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

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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 What a tragedy that, if they had to be withdrawn early, they couldn’t have been sold as complete runners to Bradford.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

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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

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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

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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

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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

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

Stephen Ford

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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

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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

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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

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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

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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

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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

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

Halifax Corporation Transport and Joint Omnibus Committee
1955
AEC Reliance MU3RV
Park Royal C41C

Here is a rather nice looking coach which Halifax Corporation acquired in 1966. According to one source of information Halifax acquired it from Timpson of London but according to another source it was originally delivered to Bourne & Balmer of Croydon. Was this coach 2nd or 3rd hand at Halifax if you know please leave a comment. I did actually go on this coach to somewhere but I can’t remember where, but I seem to think that the two front roof windows were tinted a very dark orange.

09/09/11 – 07:08

A little detective work reveals that Bourne & Balmer ceased trading independently on 1st Jan 1960, and either then or later became part of the Timpson operation. So it seems that both sources are correct.
In 1967 261 was renumbered 257 and then almost immediately 258. It was rebodied by Plaxton in 1968, and in that form passed to Calderdale JOC in 1971 and to West Yorkshire PTE in 1974.

Peter Williamson

11/09/11 – 07:40

Timpsons acquired Bourne & Balmer in 1960, which probably explains the confusion.
NRK 350 was new to Bourne & Balmer in April 1955, passed to Timpsons, and was sold to Halifax JOC in February 1966. Fitted with a new Plaxton body in 1968, passed to West Yorkshire PTE, sold May 1975.

Michael Wadman

03/10/11 – 07:22

Timpson’s acquired the business of Bourne and Balmer (Croydon) Ltd on 17 November 1953, but retained it as a subsidiary until April 1960, when it was closed down and the fleet absorbed into the main Timpson’s fleet. During those years, new coaches were added to the Bourne and Balmer fleet from time to time, NRK 350 being one such vehicle. Even after 1960, Timpson’s continued to paint some of their coaches in Bourne and Balmer livery, with Bourne and Balmer fleetnames, until around 1970. Thus, NRK 350 was new to Bourne and Balmer when it was a Timpson’s subsidiary, and passed into Timpson’s ownership upon the closure of Bourne and Balmer in 1960. It retained Bourne and Balmer livery until the end of 1964.

Dave Williamson

03/10/11 – 11:47

Along with other similar Reliances this bus was given a new Plaxton Panorama body, in his book Steel Wheels and Rubber Tyres Geof Hilditch says that MBY 347 an AEC Reliance bought as an accident victim for £275 Halifax rebuilt it and it was rebodied for £3000 truly a bargain.

Chris Hough

03/01/14 – 08:10

NRK 350 languished after withdrawal in the quarry scrapyard of Bingley Autospares for around nine years from withdrawal in 1975 to 1984 when it was finally broken up. It was surrounded in the yard by other Halifax Titans and Leopard saloons plus Leeds Regent Vs and PD3s.

Anon

Photograph by Graham Low

Smiths Luxury Coaches (Reading) Ltd
Dennis Lancet J3
1947-50
Duple C35F

I read with great interest Frank and Derrick’s notes on the Dennises run by Prestwells of Woodhouse Eaves. Unfortunately I’ve no info that might help, but here’s a Dennis Lancet J3 of about 1950 run by Smith’s of Reading until about 1964. The photo is by Graham Low, who incidentally contributed many of the illustrations to Paul Lacey’s book "Thames Valley 1946-1960".
Having always found buses more interesting than coaches I regrettably never noted the registrations of Smith’s Lancets, many of which had been bought in from other operators. By the mid sixties they were relegated to occasional contract duties, their place in the front shed having been usurped by nice AEC Reliances and horrible Super Vega-bodied Bedford SBs. 
For single-deck runs on the AWRE Aldermaston contract the office would say "Take one of the spare Bedfords" but I occasionally managed to persuade them to let me take a Lancet, and what a pleasure it always was!—though the other younger drivers didn’t agree.
In Classic Bus Aug-Sept 1999 there’s an amusing account of the challenges posed by the Dennis Lancet. You don’t sit over the pedals, but more behind them as in a car. The bonnet is admittedly high, but visibility is still good. First and second gears are to the right, third and fourth to the left, and for fifth leave the lever in fourth position but push it left towards the engine against a stiffish spring and then forward. Ease off the throttle and as the revs die back fifth engages itself noiselessly, and to return to fourth release the throttle for a moment, give her 44% more revs and again the take-up is smooth and silent. In contrast to this luxury the rest of the box (sliding mesh for all except fourth) is fairly unforgiving.
The Dennis O6 engine, direct-injection with 4 valves per cylinder, is quiet, practically vibration-less and very free-revving, but not a low-revs slogger, so hill-start clutch control can be tricky.
The steering seems rather low-geared, but is light, extremely positive and—unlike that of some AEC Reliances—dead stable. The brakes are perfectly adequate. The whole vehicle inspires confidence in the driver, and I don’t think the passengers ever complained either.
One Smith’s Lancet J3 registration KJH 900 was bought for trolleybus towing by the very active preservationist Tony Belton. I’ve heard it may survive somewhere. It has come to light whilst doing this posting that the above vehicle was in fact KXX 329 and came from Clarkes Luxury Coaches, London E16, in about 1951-2

Photograph and Copy contributed by Ian Thompson

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It’s interesting that Dennis were never mainstream but always managed to have a mainstream following – even in the ’50s.
Considerable numbers of Lancet IIIs had full and productive lives with Yorkshire Traction and East Kent – let alone with their biggest fan, Aldershot and District.
Was I dreaming – or did Smith’s eventually become Horseman Coaches of Reading?

David Oldfield

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Yes, David; Smith’s did become Horseman. The old blue and orange livery gave way to white. I’m hoping to get more details of the takeover soon. The Lancet J3 was so well made that I’m sure many of them would have had even fuller lives had one-man operation not demanded front entrance and so the disappearance of the halfcab. Interesting that the underfloor Lancet attracted so few customers and that A&D in particular turned their backs on it. I’ve never driven one, but 3 possible explanations come to mind:
a) Did the 8-litre version of the Dennis O6 engine work less well lying down than standing up? Piston wear problems? Only a guess…
b) Was the sound of the mid-mounted engine too subdued for the driver to judge revs accurately enough for clean gear changing?
c) Were the mechanical losses incurred by the double-reduction rear axle reflected in noticeably higher fuel consumption?

Ian Thompson

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Getting very technical here, Ian, but everything you say makes sense. The AH590 was not the AV590 and the vertical and horizontal 0.600 were not strictly the same engine. Dennis were always small and probably didn’t have the money to throw at solving problems of turning an engine on its side. [Even Volvo had to use government money. They piggy-backed development of B58 with horizontal engine on a government contract for military vehicles with similar layout. Otherwise Volvo may have been in with horizontal engines later than they were.] I’m no expert on early Dennises, but it was reported that the 06 was very smooth. As for the fuel consumption, if all else were right, people would perhaps have persevered. I heard that K4 Lances suffered twisted chassis at A&D, but I don’t know whether this was universal.
At least they gave the general populous a Lodekker.

David Oldfield

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Only very few horizontal O6 Dennis engines were 8 litres and with this engine there were reported problems of bearing failures from Glentons. The engine power was increased from the vertical engine by increasing the allowable revs and I am thinking that Glentons (on tour work) probably used this to advantage for long periods. The 7.6 litre horizontal engine does not seem to carry this stigma.
All the horizontal engines differed from the vertical models – an oil way was drilled up the connecting rod to supply extra oil to the piston bores. I have often wondered if this was excessive and it robbed the bearing supply.

Nick Webster

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18/03/11 – 16:13

I was based at RAF White Waltham, 1963 – 1967, and regularly used Smiths of Reading for Wednesday afternoon football fixtures. More importantly, Smiths had a daily contract to ferry our lovely WRAF personnel from RAF Shinfield Park where they were billeted, to RAF White Waltham, where they worked. The usual driver for this daily run was a veritable Mr Banks, who was 70 at the time, drove like a mad thing, and read my wife’s (to be) newspaper whilst driving if she sat near the front. Rumour has it that other, younger drivers were terrified of standing in for Mr Banks if he was away, as he would seek feedback on their behaviour and driving on his return.
Sorry, this isn’t a technical item, but it might add a bit of whimsical history.
Now, if anyone has a photograph of Mr Banks, with or without coach and WRAF beauties, that would be worth seeing.

Doug Adams

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26/04/11 – 07:19

I left school in 1955, and started work at Smith Coaches in the engine shop with Bill Collins, and after coming out of the Army in 1964 I returned, passed my PSV and worked with them until 1970. Having driven all types of buses "AEC/Leyland and ex London RT’s", working in the garage with Nobby Early, Coaches on Contract duties, and Coastal Services, Continental Tours with Eric Mills, I now find it hard to believe that the largest one man operator, with a fleet of approx 120 vehicles I now find little trace that they ever existed. Mr Alf Smith was once Mayor of Reading

Pete Brant

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27/04/11 – 07:13

Good to read Pete Brant’s comment. I’m glad to say, Pete, that some of the old hands are still around. Sadly, it was Charlie Heath’s recent funeral that brought some of us together: I met Bunny Austin, Pete Smyth, Ron Shackleford (still working part-time for Horseman, Jim Foster and (though I didn’t get a chance to talk to him) Bert Newman. I think we ought to have annual reunions! Very few Smith’s buses have survived: Ron S.’s Reliance, under cover at a museum east of Reading, is the only one I know of. I heard the other day that Dennis Lancet KJH 900, used for years as a towing wagon for preserved trolleybuses, hasn’t made it.
So the vehicles have all but gone and Rose Kiln Lane depot is built over, but–thank Heaven–some familiar faces are still around and Graham Low of Wokingham has plenty of photographs that he very foresightfully took in the 50s and 60s. Bunny Austin too has a collection of on-tour photos and apparently Jim Foster even has some cine-film.

Ian Thompson

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27/04/11 – 07:19

Hi Ian I also remembered the Rhonda Regents,the only vehicle you could bring up Southampton Street in top gear, due to low ratio gearbox, also was fitted with exhaust brake. Do you remember the old "ex Leeds Leyland JUG" we used on the Crowthorn Road Reserch contract during the construction.

Pete Brant

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01/05/11 – 09:25

A couple of photos in connection with Pete Brant’s comment on Smith’s of Reading. JUG 624 (1946 Leeds PD1 but with 1945 chassis number) stands in St Mary’s Butts and JDP 519 (new to Smiths in 1953) which I used a lot when not on double-deck contracts, is in the yard, with one of the prewar London RTs in the background. Two JUGs (the numbers escape me) were always used on the "Paddy Run" to Crowthorne and were white with dust inside from the clothes of the always good-humoured Irish labourers, who’d regale each other with wonderful tales in the tradition of the roving story-tellers of rural Ireland. There was a stop on the way back at the Jack of Both Sides at Cemetery Junction, but in the n/s mirror you could always see a handful of thirsty chaps leaping off the platform well before you reached the pub. I worked this enjoyable run quite a lot, mostly with the late Mike Dare, who co-founded the Sandtoft Trolleybus Museum.
You mention the good hill-climbing of the Rhondda Regent IIIs, Pete. I wonder whether that was also because of the 9.6-litre engine and lightweight bodywork?
Len Ledger was the driver and guardian of London RT FXT 229, and you had to be on your best behaviour to be allowed to drive it!

Ian Thompson

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04/05/11 – 07:10

So many wonderful memories Ian, on many occasions I was privileged to drive Lens RT with the coconut matting on the cab floor for those dirty people that didn’t remove their shoes before entering the cab. I was so sorry to hear of Charlie Heaths passing, glad to hear Ron Shack is still doing a bit, Tell him "Herman the German was asking after him. Do you know if Mick Smith "the Govenor’s Son" is still with us,? I last saw Keith Aplin at Horsemans a few days before he retired.

Pete Brant

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Vehicle reminder shot for this posting

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17/05/11 – 11:18

It was wonderful to read your comments about Smith Coaches. My father is Jim Avenell who is still with us at 80yrs young. I spent my childhood either down the yard or out in the coach with my father during the early to mid sixties and in the social club between runs lol, I was always there. Saturday mornings would be spent emptying the ash trays and polishing them with Duraglit while dad was on the wash in his wellies doing the outside, we’d then go up to the canteen for a cuppa and I would sit in ore listening to all the guys talking and joking around, the room full of smoke from woodbines and parkdrive, plenty of tea. Then back down to the wash and polish the body trims, oh I loved it.
We used to keep a pony on the grass behind the social club and people would feed it beer and crisps through the window, never forgetting the Christmas parties for us kids, Happy days sitting up front going to Harwell sitting in the shed on site, or going to Abingdon cattle market. One day we bought a dozen chicken and brought them back to Reading in the boot lol Oh so many stories. I have amassed a couple of hundred photos over the years and always looking for more or any thing related. Some of the guys I remember were great, guys like Robby Curtis, Ron Shack of course, Dave doe, Jack Pit, Reggy Summerfield,Grover,Steel,Kenny Haywood,Punchy Parsons,Chris Denton,Mick Goslin, Pete Fisher, Morri Hood, Ceral Gollop, Ropper, Dave Reed, Gorge Forman, Alf, Michal and Jacky Smith. Im sure I could think of more. So many good memories and all that’s left is the row of conifers that lined the wash.
I myself later drove for Horsemans briefly before getting my class one HGV, Later to become an HGV driving assessor, so I guess you could say its in the blood and the seeds where sown down at Smiths Luxury Coaches.

Paul Avenell

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17/06/11 – 09:00

Response to Paul Avenell.
Paul does your great collection of photographs contain any of the veritable Mr Banks? When your Dad was approx. 30, Mr B. was 70 (but still driving for Smiths), perhaps he might remember him. In any case, very best wishes,

Doug Adams

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24/02/12 – 07:15

9797 DP a Val 14 Duple is still with us!

Anon