Old Bus Photos

Cape Town City Tramways – Daimler CVG6/6

SA_Daimler_lr                     Copyright Victor Brumby

Cape Town City Tramways
1949
Daimler CVG6/6
Weymann H70R

I thought you may be interested in this wide radiator Daimler CVG6/6 I think the second six stands for six wheels as it does have three axels. It lies in the James Hall Museum of Transport in Johannesburg, alongside some other interesting British psv’s, including RT 2634. For another shot that shows the two rear axels click on this link //www.jhmt.org.za/

Photograph and Copy contributed by Victor Brumby

———

09/11/11 – 18:36

Are we sure that it’s a CVG6? The only reason I ask is that it appears to have the same radiator grill used on CD650s (with the big Daimler engine). I don’t have any reference books on South African vehicles so perhaps the customer just specified the CD650 type radiator to aid cooling in the hot climate.

Neville Mercer

———

09/11/11 – 22:01

It looks like Victor is correct in describing this magnificent vehicle as a CVG6/6.
I have come across this website written by a Mr David Jones (but beware of irritating pop-ups on the pages), which has the following interesting insight; //www.freewebs.com/citytramway/index.htm
"Undoubtedly amongst the most impressive buses I have ever seen were the twenty 3 axle Daimler CVG6/6 double-deckers with Weymann 64 seat bodywork delivered in 1949. They worked the northern routes to Bellville and Kuils River – proposed trackless tram extensions – and made a most impressive sight as they rounded the Parade with their deep throated Gardner engines and fluid flywheels. Unlike the other Daimlers, these beauties were fitted with wide radiators, normally associated with Daimler’s CD650 model, thus adding to their aura of power and size. The chassis was essentially Daimler’s trolleybus chassis and along with thirty Guys built for Johannesburg from 1958, they were the only traditional three axle British half-cabs built after World War Two. Coming from a sober, God fearing home, I had my opportunities to ride these buses to and from Sunday school picnics. It almost made all that singing and praying worthwhile. As an aside, I am probably the only Welshman to be kicked out of a church choir for not being able to sing. A CVG6/6 has been preserved in Johannesburg’s James Hall Museum of Transport".

Paul Haywood

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10/11/11 – 17:12

A wonderful posting of a Cape Town City Daimler CVG6/6 at the James Hall Museum of Transport in Johannesburg. I visited this museum in October and noted the Daimler is now exhibited in the main hall so is more difficult to photograph but I did manage to get part of the Cape Town 1935 Ransomes/Weymann D4 trolleybus and a small part of this Daimler CVG6/6 which I have posted here for interest.

SA Trolley

I have found all the links most interesting and many thanks to Victor, Neville and Paul.

Richard Fieldhouse

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11/11/11 – 13:15

Regarding 3 axle Daimlers, it is interesting to note that Leicester ordered a batch in 1939 to complement their fleet of Renowns. Unfortunately enemy action laid this order to rest, but what magnificent machines they would have been! Gardner 6LW engined COG6/6s
Perhaps the Capetown buses had the CD650 type of radiator to distinguish them from the front as 6 wheelers (?)

John Whitaker


 

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London Transport – AEC Regent III – MXX 232 – RLH 32

London Transport - AEC Regent III - MXX 232 - RLH 32

London Transport - AEC Regent III - MXX 232 - RLH 32
Copyright Allan Machon

London Transport
1952
AEC Regent III 9613E 
Weymann L53R

Just a short contribution but I thought you may be interested in the above shots of ex London Transport RLH 32 which looked a real treat at the Oxford bus rally last Sunday 16th October.
As you can see it is still in the Samuel Ledgard livery which it received in 2007 for the 40th Anniversary of the Samuel Ledgard Society Re-enactment running day on Sunday 14th October of that year. The vehicle has been owned by Time Bus Travel of St. Albans since 1997 fortunately it narrowly escaped being converted into a mobile home in 1975

Photograph and Copy contributed by Allan Machon

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


23/10/11 – 08:06

Ah, the RLH, one of my favourites! Looking forward to seeing RLH 48 later today at Cobham/Brooklands Museum’s first major event at the new museum site. RLH 32 will gladden the heart of Chris Y.

David Oldfield


23/10/11 – 11:27

……and it gladdens my heart to see one, too, David, since I recall them, in my three years spent in London, running on the South Wimbledon circular 127 route. The strange thing is, that although they were originally bound for Midland General, I have never actually seen a photo of one in that company’s livery.
It certainly looks smart in SL’s livery, though.
Nice post!

Chris Hebbron


23/10/11 – 11:30

I had the honour, and I mean that most seriously, of conducting RLH 32 all day and evening on the day of the Samuel Ledgard commemoration – the beautifully restored vehicle represented the four RLHs which Samuel Ledgard operated (RLH2/4/6/8). Free public journeys, massively supported, were operated on Ledgard routes. I wore my genuine uniform which I’ve kept all these years, and used Setright machine SL 40 (I bought it some years ago) and real SL tickets. The day was even more memorable for me, as it was fifty years almost to the day since I started work as an eager young conductor in October 1957. SL 40 was also at our Otley and Ilkley depots throughout its existence. Just to add the final touch of nostalgia to the day preserved ex Bristol Leyland PD1/ECW LAE 13 was present – my first Ledgard bus in passenger service when I started driving in 1961 was LAE 12 !! Its scarcely possible to express sufficiently our gratitude to the gentlemen Messrs Pring for their expensive and superb restoration of MXX 232 and for bringing it all the way north to star in the Day’s events. You can see me in my smart conductors uniform and a shot of RLH 32 whilst way up north at this link.

Chris Youhill


24/10/11 – 07:44

Brooklands was the "very best of London Buses" – and it certainly was. Everything seemed to be in showroom shine condition and there was an excellent cross section of vehicles with a good route network. …..and yes, RL48 was in excellent condition and on top form out on the road. Chris H – I’m not sure any of them actually got to Midland General. They, along with Notts & Derbys, got some rather splendid KSW6G/ECW instead in 1953. They weren’t AEC/Weymann but they rather fine nonetheless.

David Oldfield


24/10/11 – 07:45

Lovely photos. The Weymann bodied Regent III was certainly a classic and an all time favourite of mine. I travelled home from school daily on Rochdale’s highbridge versions in the early 60’s. Just also noticed the Ford 100E behind in both views was exactly like my first car, a 1956 model acquired in 1965 – ah nostalgia!

Philip Halstead


24/10/11 – 13:44

MXX 232_c_lr

Here is a picture of RLH 32 taken in 1970 at Woking early in London Country days. It was then allocated to Addlestone Garage, but it didn’t last much longer with LCBS as it was withdrawn in July 1970. The Ledgard RLHs were Nos 2,4,6 and 8, KYY 502/4/6/8, which arrived at Armley between December 1964 and February 1965.

Roger Cox


25/10/11 – 06:55

Nice to see the bus in Woking, Roger C, a place I had and still have connexions with. They were based not just at Addlestone, but also Guildford Garage, but many of the routes didn’t need lowbridge vehicles at all. always felt that the red livery suited them best.
My understanding, David O, was that Midland General ordered thirty, but only took ten in the end, the other twenty going to LTE.

Chris Hebbron


25/10/11 – 06:59

RLH 2/4/6/8/ were purchased by Ledgard specifically for the Horsforth to Otley services, operated from Yeadon Depot, which required lowbridge vehicles. Funny though how "needs must", and on Saturday nights Otley depot operated three dance specials from Ilkley Town Hall, one of which was to Yeadon. Allocation of drivers for these appeared on the typewritten weekly master sheet at Otley and Ilkley Depots and in red block letters was shown as :-

DOUBLE DECK – KEEP TO CENTRE OF ROAD UNDER HENSHAW BRIDGE !!

Chris Youhill


25/10/11 – 07:01

I’m afraid this subject always arouses a little hostility in me because I never seem to see these vehicles ascribed correctly. In 1948, Midland General ordered thirty of these vehicles but it was decreed by the British Transport Commission that ten would have to suffice and when they were delivered in 1950, being registered ONU 630-639, the remaining twenty were diverted to London Transport. Midland General received payment from LT for them. The correct description should therefore be (in my opinion!) ‘London Transport’s Midland General type Regents’ Alas, I don’t hold out much hope of this but I’m as nostalgic about one sadly missed blue operator as Chris Y is about another!

Chris Barker


25/10/11 – 07:02

Before being taken over by the BTC, Midland General ordered 30 Regent/Weymann lowbridge buses when they only needed 10, in the hope of staving off the Bristol invasion for as long as possible. BTC was having none of this, and diverted 20 to London Transport, where they became the first 20 RLHs. That left 10 at Midland General, one of which is seen here //www.sct61.org.uk/mg426.htm

Peter Williamson


25/10/11 – 11:34

I believe there were one or two routes in the Chesterfield/Alfreton area that required lowbridge buses. In addition the B8, Nottingham – Mansfield (by a peculiar circuitous route) also required them on account of a railway bridge near Bestwood Colliery. Despite being deprived of the remaining 20 lowbridge Regents, I think I am right in saying that no Bristols reached Midland General until the Lodekkas in 1954. The 15 KSW6Gs delivered in 1953 were actually designated Notts & Derby Traction, to replace trolleybuses on the A1 Nottingham – Ripley service. Actually, when the trolleybuses were withdrawn, the A1 (via Basford) ceased to be the main Riply service, and the KSWs operated on the parallel B1 (via Bobbersmill), displacing, in the main, highbridge preselector Regent IIIs of around 1949 vintage.

Stephen Ford


25/10/11 – 11:35

ONU 633_lr_2

One of my not very good shots I’m afraid the original is very very dark but it is in colour.

Peter


26/10/11 – 05:50

Thx, folks, for the full story (with link and colour photo) of these interesting buses. How different the MG ones look from their LTE cousins, with different destination display, upstairs roof ventilators and square number plate below windscreen. LTE did not change the side windows from the sliding version, though. I only saw MG vehicles when visiting relatives in Chesterfield and don’t recall seeing these at all. MG buses seemed to lurk in this town. Maybe, from the brief glimpses of their vehicles, I didn’t recognise them for what they were.

Chris Hebbron


26/10/11 – 15:51

It occurs to me that although Midland General became a constituent part of BTC in 1948 (and failed in its ploy to stave off Bristols for as long as possible!) it managed to keep its livery for many years. What other BTC companies, if any, retained their individual liveries? I exclude London Transport.

Chris Hebbron


26/10/11 – 16:53

MG was part of Balfour Beattie – who of course still exist in transport infrastructure (ie railways). They generated their own electricity for Notts and Derby and were thereby nationalised under the nationalisation of the power industry.
It has not occurred to me until this recent post that MG had deliberately over ordered so that they could have as many of their beloved AEC/Weymanns as possible. [Pity they were rumbled.]
Red and White and Cheltenham and District were also Balfour Beattie and retained their own distinctive liveries until NBC days – just that reds and whites didn’t stick out so much. Even so, there was still a greater element of freedom of liveries with BTC/Tilling than with NBC. [United and Crosville coach liveries not to mention Brighton and Hove.]

David Oldfield


26/10/11 – 17:48

With respect, I don’t think that the Red and White group of companies was associated with Balfour Beatty. Balfour Beatty certainly owned Notts and Derby, Midland General and Mansfield and District, but Red and White United Transport was a separate group which included, apart from Red and White’s own services, those of Cheltenham District, Newbury and District, South Midland, United Welsh and Venture of Basingstoke. The group sold out its British bus operations to the BTC in 1950, but retained its overseas interests under the name United Transport Company, until it disposed of these to the BET group in 1971.

Roger Cox


26/10/11 – 18:20

Glad my photos of RLH32 have given pleasure. I was particularly interested in Roger’s photo of RLH32 working out of Addlestone Garage (WY). In the late’60s, I was working at Plessey Radar in Addlestone and spent many a happy lunch hour around the garage. I am sure I must have seen her then, but regrettably have no photos.

Allan Machon


27/10/11 – 07:23

I have a feeling that the Red & White Group were always independent until voluntarily selling out to the BTC – how they must have cursed, because they were (to the best of my knowledge) the last company to succumb (at least voluntarily) before the Labour Government fell. Cheltenham District were owned by Balfour Beatty until Red & White bought them out a short time before the outbreak of war. It was stupid of me to have forgotten about C & D, which were on my doorstep. As you say, David O, they didn’t stick out so much (and I’m colour-blind)!

Chris Hebbron


27/10/11 – 07:24

Cheltenham District had been a Balfour Beatty company but was sold to the Red & White group in 1939. Another BB company was Llanelli & District which was absorbed by South Wales in 1952. Interesting comments about the ordering of these vehicles, Midland General had some very lucrative services and also some very hilly routes. Perhaps the thought of fully loaded buses going up steep hills led them to conclude that the 9.6 litre Regent was a better prospect than what they were destined to receive from Bristol!

Chris Barker


27/10/11 – 12:08

Yes, Midland General can’t have been over-impressed by their first experience of Bristols – in my earlier posting I had forgotten that in 1953 they received three second hand lowbridge K5Gs from Hants & Dorset (two 1939 and one 1940 vintage). Thrashing one of them up the hill from Langley Mill to Heanor market place would have been a slow and noisy experience! About 1963, the 7.7 litre crash gearbox Regent IIs only came out on Saturdays on the Nottingham – Alfreton run (B3/C5). Yet I recall hearing a driver express his strong preference even for these over the everyday Lodekkas. His comment was, "Put one of these [Regents] in first and it’ll climb up the side of a house."

Stephen Ford


30/10/11 – 06:26

I was always told that Red and White was started by the Watts family who I believe are still in business as tyre fitters.

Philip Carlton


30/10/11 – 17:35

Correct: Watts of Lydney, Glos., are a very large tyre company with a global presence,including aircraft, fork lift truck and industrial tyres.

Chris Hebbron


23/03/12 – 06:46

Reading Chris’s story about drivers of double deckers being strongly advised to keep to the centre of the road under a certain bridge reminded me of at least one other notice. When much younger I liked to sit in the seat behind the driver, I was fascinated by a notice in the cab of Maidstone & District double deckers which read " This a highbridge double decker not to be driven into Bexhill, Sittingbourne or Tenterden garages". As none of the local companies operated lowbridge buses in the area I was at that time unsure of the difference between the two types this being around 65 years ago. I know that at a later date an extension was built onto Bexhill garage to allow highbridge buses into that part only, I only drove coaches into Tenterden garage so I am sure if any alterations were made there and never even saw Sittingbourne garage

Diesel Dave


23/03/12 – 16:38

London Transport had to pick their bus garages carefully when they received their austerity buses during the war, as they were taller than the usual LT spec. Their garages were inherited from a motley collection of past companies and fortunately some had high-enough entrances to cater for them. Most Guys finished up in East London and most Daimlers in Merton/Sutton Garages.

Chris Hebbron


26/05/12 – 07:01

This might be one for Chris Youhill (who’s postings I’ve followed on other sites): why work for Ledgard’s, as opposed to LCT, BCT or WYRCC?
I suppose location might be a factor: only Ledgard had a depot in Otley or Yeadon, but in Bradford surely BCT offered better working conditions? Similarly in Ilkley wouldn’t WYRCC have offered better conditions than Ledgard? And couldn’t Armley-based staff have travelled on the frequent LCT services to LCT’s Bramley depot? WYRCC/BCT/LCC all ran more modern fleets . . . What was it that tied staff to Ledgard’s?
And, for that matter, why did staff in any town with both a company and "corpo" depot (Halifax for example) choose the former over the latter – location of depots? or what??

Philip Rushworth


26/05/12 – 09:30

Well there’s another cat put among the pigeons, Philip!

David Oldfield


26/05/12 – 16:48

While Chris Y is getting steam up (for which I am waiting with baited breath!), I’ll throw in my pennyworth. All sorts of reasons. Leaving aside the political “labour/public versus conservative/private” debate, different operators created different impressions and reputations for themselves. “Xyz is a lousy company and I wouldn’t work for them if they were the last employer on earth” etc. You will know from my comments elsewhere that I was a fan of Nottingham City Transport – it always seemed efficient and competent, and its buses were usually well-kept – even the older ones. BUT NCT had a reputation – they waited for nobody. With the conductor on the platform, they would ring off with you no more than three paces away, and a pre-selector Regent , second gear engaged and held only on the footbrake would take off like a greyhound. You stood no chance! Barton’s on the other hand, and South Notts too, would wait for any runners, and their conductors were generally more considerate, helping with pushchairs, luggage etc. Obviously there is more scope to re-coup time on longer interurban journeys, so in a way this is understandable. On the other hand, Barton as an employer had a reputation for being high-handed. The company belonged to the family, and any driver who damaged a bus got his marching orders. Obviously staff who were also enthusiasts might have their own reasons for wanting to work for this, rather than that operator – especially those that ran varied and interesting fleets. And don’t forget that in the 1950s and 60s there was a degree of government control over pay through the Ministry of Labour’s Wages Inspectorate – so it was not necessarily a case of small private operators paying significantly lower wages.

Stephen Ford


26/05/12 – 20:33

Many full-time employees of smaller, private companies started as part-timers, something not countenanced by most of the larger companies – except in Scotland.

Alan Hall


26/05/12 – 20:41

In the Halifax case, Philip, and very probably in other Corporation v Company scenarios, the influencing factors were the higher standards of wages and conditions on the municipalities.

Roger Cox


27/05/12 – 06:38

Stephen mentions the high handed attitude to staff from the Barton management the same autocratic attitude was practised by Samuel Ledgard prior to his death in 1952. There are many apocryphal stories about his attitude to staff. One is of a guard being sacked after Mr Ledgard saw him riding a motor bike and told he was not paid enough to have such a machine and he was sacked! Another is when an elderly passenger told a crew they were running early. The guard told the passenger it was"nowt to do with thee" The next day the man was summoned to see Mr Ledgard aka the old man.
Leeds corporation were also strict although higher pay was the norm with numerous stringent fines and restrictions for transgressors.

Chris Hough


30/05/12 – 07:25

I was most amused by Stephen’s accurate expectation that I shall be "getting steam up" and he won’t be disappointed !! However I’m going on holiday for ten days or so and therefore I’ll write it when I get back. The matter of staff loyalty to independent operators is a complex one and I should be able to outline many aspects which will, I think, surprise Philip.

Chris Youhill


12/06/12 – 07:09

ME ON 890 PLATFORM

In answer to Philip’s query of the 26th Ultimo (as "last month" used to be referred to in the days of quills and ink) I think that, to avoid writing a complex book here on OBP, I can sum up the subject in two simple words – "JOB SATISFACTION."
In the case of the Samuel Ledgard undertaking it was of course not the usual small independent operator but was a large concern with five depots, or to be strictly accurate four depots and one "running shed." The Firm was a very good employer indeed and paid wage rates well above what was necessary, but quite reasonably in return insisted rigidly that "the job was done properly" – as a minority who thought otherwise soon found out as they queued at the Labour Exchange !!
The network of busy tightly timed services was an interesting one, varying between well patronised interurban routes through local town facilities to medium length outer district forays. Comprehensive rotas were in force at all depots and all staff worked interestingly on all routes operated from those premises. The Contract, Private Hire, Express Service and Excursion functions were thriving and varied.
The fleet was quite magnificent in its variety of chassis and bodywork makes and models – new and, after the demise of the Founder Samuel, second hand. A duty could easily involve a new synchromesh AEC, followed by a new or second hand manual Leyland PD and, later in the day a preselector Daimler (new or "previously owned") – and perhaps an Albion Valkrie or a 1930 ex Birmingham Regent 1 very successfully posing as a Burlingham veteran luxury coach/maid of all work thirty years "new." Well, enough of the nostalgia which really made the job so very enjoyable and varied.
It must be stressed that the Firm’s services were so totally reliable, and greatly appreciated by the Public, that such a level has never been seen in the area since and is still greatly missed. The vehicles, regardless of pedigree, were superbly maintained by very proud craftsmen staff and well treated by drivers with a pride, and ANY lost mileage (which was so rare as to be a sensation followed by a searching enquiry) was regarded as a very serious matter indeed and was virtually never caused by a breakdown. Yes, the Municipal and Group operators may have appeared to offer better conditions and in some ways did, but some of their modes of operation were the road to boredom and insanity. I have also worked for Leeds City Transport where OPO drivers or crews lived on the same route year in year out and, in the case of the crews, with the same "mate" day in day out. This system encouraged widespread work dodging as a science by those so inclined of whom there were plenty (classed conceitedly by themselves as "fast men" which in reality meant gearbox, flywheel and diff wreckers) and double the work for those who wouldn’t lower their standards. I also worked for West Yorkshire at Ilkley which was better, as you did all the routes and had a different colleague every week. I finished my career for the last fourteen years with the Pontefract family owned firm of South Yorkshire – in effect a miniature version of Samuel Ledgard’s – where good wages were paid and the vehicles were also superbly maintained, and everyone worked all the routes long and local.
By the way Philip, just a small point, but West Yorkshire did in fact have a depot in Yeadon High Street.
So, there you have it, I’ve tried to explain as briefly as possible "Why work for Ledgard’s" – believe me I wish I could turn back the clock to October 1957 and start all over again – as Mr. Sinatra famously sang "I did it my way."

Chris Youhill


12/06/12 – 18:47

Nice to see you on the platform of D213/HGF 690, which Sam’l Ledgard had from 1954 to 1960. I’d like to have seen them in SL’s excellent livery. Did you start as a conductor and work up to driver?
I think your reply was very appropriate. Within reason, pay is less important than job satisfaction and a good employer encourages a loyal and stable workforce. And you were lucky to have lived in an era of buses of various ages, makes and technical differences. It needed skill and empathy to drive a vehicle with a crash, then synchromesh gearbox, then a pre-selective gearbox, and make a good job of it.

Chris Hebbron


13/06/12 – 09:30

Sorry, I meant HGF890.
My abiding memory of these buses was how imposing they looked from the outside, being very tall at 14′ 6", and spacious inside, due, I suppose, to their high roofs. they sported LT’s three-piece indicators, which was unattractive at the rear, seemingly stuck on with glue! Looks as if SL unstuck them from the above photo!

Chris Hebbron


13/06/12 – 09:33

Chris Y s comments on LCT are interesting when my dad was a guard from 1953-1984 he had a total of three drivers in that time For much of the period different garages worked allocated routes although this changed as OMO spread and crews moved to the remaining 2 man routes and the use of universal rostering meant that all depots eventually worked all routes. There also existed a "senior rota" for long serving crews whereby they did not have extremes of starting and finishing times
Like many bus operators LCT had to take what it could get in terms of recruits when people were reluctant to work unsocial hours in a time of full employment this did not in many cases lend itself to good customer relations and the service and the publics perception of the service suffered As a result a whole phalanx of potential passengers were lost for good

Chris Hough


13/06/12 – 09:34

Thanks Chris Hebbron – yes the London Sutton depot "HGFs" were a fine model full of real character. One hundred of them were delivered between May and November 1946 – Daimler CWA6/Park Royal. In 1953/4 we acquired no less than twenty two of them at a time when the prewar fleet had to be replaced – they performed heroically and handled heavily loaded services punctually and reliably on very harsh roads.
They retained a lovely London feature in the cabs above the windscreens, in Gill Sans lettering, "DOUBLE DECK- HEIGHT 14’6" To my utter amazement they were apparently the first London buses to feature a continuous cord bell in the lower saloon – I was always under the impression that this had been a London feature !! The sound emitted by the cab roof buzzer to indicate that the upper saloon bell push was being used was sheer joy, and bestowed a most beneficial free foot massage on the front seat passengers up there.
The picture was taken at Ilkley in December 1957 in my second month as a conductor. The Firm did not teach people to drive, and so I obtained my PSV licence elsewhere before eagerly returning to where my heart lay, and my first duty as a driver was a late turn on a Friday on the very busy Leeds – Guiseley – Ilkley service. The bus was ex Bristol Leyland PD1/ECW LAE 12 which behaved like a dream and performed like a trooper.

Chris Youhill


13/05/13 – 07:34

Chris et al, sorry! I’ve only just stumbled on your replies to my question: the answers were, quite frankly, staring me in the face.

Philip Rushworth


MXX 232_lr (2) Vehicle reminder shot for this posting


09/03/19 – 06:01

Thank you all for all these wonderful postings … and a special thank you to the delivery driver of one ex LT RT, who stopped and rescued me and other hitch-hikers from freezing to death at the side of the A1 back in November 1963. He dropped me at the baths on Kirkstall Road having turned left on his way to the Armley Depot. It was a slow ride in thick fog.

John Ridyard


 

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Halifax Corporation – Albion Nimbus – RJX 251 – 251

 Halifax Corporation - Albion Nimbus NS3AN - RJX 251 - 251
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

RJX 258_2

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


RJX 251_lr 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


 

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