Wilts & Dorset Motor Services
1940
Leyland Tiger TS8
Harrington C32R

When photographed at Brighton during the 1970 HCVC Rally, this ex Wilts & Dorset Leyland Tiger TS8 with a Harrington C32R body had been converted into a caravan. A picture of this coach in its former glory may be found here:- www.flickr.com/photos/ingythewingy/ 
Although the TS8 had nominally been superseded by the TS11 in October 1939, the exigencies of war resulted in deliveries of the earlier version continuing well into 1940, when Wilts & Dorset received fleet number 186, CHR 485. The TS11 model became quite a rare beast from its eventual appearance in mid 1940, and when Leyland turned its entire resources over to war work, the final 22 TS11 chassis emerged as a result of the “unfrozen” programme in 1942. They were the very last TS type Tigers to be produced. The photo in the above link of CHR 485 in Wilts and Dorset ownership is interesting in that the glasses of the destination indicator and those of the fixed passenger windows below the opening sections have flush rubber glazing, which must surely have been a later modification to the 1940 vintage Harrington body. The same features are evident in its later guise as a caravan. I can find no current record of CHR 485 being in existence today.

Photograph and Copy contributed by Roger Cox

23/10/18 – 12:59

Sad that despite having survived till 1970 this superb Tiger is no longer around. Let’s hope that it’s sitting somewhere awaiting restoration, though I feel that that’s unlikely.

Ian Thompson

29/10/18 – 06:08

Sorry, the 1993 Slater/Godwin preserved buses list has it as "chassis only" with the South Lancashire Transport Society in 1986.

Peter Williamson

02/11/18 – 07:05

How come that W&D, I presume a Tilling company, ordered Leyland chassis and not Bristol ones?

Chris Hebbron

02/11/18 – 12:09

In pre-war days, W&D had close links with Southdown, and followed it’s purchasing policies rather than Tilling ones. Indeed, at the outbreak of war, a fair number of Southdown Leyland TD1s found their way to W&D because of the need to cover wartime service personnel services in their area [Salisbury Plain]. The 1942 split of T&BAT arrangements left W&D in the Tilling camp rather than BET.

Michael Hampton

02/11/18 – 12:10

The reason why is surely that this was before nationalisation, and I recall reading somewhere that before WWII Wilts & Dorset was heavily influenced by Southdown – a Leyland fan.

David Wragg

03/11/18 – 06:42

Thx for that, Michael/David. For some reason, most Tilling group company bus photos I’ve seen have always been Bristols, hence my query.
My experiences with Bristol buses has been very limited and greatly influenced, negatively, by the pre-war Bristol K’s on the Isle of Wight, noisy, vibrating things, which made me think that Wilts & Dorset were very wise in buying Leyland vehicles in preference! My other was riding in more civilised post-war Bristol K’s from Fareham Bus Station to Warsash when, living in Southsea, I was posted, for some bizarre reason, to RAF Calshot for a my last 6 weeks National Service!

Chris Hebbron

03/11/18 – 06:44

There were actually quite a few BTC companies that used Leylands – Cumberland, Lincolnshire, Western and Southern National – and even Bristol Tramways & Carriage Company itself!

Stephen Ford

04/11/18 – 07:24

The Slater/Goodwin book told a partially correct story.
The chassis of CHR 485 came to the South Lancashire Transport Society from the well known Bolton PSV dealer – Lister’s. It was acquired as a donor vehicle to aid the restoration of Ribble Tiger 209 (1400), RN 7588. Upon completion of RN, the chassis of CHR was stripped for anything useable and scrapped locally.

Mike Norris

12/12/18 – 08:49

United also had many Leylands, especially fir their London coach services.

Peter Stobart

26/01/19 – 10:02

I remember seeing what remained of CHR 485 at an open day where preserved buses were kept around 1983 at Bolton (Smithills Road rings a bell, please forgive me if I am incorrect). By this time only the front of the cab & chassis remained, great pity when it looked so nice thirteen years earlier & could have been put back to original

Andrew Spriggs

I was very surprised to see a photo of CHR 485 on your page. I and two colleagues bought this bus from Norman Myers (Bolton) in 1973 with a view to restoring it. It was our first venture into restoration however the enthusiasm of our then youth was not matched by any experience and we had to admit defeat after at couple of years when we sold it on. CHR 485 was rebodied by Portsmouth Aviation hence the unusual window panels, however it had been later altered to transport racing cars so the interior had been stripped out and the rear end substantially modified. The engine still ran when we acquired it however we discovered a substantial crack in the block which looked very expensive for our modest means. I have always wondered what became of it and am pleased to learn that it was a useful donor vehicle although would have loved to see it back to working condition.
Time moves on and I have since acquired and restored a Warrington PD1 (EED 5) that I have now owned for over 40 years and which continues to attend several rallies each year.

Phil Clark

Portsmouth Corporation
1952
Leyland Titan PD2/10
Leyland H30/26R

Seen on 13 August 1967 beside the superb gardens at Southsea seafront is Portsmouth Corporation No.59, GTP 976, one of a batch of twenty five Leyland PD2/10 buses with Leyland H30/26R bodywork delivered in 1952. No.59 was withdrawn in 1969, and the last of this batch went in 1971. My childhood trips to Southsea in the late 1940s/early 1950s were always undertaken by trolleybus, a memory to savour, and it is a matter of personal regret that I didn’t manage to capture a picture of one of the trolleys before the system closed in July 1963.

Photograph and Copy contributed by Roger Cox

17/10/18 – 07:58

International Progressive Coachline bought some of these for use on contract work in the early 70’s . Their yard was at Waterbeach near Cambridge. There are a few photos of their buses and coaches on this web site already.
The owner was ‘Paddy’Harris, and the manager was Barry Parsisson. I worked for them briefly in 1972, but after a few months went back to ECOC for an easier life, and less stress !

Norman Long

18/10/18 – 07:35

After many years, the sole survivor of this batch, GTP 975, has turned up safe and reasonable well.
As a schoolboy it was always nice to have one of these beauties turn up as a school relief.

Dave French

19/10/18 – 07:18

As this is a warm sunny day, without a need for a covered-top bus, I imagine that it was an extra covering the busiest part of the route between Clarence Pier and South Parade Pier, rather that going on to Hayling Ferry. The Farington body was very handsome and looked good in Portsmouth’s livery, especially with the white rather than the earlier grey roof. You may have missed snapping a Pompey trolleybus, Roger, but at least you can console yourself with the colour one I posted on this website, long ago.

Chris Hebbron

06/09/20 – 17:09

These were really attractive buses- the windows were opened with a lever- as were later Portsmouth Titans up to those last 1959 PD3s with the sliding windows. The internal panels were covered in some kind of hard-wearing cloth material and not just painted and there was a big plate where the conductor stood with Leyland on it. I am pleased to here that one of these buses still exists. Portsmouth seemed to like to keep one of its older bus types for training but that never happened with these.

Nick Ratnieks

08/09/20 – 06:25

Actually, Nick, two of this batch did become trainers for the Corporation. These were Nos 58-59, transferred to these duties in August / September 1969. They lasted until January 1973, and were sold to Amos (dealer), of Ludlow in October 1973, with no further mention, so presumably scrapped afterwards. [Details from PSV Circle fleet history, though I do remember these two becoming trainers].

Michael Hampton

Leeds City Transport
1957
Daimler CVG6
Weymann H33/27R

Photographed in April 1970 in the dignified livery of Leeds City Transport is Daimler CVG6, Weymann H33/27R, YNW 555, No. 555, one of a batch of twenty delivered in September 1957. This bus remained in service to pass to WYPTE on 1 April 1974.

Photograph and Copy contributed by Roger Cox

10/10/18 – 05:21

Like many municipalities, Leeds Corporation got full value out of its vehicles, in this case, at least 17 years. Of course, with the impending threat of having to hand over its vehicles to the WYPTE, it might well have just decided not to replace the older ones at that stage!
Do we know when it was finally withdrawn?
One of my two trips to Leeds was to travel its tram system, with its Felthams, in 1957/58, I think. I was shocked at its closure soon afterwards, which seemed illogical with so much of it on reserved track and no employee mentioned impending doom on my visit. Does anyone know what changed to shut it down in such a short timescale?

Chris Hebbron

11/10/18 – 05:32

Volume 4 of "Leeds Transport" actually reports that 555 was withdrawn on 30/09/1971 and went to a Barnsley dealer for scrapping November 1972.

Dave Towers

12/10/18 – 06:50

Thanks for that correction, Dave, which I entirely accept. Not possessing a historic Leeds fleetlist, I did find a site that listed this batch of Daimlers as passing to the PTE, but now cannot find it. I understand that these Daimlers had air operated brakes and gearchange, which mercifully shielded unwary drivers from the decidedly painful (I speak from experience with the Halifax examples) affliction known as "Daimler knee".

Roger Cox

23/10/18 – 05:48

The Leeds Tramway was earmarked for closure from the very early fifties. This was despite a good deal of pro tram sentiments among the public.
These and a similar batch bought a year earlier were Leeds fist buses with tin front.

Chris Hough

06/06/21 – 06:39

Yes as Chris said the Leeds system was earmarked for closure in the 1960’s but events brought the sad end earlier than expected on the 7th November 1959. Its quite amazing the number of photographs, both black and white and colour, of the system that are still around. It must be said that a great debit is owed to the National Tramway Museum and the LTHS and collectors such as Robert Mack, Keith Terry and Jim Soper and no doubt countless others.

David Walton

01/09/22 – 07:19

Recently I have been looking at the Leeds and District Transport News back issues for the 1950’s and Daimler CVG6 and CVD6 are both referred to at different times as having the name Victory. I think this could be a mistake, the CVD6 could be rightly given this term, but not the CVG6. What does your readership know about this.

David Patrick Walton

04/09/22 – 06:52

Why not the CVG6…please explain, David? Surely the chassis was what mattered, not the engine. Incidentally, there were CVA6’s, too, although not in Leeds.

Chris Hebbron

05/09/22 – 07:04

Does David not understand the Daimler naming system?
COG Coventry Oil engine Gardner. Pre-war. AEC engines also available.
CWG Coventry Wartime Gardner. Wartime. AEC engines available.
CVG Coventry Victory Gardner. Post-war. AEC/Daimler available

David Oldfield

06/09/22 – 05:26

I would suggest that the "naming" suggested by David Oldfield referred to the model coding system rather than the naming of the chassis as such.
The Daimler CWA6, CWD6 and CWG5 models were all known as "Wartime Daimlers".
Thus the Daimler CVD6, CVG5, CVG6 and CVA6 became known as "Victory Daimlers" in the early post-war years to reflect the new Daimler chassis introduced after the war, irrespective of the engine fitted, but I have not heard the name Victory being applied to anything new after about 1948/9.

John Kaye