill

I can only echo Chris and David’s comments. I sometimes wonder what the essential design elements are about half cab single decker buses and coaches that in almost every case produce such elegant vehicles. The basic layout is fairly much identical yet the details are fascinating and how much more interesting they look than today’s standardised vehicles.
It would be interesting to see what a modern designer would do to create a 2012 "half cab"..I know it would never pass current operating regulations but it could bring up some forgotten details that might guide the current box designers toward making better looking vehicles. Also, as Chris says, that Ransomes interior is both practical, peaceful and stylish with Art Deco themes..a vast improvement on the multicolour gaudy finishes now offered.
Well done to the people who restored this bus and hopefully it will be out on the Rally scene next year!

Richard Leaman

09/10/11 – 16:52

Richard, a modern designer would come up with a sub standard half cab.
There are several examples of modern vehicles in the coaching side of the industry which are really reincarnations of an earlier era: Mercedes Vario – Bedford OB Mercedes Atego – Bedford SB Toyota Coaster – Bedford VAS
but they are (very) pale imitations of their classic forebears.

David Oldfield

09/10/11 – 16:54

Follow the restoration story here at this link

John Darwent

10/10/11 – 06:36

Thank you John for that link. I’m sure I can speak for many when I say that this superb restoration leaves us aghast with admiration for such thorough and painstaking work, and for the incredible finished product.

Chris Youhill

10/10/11 – 06:37

It’s always wonderful to see a lovingly restored vehicle and this is of the highest order. And nice to see a Ransomes’ body, too, for they retired from bus/coach body building not too long after this example. Their efforts always seemed to be of a good quality.
I’ve no idea when Clayton Dewandre heaters came upon the scene, but this would appear to be an early fitment, I’d hazard.

Chris Hebbron

10/10/11 – 06:38

What a beautiful bus. All credit to the restorers. Looking forwards to seeing it on the rally scene.

Philip Carlton

12/10/11 – 06:15

According to PSVC Fleet History PB17, the Tiger was next recorded as a caravan at Wilfholme Landing, (situated on the River Hull, between Beverley & Driffield) by 1953, and still there by 1980. It was purchased by Carl Ireland (I believe) at an unknown date and he did £15,000 worth of restoration, and then resold it to Bluebird. Bluebird’s website shows it as a bungalow, and on the low-loader in the state which it was purchased from Carl Ireland by Bluebird. Congratulations all round, I think. One small grouse though, I do wish it had carried East Yorkshire instead of Yorkshire Tiger!

Keith Easton

12/10/11 – 06:16

There were two of the three Ransomes bodied coaches in use as caravan homes on Mr R Harrison’s farm down Wilfholme Lane not far from Aike, (yak-a-baca-arram – in east yorks speak) 1st turn after Watton.
There is a confluence of river and drain at the site it was very damp the day I went Feb 1983. so its just as well the bodies were covered in to some extent. My note that day says EY 156/158. I think Mr Harrison said they went there from EYMS via a dealer.

Ian Gibbs

25/08/14 – 07:31

Does anyone know the present whereabouts or status of this vehicle, please?

Keith Easton

27/08/14 – 17:32

Bluebird Vehicles has ceased to trade. //www.route-one.net/industry/finance/scarboroughs-bluebird-vehicles-administration/

Stephen Howarth

29/08/14 – 06:25

According to Bus & Coach Preservation magazine
"The assets of Bluebird Vehicles have been bought by Manchester based Woodall Nicholson".
Now if I remember correctly in my days there they were a Halifax company that built hearses, John Stringer is the man who will correct me if I am wrong.

Peter

29/08/14 – 16:38

Quite correct Peter.
William Nicholson (born 1822) was a Master Coachbuilder based in Scarborough during the 19th Century. He retired during the 1880’s after which he and his wife ran a boarding house in Castle Road.
One of his sons – Thomas Woodall Nicholson (born 1848) moved to Halifax during the 1860’s to be apprenticed to a local coachbuilder there – probably that of George Piercy of Carlton Street.
George Piercy (born 1805 in Harrogate) was the son of Thomas Piercy (born 1779) who had established a coachbuilding business in Halifax in about 1820, building horsedrawn cabs and carriages.
In 1873 Thomas Woodall Nicholson bought out Piercey’s business and changed its name to his own.
He died in 1914 and the business was taken over by his son Charles Woodall Nicholson. Under new management from 1933 the company, whose works were situated in Well Lane at the bottom end of the town, began to specialise in building hearses mostly on Rolls Royce chassis in the early days, though later on other types – particularly the Austin Princess 4-litre.
In the early postwar period the company briefly diversified into bus bodywork, and a small number of very smart examples were built on such as Bedford OB and Commer chassis. An example of an OB for Tillingbourne Valley can be seen here: //www.sct61.org.uk/tl689  
They also rebuilt or refurbished a considerable number of prewar single deckers – particularly for United Automobile.
In 1983 the company passed to the Hawley Group, which two years previously had bought Woodall Nicholson’s main rival in the hearse business – Coleman Milne of Westhoughton. The Halifax works was closed in 1987 and all manufacture moved to the Coleman Milne works.
Coleman Milne was owned by the Henley Group, which in turn passed to the Hawley Group in 1985. Hawley sold Henley and Coleman Milne to Plaxton’s in 1989, but Coleman Milne was sold to a management buyout team in 1992, Woodall Nicholson becoming the holding company for Coleman Milne, Mellor Coachcraft and Mellor Vancraft. Recently the company has passed to a private investment syndicate.

John Stringer

02/07/15 – 05:40

After Bluebird Vehicles went into receivership RH 206 passed (according to PSVC) to Miller, Scarborough.
Apparently it has now passed to Barry Dodd the Lord Lieutenant of North Yorkshire

John Wakefield

03/07/15 – 06:33

Thanks, John for the updated information on ownership, where does Barry Dodd (the Lord Lieutenant of NY) reside? Any idea of dates?

Keith Easton

31/07/15 – 06:38

According to my records 156 and 158 passed to a Mr Arthur Dixon of Washington Street, Beverley Road, Hull in 1948 for use as caravans. They were purchased by the EY Tiger Group in February 1982 (not sure who they were). 156 was broken up by August 1987. 158 then passed to a Mike Kilvington in August 1987 – he was based in Rugby but I believe he originated from the Hull area. His intention was to have it restored by apprentices at one of the colleges in Hull and I believe he was responsible for the work carried out. It then passed to Carl Ireland – it was then advertised in Bus and Coach Preservation Magazine in August 2001 for £8000 before passing to Bluebird. Bluebird also had at least one other vehicle their apprentices were to work on – I think this was a Southdown TD.

Rod Hebden

Vehicle reminder shot for this posting

09/12/20 – 11:56

RH 206 is very much alive and well and living safely in North Yorkshire.

David Hunter

06/01/21 – 07:18

I am currently engaged in writing a book about the Preserved Buses of Hull. RH 206 features in this book and indeed is the oldest survivor of either of the main Hull fleets. A question to David Hunter (re your comment 9/12/20); do you have access to the vehicle, know of its whereabouts (I totally understand if you can’t divulge) or could you provide a recent photograph of the vehicle? Thanks in anticipation.

David Greenwood

10/01/21 – 07:11

Sadly, Barry Dodd, Lord Lieutenant of North Yorkshire was killed in a helicopter crash near Boroughbridge in May 2018. He lived with his wife Frances at Carlton in Cleveland. I know of no history of RH 206 since I’m afraid.

John Darwent

19/01/21 – 09:53

I was aware of the demise of Barry Dodd, but like you John I have no further information on RH 206, when the PSVC history of East Yorkshire (PB33) was drafted by myself, the ownership was still with Barry Dodd. I would be grateful if anyone has any subsequent information.
I note that David Greenwood about his forthcoming book on the preserved buses of Hull; being a ‘Ull lad myself (‘Essle Road), I would be interested in the fruits of his labour. I am an avid KHCT/EYMS fan. (See my article on Hull Bus routes on this website).

Keith Easton