Old Bus Photos

Newcastle Corporation – Leyland Titan – LVK 11 – 359

 Newcastle Corporation - Leyland Titan - LVK 11 - 359
Photograph by ‘unknown’ if you took this photo please go to the copyright page.

Newcastle Corporation
1949
Leyland Titan PD2/1
Leyland L27/26R

Yet again another shot from the job lot of shots I bought at the market I’m afraid there is no information on the photo. But staying on the low bridge theme of Newcastle Corporation that I have been posting, here is a line up of three Newcastle low bridge double deckers. Between 1948/9 Newcastle took delivery of quite a number of all Leyland Titans, among them were 6 low bridge variants – LVK 6/11, fleet numbers 354/9 – 359 pictured. They replaced 4 pre war Daimlers BTN 100/3 (fleet numbers unknown) and for a while they ran alongside these utility Guy Arabs, the two in the photo are still in the blue wartime livery. Unfortunately I cant find any information about the Guy’s as regards fleet numbers, Registrations or bodybuilder etc.

Photograph and Copy contributed by Ronnie Hoye


27/07/12 – 08:37

The two Guy Arabs appear to be of the Mark 1 type with the short bonnet. The bodywork seems to be the standard Brush utility L27/28. Unfortunately, I do not have access to a Newcastle fleetlist to confirm.

Roger Cox


27/07/12 – 08:38

Unlike many of our number, I cannot whip up any enthusiasm for utility bodywork. On the other hand, I have boundless enthusiasm for the all Leyland PD2 – especially the earlier examples and the final version. The true Faringtons, with their separate ventilators, did nothing for me. Sheffield had going on for 150 of the early all Leyland PD2s (but all Highbridge) as well as numerous Faringtons and 12 of the superb last version.
As an AEC man from an early age, I always loved these PD2s with an almost silent tick-over (and a distinctive beat) and superbly finished bodywork. Luckily when Leyland gave up on coachwork in 1954, Sheffield continued to buy these wonderful beasts with top quality bodywork by Roe and Weymann (pre Orion). Similar Roe and Weymann bodywork also sat atop Regent IIIs and Regent Vs – the old dual sourcing in action.

David Oldfield


27/07/12 – 08:41

Well, our anonymous photographer has produced another gem. I, for one, never knew Newcastle had blue buses. Equally, I once photographed a red Bury bus at a rally. When I reported this to my father, he said he remembered them in red, and they had changed to green post-war.

Pete Davies


27/07/12 – 15:42

Pete, I’m pleased to say that a preserved example of Newcastle’s all Leyland PD2’s ‘LVK 123’ is still alive and well and is part of the N.E.B.P.T. Ltd collection, it’s a 1948 highbridge example and has been restored to it’s original blue and cream livery, as per the Guy’s in the picture. At the beginning of 1949 ‘half way through production of the order’ the livery was changed to the yellow and cream with maroon line out and red wheels which most of us will be more familiar with. I’m not sure if the low bridge vehicle in the picture pre dates that, but it wasn’t unusual for some block batch registrations to be held back and issued to later vehicles, I suspect that’s the case here and this is from the 1949 batch, I think it took about two or three years to change the whole fleet and being the newest I would think the blue PD’s would have been at the back of the queue

Ronnie Hoye


27/07/12 – 15:42

Newcastle had blue buses until the nineteen fifties the Northern Coachbuilders bodied AEC Regents being the first yellow buses delivered new One of the LVK batch of PD2s has been restored to the blue. In contrast Newcastles trolleys were yellow from the start.

Chris Hough


27/07/12 – 15:43

The photograph is a real gem and illustrates the difference between wartime utility bodywork and the standards on the return to peace.
In 1942 Newcastle Corporation received 2 Guy Arab I with Massey H30/26R bodywork numbered 245-46 JTN 505-6. They were withdrawn in 1950. Another 2 Arab I with bodywork by Strachans L27/28R were received in 1943, numbered 247-48, JTN 607-8. These are recorded as being withdrawn in 1950, with 247 going to Darlington Corporation as a driver training vehicle.
The Leyland Titans 6-11, LVK 6-11, were new in late 1949 and would have been among the first motorbuses delivered in cadmium yellow livery, which hitherto had been applied to trolleybuses only.
I hope this information is helpful and thank you for posting some wonderful photographs.

Kevin Hey


28/07/12 – 08:53

As mentioned elsewhere and by others in these pages, it really is amazing what previously unknown (or forgotten) information surfaces in response to the publication of a photograph. Keep up the good work, gents!

Pete Davies


28/07/12 – 12:11

As Kevin points out, Newcastle had two fleet colours, Trolley buses were yellow and motor buses blue, that all changed in 1949 when all vehicles adopted the trolleybus livery, still with me?. Some time later all the fleet numbers were changed, existing trolley buses up to 99 were renumbered starting with a 3 in front, 100 became 400, and any new vehicles carried on from their with 628 being the last, this meant that motorbuses were also renumbered and 359 pictured above became 11. Confusing isn’t it?

Ronnie Hoye


28/07/12 – 12:19

The lowbridge Arab 1s with Strachan bodies supplied to Newcastle were part of a batch originally intended for London Transport, before they successfully switched the requirement to CWA6 Daimlers D1-6. Bradford got one too, No.467. Not sure where the others went without looking the details up.

John Whitaker


28/07/12 – 15:54

Ronnie, I think that the pre-war and wartime trolleybus fleet was renumbered in 1946 and the fleet number for the beginning of the postwar trolleybuses began at 443 – although the first trolleybuses to be received after the war were the 20 BUT Q1s starting at fleet number 479.
The motorbus fleet was not re-numbered enbloc, although some renumbering of batches occurred. In March 1963 6-11, LVK 6-11 became 354-9 in order to vacate numbers for the impending delivery of 25 Leyland Atlanteans that became 1-25, 1-25 JVK, with bodywork split between Alexander and Weymann as was customary practice with Newcastle Atlanteans until 1966.
Similarly,in March 1966 Leyland Titans 115-36, LVK 115-36 were renumbered to 415-36 to create space for a batch of 28 Weymann bodied Leyland Atlanteans 106-33, KBB 106-33D. The remainder of the 1966 delivery was 26 Alexander bodied Atlanteans which became 239-66, KBB 239-66D. I believe that these batches were originally to have been numbered in a single series 401-56, JVK 401-56D.
I hope this clarifies things. As you say, it was confusing!
John’s comment about the Strachans bodied Guys being part of a batch originally intended for London is very interesting. The topic of wartime deliveries and the role of the Regional Traffic Commissioners and Ministry of War Transport is one that is ripe for studying.

Kevin Hey


28/07/12 – 19:10

Expanding on John W’s comments, LT was allocated eleven unbuilt lowbridge Guys from Strachans and four from Northern Counties. It only needed thirteen. Strachans bodies did not impress them, from LGOC days, and NC were an unknown quantity. LT found that they were three inches too high than their preferred height. Strachan offered to build the bodies to LT’s required height, but this would have entailed eliminating one step from the staircase, making one of the remainder too high for comfort. LT then wanted to build thirteen of its own lowbridge STL bodies for the Guy chassis (like the earlier, unfrozen ones) but was forbidden to. It was the two surplus Guy/Strachans to LT’s needs which went to Newcastle, in May 1943, fleet numbers 247/248 (JTN 607/608). Both vehicles were reconditioned after the war, but were disposed of in 1950.

Chris Hebbron


28/07/12 – 19:12

I agree Kevin; wartime allocations were fascinating!
This is another complicated story, well told in Ken Blacker`s book, "London`s Utility Buses". London managed to persuade the powers that be, to allow them to build some STL pattern lowbridge bodies, and this enabled them to avoid the 13 Guys mentioned. Some were actually bodied by NCME, but the Strachan variety were disposed of as follows:-
Potteries. JEH 472/3
Aldershot & Dist. EHO 695
Red & White EWO 484
Skills (Nottingham). GTU 427
Bradford Corporation. DKY 467
South Shields Corporation. CU 4549
Newcastle C.T. JTN 607/608.
The Bradford bus finished up as a "school bus" (tuition vehicle), and thus lasted well into the 1950s, and consequently into my memories.

John Whitaker


29/07/12 – 11:03

Sorry, Kevin, I got it the wrong way round, but why make it so complicated when the whole thing could have been done by adding a letter to the begining or end of the existing number. A simple system could use F – R – S – T. ‘F’ could be either front entrance or front engine, the same would apply to ‘R’ – ‘S; would be single deck and ‘T’ Trolleybus, but I’ve just seen a flaw in that idea, you don’t need a university degree to work it out, or am I just being cynical?

Ronnie Hoye


30/07/12 – 10:58

Ronnie, an interesting idea. Most municipal fleets used a pure numeric system for fleet numbering rather than alphabet-numeric. Two fleets that used the latter were Glasgow and Liverpool, although Liverpool began the process of moving to pure numeric a short while before being transferred to Merseyside PTE. Stockton-on-Tees began using alphabet-numeric some years before being merged with Middlesbrough and TRTB to form Teesside Municipal Transport. There may well have been others but I can’t think of any. Still, if I have missed some then I’m sure that someone will add a comment or two to complete the picture.
The renumbering of some of the Newcastle motorbus fleet in the mid-1960s was a consequence of the very large numbers of motorbuses that were delivered in a very short period of time for converting the trolleybus system to motorbus operation. By 1954 the motorbus numbers had reached 354 and the next deliveries in 1956 began at 137 (after the 1948 high-bridge Leyland Titans that ended at 136). As an aside, in 1957 this necessitated renumbering the Daimler CVD single-deckers 164-73 to 364-73 so that new deliveries of motorbuses could continue to be numbered in sequence. By 1962 this sequence had reached 238 and there was a gap of 12 numbers vacant to the start of the 1949 batch of AEC Regents that started at 251.
The undertaking had ordered 25 Leyland Atlanteans for delivery in 1963 and these were numbered from 1 upwards. By 1965 this sequence had reached 105 and was encroaching on the 1948 high-bridge Titans that began at 115. Of course, even renumbering the Titans to be 415-36 was insufficient to accommodate the entire batch of 56 Atlanteans due in 1966 and half of them was numbered 106-33, and the other half 239-66. I would be interested to hear of the reason for the original plan to number these 401-56 not proceeding.
Finally, a word for John. When I joined Bradford City Transport immediately prior to the formation of the West Yorkshire PTE, the driving school was in the capable hands of Inspector Harold Gobby, although for the life of me I cannot remember where it was based. The conducting school, which was based in the basement of the Forster Square offices, was in the hands of Inspector Joseph (Joe) Straughton. Ah, happy days!

Kevin Hey


30/07/12 – 16:02

You should be able to tell us a tale or two, Kevin.
I suppose it was Leylands in Inspector Gobby’s day, although one of the Crossleys replaced 467 for a time in 1958. Was the trolleybus driving department under the same control?
I left Bradford in 1968, but it will always be my favourite fleet!

John Whitaker


31/07/12 – 05:50

During my time as an Instructor at Yorkshire Rider/First Halifax, the earlier pages of the PSV Test Results Book showed several tests conducted for WYPTE/Metro Calderdale in the mid-seventies by an examiner called H. Gobi.

John Stringer


23/12/12 – 08:05

LVK 123_lr

LVK 123_2_lr

Further to the discussion on Newcastle Corporation Leyland bodied PD 2/3s here are two photographs I took of LVK 123 at the 1977 Dunbar Rally.

Gerald Walker


23/12/12 – 13:44

Kevin is more of an authority on this subject than I am, but if my information is correct, LVK 123 is actually older than LVK 11. Newcastle Corporation placed an order for these Leyland’s to be delivered in 1948/9. Most of them were the high bridge type, but the order also included 6 of the low bridge variants. Registration numbers were issued as a block, but as is often the case with large orders the vehicles are not necessarily delivered in numerical order. Up to 1949 Newcastle had two liveries, motor buses were blue and trolley buses yellow. Whilst these vehicles were being built it was decided to standardise the whole fleet in the trolleybus livery, but by that time part of this order had been completed and among others, 123 was delivered in blue, the remainder, including LVK 11, were delivered in yellow. Unless the normal repaint process was accelerated to speed up the livery change, 123 would have been blue for about three years

Ronnie Hoye


26/12/12 – 07:16

A question for Ronnie – and others! – about an anomaly in Newcastle post-war panel numberings, triggered by Ronnie’s comments about allocation of registrations. Newcastle ‘started again at 1’ with panel numberings after the war, with a batch of five CWA6s taking numbers 1-5 (albeit delivered over a three-year period, 1, 2 and 5 in 1945, 4 in 1946 and 3 in 1947, all with second-hand pre-war MCCW or PR bodies). Another batch of fourteen CWA6s with Massey bodies came next, in 1945 and 1946, but numbered 13-26. The numerical gap between these batches wasn’t filled until 1949, by the low-bridge Leylands 6-11. By this time other deliveries had taken numbering in the new series beyond the 100 mark. Does anyone know the background to this? It’s often puzzled me.

Tony Fox


26/12/12 – 15:42

Never having seen anything on paper I cant answer that one, Tony. It must have made sense to someone, but Newcastle seemed to make a simple system of numbers based on the registration far more complicated than it need be, some vehicles retained their number the whole time they were part of the fleet whilst others were renumbered at least once, and in the end some fleet numbers bore no relation to the registration. Speaking for myself, I would have used a simple pre or suffix system of letters to denote either vehicle type or the year they joined the fleet, that way you could still use the registration numbers as part of the fleet number and never need to change it, regardless of how many vehicles you had. London Transport for example

Ronnie Hoye


LVK 11_lr Vehicle reminder shot for this posting


09/09/14 – 18:00

I remember the so called "Blue Buses" Daimlers very well.
They had preselector gearboxes which must have been a boon for the drivers and low down on the inside left a Notek Fog lamp – very famed and desirable by many! – which was very necessary in the old days of coal fires and heavy industry which caused very extreme smog on Tyneside/North of England.
Another unique feature of the older Daimler buses with registrations from FVK 197 on was they had next to the front destination screen a 5 inch blue light!
No other Newcastle bus photos? I remember so well the Haymarket bus station with a real mixture of buses/coaches from Northern – United Automobile Services and of course Newcastle Corporation Transport!

Stuart Beveridge


10/09/14 – 07:00

Kevin H, John W, John S – I recall that when the Bradford trolleys finished in 1972 it was reported that the last trainee to pass his trolleybus driving test did so a few weeks earlier, and the examiner was an Inspector Gobbi – at least, that’s how I think his name was recorded at the time. Gobby, Gobbi, or Gobi, I presume it’s the same gentleman being referred to.

David Call


10/09/14 – 18:00

In WYPTE days this gentleman had carried out a number of PSV Tests for Calderdale-based trainees, and his name was recorded in the Driving School’s Test Results record book as H. Gobi.

John Stringer


10/09/14 – 18:00

In his original post Ronnie mentions he can’t identify the body builder of the Guy utilities and, though Kevin Hey lists the two Strachens bodied vehicles Newcastle had, there is no direct tie up to the photo though it is obvious that the bodies are not by Massey, who built the first two delivered. To state the B******g obvious, to quote Monty Python, the Arabs in the photo are the Strachens bodied examples, JTN 607 and JTN 608, close examination shows JTN 608 is on the left.

Phil Blinkhorn


 

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Newcastle Corporation – BUT 9641T – LTN 479 – 479

Newcastle Corporation - BUT 9641T - LTN 479 - 479

Newcastle Corporation
1948
BUT 9641T
Metro Cammell H40/30R

Another from the Job lot of photos I bought a while ago this time an atmospheric shot of Newcastle’s Byker Depot in 1948. An impressive line up of 20 new BUT 9641T’s with Metro Cammell H40/30R bodies, they were LTN 479 – LTN 498 fleet numbers 479/98.

LTN 479_cu

Newcastle ordered 70 of this type, and this first batch were identical to London’s Q’s where as the remaining 50 had the standard Newcastle destination indicator layout. I’ve heard it said ‘but not confirmed’ that these vehicles were built for LT but diverted to Newcastle. The first Newcastle trolley buses began to replace the trams in 1935, but because of the war it wasn’t until 1950 that the trams finally disappeared. I think I’m right in saying that Newcastle had the largest trolleybus system outside London, they had 28 routes and a fleet of 204 vehicles, but unlike the trams they never ran south of the Tyne into Gateshead, and as far as I’m aware it was only the routes into Wallsend that ventured beyond the City boundaries. The last one ran in 1966, and in resent years it’s often been said that they should never have got rid of them, but hindsight is an exact science

Photograph and Copy contributed by Ronnie Hoye


24/06/12 – 15:26

A couple of photographs of some very impressive vehicles. Thank you for posting them.
I knew Noel Hanson who co-authored with Tom Canneaux the book ‘The Trolleybuses of Newcastle upon Tyne’. Noel was a lovely man and he spent a great deal of time and effort in trying to get to the bottom of the events that led to Newcastle receiving LPTB style Q1s. In the Second Edition of the book, published in 1985 by Newcastle City Libraries, the authors added a chapter that covers this story in detail.
In November 1946 Newcastle Corporation placed orders for 50 3-axle trolleybuses with 20 chassis from BUT and 30 from Sunbeam. Metro-Cammell were to body the BUTs. In addition the Corporation had earlier ordered a number of 2-axle trolleybuses too, including 36 Karrier chassis to be bodied by Metro-Cammell. These were delivered after the Q1s as Sunbeam F4s.
Anyway, to cut a long story short in September 1947 Newcastle Corporation was pressing Metro-Cammell to confirm delivery dates of trolleybuses that were on order. Attention focused on expediting delivery of the 36 2-axle vehicles. Representatives of English Electric – who were supplying the electrical equipment and motors – and Metro-Cammell were summoned to Newcastle. English Electric offered to commence delivery of the electrical equipment in the November for the 20 3-axle BUTs. The representative from Metro-Cammell said that vehicle delivery dates were receding but offered delivery of the 20 3-axle BUTs in the early part of 1948 on the basis of the Corporation being prepared to accept the standard LPTB body design rather than the City’s own specified design. The offer was, of course, immediately accepted.
Ronnie is correct that the Wallsend (Park Road) route lay outside the City Boundary but the Gosforth Park, Polwarth Drive, Hollywood Avenue and Grange Estate routes were also beyond The City and County of Newcastle upon Tyne (to use the correct title).

Kevin Hey


24/06/12 – 15:26

These were quality trolleybuses and Newcastle were wise to copy the London Transport body specification. In order of delivery from Metro Cammell, these twenty came before the main London order and a further order after London then went to Glasgow. The Newcastle trolleybuses were the closest in appearance to the London class Q1 whereas Glasgow did insist on their own style indicators. Newcastle did make changes such as indicators and sliding windows with a later order of similar Metro Cammell BUTs which came in 1949/50.

Richard Fieldhouse


24/06/12 – 15:28

One of the reasons that many trolleybus systems were abandoned in the late 1950’s and early 1960’s was the massive amount of town centre re-development that was going on or was planned. The disruption to overhead installations and the level of investment that would have been required to keep pace with the changes to streets and roads would have been prohibitive. Coupled with the relatively cheap price of oil and a lack of environmental awareness (compared to today) led to many operators giving in and closing their systems.
In fairness many of the trolleybus fleets in the early 60’s were fairly elderly but there were exceptions and the Bournemouth dual entrance Sunbeams and Reading forward entrance Burlinghams were thrown away with many years of life left in them. It was a great shame.

Philip Halstead


25/06/12 – 07:52

Sorry about that, Kevin, I completely forgot that Gosforth was also a victim of the abortion that came about with the creation of Tyne and Wear. At the time I lived in the old County Borough of Tynemouth, and we had our own Ambulance service, Fire Brigade and Police Force, but that’s another story, back to Trolleybuses. I can understand that City Centre redevelopment was one of the major factors in the demise of Trolleybus networks, but that seems a bit ironic now when, in Newcastle anyway, many of the buildings that were thrown up ‘sorry’ erected in the 60’s, are now themselves being demolished. On the other hand, if Trolleybuses were still around now the biggest problem would probably be cable theft!

Ronnie Hoye


25/06/12 – 07:53

What a fantastic line up of Newcastle Trolleybuses. When you consider each one would have to be positioned by a towing vehicle I wonder how long it took to get these trolleys lined up for this photo.

Eric Bawden


25/06/12 – 07:54

Philip has indicated some reasons why trolleybus systems were abandoned after the war, but there were others, too. Post-war nationalisation of the power industry ended generation by municipal authorities, part of which went to their trams/trolleybus fleets and was subsidised. Full rates had to be paid thereafter, making trams/trolleybuses less competitive and attractive than hitherto! Then, the electrical infrastructure, usually installed for electric trams, around 1900, was worn out, as were the original trolleybuses built in the 1930’s, all patched up and inadequately maintained during the war.
There never was a surplus of London trolleybuses which were passed on to other operators. ‘The London Trolleybus’ by Ken Blacker states that operators were told by the M of WT that a limited number of trolleybuses were to be produced. LPTB, along with others were asked to put in their bids, but LPTB was told specifically that a maximum of 50 would be their allocation and who would be the chassis, body and electrical suppliers. LPTB quietly told the ministry that it needed 77 to replace the fast collapsing ‘Diddlers’ and war losses, leading to the increased allocation and delivery of the first Q1 in January 1948. There were also orders for the 34 for Glasgow and 20 for Newcastle, and LPTB (by then LTE) generously gave permission for their, primarily, body design, using the same patterns/jigs, to be used for these orders, too, to speed up deliveries. Glasgow did mange to get its own pattern of destination indicators, but internally, both were identical internally to the London ones, save for the Newcastle ones having Newcastle’s seat coverings and polished wood fittings. Newcastle’s were delivered between February and April 1948, with Glasgow’s at much the same time. Glasgow annoyed LTE by using the London ‘T’ logo front and back and had to take them off quickly! They were all about a year late in being delivered for a variety of reason, but gave stirling service over the years. One quirk was the lack of nearside opening cab windows, compared with LPTB’s pre-war counterparts, occasioned by the unavailability of the item.
Glasgow also ordered more (30) trolleybuses to the same body pattern later, but these bodies were fitted to Daimler chassis, giving them a slightly longer front overhang than the Q1 type.
It is true that many systems were extended, then condemned to abandonment within a painfully short period. Portsmouth Corporation, built an urban extension at great cost in 1950/51 (copper was expensive by then), but abandoned the whole system in 1963, with none of the 14 of the remaining 15 vehicles, bought for the extension, moving on for service elsewhere. Housing bombed in the city was rebuilt well outside the city boundary and was served by motor buses.

Chris Hebbron


25/06/12 – 07:55

Aaah, the ‘Gosforths’: what wonderful trolleys these were! This is much more than just pure nostalgia, Ronnie. I was born in Newcastle and grew up in a village just eight miles away and I remember these buses as if it were yesterday. They spent much of their lives on the 31/31A/31B services (hence the nickname, of course) but they frequently strayed onto other routes too. It’s sad that none of Newcastle’s Q1s made it into preservation but I suppose we should at least be very grateful that two members of the fleet did and, of these, 628 is from the second batch, the Q2s, which were probably my all-time favourite trolleys.
From an early age many of my favourite experiences involved a trip by trolleybus, either from the Central Station or Cowen’s Monument on Westgate Road. Annual trips to the pantomime and weekly trips to the Church where my father was organist (hence the long journey) included rides on those wonderful silent leviathans which glided easily and speedily up and down the city streets; by contrast the Corporation motorbuses – which were themselves wonderful too – seemed to strain whilst everything seemed effortless for the trolleys.
As a youngster, a particular treat at Christmas was to visit Santa in Fenwick’s department store in Northumberland Street followed by tea in their Terrace Restaurant with the orchestra playing; a table by the window would ensure a perfect view over the busy street below with its constant procession of buses and trolleybuses. Looking out over the wires, and watching the booms whizzing by, sparked (no pun intended) a fascination in my young mind and ensured a life-long love affair with the trolleybus which, when I reached my teens and early twenties, involved expeditions all over Britain to sample the remaining systems before it was too late. Places like Walsall, Bradford, Glasgow, Teesside etc became like second homes!
When I made my first trip on ‘Coffin’ 501 at Sandtoft after her restoration it was quite emotional – for more than 45 years I had never expected to travel again on a Newcastle trolley; when I eventually make it to Carlton Colville to see and travel on 628 again my life will be complete!
Ah the memories that these wonderful photos have stirred. Thank you for posting them, Ronnie, and apologies to everyone for waxing lyrical and straying rather from the original subject.

Alan Hall


25/06/12 – 10:12

Picking up on a point made by Chris. I could be wrong here and no doubt someone will correct me if I am, but as far as I’m aware the municipally owned undertaking of Newcastle Transport actually made a profit, so in effect they subsidised the rates, however, the all singing all dancing PTE who replaced them, and their successor Nexus have NEVER made a profit.

Ronnie Hoye


26/06/12 – 06:55

May I wax a bit less lyrical about trolleybuses? The Bradford system lasted about 60 years. I believe it ended in a hurry because someone died when a power boom broke off. Before that there was great debate about the state of the cable poles, especially the black bit at the bottom where the doggy area was painted with bitumen (it was said). It was a time when people were anxious to clean towns up- black stonework, worn out industrial buildings, featureless streets: one of the worst visual things was the overhead wires- the mass of electric power lines (often providing street lighting), telephone lines, even radio rediffusion lines – and trolleybus lines with their many supporting poles, switches and tensioning wires. To be rid of these was a step forward. Then there was the mobility problem- apart from redevelopment, temporary roadworks, cable problems, breakdowns, accidents. Instead you got a smart new bus that didn’t look like something out of a black and white film. I recently used a hybrid airport bus in Manchester, and this is probably a part of the future- batteries or motors to give greater mobility, reserved lanes, smart buses. Would we have invested like this in the easy-parking, cheap oil, relatively uncongested sixties?… for a start we hadn’t the technology.

Joe


26/06/12 – 08:19

Fair point, Joe, but the loss of those overhead wires gave public transport a lower profile, and that was just one of the many reasons why buses have consistently failed to retain passenger numbers since. The psychologically reassurance of a fixed transport infrastructure has been a well-known factor in justifying the retention (and increasing reintroduction) of tramways, railways and (to a lesser extent) trolleybus systems. Once passengers lost faith in their public transport network, then they were lost forever.

Paul Haywood


26/06/12 – 09:37

I do not agree that trolleybus overhead was, in any way, unsightly! Down to earth Bradfordians were amply able to prioritise such issues.
Further, it is untrue to suggest that the trolley head fracture at Four Lane Ends, and its fatal results, were in any way a factor in the system`s demise, which was well entrenched at the time.
I cannot speak for other systems, but Bradford`s was very efficient under
C. T. Humpidge, and, like Newcastle, did actually contribute to the rates budget for most of the time. It was well loved by Bradfordians, was part of the "city ethos", and its demise was sadly, but reluctantly accepted.
I would also point out that the so called lack of mobility of the trolleybus has proven to be a fallacy.
In Bradford this was the excuse, so that the city could be remodelled, and what a remodelling mess they made of it in the 1960s! The new Forster square, for example, has itself now been totally erased, leaving a pile of rubble, and many fine Victorian buildings have been lost. A more cautious approach incorporating trolleybus retention, would have perhaps put a brake on this madcap destruction. Yet another advantage of the trolleybus is totally forgotten, and that is the longevity of equipment.
You could get a thirty year life from a trolleybus chassis and its equipment, and the bodywork lasted longer anyway, due to the lack of vibration.
We have to move with the times, I know, but, in retrospect, there was something ridiculous in the fashionable trend of speedy abandonment, and there were many instances of wasteful disposal of still usable assets. Newcastle, London, need I go on!!

John Whitaker


26/06/12 – 11:33

As trolleybus systems were almost universally municipal, it follows that they were subject to political pressures, such a city centre re-modelling, widespread in the 60’s.

Chris Hebbron


26/06/12 – 14:09

I agree that the infrastructure required for trolley buses was costly to erect and maintain, and it must be said that motor buses do offer a greater degree of flexibility. That said, from a passenger point of view boarding a trolleybus had one big advantage over bus travel now, you knew exactly where, and which way it was going to go, where as these days some routes seem to alter every other week, and what used to be a fairly straightforward journey from A to B has been altered to such an extent that its become advisable to take a packed lunch.

Ronnie Hoye


26/06/12 – 14:10

Back to my Bradford trolleybus abandonment theme, if I dare!
Cheap and nasty concrete building monstrosities, accompanied by cheap and nasty AEC Regent V buses which were notoriously unpopular with Bradfordians.
What a mess our Civic "Leaders" made of things!
Younger contributors to this site will probably think the 1960s were a time to remember with affection, but us "oldies" remember the real "Golden Days"
Sorry, tongue in cheek, and all that!

John Whitaker


27/06/12 – 07:03

I realise that I sometimes look back to ‘the old days’ through rose-tinted spectacles (for which I apologise) but I do wonder whether Joe has found his way onto the wrong site. It’s called ‘OLD’ Bus Photos after all and yet he seems to be putting forward views which are anathema to most of us who have an interest in, and a love of, old buses. Joe is, of course, perfectly entitled to his views and at liberty to express them wherever he wishes but there are many other websites devoted to the modern buses which he so admires so I wonder why he is bothering with a site like this one; he could, of course, just be playing Devil’s Advocate and may well be sitting back, laughing his cap off at the reaction he has provoked.
It’s true that temporary diversions could cause problems for trolleybuses but their batteries gave them a much greater flexibility than the trams to which many cities are now returning. As regards breakdowns and accidents, it is true that many authorities allowed their vehicles to deteriorate in the months leading up to closure which did lead to breakdowns and often a shortage of serviceable vehicles; as a result many trolleybus turns were covered by motorbuses in the last few weeks of systems such as South Shields and Teesside in my native north-east. Poor South Shields also had particular problems with poor power supply and, in the case of one route, salty air too so that, by the end, trolleys were rarely appearing on their routes and many people didn’t even notice the final transition. On Teesside, where the final extension – the last on any British system – only lasted a few days over three years, the undertaking suffered from the amalgamation of the TRTB with Middlesbrough and Stockton Corporations to form TMT; although the new body was initially committed to retaining trolleybuses for some years, trolleybuses had formed the major part of the TRTB whilst they only represented a small part of TMT and when maintenance problems started to arise replacement was an easy option. I would love, however, to see evidence that trolleybuses were more accident-prone than their diesel (or petrol) cousins. Again unlike trams (and I love trams too!), trolleybuses were able to take evasive action, at least to a limited extent.
Like John, I certainly didn’t view the trolleybus overhead as unsightly – quite the reverse actually – and I also share his views on the mess that urban planners made of many of our cities; of course sub-standard housing needed to be replaced but that is not an excuse for the wholesale destruction of beautiful, solid city centre buildings and familiar street patterns. In the case of the Glasgow system, for example, whilst the city centre itself has been left relatively intact, some areas served by trolleybuses immediately north of the centre (Cowcaddens and the Garngad, for instance) and also on the south side (parts of Paisley Road and Drumoyne) have largely been given over to urban motorways and their infrastructure. There will be many, I’m sure, who view these changes as improvements although we in the north-east in particular know that the redevelopment of cities could, in some cases, be influenced by those with corrupt motives (I’m thinking here of the case of T. Dan Smith, John Poulson, Andy Cunningham and others).
I’m surprised, too, that Joe, in his admiration of modern hybrid buses, hasn’t given due credit to the environmentally-friendly credentials of the trolleybus in the days before anybody had invented the term. Towns and cities such as Huddersfield and Bradford lying, as they do, in bowls are eminently suited to the trolleybus which can sweep speedily and silently up the banks from the centres out towards the suburbs without any of the pollution caused by the replacement motorbuses as they struggled manfully to cope with the gradients – St Enoch’s Road/Church Bank anybody?! If authorities had persevered with trolleybuses perhaps no one would have bothered to invent the hybrid!
Come on Joe: admit you were just winding us up!

Alan Hall


27/06/12 – 13:41

BUS - Fratton Bridge Trolley Wires

Whether tram/trolleybus wires look unsightly is subjective and not noticeable to those who’ve grown up with them. We learn to take lots of things for granted. I’ve never heard one complaint on the subject where new tram systems have sprouted in the last twenty years. I think it’s worth airing a 1960’s photo I took of the most complicated junction in Portsmouth, Fratton Bridge, where a policeman stood on a box on point duty for many decades, in all weathers, gathering many accolades when he finally retired. The junction was tricky, with traffic congestion and a climb to the bridge. It meant slick work, momentarily accelerating, then coasting across a frog, to go the right way. Rarely did the trolleybus drivers get it wrong.

Chris Hebbron


28/06/12 – 07:29

Thanks Alan and Chris…I was beginning to wonder if I was alone in my love of trolleybus overhead. There was a similar pattern of overhead at Four Lane Ends, in Bradford, with an acute right turn for the 31 Allerton route, which this photo puts me in mind of!
As you say, Chris, how drivers managed the "off" insulated sections at such complicated junctions amazes me…it is a lost skill, and the "roof drum" on the top deck was music to my ears!
Bradford also had the advantage, until about 1962, of a batch of trolleys which made "tram like" sounds, and were unique as such, being regenerative AEC 661Ts with EEC equipment, and double reduction rear axles.
Being a passenger on the top deck, as a "Regen" eased its way across Four Lane Ends, was like being in the orchestra stalls! Lovely sounds…..What a shame we cannot capture it for the sound section of this wonderful site!

John Whitaker


28/06/12 – 07:30

I always thought trolleybus overhead quite attractive but I must admit Chris, your picture of Fratton Bridge is a bit "over the top", or should that be "over the head"?

Eric Bawden


28/06/12 – 07:31

Now that, to me, is beautiful in its own way, Chris, but, as you say, it all depends on what you’re used to I suppose and it’s important to draw attention to the skill required by trolleybus drivers; although the streets were generally quieter than city streets today it was, as you’ve pointed out, no mean feat to get a trolley smoothly from A to B, remembering where to apply power and where to coast and which frogs were automatic and which were manual. Let us also not forget the poor conductor/tress who (depending on the system) may have had to break off from collecting fares to pull a frog, then chase after the bus and jump onto the platform as it started to accelerate away. There’s a perfect example of this on the ‘Online’ video/dvd of South Shields Trolleybuses filmed at the Marsden Inn where the conductor has to chase after his bus as it circumnavigates the roundabout and heads for Horsley Hill Road. The roundabout is still there today but anybody attempting to run round it now would be promptly flattened!

Alan Hall


28/06/12 – 07:32

Now I’ve upset the trolley-lobbey! It was not intentional. I know they had "the power station behind them when going up Church Bank" but was only trying to say that without hindsight, it probably seemed (& perhaps was) the right thing at the time… the infrastructure was often worn out & needed redesigning (in Bradford to put up proper street lights, if I recall, and not brackets on trolley poles) and the buses aged. There was probably no generally available power back up (hybrid etc), which would make such a difference, although I don’t go all the way with with the redevelopment argument- same goes for all services. The same argument applied to London Underground until recently- worn out, but then the money had to be found. This could however (Leeds) be the age of the "new" Trolley!
Poking around, I found a lovely Bradford scene on Youtube: a dewiring (frog broken?). Up comes the little Austin (?) tower wagon, man climbs straight on roof of bus & fiddles: eventually bus sets off, man then grabs trolley booms & holds them off the wires across the faulty frogs. Would they have survived that guardian of us all, Elfansafety?

Joe


28/06/12 – 07:33

You could probably shelter from the rain under that lot!

Stephen Ford


28/06/12 – 10:19

No Joe, you are quite right about the "Elfansafety" aspect!
It would be impossible to turn back the clock, even were we to acquire such power, as the dreaded E and S would prohibit every human activity which then existed!
I can wax very lyrical about all aspects of transport, especially trams and trolleys, but also old motorbuses in general, and Tilling/Bristol flavour in particular, and, to me, that is the beauty of this site….it is a "broad church" of genuine enthusiasm!

John Whitaker


28/06/12 – 10:20

It was impressive, likeable or not! The bridge crossed the main train lines into Pompey. Good job they worked on the tidy third-rail system. Imagine all that catenary below and trolley overhead above!
One other minus point about London trams/trolleybuses, at least, and that was the fact that London Transport had to pay an annual wayleave for its poles to the various local councils, which must have cost a pretty penny!

Chris Hebbron


29/06/12 – 07:47

As is well known Leeds was a pioneer of trolleys along with Bradford but found the tram a better option. Some of the trolleys run by Leeds were truly bizarre including some awesome looking deckers. The new trollies if and when they appear will be efficient but will undoubtedly lack the charisma of the originals.

Chris Hough


30/06/12 – 17:56

If anyone owns a copy of the 1963 J. Joyce book "Trolleybus Trails" they will see another "attractive" shot of overhead wiring on p. 74, taken at the TRTB garage at Cargo Fleet!

Dave Towers


02/07/12 – 07:15

As a youngster, growing up in Bingley on the edge of Bradford CT territory, I too had a fascination for trolleybus overhead wiring. The turning circle at Bingley parish church was the terminus of the Bingley route (26), while trolleys bound for Crossflatts (24) continued straight on. I can vividly recall the ’26’ trolleybuses stopping short of the turning circle, and the conductor/conductress alighting to pull the handle at the side of the traction pole, in order to set the frog (points) for the turn. To a youngster, watching the whole process was simply mesmerising! However, on trips to Bradford, the overhead at Saltaire roundabout could be observed, and this was in a totally different league. Here, trolleybuses terminated from Bradford via Manningham Lane (25) or via Thackley and Shipley (40), negotiating the roundabout from different angles to return to the city. The Bingley and Crossflatts trolleys also navigated the roundabout to continue their journeys on the 24 and 26 routes. Added to that, Saltaire trolleybus depot was adjacent to the roundabout, and had its own wiring ‘roads’ on and off it. An amazing feat of electro-mechanical engineering, and to my eyes, quite beautiful in its own functional, industrial way. (Fred Dibnah would understand!). Just to add even more interest, there was a trolleybus reverser ‘just around the corner’ at the end of Dove Street. Although I never saw this in day to day use, presumably it would have been used by the ’40’ trolleybuses, allowing them to avoid negotiating the roundabout when road traffic was heavy.

Brendan Smith


02/07/12 – 11:18

I’d forgotten ‘reversers’, Brendan, but now recall that Portsmouth had two of them, although one went early on, when the route was closed. Most of the frogs I noted in South-West London, were manually operated by conductors from a traction pole. Just another job for those unsung, hard-working, nimble employees, dealing with 70-seater, not 56-seater, vehicles!

Chris Hebbron


02/07/12 – 18:07

LexmarkAIOScan2

Lexmark Scan1

Lexmark

The comments about trolleybus overhead wiring in Bradford made by Brendan about Saltaire and my best friend John W about Four Lane Ends have stimulated my own fascination for complex junctions. I took some photos of Bradford Four Lane Ends wiring in 1958, just before the junction was changed to a "round the block" layout to permit longer trolleybuses to negotiate the sharp right turn for the Allerton 31 route. The Thornton trolleybuses worked the auto point for the straight- on 7 route. I have included one of these photos looking west towards the outward Thornton route where the sharp right turn for Allerton can be seen. The other parts of the wiring include a full circle used for depot access/egress and for short working services from the city as well as for driver training.

Richard Fieldhouse


03/07/12 – 07:14

Brendan, I well remember all these features – particularly the Dove Street reverser used in emergencies. There were other turning circles on the Manningham Lane route – at Lister Park originally a long loop via Oak Lane, St Mary’s Road and North Park Road which was used as a siding for football specials,(later supplemented by the addition of a turning facility at the bottom of Oak Lane), at Ashfield Avenue Frizinghall (27) (a very tight turn), and at Nab Wood on the Shipley/Bingley boundary. There were different styles of overhead in Bingley and interestingly the wiring outside the Bradford City boundary was actually owned by Shipley and Bingley UDC’s and was left in situ for some time after the Bradford wiring had been dismantled, (possibly pending a negotiation of cost of removal versus scrap value !).

Gordon Green


03/07/12 – 07:15

Impressive, Richard. A complete circle would be unusual, I’d venture to suggest.

Chris Hebbron


03/07/12 – 10:55

These pictures of Four Lane Ends really bring the memories flooding back, Richard!
Bradford, as a major player in the trolleybus field, perhaps did not have a junction as complex as Pompey`s Fratton Bridge, but as highlighted by Gordon and Brendan, there were other gems on the system as well as FLE, and I remember the Dove Street/Saltaire layout with great affection. We would often, in the 1950s, take the trolley to Saltaire, where we were always made welcome at the adjacent depot, by our old friend, the depot Superintendant, Mr Harold Brearley, who was himself an enthusiast, and contributed to trolleybus literature in the early days.
There was a section of very modern wiring, by "Ohio Brass", on the Nab Wood-Bingley section too, which deserves mention, but our "home" depot was Duckworth Lane, and Four Lane Ends was in the heart of "Duckworth" territory, and that is where the strength of my memories is based. I can still see a single decker, probably 570 or 571, turning at Four Lane Ends about 1945! It was also, of course, the heart of "Regen" territory, where those extra special trolleybuses, 597-632, groaned about on their everyday business, sporting the wonderful Tattam livery with cream bands, grey roofs, black beading, and yellow lining, and to top it all, our absolute favourite buses of all time, the 9 Brush rebodies of 1944!
I can remember my time at Fairweather Green Infants School, between 1946 and 1950, where playtimes were regularly spent with nose pressed through the railings, to watch the 3 types of "Regen" rebody pulling up at the Mumby Street stop. Every so often, during the same vigils, a cloud of dust would shroud a West Yorkshire Bristol G, as it hurtled past on the Bradford-Denholm-Keighley route! Lets all revel in nostalgia….you can`t beat it!
Moved away from Newcastle a bit though. Sorry about that!

John Whitaker


04/07/12 – 05:04

307 Ex Bradford

John Whitaker is not as far off the original subject as he seems to think he is, once again the picture is from Newcastle City Libraries, but it’s of two Bradford trolley buses ‘ten in total’ that wandered all the way to Newcastle, I’m not entirely sure of the registrations but I think were KW 5453/62. They were Dick KE/English Electrics’ built for Bradford in 1931, and acquired by Newcastle in 1942 where they became 300/9; I think they must have found their way to Newcastle as part of a wartime redistribution of resources, and I think they remained in service until about the late 40’s

Ronnie Hoye


04/07/12 – 10:43

Well Ronnie, you have made my day! I have never seen a photo of one of the Bradford six wheelers as running in Newcastle, so many thanks.
Bradford received 10 of the Sunbeam MF2 chassis diverted from the Johannesburg order, under a MOWT allocation in 1942. These became BCT 693-702, always referred to as "Joburgs".
The MOWT directed that BCT sell a similar number of older vehicles to Newcastle, with the result that 1929/30 vehicles, 573, 579, 580, and 7 of the 1931 batch, 584, 585, 586, 591, 592, 594, and 595 proceeded north to NCT.
The Bradford batches were 572-583, KW 6062-7, 6654-9, and 584-595, KW9453-64.
My records show the Newcastle numbers as 306, 309, 308, 303, 304, 305, 307, 301, 302, and there is some doubt that the earlier 3 buses ever ran in Newcastle. One of each type, plus the demonstrator, 596, were sold in 1945 to South Shields.
The wheel has turned full circle Ronnie, and thanks again. If you have any further detail concerning the lives of these vehicles with NCT, I would be delighted to hear.
There were only 9 numbered by NCT, as 595 was broken up for spares.

John Whitaker


04/07/12 – 15:41

Re John W’s posting, I was just pondering how they were actually taken up to Newcastle? I assume they must have been towed by a Bradford tow truck which most likely was an even older former bus. Finding any photographs of the journey would be fascinating as it must have been a slow task.

Richard Leaman


04/07/12 – 15:42

What a wonderful surprise to see a photo of two ex Bradford trolleybuses operating in Newcastle. The two shown had contactor control but had a primitive style of master controller that required a third pedal that was tripped after each electric brake application. This trip pedal action reset the contactors again for a power application. The term "trippler" was used for these trolleybuses by the drivers in Bradford where they were based at Bolton depot. We rarely saw one of these "tripplers" at Four Lane Ends but the earlier EEC 3 axle types with direct mechanical cam controllers did appear. These trolleybuses were hard work to drive as the power pedal had to be continually pumped to get the required power and braking. These trolleybuses were known in Bradford by the drivers as "paddlers". It is said the drivers paddled in their sleep.

Richard Fieldhouse


04/07/12 – 16:30

Its a fascinating point, Richard, about how the Bradford "Trippler" trolleys got to Newcastle. I presume they were towed up, but by whom, and how, I have no idea!
There were several instances of wartime trolleybus loans, and, amongst these, some Bournemouth trolleybuses ran in South Shields! It is also interesting to note that also, in 1942, Bradford abandoned its Stanningley tram service, as the track was desperate! The MOWT arranged loan motorbuses, Regents from Leeds, and STs from London, and 10 "Preston" cars of 1919/21 vintage were sold to Sheffield, who also received some Newcastle Hurst Nelson cars. Presumably such movements were by low loader. You never know what might appear on this site….just look at Ronnie`s photo today!

John Whitaker


05/07/12 – 06:54

Thx for this amazing photo, Ronnie. These old warhorses are seriously unattractive and, it would seem, crude, even for their day. the 1931 ‘Diddlers’ were not like this at all. There was some discussion on another posting about trolleybus movements in the war – see this Old Bus Photos link
I would doubt if any such movements were by low-loaders, much more a recent invention, apart from ‘Queen Mary’s’ which move dismantled planes around during/after the war. They would have been towed, as Richard L suggests.
The MofWT must have had some challenges to meet at times, such as the late 1940 Coventry Blitz, which wiped out the city’s tram system permanently! And a similar end came in Bristol, in 1941,when bombs damaged a bridge carrying the tramway power supply. How they kept public transport going, with minimal interruption, in such conditions, was amazing.

Chris Hebbron


05/07/12 – 06:55

Bradford’s Stanningly tram service was originally a through joint route between Leeds and Bradford. The two systems had different gauges and the trams where fitted with wheels that could be move on the axle with the tram wheel base widening to standard gauge in Leeds and narrowing to 4ft in Bradford. Sadly through running was abandoned during the first world war Leeds trams turned right to go to Pudsey just before the Bradford Stanningly terminus but this line was cut back in 1939 to Stanningly town street and was totally abandoned for buses in the early fifties. The replacing Bradford bus route was the number 9 and was home to Weymann and East Lancs bodied Regents for many years after the war.

Chris Hough


05/07/12 – 06:57

There’s a picture on p146 of "Blue Triangle" by Alan Townsin of an AEC Mammoth Major 8 wheeler loaded with engines leaving the AEC works in 1941/2 and towing a new AEC 661T trolleybus for Notts. & Derby Traction Co. I suppose therefore that trolleybuses would be towed up and down the country by whatever means was available at the time. I wonder if any were towed by steam waggon to save on fuel oil?

Eric Bawden


05/07/12 – 06:58

The same photograph of no. 1 (formerly Bradford 592) and taken in Byker depot appears in both ‘The Trolleybuses of Newcastle-upon-Tyne’ by T P Canneaux & N H Hanson and ‘Newcastle Trolleybuses’ by Stephen Lockwood. According to the Canneaux & Hanson book they were originally numbered 1-9 and 0 by Newcastle, 0 being Bradford 595 which was purchased for spares only but allocated a number all the same! The remainder were prepared for, and available for, service but nos. 6, 8 & 9 (Bradford 573, 580 and 579) remained unused. Nos. 1-5 and 7 (Bradford 592, 594, 584, 585, 586 and 591) were still in service at the time of the 1946 renumbering exercise and received the numbers 301-305 and 307. The book records the withdrawal date of all but 304 as 31 December 1948; no withdrawal date is given for 304.
They never received Newcastle livery and operated in Bradford Blue or wartime grey mainly on Pilgrim Street to Walker rush-hour extras.

Alan Hall


05/07/12 – 11:18

You’re right, Chris, they are a bit of an ugly duckling. When compared to the size of the rest of the windows the windscreens look like an afterthought. If Alan H is correct and these buses were finally withdrawn in 1948, then they would have been replaced by the BUT’s that started this discussion, and I think most of us would agree that they were an extremely handsome vehicle.

Ronnie Hoye


05/07/12 – 11:20

I agree that trolleybuses must have been towed. I mentioned low loaders in connection with the wartime movement of tramcars, but perhaps they were moved by railway.
The 1929 "Paddlers" are reported as not running for NCT, confirming my records. This was because of their older control system, detailed by Richard. One of these trolleys went to South Shields in 1945, but it was one which had the "Trippler" control system fitted to it in 1934, after 588 suffered a career ending accident.
The Bournemouth trolleys I mentioned as running in South Shields had also previously run in Newcastle.

John Whitaker


05/07/12 – 11:21

Interesting point, Chris Hough, about the adjustable axles to adapt the trams to the two different gauges. There’s nothing new under the sun as they say. Spanish trains have a wider track gauge than the standard one and post-war, their international trains had similar axles. Now, their new HST/TGV lines have been built to standard gauge.
The Mammoth Major photo sounds, Eric and the thought of using a steam waggon is a possibility. It’s worth recalling that in that period, any lorries much over 3-tonners were restricted to 20mph as well, making the journeys even more tedious! I remember the little 20 (oval?) plates on the back.

Chris Hebbron


05/07/12 – 15:59

Just to clarify my earlier post timed at 06:58 I mean that the same photo appears in both books but it’s not the same photo as Ronnie has posted here. I hope that makes sense now!

Alan Hall


05/07/12 – 16:01

My, how we move about! I don’t mind though…perhaps we should have a free discussion section. Bradford and Leeds dual gauge tram route is well documented in tramway literature, so I won’t mention it here, but coming back to the Bradford "Tripplers", I would suggest that beauty is in the eyes of the beholder! The LUT "Diddlers" were a year newer, and were AECs anyway, and, in my mind, hardly attractive, with their half cab/bonnet layout.
These were the times of rapid design, and the "art deco" movement. EEC were trying to establish a fashionable shape, and similar bodies were supplied to Nottingham, on EEC 6 wheeler trolleybuses, and 1929 AEC Regents, some of the latter having centre entrances. See David Beilby`s wonderful gallery.
It was not until late 1931 that the popular "standard" 6 bay EEC body appeared.
The Nottingham C/E Regents were an attempt to establish a new norm for entrance position too, and must have been quite revolutionary for their time, and they were a year before the Roe/Grimsby experimental bus which set a later trend, albeit single staircase.
There, I’ve set us off in a new direction! My mind leaps all over the place!

John Whitaker


05/07/12 – 16:01

Thinking just a bit more about moving these vehicles about, just imagine the journey being towed along at no more than 20 mph and then what route would they take because at that time virtually every main road would have been crossed by low bridges, most of which have since been demolished. It must have taken days to get there and a lot of planning.

Richard Leaman


05/07/12 – 17:01

I should’ve made it clearer, John W, that my thoughts were more concerned with the technical side of things than body aesthetics. Dick, Kerr were very much a tram builder and I suppose that their thoughts still leaned in that direction when building trolleybuses. In fact, I didn’t realise that they’d built any. I would not say the the ‘Diddlers’ were the best-looking bodies, but they did give more than a nod to art-deco, whereas the ‘Tripplers’ seemed to have been designed by two people, one putting a stylish (of a sort)upper deck front on it and the other putting a box on the bottom half, with more than a nod at art-garden shed. See?! Speaking one’s mind is not only the prerogative of Northerners! So, as they trendily say, live with it!!

Chris Hebbron


06/07/12 – 07:09

Well Chris, nowt to get excited about! EEC had built trolleybus bodies since 1926, and possibly earlier under the UEC name on the initial Tees Side fleet, and they had of course, been building bus bodies for some time before that. The first trolleybus body was on modified Leyland PLSC1 chassis in 1927, as a demonstrator, finishing up as Bradford 560. Then, in 1931, they signed the agreement with AEC to build trolleybuses as a joint venture, and this is the time when they were seriously experimenting with shape and design. Bradford 584-595 were the last of the EEC chassis produced, but I believe the last of all were the initial Notts and Derby fleet of single deckers.
It was some time before the acceptable shape of a trolleybus front end was established. Experiments continued to about 1935, with half cabs, dummy radiators, ridged windscreens etc, before the flush front became very much the norm.

John Whitaker


06/07/12 – 14:21

I think you’re right, John, about trolleybus design, which seemed to go through a more extreme fluctuation of style than motor buses, before settling down. Maybe it was the full-fronted aspect which caused it. Many early bodies were made to look just like motor buses – half cab with radiators! I always thought that after LUT’s ‘Diddlers’, their next offering, the essentially 1931 AEC/LGOC X1, set the future style for trolleybuses, and, as it happens for the double-deck AEC Q motor bus. See this link.
And with LUT’s X1, we can basically come the full circle to the the Newcastle trolleybuses above!

Chris Hebbron


07/07/12 – 06:54

I agree about LT X1 Chris, and recommend the Capital London trolleybus book to you…see the LB post, where LB5s were converted to tower wagons amongst others.
My final note on Tripplers….It matters not what aesthetic responses they now draw. It was an explosion of fashion "pushing" at the time, in 1931.
Living in the South and Midlands myself, for most of my life, may I trendily say "Move on"!!

John Whitaker


07/07/12 – 12:13

Will look out for the book you mention. I confess, that despite growing up in ‘Diddlerland’, the only LT trolleybus service vehicles I ever saw were AEC Mercuries. Being bought new, they may well have lasted longer than the LB5’s, or not been assigned to Fulwell Depot.

Chris Hebbron


09/07/12 – 07:34

LTN 501_lr

Apologies for it being a member of the batch following those being discussed but I thought you might appreciate a colour photo of a Newcastle Trolley rather than the black and white images featured so far.

Andrew Charles


09/07/12 – 15:55

I believe these were Sunbeams, and they came between the two batches of BUT’s. I know the bodies were built in Newcastle by Northern Coachbuilders and being a local lad I should prefer them, but to me the MCCW bodies ‘especially the LT ‘Q’ style just look so much better, but to be fair, these lasted well and gave good service, and as has been said before on this subject, beauty is in the eye of the beholder.

Ronnie Hoye


24/12/13 – 06:51

On the subject of trolleybuses and town centre re-development, I have read that a one way system in Reading town centre overlapped by a year or so the end of the trolleybus system there, and, as the expense of rewiring to suit the new road layout was not justified, the UK’s first contra-flow bus lane was the result.

Geoff Kerr


24/12/13 – 08:28

Don’t know about that, Geoff, but Reading Council were serial tinkerers. On occasional Saturdays and during school holidays I would venture to Reading from my High Wycombe home to drive for Reading Mainline. My first question was always "Where am I going?", the reply "Well you know the route." It seemed for a time, though, that the road layout changed every time I went up to Reading. Kings Road changed from Bus Contraflow to standard and back a number of times, as did the Butts, and this was just in the period 1996 – 2001.

David Oldfield


31/03/14 – 17:52

Further to the query regarding the withdrawal of 304. (5/7/12 – 06:58) PSV Circle fleet history PA16 shows that it was withdrawn in 1948 and it’s disposal as:- Hope (Dealer), Hexham, 1949, for scrap.

Ian Hignett


LTN 494_lr Vehicle reminder shot for this posting


04/06/20 – 07:14

With reference to Ronnie Hoye‘s rare photo of Bradford trolleybuses in Newcastle upon Tyne, I was not old enough to remember them in service. However, not all of these were scrapped after being withdrawn, One found its way further north up the Northumberland coast and was used as a holiday cottage between the villages of Low Hauxley and Amble, surviving well into the mid 60s. I don’t have a photograph of this but remember seeing one in Ian Allan’s publication, Buses Illustrated around 1963.

Ray Jackson


06/06/20 – 06:45

Ray, there is an article (‘Silent Transport – Newcastle trolleybuses over 30 years’) in the November 1965 issue of Buses Illustrated, including a three-quarter offside view of the ‘holiday cottage’ trolleybus you mention. Outwardly the paintwork looks quite tidy, but the lower deck is showing serious signs of bulging in the first four bays. The caption reads "One of ten English Electric six-wheeled trolleybuses bought from Bradford in 1942 survives as a caravan at Low Hauxley on the Northumberland coast", so you are spot-on with your recollections. Sadly there are no clues as to it’s identity, although it probably wasn’t KW 9464 (ex-Bradford 595), as according to the NCT trolleybus fleet list shown in Part 2 of the article in BI January 1966, this was acquired for spares only.
As Ronnie comments on 4/7/12, the ten trolleys acquired were built in 1931 and the operational ones were numbered 1-9 (KW 9461/63/53/54/55/63/
60/56/55) by NCT. In the NCT registration number order shown, they would have been Bradford 592/594/584/585/586/594/591/587/586.

Brendan Smith


07/06/20 – 09:32

Ex Bradford

Ray, that pic appeared in part 1 of Noel Hanson’s Buses Illustrated article about Newcastle trolleys in Nov 1965. It’s one of Bob Davis’s.
Here’s a scan of the print. Can’t find a record of its number.

Tony Fox


08/06/20 – 07:28

Thank you to Brendan and Tony for posting the information regarding the Bradford trolleys. After scouring my old collection of Buses Illustrated I realised that my original recollection of the article by Noel Hanson was two years out. The EEC body pictured, was looking in a bad way probably because of being exposed to the damp sea air for a many years. I remember its colour scheme being a dark green and cream when I last saw it but it still looked quite smart overall.

Ray Jackson


 

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Newcastle Corporation – Daimler COG5 – HTN 222 – ?

HTN 22_crop_lr

HTN 222_lr
Photograph by ‘unknown’ if you took this photo please go to the copyright page.

Newcastle Corporation
1939
Daimler COG5
Northern Coachbuilders H56R

What looks like a pre delivery photo of three Daimlers for Newcastle Corporation, “note the blue light to the side of the destination blind” this has been commented on before on this site. Going by the registrations I would say they were built in the late 1930s, and to be honest if I were shown a picture of one of these in a different location I wouldn’t be able to say who the bodybuilder was, but I think the name on the building may be a clue.

ncb_insert

What on earth were they thinking of with the front wing and the headlights? They look as if someone remembered them about ten minutes before they were due to leave the factory and they were stuck on as an afterthought, for me they completely spoil the look of what is otherwise a rather handsome vehicle. I don’t know anything about them, maybe someone can provide information for the ‘?s’. But if I’m right about the date they would almost certainly ‘or the chassis would’ have still been around until about the early to mid fifties.

Photograph and Copy contributed by Ronnie Hoye


06/06/12 – 07:50

Yes, good looking vehicles, spoiled by the apparent afterthought of where to place the headlamps. Then again, perhaps they did omit the headlamps entirely, as these are where most folk would expect the fog lights.

Pete Davies


06/06/12 – 07:51

HTN 231, 233, presumably from the same batch of 1939 NCB bodied COG5s, finished up in 1956 with the LCBER bus fleet.
See my recent post, and fleet list on the subject

John Whitaker


06/06/12 – 07:52

This picture appears in Alan Townsin’s book "Daimler", where it is credited to the Newcastle-upon-Tyne City Libraries. The photo was taken in June 1939, and shows the first three of a batch of 18 COG5 machines with Northern Coachbuilders bodies, which were followed by two more with Northern Counties bodies. This batch of 20 brought the total number of COG5 buses in the Newcastle fleet up to 71, the highest number outside Birmingham at that time.

Roger Cox


06/06/12 – 07:52

From the registration number this looks like the same series as the two mentioned in the recently posted fleet list of Llandudno & Colwyn Bay vehicles (Nos. 1 and 2).

Stephen Ford


06/06/12 – 11:38

Bus headlamps are a fascinating topic to study. Several operators in the late thirties decided that low mooted headlamps or maybe fog lamps were more effective for smog conditions in many of the major cities. The first LPTB RT AECs had no main headlamps in the traditional place, and similarly Coventry had some Daimler COG5s with only low mounted lights similar to the Newcastle COG5s.

Richard Fieldhouse


06/06/12 – 11:38

I gather from photos published elsewhere that it was not until January 1949 that legislation specified how the headlights had to be placed. Nottingham favoured low-down "driving lamps" like this from 1935 and only modified them when the law changed. Did it improve visibility in fog? We tend to forget that headlights were not used routinely on (reasonably) well-lit city roads until comparatively recently. I wonder how practical they were when fitted with blackout shutters during the war? I have also seen (possibly on this site – not sure) buses with the two headlights mounted at different heights.

Stephen Ford


06/06/12 – 17:34

I cannot remember where, Stephen, but you are right about asymmetrical headlight siting.
Interesting to see these NCB bodies. They bear no resemblance to those I came to know post-war in Sheffield. They are quite a well balanced design and it seems a pity that they were abandoned after the war.
I have wondered, occasionally, whether the post-war design was deliberately similar to Weymann. (There is a vague similarity, and NCB’s order for about 40 bodies on various chassis was primarily to fill in for the fact that Weymann did not have the capacity to fulfil all its orders at that time.)

David Oldfield


06/06/12 – 19:42

Rather a splendid frontage to the NCB factory, which I’m rather surprised no one in this posting has picked up on.
Don’t suppose it has survived.

Eric Bawden


06/06/12 – 20:02

Long gone I’m afraid, Eric, but the Mill is still there but missing the top

Ronnie Hoye


08/06/12 – 17:15

Headlamp heights: the classic example is the early post war Morris Minor which pictures show with headlamps tucked in at the side of the radiator grille: then they had to be lifted into two fairings in the wings. The early Hillman Imp had excessive toe in on the front wheels to lift the headlamps- it is said: someone miscalculated, I assume.
Those old headlamps (CAV?) really did dip- the outer one just went out, often leaving the inner directed at the kerb. Consequently, the outer lamp was rarely used. Nowadays these would be foglamps, which was possibly the idea- or perhaps it avoided awkward brackets. The mudguards suggest quite some travel on the front suspension!

Joe


08/06/12 – 17:16

To try and answer David’s query about post-war NCB body design, one has to look-back to the war period. NCB was designated by the Ministry of War Transport to supply only re-bodies. In late 1944 the LPTB was directed to order 20 bodies for their war-damaged AEC and Leyland trolleybuses. NCB delivered a body similar to the pre-war style of LPTB trolleybus in late 1945 and all were delivered by mid 1946. These NCB bodied trolleybuses had a suffix C after their fleet number.
LexmarkAIOScan1

In June 1946 Bradford Corporation received their first of six NCB re-bodied 1934/35 AEC 661Ts (607, 614, 615, 616, 621 & 622). These bodies closely resembled the London C suffix trolleybuses and the back views were almost identical such as the emergency upper deck window and the platform window. The front windows however were more of the utility body style with opening vents and a result referred to as semi-utility. A rear view of 607 is appended. From this unique NCB semi-utility design emerged the standard NCB Mark 2 body by late 1946. This type was then seen in many towns and cities on both new and old chassis. This NCB body had an improved, more rounded front style and a reduced rear platform window but a similar LPTB rear upper -deck window shape. This may explain the link in NCB design with LPTB MCCW, Weymann and BRCW trolleybus bodies.

Richard Fieldhouse


08/06/12 – 18:00

Thanks Richard. Logical and highly likely.

David Oldfield


The links below are to comments that were updated at 18:20

Richard`s explanation is succinct and clear. It was obviously an easier design move, to develop the Bradford Mk1 "semi" design into what became the standard post war style.
What I would also like to know is whether the pre-war style, as used by Newcastle, Aberdare and others , was a metal framed design. If so, there is another reason for going down the "London rebody" route, as the post war style of NCB body, well known in so many fleets, was a composite product.
Another interesting aspect about this company, is their adoption of an "ECW" style about 1950, which superseded the standard type. Trolleybuses for Cleethorpes, and Mark 111s for Newcastle refer.
After the post war boom, aided by the failure of EEC to re-enter the market, NCB collapsed, and were wound up c.1951.
Published literature refers to the company operating in a converted aircraft hanger. Is this the same building as the one shown in the header photograph?

It may be interesting to also point out that NCB built significant numbers of Park Royal designed utility bodies on wartime Guys for London Transport.

John Whitaker


09/06/12 – 07:46

John, the building in the photo was on Claremont Road in the Spital Tongues area, and overlooked Hunters Moor and Exhibition Park, I think the aircraft hanger you refer to was in Cramlington which is about 7 miles north of Newcastle.

Ronnie Hoye


09/06/12 – 07:47

John the reason for the ECW clone – with strangely unbalanced and unequal bays – was that someone from ECW management went to NCB just before they folded. The reason that they folded was that their owner/principal shareholder died and the death duties did for the company. Interestingly, the machinery and raw materials were bought by Charles H Roe – and, one assumes, used subsequently for their own production. Doubly interesting since there is no record of Roe bodies being iffy but the NCB composites had a quite dreadful reputation – especially for the frames sagging in middle and later life. Sad since I thought Sheffield’s last batch, MWB 1950 Regent III, were quite handsome.

David Oldfield


09/06/12 – 07:48

The ‘ECW style’ Northern Coachbuilders bodies supplied to Cleethorpes on BUT trolleybuses and Newcastle on AEC Regents followed the appointment of Mr B W Bramham as General Manager at NCB. Prior to his move to NCB Mr Bramham at been at ECW since 1936 and before that he had been at Charles Roe’s.
I understand that NCB offered both wooden and metal framed bodies. Many of the wooden framed bodies suffered from poor quality timber, which caused them to look ‘down at heel’ in later life.

Michael Elliott


09/06/12 – 12:10

You are correct, David, when you refer to sagging NCB bodies!
Although Bradford`s 1947/8 regent IIIs lasted until 1962/3, I have this abiding memory of curved waist rails! Strangely though, contemporary bodies on the rebodied 1934/5 AEC trolleybuses never demonstrated this feature! But that, perhaps, is an indication of the superiority of electric traction! (half joking!)

John Whitaker


09/06/12 – 17:40

I read somewhere that someone from NCB went to work for Barnard, and that Barnard then produced a few bodies to NCB design. But when was this, and which NCB design? Or did I dream that?

Peter Williamson


11/06/12 – 15:09

Bradford also had 6 1950 Daimler CVD6s, with Barnard bodies, Peter, and I too heard from somewhere that there was an NCB connection. The body plates on Bradford`s Barnard Daimlers referred to "Barnard Norfolk Ironworks"….I remember it well, so whether they were composite or not, I have no idea.
I have not seen photographs of identical vehicles in other fleets, although I understand there were some, and there was a vague resemblance to the NCB design.
Again, I have memories of buses with curved waist rails towards the end of their BCT lives, but all 6 were sold on for further service in 1959.

John Whitaker


22/09/14 – 14:40

The reason for the very low down head lights or fog lights (often NOTEK!) on our lovely old buses was that in the 30s and 40s we had in both the north Newcastle and Leeds etc as well as London extreme smog!
This was a really lethal mixture of coal fire and industrial smoke from foundries and steel furnaces etc (all moved to China now!) with very high levels of soot in it and then heavy fog to hold it down and stop it dissipating easily!
I have experienced smog in Leeds and London where the services were stopped it was so bad and the conductors had to guide the drivers of the buses back to the depots with make shift flares and torches!
That’s the reason for the low down bus lighting to try and prevent glareback and focus what light came through on to the near side kerb!
The clean air act changed all this and then now all heavy industry emigrated to China!

Stuart Beveridge


13/10/15 – 06:38

Yesterday Purchased Geoff Burrows and Bob Kell’s book on NCB published this year, it is very good. It also answers various of the points here; the utility drawings were originally provided by Park Royal and NCB did assemble and finish some PRV frames on Guy Arab MoS for London Transport.
However the post-war series 1 design was based on NCB’s own wartime frame. When the team working on it were designing it they worked empirically by adjusting the drawings of the initial Bradford trolleybuses, lowering the lower deck waist-rail and then producing a more curved back until somebody in the drawing office realised it was looking almost identical to a 1939 Weymann; that’s when the trademark upper-deck front windows and the LT derived emergency exit were added; the rebodies for Northern were in build as the last of the Bradford trolleys were being completed and the design lasted until 1951.
All NCB bus and coach bodies with a few exceptions were composite, those exceptions being the initial Newcastle corporation Daimler COS4 single-deckers and the Guy Arabs exported to Sri Lanka (then Ceylon) although William Bramham would have moved to metal framing had the business continued.
Sam Smith who founded the company also owned Rington’s tea, Smiths Electric Vehicles and a cardboard packaging frim called Cut-Outs (Cardboard) Ltd as well as a stake in Domestos.
The company wasn’t liquidated and the name was used for mobile shops etc built at the Smith Electric Vehicles place on Team Valley as well as coachwork repairs and sign-painting at Haymarket. The Claremont Coachworks building was sold to Newcastle Co-Operative society and the stock in trade and Machinery to Charles H Roe to pay Sam Smith’s death duties; of the staff made redundant some went to Saunders Roe, most notably Mr Bramham.
The Barnard bodies were based on the NCB series one but were even more prone to degradation. The chief designer and his head draughtsman left NCB after an order for BET single-deckers ended up being badly delayed leading to a partial cancellation and also ended up costing NCB money.The Leyland Tigers for Yorkshire Traction and Stratford Blue were due in 1947 and the last did not arrive until 1949. The people concerned joined Barnard in 1948. It was not so long after the ECW was nationalised; resulting in a sales ban and Mr Bramham joining NCB.
The draughtsman ended his career as managing Director of Bus Bodies South Africa.
The low-level driving lights were also used by United and the Northern Group

Stephen Allcroft


14/10/15 – 07:15

Apologies, a slight misreading of Messrs Kell and Burrows’ book and thus an apology. The Ceylon Guy Arabs were composite but teak rather than the usual oak and ash employed by NCB which would have been eaten away in months.
They were however built in an attempt to establish an export trade which would have then given them permits for steel and aluminium.

Stephen Allcroft


15/10/15 – 07:15

The mudguards maybe something to do with brake cooling which became an obsession with Manchester post war.

Phil Blinkhorn


16/10/15 – 06:02

There was something really obscene with death duties if it forced companies into liquidation, throwing employees into unemployment! I realise it was unwise for privately-owned companies like NCB and Ledgard not to become Ltd companies, but that’s not the point, for even smaller companies that didn’t warrant becoming Ltd companies would also have suffered.

Chris Hebbron


 

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