Lowestoft Corporation
1947
AEC Regent II
ECW H30/26R

Preserved Lowestoft Corporation 21, GBJ 192, a 1947 AEC Regent II with an ECW H30/26R body seen at East Anglia Transport Museum. More information about Lowestoft Corporation Transport can be found at www.petergould.co.uk/lowestoft1.htm

Photograph and Copy contributed by Ken Jones

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09/02/14 – 11:38

Nice view, Ken. Thanks for posting. Of course, we’d expect Lowestoft to support the local firm, wouldn’t we. The application of the livery is reminiscent of Newport who, until not long ago had a green and cream version and it’s reminiscent of the Dinky Toys STL.

Pete Davies

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09/02/14 – 11:39

Beautiful picture of a beautiful bus. Just think of what we were deprived of by the Transport Act. ECW bodied AECs from 1948 to 1965 – not to mention Roe or Weymann bodied Bristols.

David Oldfield

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09/02/14 – 16:35

I Remember traveling on this bus up the Norwich Rd when in my teens plus other routes in Lowestoft.
Bad day when the corporation buses were taken over by the double n people.

Steve

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10/02/14 – 07:54

I’ve just read the article at the link above – what went wrong at Lowestoft/Waveney? In the late 1960s it seems Lowestoft Corporation considered selling the bus undertaking to ECOC, but finding the offer unacceptable then proposed route extensions . . . but lost-out in the traffic courts to ECOC. In April 1974 a joint services agreement with ECOC was reached . . . which was dissolved in March 1976, when most of the services reverted to ECOC. Seemingly reduced to being a one-route operator Waveney DC threw in the towel in December 1977 and sold the undertaking on to ECOC.
I have a Lowestoft Setright ticket from the days of Waveney DC, which is titled "Lowestoft Passenger Transport – Waveney DC Lowestoft…etc" (in black). Did Lowestoft vehicles wear this livery (with traditional lettering) to the end? and what changed when it became Waveney??

Philip Rushworth

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10/02/14 – 07:56

I’m not sure if I’ve ever seen another ECW body like this one – it seems to have more than a touch of the Park Royal about it. It’s certainly very stylish and it’s fortunate that it’s been preserved.

Chris Hebbron

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10/02/14 – 09:51

Maybe just the angle, Chris, but it’s the standard body for the time as found on numerous Bristol Ks and Chris Y’s favourite PD1As. It also appeared briefly as a Northern Coachbuilders’ body – as in the Newcastle Regent III. The livery not being a Tilling standard makes a lot of difference!

David Oldfield

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10/02/14 – 15:02

There’s always been something of a mystery about these vehicles, there were ten of them, the only AEC Regent II’s bodied by ECW. Lowestoft had nine of them, the tenth went to Ebor Transport of Mansfield and was registered HAL 841. Nine would seem an odd quantity for Lowestoft to order and it seems equally unlikely that Ebor would have chosen ECW to body an odd Regent. I’ve always thought they must have been one batch so did Lowestoft order ten and then decide they only needed nine? Perhaps we will never know now. Incidentally, HAL 841 entered ‘Tilling’ ownership when Ebor was taken over by Mansfield District.

Chris Barker

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11/02/14 – 07:10

Chris B, Messrs Doggett and Townsin’s Book ‘ECW 1946-1965’ mentions the nine ECW-bodied Regent IIs for Lowestoft and that "a tenth body of similar design was built on the same type of chassis for the Ebor Bus Co Ltd". The text also states that the Lowestoft vehicles had body numbers 1579-1587, with the Ebor body directly following (1588). It does seem odd as you say, that the independent Ebor asked ECW to body one chassis, but the authors also mention that another independent took delivery of six ECW-bodied Leyland Tiger PS1 buses in 1946/47, namely Birch Bros of London. David O’s comments about the Transport Act depriving us of some fascinating chassis/body combinations certainly rings true. Just imagine a Roe-bodied Lodekka, or ECW-bodied Daimler CVG6….

Brendan Smith

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11/02/14 – 17:40

But we did get ECW bodied Leyland PD2s and Leyland Leopard L1s for Sheffield Joint Omnibus Committee and Bristol LSs and MWs with Alexander bodies for Western S.M.T. Also rebodied Bristol Ks with Weymann bodies for Maidstone and District.

Stephen Bloomfield

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12/02/14 – 06:55

Thanks Stephen, that’s very true, and how could such gems have slipped my mind? (Especially as the Sheffield examples are shown on this very website!) On the same tack Rotherham had batches of East Lancs-bodied Bristol K and KS types. ECW bodied Albions for Red & White, and Guy Arab IIIs for Middlesbrough, as well as Leyland Royal Tigers for United (coaches) and Cumberland (buses). One tends to forget just how many advance orders had been placed with both Bristol and ECW for delivery after the nationalisation watershed of 1948.

Brendan Smith

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13/02/14 – 08:09

West Yorkshire also had a batch of prewar Bristol k’s rebodied by Roe in 1953 of which KDG 26 (CWX 671) is still with us.

Keith Clark

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13/02/14 – 09:54

Two none Bristol ECW bodied vehicles from the United fleet. Both are PSU1/15 Leyland Royal Tigers. LUT1; PHN 801 was one of nine C39F coaches bought in 1952 for the Tyne Tees Thames Newcastle London route: LU4; RHN 766 was from a batch of B45F service vehicles from 1953. I don’t know the ins and outs of what happened at Carlisle, but when LU4 was based there, the depot was run by United, some Darlington registered vehicles ended up in the Ribble fleet, and then I think all Carlisle operations became Cumberland. Perhaps someone can enlighten us?

Ronnie Hoye

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14/02/14 – 06:42

Ronnie, So far as I am aware, United operations in Carlisle passed to Ribble when NBC was established. With the run-up to privatisation, Ribble was split, and the northern area passed to Cumberland, while the Liverpool area (did it include Southport?) went to a new firm reviving the old North Western name. Others may know otherwise!

Pete Davies

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15/02/14 – 06:11

In the old days, when we were young, there was a lot of BET/Tilling overlap. There was also a lot of historical "baggage". United historically ran Leyland coaches – and continued to do so as long as possible. Cumberland had at least 50% private ownership and were a Leyland fleet – until Tilling came into the ascendency in the ’50s. Carlisle was given to Ribble by NBC in 1969/70. When Ribble and Cumberland came into common Stagecoach ownership, Cumbria went to Cumberland and Lancashire to Ribble.

David Oldfield

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15/02/14 – 06:12

I know, I’m a bit behind the thread, but thanks to Ken Jones for posting the photo of Lowestoft Corporation No.21. As I’ve only just seen it on the website I must a rant as this bus is one of my favourite machines. Everything about it takes my breath away. The deep maroon and primrose livery which appears quite plain and Dinky 290’ish, which in itself is a lovely period half and half style, has thin black lining, then emblazoned along the lower panels is the large serif Corporaton fleetname. Inside, a lovely maroon chain-link style moquette covered the seats (see photograph). The Regent II/ECW combination always fascinated me and eventually I got a ride on this wonderful bus at the 2012 ECW 25 year Commemoration weekend.
I didn’t realise, until I read Malcom R. Whites "Lowestoft Corporation Transport- Bygone Town Services" (ISBN 0-9532485-9-3) book how the Corporations routes were severely restricted to basically north-south with loops on each end and have always wondered why they were not extended inland to places like Oulton Broad and Carlton Colville.
The Rotterdam Road bus depot building still survives, but now owned by an industrial concern.

Graham Watling

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15/02/14 – 06:13

W Alexander & Sons had 12 Daimler CVD6s with ECW ‘Queen Mary’ coach bodies, complete with the Alexander Bluebird emblem. It doesn’t get more mouth-watering than that!

Peter Williamson

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15/02/14 – 06:54

Just to support the latest thread on this marvellous bus a couple of photos one of the interior of lower deck and a rear view.

Graham Watling

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15/02/14 – 10:47

This beautiful moquette pattern, but in blue and cream, was used by Roe in the two new bodies (lower saloons) fitted in 1951 to Samuel Ledgard’s two utility Guy Arabs. I always thought it to be a most appealing design, bold but tasteful.

Chris Youhill

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15/02/14 – 13:39

Chris Y’s comments made me think of something else. The interior shot shows window pans more in the Roe mould than that found on standard Bristol/ECW vehicles. [Were there not overtures to ECW from both Roe and Roberts in the pre WW II years? There was certainly tooing and froing of major people between the likes of Roe, ECW, Park Royal and Weymann.]

David Oldfield

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16/02/14 – 07:30

I’m a bit slow replying, David O, but you are right about the vehicle looking different when not in Tilling Green. SEE my post www.old-bus-photos.co.uk/?p=4321  And the AEC rad also tends to fool the eye. Finally, the light upper colour diminishes the rather high front roofline which these highbridge bodies possessed. It’s a very satisfying body and livery.

Chris Hebbron

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16/02/14 – 07:31

I only found out today whilst perusing the latest edition of Classic Bus that this style of 5 bay ECW body (albeit in lowbridge form) was fitted to a Daimler, a CWA6 which had been rebodied by one of the Scottish companies. You learn something new every day!

Chris Barker

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19/06/14 – 09:26

Having done much work on this bus during its restoration , I can add that it is a standard ECW ‘K” body fitted to a Regent II chassis this is highlighted around the cab front end area when compared to the Bristol variant , either way it sits well unlike some body builders efforts , another issue that affected maintenance of these vehicles was the provision of the trapdoors in the cab for the starter motor was not ideally suitable and same with the gearbox lifting eye in the lower saloon was too offset to be of use. Another point of interest was the Ebor body no. was found on our example on some of the internal panels I can understand other body numbers being found from the Lowestoft batch because of salvage etc.

Peter Short

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29/06/14 – 17:11

Graham Watling wonders why the Corporation never operated to Oulton Broad and similar. The answer lay in the licensing system whereby the traffic commissioners had to always give the licence for any new route to the "established operator". Thus because Eastern Counties was the first to provide services to Oulton Broad and Oulton, the corporation had no chance of obtaining a licence to operate to those points. The system produced utter farce at times, such as when the Corporation applied for a town centre to Hollingsworth Road service, it could not have a stop in the lower portion of Rotterdam Road because that might lead to abstraction from ECOC service 3, which did not serve the Gunton Estate!
To hell with the customer, the bus company interest came first, I know I was one of many who complained about the bad behaviour of ECOC to our local MP and the Department of Transport. The deregulation of buses was welcome, but unfortunately threw out the baby with the bath water, so that we lost local council fleets in many cases whilst happily getting rid of the NBC and PTEs.

These buses provided a source of pleasure to me from late 1966 when I moved to Lowestoft. Wonderful sound effects! I have an amusing incident concerning one of these lovely buses. I got on one at Station Square one evening after travelling from work at Norwich. The crew boarded, a short pause and communication between them followed, then the conductor asked the men in the lower saloon if we could give the bus a push as the starter motor was stuck. We duly obliged and the bus was soon under way. Happy days!
Perhaps Peter Short can answer a question about these buses. they are shown as Regent IIs but the chassis numbers all commence 0661, which of course is the Regent I So are these really Regent IIs?

Brian Moore

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12/09/15 – 14:38

Brian Moore mentions the "push starting" at Station Square. Well in about 1969 a fellow passenger, the conductor and I had a similar "stuck" starter motor at the No 2 Gunton Drive/Gunton Drive terminus one cold morning when I was trying to get to the station. It was a bit of a push as the road there had ruts caused by the bus wheels always stopping in the same place….!
The conductor did not seem surprised. I think he said that bus 27 had a missing tooth on the starter wheel! I am so glad that one from that batch has been preserved

Christopher Boulter

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Vehicle reminder shot for this posting

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08/01/16 – 06:31

I have just overhauled and re fitted the rear axle on this and if this is any use Brian Moore the chassis number is 06611945 also the rear axle had so many part what no other Regent II had i:e parallel rollers instead of tapered roller bearing and the only explanation I can come up with is that AEC must of used up all the parts from Regent I as I believe these are very early regent II? so effectively it is just a Regent I underneath.
Also was number 27 an AEC Regent III?

Connor

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03/04/19 – 08:45

In reply to Connor’s 08/01/16 question about number 27 which I believe was the bus with the missing starter tooth, it would have been from the same series ie 19-27 like number 21.
None had direction indicators which in the late 1960s caused much confusion with holidaymakers used to such modern extras as the drivers hand would only stick out about 10 inches from the cab window!
The 19-27 series was withdrawn around 1969 to be replaced by the Corporation’s first four front entrance/centre exit single deckers numbers 1-4.
Numbers 28 & 29 were of a later vintage and were around 1969 retrofitted with indicators!
I recall some early/mid 1960s AEC & Leyland double deckers too which had replaced some war/post war utility buses.

Christopher Boulter

Southdown Motor Services Ltd
1954
Leyland Tiger Cub PSUC1/1
Duple/Nudd B39F

The recent posting of the Edinburgh Guy Arab re-bodied by Nudd Brothers & Lockyer reminded me of this batch of saloons delivered to Southdown in 1954. This batch of Leyland Tiger Cubs were numbered 620-639 registered MUF 620-639 with B39F seating layout which oddly had a single N/S front seat and 2 pairs at the rear with a central emergency door and a mixture of half drop and sliding ventilators as well as unusual, for Southdown, curved seat top rails. These were new at a time when large numbers of parcels were carried, so behind the cab there was a floor to ceiling compartment about the size of a wardrobe fitted with shelving for carrying the parcels at the rear of which was a sliding door into the saloon, the drivers only other entry was the sliding door to the outside. Five very similar but by no means identical Tiger Cubs were delivered in 1955 numbered 640-644 registered OUF 640-643/PUF 644. They were very light and pleasant to drive and I always thought that the Tiger Cub had the best brakes of any Leyland model of that era.

Photograph and Copy contributed by Diesel Dave

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06/02/14 – 08:59

Reminds me of the 1950’s Devon General Weymann Reliances. These are the only other underfloor front loaders I can remember with a separate cab door.

David Oldfield

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06/02/14 – 16:06

I thought that some of the early BMMO built S types had a cab door.

Stephen Bloomfield

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06/02/14 – 16:49

Huddersfield specified enclosed cabs with an offside hinged cab door on all its UF purchases up to and including the 1963 ‘A’ registered pair of Reliances (23 and 24)

Ian Wild

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06/02/14 – 17:37

Bradford also had two AEC Reliances (501 and 502) with offside cab doors.

Stephen Bloomfield

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07/02/14 – 06:49

Manchester Corporation’s Leyland Royal Tigers 20 – 23 and "Leyland" Aberdonians 40 – 45 all had the offside cab door, with a fixed partition between the cab and the platform. I think East Yorkshire also had some saloons with this feature.

Don McKeown

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07/02/14 – 06:50

Your mention of parcels, D Dave, reminds me of when I lived in Southsea, 1956-76, and the GPO would hire Southdown coaches to deliver Xmas parcels around the streets. With modern traffic parking down the road I lived in, I doubt if a coach could get along it now!

Chris Hebbon

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07/02/14 – 18:47

Maidstone & District had a batch of Harrington/Commer integral saloons with an o/s cab door.
Re GPO use, can recall M&D buses and coaches hired for Xmas deliveries many many years ago.

Malcolm Boyland

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08/02/14 – 08:23

Here is a photograph of the cab of an East Yorkshire Tiger Cub which had C H Roe bodywork.

Ken Wragg

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08/02/14 – 09:49

Interesting that many of the early underfloor saloons had these enclosed cabs.
M&D’s certainly did but they subsequently went over to the near standard practice of just using a low waist high enclosure.
In today’s unpleasant society, the driver sadly needs the security of an assault proof working place but that wouldn’t have been so in the 50’s or 60’s.

Malcolm Boyland

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25/03/14 – 15:27

I assume the requirement for the cab to have an emergency exit is still in place. On half cabs the side window over the engine is usually the emergency exit. If you can’t get out if the bus goes on its offside, then there needs to be a second way out. I guess that is the reason for the sliding door at the back of the Roe bodywork in the picture.

Peter Cook

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26/03/14 – 06:25

I remember the prosaic message in the cabs of the Routemasters In the event of a fire get out.!!!

Philip Carlton

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26/03/14 – 09:30

Frank Muir once remarked that, in all Emergency Instructions, item number two was always more important than number one.
Thus:- In Case of Fire
1. Notify your superior officer
2. Jump out of the window.

Roger Cox

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09/08/17 – 06:36

From what Diesel Dave says about this beauty and the 15xx’s I get the impression our formative bus years were pretty much the same (KK 48848?). The later 640-4 were still around when I began driving but, certainly as far as the driver’s compartment went, they looked as though they’d been rescued from a chicken farm. However, for one brief interlude 638 came our way and what a dream. Somewhere along the line it had acquired one of the more modern grey enamel dashboards and could be driven with finger tip control. Is there anything on the road today that modern drivers will look back on with such fondness and respect?

Nick Turner

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17/05/21 – 17:04

What a lovely bus I have an amazing picture of MUF 639 in the idyllic backdrop of Poynings circa 1957 possibly, the bus is central to the picture numbered route 128 on its rural route to Henfield Railway Station via Devils Dyke and Small Dole such an amazing picture does this bus still survive.
My dad drove for the Thames Valley from 1949 to 1986.

Mike Robinson

Sheffield Corporation
1952
Leyland Titan PD2/10
Leyland (previously H33/26R)

This is my only photo of G56 in action doing what it did so often in the 1960s, recovering an errant PDR1/2 Atlantean in this case on a very wet day in Leopold Street, Sheffield.
G56 was converted from fleet number 666 as a gritter/tow wagon in 1966. Three of the batch were put on one side for conversion, 662 as a tower wagon to replace AEC Regent CWJ 410 and 667 as a driver trainer but in the event only the gritter conversion went ahead. It was a standard Sheffield conversion, lop off the top deck, take away the drop rear frame extension and install a doorway into what was the lower deck gangway. Random buses were modified in this way over the years when the Transport Department had to stand on its own feet when snow fell as Local Authority road gritting was not commonplace.

Photograph and Copy contributed by Ian Wild

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03/02/14 – 13:55

This type of conversion continued into PTE days with at least one ex Doncaster bus getting the treatment in addition to a number of ex Sheffield PD3s and an ex Severn of Duncroft example.

Chris Hough

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03/02/14 – 17:09

Small point. It was originally a 58 seater. The first 59 seaters were the 1957 PD2s (ECW, Roe and Weymann).
Nice atmospheric shot of Leopold Street in its one way phase with the Town Hall and Beethoven House (and Wilson Peck’s music shop) in the far distance and the Education Offices in the near distance. The latter have been redeveloped into upmarket boutiques and restaurants – the bit out of sight on the West Street corner was what originally was a college which eventually became Sheffield University. Leopold Street was named after the Prussian Prince Leopold.
The broken down Atlantean had its body built in Sheffield. Why did so many Atlanteans fail in the ’60s? Sheffield bought around 100 PDR1/2s between 1964 and 1966 – by far the worst and least reliable of all Atlantean variants!

David Oldfield

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04/02/14 – 07:46

What a wonderful old workhorse this machine was; in the heady days when Atlanteans were hove to all over the city, with engine covers raised and pools of oil gathering underneath, I doubt G56 ever really cooled down. I still consider it a great shame that this splendid old PD2 ended up getting scrapped and not preserved, even though half of it was already missing!

Dave Careless

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04/02/14 – 07:47

The problem with the PDR1/2 seemed to be in the combination of Leyland engine and Daimler gearbox which didn’t appear to work very well, was it something to do with the power produced by the Leyland engine being too much for a gearbox designed to be coupled with a Gardner slogger? Certainly the Manchester examples never sounded quite right compared to either a PDR1/1 or a Gardner engined Fleetline. I used to enjoy travelling on the back seat downstairs on a BND-C or END-D PDR1/2 for an exciting combination of excessive heat and interesting mechanical smells!

Michael Keeley

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04/02/14 – 13:44

Apologies for submitting a photo with myself in it, but I thought in this instance it might be forgivable. On holiday from Canada in the spring of 1984, I caught up with G56 in a sorry looking state at the SYPTE Meadowhall Training Centre in Sheffield, out of use and presumably awaiting the scrapman. Unfortunately, there was nobody in authority to whom I could beg, plead or otherwise come to an agreement with about acquiring the much coveted registration plate! Note that somebody has already taken it upon themselves to ‘rescue’ the ‘Leyland’ radiator badge! OWB 866 was thirty two years old by this time, had worked hard all its life, and didn’t owe anybody anything.

Dave Careless

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04/02/14 – 13:46

According to my information, the power outputs of the engines contemporary with the Atlantean PDR1/2 were as follows. The Gardner 6LX developed 150 bhp at 1700 rpm, with a maximum torque of 485 lb. ft. at 1050 rpm. The corresponding figures for the later 6LXB were 180bhp at 1850 rpm, and 536 lb. ft. at 1050 rpm. For the Leyland engines in bus applications, these became, for the O600, 125 bhp at 1800 rpm, and 410 lb.ft. at 1100 rpm. The O680 gave 150 bhp at 1800 rpm and 450 lb. ft. torque at 1100 rpm. The ‘Power Plus’ O.680 gave 200 bhp at 2200 rpm, and 548 lb. ft. at 1200 rpm., but this engine was not employed in the Atlantean. These figures did sometimes vary with differing applications, but not by much. The Gardner engines were lighter than their Leyland equivalents, though not so compact in design. It is unlikely, therefore, that the torque of the Leyland engines was responsible for transmission problems in the PDR1/2.

Roger Cox

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05/02/14 – 09:29

Here is an ex Birmingham PD2 in use as a towing wagon, but in this case by a scrapman. Photo taken at Walsall depot, 1970
I don’t remember what the vehicle was being towed, but appears to have had an argument with a low bridge.

Tony Martin

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05/02/14 – 13:54

Note in the background, yet another quaint destination on Walsall Corporation No.315 : "Boney Hay".

Stephen Ford

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06/02/14 – 06:36

It’s actually 815, a Leyland PD2/12 with Roe body. The destination is a reminder that Walsall, like neighbouring Wolverhampton, ran well outside its own boundaries.

Tony Martin

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07/02/14 – 18:04

I wasn’t aware until this discussion that there was a known transmission problem with the PDR1/2. Leyland were aware of a weakness in the Daimler gearbox at that time, which caused them to refuse to supply PDR1/2s with O.680 engines in standard Atlantean fettle, but the standard O.600 should not have been a problem.
Manchester specified derated O.680s for durability rather than extra power, and had them rated at 130bhp. This was the same as the derated 6LXs in the Fleetlines, but I don’t have torque figures for either. As a passenger I did notice a tendency to slip in top gear, but that was no worse than on the Fleetlines.
I know exactly what Michael means about Manchester’s PDR1/2s not sounding "right", but this seems to have been confined to Manchester, and was probably due to them having strangulated O.680s instead of standard O6.00s.

Peter Williamson

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07/02/14 – 18:46

The Daimler gearbox of that era was not a very robust unit with excessive band wear evident resulting from poor driving standards (2nd gear restarts/full throttle gear changes). The Mk3 version with wider brake bands made a significant improvement about 1971 followed by a ‘self wrapping’ 2nd speed band by 1975 (we called these the Mk4 although this was not an official Daimler/Leyland classification). The Fleetline used a trailing link coupling between flywheel output and gearbox input throughout its life. This was intolerant of misalignment usually down to failing rear engine mountings, again these were substantially improved by the early 70s. I have never seen under the bonnet of a PDR1/2, does anyone know whether it used the Daimler coupling or a short propshaft between flywheel and gearbox? The Leyland 600/680 engine was shorter than a 6LX giving more space. All sorts of reasons why the PDR1/2 was so poor compared with the standard PDR1/1. (Memory suggests that the Leyland engine Fleetline used a short propshaft – mind you, they were never as good as the Gardner version)

Ian Wild

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27/02/14 – 07:34

The reason that the PDR1/2 Atlantean model suffered problems was due to the adoption of an Albion Lowlander dropped centre axle
Daimler supplied the right angle drive gearbox, as the Leyland PDR1/1 design could not be used.
In Sheffield a fleet of 99 PDR1/2 chassis were ordered. Disaster occurred in 1965 when a late duty to Worksop by an East Lancs bodied PDR1/2 shed its rear axle gearing when the Albion designed unit broke up. All the Sheffield PDR1/2 buses were returned for repair and modification over many months.

Keith Beeden

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27/02/14 – 10:55

As far as I’m aware, the weakness of the PDR1/2 was in leakage from the flywheel oil seal – this would be consistent with ‘pools of oil’ and ‘slipping in top gear’. The oil seal itself was presumably every bit as good as the ones fitted to other marques, so the implication is that there was something about the transmission which upset the apple cart. I do recall that with the PDR1/2s there was noticeable vibration at moderate to high revs in the indirect gears.

David Call

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28/02/14 – 07:52

That’s interesting Keith. I hadn’t realised that the rear axle in the PDR1/2 was such a problem. No doubt Sheffield’s hills exacerbated the problem. Does anyone know if the weakness in the rear axle also affected Lowlanders.

Ian Wild

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30/11/14 – 10:29

In the picture of the Birmingham PD2 towing a bus at Walsall, could this be the bus behind. I had taken the photo at Wolverhampton Falling Road Depot in the late 1960s

Philip Savin