Copyright Ken Jones

Coventry Corporation Transport  
1940
Daimler COG5/40
Park Royal B38F

This bus was new in 1940, as fleet number 244, and sold on to Derby Corporation in 1949 where it took fleet number 47. Being non-standard in Derby, it was used mainly for driver training. Passing to Derby Museums, it was off the road from 1979 onwards. In 2009 it was placed on long term loan to Roger Burdett in return for restoration, and it returned to the road in the Spring of 2012. Roger has had the vehicle immaculately restored into Coventry Corporation Transport livery both inside and out and looks as good as the day it was delivered if not better. This is the first time in 63 years that it has carried this livery.

Photograph and Copy contributed by Ken Jones

A full list of Daimler codes can be seen here.

30/10/12 – 15:23

This vehicle is scheduled to be at the Lincoln rally this coming Sunday 04/11 along with Coventry Double Decker 334.

Ken Jones

31/10/12 – 08:49

Coventry = Daimler buses (well, usually!) and Roger Burdett = outstanding restoration. What more needs to be said?

Pete Davies

31/10/12 – 10:23

Bravo?

David Oldfield

31/10/12 – 17:31

What a Wonderful livery, an Excellent paint job makes you feel you could put your hand into it. The interior is just as good with a lovely clean ceiling.

David J Henighan

02/11/12 – 07:30

All of Roger Burdetts buses & coaches all excellently restored to a good finish
Also Ken Jones for his photographs he’s taken of Rogers vehicles.

Steve Jillings

05/11/12 – 15:17

An excellent event at Lincoln yesterday, despite the cloudy and sometimes wet weather.

Geoff Kerr

05/11/12 – 15:55

I meant to say I rode on it into Lincoln. Another website gives the seating as B38F, a high figure for a half-cab; 35 is more usual. but there wasn’t much legroom!

Geoff Kerr

Thanks Geoff I have filled in the ??s, it is a bit high isn’t it.
Peter

15/11/12 – 14:57

Coventry were renowned for pushing seating to the limit. The CVAs from 1947 had 60 seats and CVGs in the late 50s were up at 63.
The COG seating is tight 38 seats in a 26ft vehicle is nearly unique. Lack of seat comfort is why I am unlikely to take it to rallies outside the Midlands.

Roger Burdett

15/11/12 – 15:51

Is it not a COG5/40, the variant single deck Daimler with a very compact cab/engine section, so designed to gain maximum (40 = 40 seats) seating capacity, and only fitted with a Gardner "5"?
Coventry had finalised the design configuration for a 60 seat 4 wheel double decker by 1939, although Daimler were also developing a 6 wheel double deck chassis, the COG6/60 as a 60 seater (plus) for Leicester, when war broke out.
Back to the COG5/40 this was readily identified by its vertical radiator, when the contemporary deckers had sloping radiators, and was represented in several fleets, Lancaster being one.
One of the most attractive preserved buses I have ever seen, and I am still sorry I could not make the recent Lincoln event to see it!

John Whitaker

15/11/12 – 16:52

A good number of North Western pre and immediate post war Bristols previously with 31 and 35 seats were rebodied by Willowbrook in the early 1950s and received 38 seats in their new bodies. Though the chassis were lengthened to 27ft 6ins they were hardly the most comfortable of vehicles.

Phil Blinkhorn

16/11/12 – 15:42

In answer to John’s question it is a COG5/40 but I am not sure the 40 referred to seat numbers

Roger Burdett

I have changed the code adding /40.
Peter

17/11/12 – 07:08

John Whitaker is correct. According to the ever reliable Alan Townsin in his book on the Daimler marque, the ’40’ did refer to the potential seating capacity of the COG5/40, but this optimistic figure was achieved only by two buses built for Lancaster Corporation in 1936, which had a rearward facing seat for five at the front. Several bodybuilders achieved a capacity of 39, however, though one imagines that legroom would have been decidedly constrained. As John has accurately stated, the engine was always a 5LW behind a vertical radiator which lacked a fan (the Gardner was always a cool runner), and the engine bay and bonnet assembly was thereby reduced in length to 3ft 11.5inches, a full 8 inches less than that of the COG5 double decker.

Roger Cox

17/11/12 – 08:45

I thought Roger and others might like to see the attached photograph of a vintage line-up.
It was taken at Derby’s Ascot Drive depot on 29th November 1970. We had travelled down in preserved Oldham Crossley 368 (FBU 827) – a vehicle I was to later own for some years – to collect Derby Crossley 111 (CRC 911), which had just been bought for preservation by Mike Howarth. This was, with the possible exception of Joseph Wood’s example, the last Crossley double-decker in service and also had one of the last Brush bodies built.
A small hand-over ceremony was arranged with the Fleet Engineer at Derby, John Horrocks, who was himself an enthusiast and preservationist and owned Derby Daimler 27 (ACH 627), which is the fourth vehicle in this line up after Roger’s Coventry Daimler.
Happily all four vehicles still exist today although it saddens me greatly that Oldham 368 hasn’t been on the road since about eight months after this picture was taken. Fortunately for a 1950 bus I believe it has yet to spend a first night outdoors, remarkably it has always been kept under cover. The corrosion in this case started bottom up, with combatting the effects of road salt being the main focus of all the work I did on it.
Incidentally, the chassis numbers of these two Oldham and Derby Crossleys were just three apart.

David Beilby

17/11/12 – 14:34

A splendid picture, David. I have a tremendous respect for those such as you who take on the huge task of bus preservation. Only those who have tried it can truly appreciate the effort, expense and dedication involved. We are all the richer for the results.

Roger Cox

17/11/12 – 16:05

…..and so say all of us, Roger.

David Oldfield

06/02/14 – 08:35

What a joy it was to see the photo’s of Coventry buses. As an ex employee before nationalisation, I’m now retired and moved back to COV after spending time with Midland Red and East Kent (Office & Platform) I am trying to obtain a fleet list for Coventry Transport for the period 1955 to when it became West Midland. If anyone can help I would be most grateful.
I will be posting an article on Pool Meadow in the 50’s and 60’s, which was where all bus enthusiasts of every age spent there leisure time. Anyone who was around at that time,I would be pleased to share our memories.

Scotty

07/02/14 – 06:47

You can find a complete list of every CCT bus from 1914 to 1974 at //www.cct-society.org.uk/corporation/buses.htm.

Scotty

Vehicle reminder shot for this posting

16/06/20 – 06:58

Just wondering about two Coventry buses in Bangkok, one had been converted to a tow vehicle, the other was a standard Bus. This would have been 2012 I think, we were traveling down river on a water bus and I noticed the Coventry livery as we passed. Unfortunately there wasn’t time but I have often wondered how they came to be there. As I left Coventry in 1970 it did spark my interest but since then I have never had the chance to follow it up

Bill Ballington

Copyright Ian Wild

Sheffield Corporation
1963
AEC Regent V 2D2RA
Park Royal H38/32F

After several years of deliveries of rear engined double deckers, Sheffield bought batches of forward entrance for all three fleets in 1963 and 1964. This bus was from the first batch and is seen in May 1967 at the Oughtibridge terminus of service 18. Although four years old by this time, the bus appears to be in its original coat of paint with red lining below the lower blue band and the gold front fleet number.
Brian commented recently on Sheffield Bridgemaster 525 that it was used on the service 7 to Stannington, I think it more likely that the bus(es) he recalls was one of these not dissimilar looking vehicles which were regular performers on that service.

Photograph and Copy contributed by Ian Wild

A full list of Regent V codes can be seen here.

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03/09/12 – 06:14

Strange how companies ‘borrow – steal?’ design ideas from each other, I would be hard pushed to spot the difference between some Alexander and MCW bodies, and to me the upper deck on this vehicle could have come straight out of the Orion stable rather than Park Royal

Ronnie Hoye

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03/09/12 – 07:50

These were essentially Herries buses for the north of the city – including the bit of the West Riding which would become part of the city after the 1974 Local Government Act became law. The 18 was the Oughtibridge route (on the main Manchester via Flouch Inn corridor) but a favourite haunt for the park Royal regent Vs was the 91/98 Grenoside/Ecclesfield Circular. I thought that 64 – 73 with Weymann bodies were better looking but apparently they suffered from being amongst the last bodies completed at Addlestone and the quality of finish was not up to traditional Weymann standards. Pity, though. These were delivered to East Bank in August 1963 and spent their formative years on the 28/43 group of Herdings routes.

Ian, there is an extant picture of 525 (in Charles Halls’ book) on the 70 to Wombwell – so she did creep north of the city centre.

David Oldfield

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04/09/12 – 06:44

Could it also be a BET Standard? BET "asked" PRV to change the original Bridgemaster from Classic PRV style and construction to steel framed "Box on Wheels" that it became. That is when PRV began to look more and more like the Orion.

David Oldfield

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04/09/12 – 08:34

A pair of identical Regents ended up with Hebble when the Sheffield C fleet was disbanded in 1970. They always stood out by virtue of their Sheffield style indicators they were then passed to Yorkshire Woollen when Hebble disappeared a year later.

Chris Hough

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05/09/12 – 06:50

That was 1150/1151 – and they were joined by some 1962 Atlanteans and the infamous ECW/PD2s.

David Oldfield

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05/09/12 – 06:51

And after that, the two of them left Yorkshire for good, ending up with KMB in Hong Kong. They were rebodied with MetSec bodywork, and ended their days in a scrapyard, in the Chinese version of Barnsley!

Dave Careless

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05/09/12 – 08:35

PRV and Roe both seemed to take a liking to those rather obvious ventilation extractors on the upper deck around this period – the fact that they weren’t more widely adopted might hint at their usefulness. To me, for some reason (familiarity perhaps?), two fog/spot lights have never looked right on a half-cab: I can only think of AEC fitting two fogs/spots, but did Leyland? – I’m sure I’ve never seen a Daimler or Guy with two. Whatever, to me this bus has a brutal purposefulness about it – a classic in terms of both design and livery.

Philip Rushworth

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05/09/12 – 08:36

It’s only my opinion, but my vote for the best looking half cabs ever would go to the Park Royals of about the mid to late 50’s. Southdown had them, Newcastle had both high and low bridge versions on AEC Regent V chassis, Northern General Group had them on Guy Arab IV’s, and a later batch of PD2’s with rear doors. To be fair the Leeds Roe bodied Regent V’s were also a handsome beast, but I prefer the PR’s

Ronnie Hoye

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05/09/12 – 08:37

Can you give us any details please, David, of how and when BET ‘asked’ PRV to alter their design and construction?

Roy Burke

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06/09/12 – 06:48

Sorry, Ronnie, but my vote always goes to Roe. I will agree with you after that – and don’t forget the COMS Regents with similar PRV bodies.
Roy. Regret that I cannot give documentary details – I do not own the book that contained the information. (It was a paperback about significant prototypes vehicles.) Briefly: Crossley were allocated the task of developing the Bridgemaster and they were also producing a clone of Ronnie’s favourite PRV body at the time. Apart from being extremely attractive, it had, I believe aluminium construction – like the Routemaster. ACV were anxious to attract BET orders, but BET wanted a simple steel-framed construction with single skinned domes – in other words an Orion clone. This was around 1958, when Crossley finally closed down, and production moved to PRV in London. This resulted in the dreadful box-like front-end design of the Bridgemaster (even though initially the rear dome was the same as "standard") and the same single skinned interior panels (again like early lightweight Orions). I believe there is also passing reference in "The Blue Triangle" (Alan Townsin).

David Oldfield

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06/09/12 – 07:19

With respect to the intake of the 1964/56 series of AEC Regent V/Park Royal vehicles I can add a little information on their purchase.
From the early sixties, Sheffield Transport Dept favoured the rear engined double decker, giving up to 78 seats. The general Manager C.T Humpidge, the successor to R.C.Moore from 1961, did favour the traditional front engine design. When the Sheffield Joint Omnibus Committee needed replacement vehicles, Mr Humpidge suggested that the AEC Regent/PRV version would be a cheaper option than the Atlantean or Fleetline.

Keith Beeden

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07/09/12 – 07:33

Whilst I agree with David about the aesthetics and quality of traditional Roe body work, I do come down on the side of Ronnie in respect of the Park Royal double deck design of the mid 1950s. The PRV bodied Guy Arab IVs of Southdown – the body style with the deeper windows than the East Kent contemporaries – were, to my eye, the most handsome front engined ‘deckers of all time.

Roger Cox

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07/09/12 – 07:34

Mention of C.T.Humpidge reminded me that after retiring from Sheffield Corporation he became The Reverend C.T.Humpidge. There cannot be many bus managers that have done that.

Philip Carlton

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07/09/12 – 07:34

Philip’s "brutal purposefulness" description is very good because it really homes in on how Park Royal’s Orion clone differs from the Orion itself. Here’s an Orion for comparison www.old-bus-photos.co.uk/ The front tapers inwards in both an upward and forward direction (something that was taken to horrible extremes on tin-front Leylands), and in this case, though not always, is less perpendicular. Not nearly as brutal, is it?

Peter Williamson

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08/09/12 – 07:11

Couldn’t agree more, Peter.

David Oldfield

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08/09/12 – 07:12

Mr. J.P. Senior, former General Manager at Burnley, Colne and Nelson, then Assistant GM at Ribble became vicar of Heddon-on-the-Wall, Northumberland.

Eric Bawden

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08/09/12 – 07:12

I’ve just discovered that the Park Royal site www.prv.org.uk/  has recently been updated with a large number of images, which are worth taking a look at. Many of them are rear-end views, which is very useful given the variety of rear domes that Park Royal used during this period, which tended to either accentuate or mitigate the box-on-wheels effect.

Peter Williamson

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08/09/12 – 07:14

It is the front end perpendicularity (assuming there is such a word!) that I always found distasteful – whether on these, Bridgemasters or indeed front entrance Lodekkas (plus, of course, the original housebrick style Atlanteans). They all looked ungainly, as though they were about to trip over their front wheels and fall flat on their faces in the road! I’ll also earn some flak by saying that I liked the Orion, especially exposed radiator types. Well, having gone so far I may as well wreck what remaining credibility I have by saying I also liked the shape of the Leyland National – though I fully understand its innumerable mechanical shortcomings. Both it and the Orion dared to look like honest to goodness buses instead of space-age adaptations.

Stephen Ford

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08/09/12 – 07:15

Philip, pictured elsewhere on this site is a 1959 Roe bodied PD3 Tin front, that also has two fog/spots. I certainly cant remember any other half cabs with more than one, even the twin headlight Green Line RMC’s only had one fog, so it may well be that the practice of fitting two was unique to Sheffield. However, since about 1982 I think, current legislation only allows front fog/spot lights to be fitted in pairs

Ronnie Hoye

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09/09/12 – 07:32

The industrial smogs down the Sheffield river valleys could be pretty thick: to get people home in the evening perhaps you needed one for the kerb and one for the white line- or for the conductor walking down the middle of the road!

Joe

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09/09/12 – 07:33

I’ve had a look round some of my photos to see whether two foglamps was unusual on half-cabs and I’ve noticed four trends:
No foglights – quite a lot of operators didn’t fit foglights at all. Most of the South Wales operators come into that category, but so do Manchester and Salford.
One foglight – some operators had a single foglight and didn’t modify the buses. Halifax is an example of this. Rhondda’s Regent Vs had a single one to the end although I did find one that had none.
Later fitment of second foglight – Oldham’s tin-front PD2s and exposed-radiator PD3s originally only had a single foglight but were later modified with a second one. The PD3s were so done at their 7-year CoF in 1971.
Always two – some operators always had two, or fitted the second at an early date. Southdown’s Queen Marys had two. Stockport’s fleet of PD2s and PD3s all had two, from the 1958 Crossley-bodied examples onwards. South Yorkshire is another surprising example – even their Bond-bodied PD2s had two. Rotherham’s 1965 Daimler CVG6s had two as well.

David Beilby

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12/09/12 – 06:58

I recall these Regents at the small Bridge Street bus station, working services 91/98 to Grenoside as stated, also the 73 and 80 to High Green. They were the last front-engined buses in the Sheffield fleets.
The reference to smog reminds me that some operators had "fog on route" on their blinds. Oldham and Manchester were two, maybe others.

Geoff Kerr

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23/11/12 – 16:04

The sound these wonderful buses made was my all-time favourite- with the possible exception of the Bristol RE.These were Sheffield’s only semi-automatic Regents and sounded very different to the other Regents in the fleet. 3150/1, as they were numbered after 1968, were the C fleet pair mentioned above. They were, I understand, bought for the 85 to Gainsborough, but by the time I reached Sheffield in 1969 they were used on city services such as the 150/151 to Shiregreen. This pair had overhead luggage racks downstairs! Hebble, who by January 1970 were in absolutely desperate straits vehicle-wise, grabbed them eagerly when the C fleet passed into NBC ownership on 1 Jan 1970.

Phil Drake

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23/11/12 – 16:54

I seem to remember that the parcel racks in 1150/1 were of netting rather than having a solid base, quite unusual for a double decker.

Ian Wild

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05/12/12 – 07:28

I always found the second B fleet batch slightly superior to the initial one at this time of year. Those 1368-1377 368-377HWE had fan heaters which didn’t stop when the bus did.

On the subject of Sheffields Half cab fog lights, I only ever remember the 31 forward entrance AEC half cabs having twin fog lamps in their service days, all other half cabs would have just a nearside one.
It was only when the PD3’s in particular were relegated to the ancillary fleet that the second offside ones appeared.
With the exception of the initial Alexander bodied Atlantean 369 all other Sheffield buses received after 1960 would all have twin fog lights
A shot of of ex-Sheffield PD3 909 on SCT61 when 23 with Stevensons fleet still only had the nearside one.
The pre-service shot of 461 at Crossgates only had the one.

Andrew

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Vehicle reminder shot for this posting

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23/12/12 – 17:05

To pick up on Phil’s contribution (23/XI/12) 1150-1/3150-1 were purchased for service 85 Sheffield-Retford-Gainsborough but, according to Alan Hinton’s Omnibus Society pamphlet about this route "neither racks nor vehicles were popular . . . and they rarely reached Retford [sic]". Partial double-decking of the route had started on 25/VIII/58, those through journeys which were double decked (the frequency was hourly between Sheffield-Retford, but only two-hourly between Retford Gainsborough) required a change to a single-decker at Retford. Initially PD2/Roe 1156-61 were allocated, being fitted with high-backed seats and platform doors. Then around 1960 it appears that "some Roe-bodied AEC Regent Vs from the B fleet were tried . . . but like most AECs they were not popular on this route" – why? In 1962 Leyland Atlantean/Weymann 1163-65 were purchased for the service, having high-backed seats and a "special upper-deck [sic] luggage compartment to accommodate . . . fishing baskets" (why on the upper deck? – to minimise smells??). In 1966 A-fleet Leyland Atlantean/Neepsend of the batch 348-60 took over double-deck operations – presumably C-fleet vehicles worked "A" services to balance the mileage. Until 17/III/68 the service was operated by Townhead Street garage and an outstation at the EMMS garage in Retford: on that date Townhead Street garage closed and Greenland Road garage assumed responsibility for workings using the 1962 C-fleet Atlanteans, now renumbered 3163-5. Single-deck operations were, from 1960, entrusted to the Burlingham and Weymann Fanfare bodied Leyland Leopards, but latterly became the preserve of A-fleet AEC/PRV Swifts – some of which had their seating capacity reduced to provide extra luggage accommodation for the role. Alan Hilton’s pamphlet really is a most fascinating history of this route.

Philip Rushworth

Copyright Ian Wild

North Western Road Car
1964
AEC Renown 3B3RA
Park Royal H42/30F

This former North Western bus still in its original livery but with SELNEC (Cheshire) fleetnames is at the Norfolk Arms terminus in Glossop in May 1972 not long after North Western was split between SELNEC, Trent and Crosville. This was one of the second batch of these buses bought by North Western in this case with forced ventilation evidenced by the lack of opening windows. I wonder how effective this was in dispersing the cigarette smog more or less standard on the upper decks of buses in those days. I pass this location from time to time and wonder at how there could have been a busy bus terminus at such a busy location.

Photograph and Copy contributed by Ian Wild

A full list of Renown codes can be seen here.

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28/08/12 – 15:17

The Norfolk Arms was busy and similar to the LPTB Hounslow trolleys, the traffic signals were controlled by the driver when ready to depart. I think it was mounted on the pole just by the driver’s cab in the picture. This turned the High St W and E, Victoria St and Norfolk St lights to red and then the bus would sweep out. I have it on good authority this led to at least one conductor being left behind. The old North Westerns from Glossop had a few characters.

Mike Franks

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28/08/12 – 18:03

I felt bereft, as a student in Manchester, missing my AECs from STD, SUT and the local coach operators. Luckily North Western plied down the Wilmslow and Palatine Roads in student land. It might have been a Fleetline or a Loline but my day was always made when one of these Renowns turned up to take me home.
These PRV bodies have, unfairly in my opinion, been called ugly. Compared with Bridgemasters – especially the forward entrance version – these were positively beautiful, and in their own right were better looking than many contemporaries.

David Oldfield

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28/08/12 – 18:04

When NBC was set up many fleets were shuffled around like decks of cards, and Northern General was no exception. At Percy Main ‘Tynemouth and Wakefields’ we had a number of Daimler Fleetlines sent off to different areas and got all sorts in return, among the number were six Renown’s that came from East Yorkshire’s fleet. I was in the minority but I quite liked them, especially if you got one on the likes of the 306 or 308 where you had some long gaps between stops, but they could be hard work on some of the town service routes that stopped at every other lamp post.

Ronnie Hoye

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29/08/12 – 07:59

I have to agree with David that this version of the Park Royal body, combined with North Western’s style of applying the livery, is FAR better than the version on the Bridgemaster or on Southampton’s Regents and PD2As. Those things were little better than shoe boxes with windows. It’s not far off the style Oxford had on their …CWL Regents, and it really was quite good!

Pete Davies

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29/08/12 – 08:00

I agree with David that the Park Royal Renowns were a big improvement on the Bridgemaster but I wouldn’t go as far as to say they were beautiful. The only Renowns that can justify that accolade in my opinion were the East Lancs bodied versions operated by Leigh Corporation. There were both rear and forward entrance versions in a wonderful blue and cream livery. Fortunately one of the forward entrance vehicles is still with us at Boyle Street museum in Manchester.

Philip Halstead

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29/08/12 – 08:02

Wearing my driver’s hat, I can imagine a Fleetlines’s attraction for stop start over a manual AEC – much as I personally prefer the latter. Significantly, the North Western Renowns had been "downgraded" from long trunk routes, only to be reinstated by Crosville when they had taken over the Cheshire operations. They claimed they were better out on the open road and could maintain "a head of steam"!

David Oldfield

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29/08/12 – 10:17

Philip. I did say compared with the Bridgemaster. I would definitely agree with you about the Leigh buses. I used them on the Warrington service when I was doing my post-graduate teacher training at Padgate in the mid ’70s. One or two were still in blue and cream but orange and white was the order of the day. [For new vehicles, I think SELNEC/GMT orange and white was actually quite good even though it did spoil older vehicles in "better" municipal colours.]

David Oldfield

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29/08/12 – 12:24

As I’ve already said I quite liked the Renown’s, but by the time they came to us most of the routes for which they would have been ideally suited had either gone over to, or were in the process of being changed to OPO, as for them having "a head of steam" they could clip on a bit, and unlike the PD3’s, where after a prolonged spell of stop start braking where the brakes become a tad warm and tend to fade, you could guarantee the Renown’s would stop when asked to.

Ronnie Hoye

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29/08/12 – 12:24

East Lancs also bodied Renowns for Leicester in both front and rear entrance versions on of the front entrance ones regularly appeared on the rally circuit 190 DBC 190C. My own favourite Renowns were the ones owned by East Yorks in their traditional livery complete with modified upper deck window pillars to negotiate Beverly Bar.

Chris Hough

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29/08/12 – 12:26

Regarding the beautiful East Lancs-bodied Leigh Renowns, Philip Halstead mentions there is a forward entrance example preserved at the Manchester Museum.
Their rear entrance Renowns were always great favourites of mine ever since I saw the front and rear view photographs of one of them in Buses Illustrated when new. In 1976 I bought 28 (1975 TJ) for preservation from GMPTE, but in the 1980’s sold it and it then passed through several subsequent owners – maintaining a very low profile in the process. Only last week I learned that it been acquired by Tony Blackman for continued preservation, and who knows…..maybe operation in his Yorkshire Heritage Buses wedding hire fleet, though I do hope that it doesn’t turn black and white in the process. The beautiful azure blue and cream Leigh livery would be very much in demand by would-be happy couples I would imagine – it would match the bridesmaids’ dresses and floral arrangements !

John Stringer

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30/08/12 – 06:49

Leigh 28 at Luddenden Foot, it has been working hard this summer for Yorkshire Heritage Buses. This shot was on her first day in service and as can be seen it is in black & white John.

Geoff S

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30/08/12 – 07:09

Here is a picture of fellow Renown AJA 129B in Manchester, en route to Alderley in true North Western days. I have to admit that personally I much preferred the North Western Loline IIIs to the Renowns in both appearance and performance, but it would be nice to be able to detect something of the variety and individuality of the psv designs of those times in the present day crop of tediously indistinguishable bus types.

Roger Cox

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31/08/12 – 07:33

Thanks Geoff S. for sending the photo. I hadn’t realised its restoration had advanced so far, I may well then have seen it at a distance and mistaken it for the ex-Southampton Regent V. As for the livery……….I’ll say no more.

John Stringer

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31/08/12 – 09:35

Black marks for the new livery, then, John?

David Oldfield

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31/08/12 – 09:45

Is black a good colour for a wedding or do they do funerals as well.

Spencer

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So where have you been for the past year and a bit? Have you forgot how to send emails?

Peter

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31/08/12 – 12:28

It’s a dual-purpose vehicle, Spencer; white for weddings; black for funerals!

Chris Hebbron

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31/08/12 – 12:29

Tony Blackman’s "new" livery is in fact that of Lockey of West Auckland, and presumably was prompted by his acquisition of a full-fronted Regent V/Park Royal which (although new to East Kent) had been operated by that famous County Durham independent. That particular vehicle also carries Lockeys titles while the rest of the heritage fleet don’t. We all have a lot to thank Tony for – in my personal case for an unforgettable ride through the Mersey Tunnel on his ex-Halifax Regent III. What a pity that his revived Halifax JOC no longer operates stage services in the original glorious livery!

Neville Mercer

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31/08/12 – 12:30

I suppose so David, but the thought of how it could have looked in its proper livery leaves me feeling blue.

John Stringer

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31/08/12 – 12:32

The black and cream livery used by Yorkshire heritage buses is derived from the colours on a former East Kent AEC Regent V which is in the livery of its last owner Lockey of St Helens Auckland I saw the ex Darlington Guy saloon in the livery recently and it looked very good indeed. Better in a livery than a scrap yard!

Chris Hough

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02/09/12 – 07:10

The trouble with Bridgemasters and lowheight Renowns was that there was no inward tapering at the front, creating a profile that was squat and square. That’s why the Beverley Bar treatment is such an improvement – it adds a much-needed bit of shape. Don’t forget Northern Counties www.flickr.com/

Peter Williamson

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03/10/12 – 06:07

I used to drive these Renowns, 127b, & 129b, in the 60s at the North Western Altrincham Depot , a nice drive but a bit on the ‘Bouncy’ side!!

Roger Williams

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Vehicle reminder shot for this posting

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13/11/12 – 08:44

I was a summer guard with NWRCC at Glossop Garage between 1960 and 1962. It was the guard that operated the lights at the Norfolk Arms terminus and you had to be mighty quick to get back to the platform, clutching Setright and money bag to grasp the platform pole before the driver moved off. Bristol K5G’s were OK but a PD2 was fast off the mark and you held on like grim death for the swing round. Those were the days – swinging loads on the old 125 to Manchester and overloads on the 85 to Buxton on summer days. It was a great company with great mates at Glossop depot. Public service at its best!

Roger Chadwick

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13/11/12 – 12:57

Roger, be thankful it was a PD2 and not a trolleybus or you’d have been left standing.

Ronnie Hoye

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23/11/12 – 10:03

Roger, Myself and two colleagues have been researching the North Western driver and conductor duties. Would you have kept any information when you worked at Glossop in the 60’s

Keith Hampton

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22/01/13 – 06:33

Roger, Being one of the Two colleagues that Keith refers to can you supply any names of staff at all.
All part of an on going, and growing, North Western project of ours.

John Dixon