Copyright Roger Cox

Bradford Corporation
1964
AEC Regent V 2D3RA
Metro Cammell H40/30F

A while ago there was a thread re Bradfords Regent Vs so I thought I would contribute one of my shots it is of 208 a 2D3RA type with clutch and four speed synchromesh gearbox, and MCW H40/30F bodywork. When I worked in the Traffic Office for Halifax Passenger Transport in the mid 1960s, I used to ride from time to time on Bradford buses between Queensbury and the city centre. The howl of the conventional transmission Regent V in the intermediate gears on hills was part of the soundtrack of life in that part of West Yorkshire in those days – Hebble and Halifax also had buses of this type. In theory, the blue/cream livery should have been quite attractive, but in practice Bradford’s buses always had a slightly disappointing appearance to me. It was often said back then that blue paint did not wear as well as red or green, and this seemed to be borne out by the matt finish that Bradford’s buses seemed to acquire very quickly. Perhaps the Corporation’s bus washing equipment had a deleterious effect upon the paintwork.

Photograph and Copy contributed by Roger Cox

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

29/09/11 – 09:02

I was once with a company whose corporate colour was light blue. It was not a very stable colour & depended too for its appearance very much on what colour was underneath it.

Joe

30/09/11 – 12:23

Bradford`s blue was always subject to quick fading, and the problem seemed to worsen when the Humpidge livery eliminated cream bands, grey roofs, and yellow lining. There was no finer sight than a newly repainted Bradford bus, but, alas, after a week, the same old look of faded gentility would appear!
Perhaps BCPT should have resisted the temptation of using the Southend blue which so inspired them in 1942 when 4 trolleybuses from that town appeared on loan. The original dark blue was quite sombre, but had a certain elegance which seemed to emphasise the no nonsense attitude of a busy industrial city.
I cannot imagine what the MkVs would have looked like though!

John Whitaker

30/09/11 – 15:22

I think the overall effect would be akin to the Lytham & St Annes blue or perhaps Pontypridd UDC both of these used a dark blue as their main colour.

Chris Hough

30/09/11 – 16:28

Hi Chris.
No, I knew the Lytham fleet well, Bradford`s pre war blue was VERY dark, almost like EYMS. Lytham blue was more a royal blue, whereas Bradford’s was classed as ultramarine. Check it out on preserved tram 104.

John Whitaker

Just so happen to have a model AEC Regal in Bradfords old Livery.

Peter

30/09/11 – 21:59

To change the subject from paint to move to that transmission howl. Being brought up in Rochdale in the 1950’s I was obviously a great admirer of AEC Regent V’s. In the early 1960’s I made a journey to Huddersfield to look at the trolleys and after taking the Hebble 28 to Halifax over Blackstone Edge I changed to a 43 for Huddersfield. It was a Halifax LJX Regent V. I was absolutely distraught at the howling and whining sounds made by the bus especially on the long climb up to Ainley Top from Elland. Our Regent V’s in Rochdale never made sounds like that. Of course I found out later as my knowledge of bus engineering expanded that the Rochdale vehicles had fluid transmission, either pre-selectors (NDK batch) or Monocontrol on the later ODK, RDK and TDK registered vehicles. The NDK batch also had Gardner 6LW engines. I was never such a fan of the more common synchromesh Regent V’s after that experience.

Philip Halstead

12/11/11 – 06:11

Ah! The Bradford Regent Vs. They appeared to fall into two distinct camps – people either loved them or loathed them, and I make no apologies for nailing my colours to the loved ’em mast every time! As a youngster I used to try and guess which batch an approaching Regent V was from, before the number plate became visible. If memory serves correctly, taking the first batch (the PKYs) as a yardstick, these had fixed glazing in the front upper deck windows with a ventilator in the roof dome above them. The UKYs were broadly similar but whereas the PKYs had a straight lower front edge to the front wings, the UKYs (and subsequent batches) had a somewhat racier rounded lower front edge to them. Then came the YAKs, similar to the UKYs, but with opening front ventilators in the front upper deck windows and no ventilator in the front dome. The most noticeable change came with the YKWs, as they were the first to sport St Helen’s-style destination displays showing ultimate, via and route number information boldly and clearly (a classic display if ever there was one). They also had single rather than two-piece windscreens, fuller roof domes and a subtly deeper area of cream above the lower deck windows and cab/canopy. They lacked front dome ventilators but retained the opening vents in the front upper deck windows. Then came the 2xxx KW batch, seemingly identical to the YKWs, but the eagle-eyed would spot that the roof dome ventilator was back! The final batch – the 6xxx KWs – were the ones that I had to admit defeat on as they looked every inch the same as the 2xxx’s. However, once aboard, you immediately knew which was which as the 6xxx buses had light blue internal window surrounds rather than the cream used hitherto. In later years the Transport Department converted the PKYs, UKYs and YAKs to the St Helen’s-style destination displays, but they were still readily identifiable as they retained the original smaller route number blinds and tracks. Later they also added roof dome ventilators to the YKWs too, bringing them into line with the two batches of KWs. Fond memories of buses with undeniable character.

Brendan Smith

06/07/13 – 07:00

Has has been said many times the Bradford livery was superb when ex works. I can remember the FKY batch of Regent IIIs were always immaculate when returned from two year recertification. FKY 7, which was probably the last to gain a five year certificate, could always be easily identified at a distance by the creamy brown window pans caused by rust coming through, and the faded blue livery, until its later recertification, which transformed it from the ugly duckling to a magnificent machine in line with its sisters.

David Hudson

06/07/13 – 09:18

I have always been quite distressed by the vicious condemnation from many quarters of the Bradford Mark Vs. The exaggerated accounts of rough and violent rides are wicked to hear, and any such discomfort must surely have arisen largely from careless or deliberate bad driving. I drove many Mark Vs in my time, both two pedal and live gearbox, and never had any trouble with them. I was even allowed, for a reason I can’t remember, to drive a full load of folks around the Sandtoft circuit in preserved M & D VKR 37 – at the time I’d obviously never seen that vehicle previously, nor had I driven any Mark V for many years, but it gave no problems at all. Possibly the mountainous roads in Bradford encouraged "forceful" driving but, if so, there’s no excuse for this. Certainly the superb pure howling of the Mark V manual transmission in the first three ratios was glorious to hear, as indeed was the "petrol engine" smooth quietness in top !! I’ll never forget the civilised magic of the Ledgard Roe sextet 1949 – 1954 U when they appeared in September 1957. Incredibly, despite the use of the green demonstrator 88 CMV, they were not expected by the staff in general – surely one of the best kept secrets ever, especially within a relatively small operator.

Chris Youhill

07/07/13 – 07:36

Well said, Chris. Despite having the (slightly) suspect wet-liner AV590, Sheffield’s 2D3RA and 2D2RA Regent Vs gave full value and service lives in the mountains of Sheffield and the Peak District. […..and the "Pre-war Howl" of the 2D3RA was part of their (musical) attraction.]

David Oldfield

Vehicle reminder shot for this posting

14/07/13 – 07:50

Chris, I heartily endorse your defence of the much maligned Bradford AEC Regent Vs. Having had the pleasure of riding on many of the ‘YKWs’ and ‘KWs’ over the years, I feel much of the ‘problem’ as you rightly say was down to very poor driving. Whether they had lower ratio rear axles to cope better with Bradford’s many hills I do not know, but this would give improved acceleration on the flat, such as the services along Manningham Lane to Saltaire, Bingley and Crossflatts. Also if the engines were fully rated, this combination would no doubt encourage ‘spirited’ performances from BCT’s small band of would-be rally drivers. Exhaust brakes were also fitted to the buses, giving increased deceleration on braking if needed, so in the hands of said rally drivers – well you can imagine passenger comments! (Not to mention those of the poor conductor saddled for a full shift).
Having also ridden on East Yorkshire Bridgemasters and Renowns, which shared many mechanical components with the Regent Vs, these did not appear to have the same afflictions. They generally seemed to be treated with much more respect by their drivers, and the ride was all the better for it. Another benefit of a more relaxed driving style with the AECs was that passengers were treated to the wonderful musical tones of the gearbox, as mentioned by Chris Y and David O, for that much longer!

Brendan Smith

14/07/13 – 10:04

Thank you indeed Brendan and David for your supporting views, and I’m sure that if a survey had ever been carried out amongst thinking folks as to the popularity of the Mark Vs the "Ayes would have had it." We all have regrets on the lines of "Oh, if only I’d had my camera" and just such an occasion for me and a friend was when we foolishly omitted to take ours to Saltaire on the last evening of trolleybus operation. The trolleybuses had left that morning to take up service and were never to return to Saltaire Depot. In that quiet Saturday mid evening the front yard was full of new Mark V AEC Regents, and someone had taken the trouble to set all the route numbers to "O I L" – rather a nice touch really. So, to the lay passengers, its perhaps understandable to a degree that the complete difference in the nature of their future riding experience came as a culture shock, especially as I suppose only a minority were gifted as devotees of classical auto-mechanical music !!

Chris Youhill

14/07/13 – 14:21

My first contribution to this site quite a while back now was in defence of the much maligned Bradford Mk.V’s – and Mk.V’s in general – and I remember being heartened by Chris Youhill’s brilliantly worded response, as I then realised I wasn’t the only person on the planet who appreciated their qualities and characteristics.
At the risk of covering old ground, Regent V’s were most certainly not Southall’s most durable and troublefree model, nor the most refined – that accolade in my opinion belongs with their 9.6 preselector Mk.III. I admit that Bristol, Guy and Daimler probably all turned out far more rugged, reliable, and economical products.
There were so many different variants on the Mk.V theme. Permutations of short ones, long ones, lightweight and heavyweight, AV470/590/690/691’s, ones with the old 9.6, synchromesh or Monocontrol, tin front or conventional – they were all fascinatingly different, with widely varying characters and levels of durability and performance.
Even apparently similar ones could perform quite differently. At Halifax we had sixteen of our ‘own’ and a small number of ex-Hebble ones. Though all were 30ft. AV590/Synchromesh types I believe ‘ours’ had in-line fuel pumps, whereas the Hebble ones had rotary pumps and performed quite differently – much better actually. Some could even be a bit dull – I always thought that Yorkshire Woollen’s Metro-Cammell-bodied ones were rather lacking in something.
Then in PTE days we received quite a few ex-Bradford ones either on loan or transferred. These were a revelation, infinitely better than any of ours, and from my own purely personal enthusiast/driver/non-engineering point of view were the most satisfyingly pleasurable buses that I have ever driven during my 40 year career.
Absolutely loved ’em !

John Stringer

15/07/13 – 08:27

36 hours ago I was enjoying working on Leigh Renown 28.
A journey from West Yorkshire to the East Coast and back for tea! Fantastic gearbox music and a booming exhaust.
I am a Bradford lad and loved the Mark Vs.

Geoff S

15/07/13 – 08:28

Just because one holds a less than rhapsodic view of a particular piece of machinery, that does not automatically brand one as an insensitive or clumsy driver. My driving experience of the Regent V was limited to the Halifax examples, and I make no apology for stating that I found them crude and unpleasant machines. On the plus side, they were quite lively, the steering was pleasantly light, and the all synchromesh gearbox was extremely easy to use. However, the clutch was excessively light and vague in operation, so that, unlike the much heavier but predictable Leyland clutch, one could never be exactly sure when transmission engagement would occur. Many drivers got round this by slipping the clutch in at (to my mind) excessive revs, which, in turn, gave rise to a juddery take off from rest, but I would endeavour to take greater care (yes, even though I was not the greatest fan of the Regent V). The ear splitting gearbox howl in the indirect ratios, which were perpetually required on the Halifax hills, plus the indescribable racket from the accelerator pedal as it rattled freely when released under braking or when descending hills, made the Regent V the noisiest bus, by a huge margin, that I have ever driven (though the Seddon Pennine IV is close behind). The accelerator pedal had an incredibly light return spring, so that holding the pedal at an intermediate position for driving at modest speeds left one with an aching ankle, and the air brakes had a totally non progressive feel to them. A gradual depression of the pedal produced no effect at all until suddenly over application came about. Easing off again then produced no result until, with a whoosh of escaping air, the brakes released entirely. This was a feature of AEC air brakes on other contemporary bus models, such as the Reliance. How Southall lost the knack of designing smooth progressive brakes after the excellent Regal III/Regent III, puzzles me to this day. John Stringer’s comment re in line v distributor fuel pumps is interesting, as it is generally held that the in line pump is more tolerant of variable fuel quality. I suspect the the distributor pumps on the Hebble buses were set rather more generously.
We all have our own favourites and bête noires, and such views should surely be respected. I certainly refute the implication that my opinion of the Regent V arises from a shortfall in competence.

Roger Cox

15/07/13 – 10:25

I think the gentleman protesteth too much. I may have missed something, but I cannot recollect anyone accusing Roger of incompetence.

David Oldfield

15/07/13 – 10:26

As far as I can see, nobody has implied that at all Roger.

John Stringer

Sheffield Corporation
1960
AEC Regent V 2D3RA 
Roe H39/30RD

This was part of another big order that Sheffield placed with AEC in this case for a total of 71 Regent V 2D3RA model, all delivered in 1960.
1331 was part of the B fleet contingent of 25 buses all of which had this style of Roe bodywork whilst the A fleet received vehicles bodied by Weymann and Alexander.
Items to note in comparison with Roe bodied Leyland PD3 fleet number 462 delivered the year previously is the reduction in the number of sliding windows by two in each side of each deck but the inclusion of vents in the front top deck windows plus of course the addition of platform doors. These were manually operated by the conductor and would no doubt be appreciated on some of the longer services such as the 72 to Castleton in the Peak District. I have a watercolour painting done for me many years ago by a good friend of one of this batch operating on service 72 between Bamford and Hathersage.
Comparing this bus with Roe bodied Regent III fleet number 1265, the change of livery to include a cream painted radiator surround gives the bus a lighter appearance whilst in this case the legal owner is Sheffield Transport Department.
Although many of this batch were withdrawn in 1972 (maybe at the expiry of their second CoF – 7 years initially plus 5 years recertification), my PSV Circle fleet list shows this bus as still in service in October 1973.
This is another Coachbuilders official photograph taken at the Roe premises in Crossgates, Leeds.

Photograph and Copy contributed by Ian Wild

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

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04/05/11 – 11:49

Here we have it, Ian. My absolute favourites from my Sheffield childhood. Although, for the most part, built at the end of 1959, only about half were delivered on 1 January 1960, the rest were delivered on 1 April with the residue of Weymann and Alexander buses.
There was a minor difference in that one sub set had an extra slider (on each side) just behind the bulk-head inside. I think these were what I called the Leadmill set – found on the 12, 22 and 59. The East Bank set were delivered in April and were put to work on the 38. It leads me to surmise that 1331 was an April, East Bank, bus. [Often, lower fleet numbers seemed to arrive before higher ones.]
I’m still hoping that 1330, at Aldwarke, will eventually be rebuilt and take to the road.

David Oldfield

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05/05/11 – 07:05

A classic photograph, with the fluorescent lights fully on in what was apparently the Roe drawing office in the background, where these wonderful bus bodies were designed and detailed!
1331 as it happens was the last Roe bodied Regent V in service at Sheffield, being finally withdrawn on 13 May, 1976. The other three of the batch which accompanied 1331 into that last year of back loader operation were 1332, 1336 and 1339, the three of them coming off the previous month. For the record, 1331 completed a full last day in service on that May day, shuttling back and forth between Sheffield Lane Top and Bradway on the 76; a fine testament to a superb vehicle.

Dave Careless

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05/05/11 – 12:16

Bradway (75)? or Lowedges Road (76)?

David Oldfield

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06/05/11 – 06:59

To all, interest in the Sheffield Transport/SJOC matters are certainly gaining momentum!
The comments on the later intake of Leyland PD2/20 and 30, followed by the longer PD3/1 vehicles is a very interesting point. Undoubtedly, the problem of the Leyland change in the gearbox specification was a hard blow, particularly with respect to the newly trained, ex tram drivers. Possibly Leyland thought that Sheffield would turn to the Pneumocyclic option. The 40 PD2/20 Roe bodied batch in 1956 were taken into the A fleet, featuring the latest constant mesh/synchromesh gearbox. They were mainly replacement buses and would be driven by experienced drivers. Conversely, as time went by, the former tram men gained more driving experience and were able to master the buses lacking synchromesh on 2nd gear. Very definitely the 30ft long PD3/1/Roe buses, much heavier than the PD2 versions,were a problem to many skilled drivers,on steeply graded routes. To this end, the Chief Driving Instructor Charles Deamer devised a method of "Snatch changing" (a brutal change from 1st to 2nd gear) when starting on steep hills and this method was also used on the PD2’s. However, the driving staff preferred the easier life when in control of the AEC Regent Mark 111 and Mark V versions of 27ft and 30ft buses. Manager C.T.Humpidge re-introduced fluid transmission/Monocontrol to Sheffield A,B,& C fleets in 1964/5 and no further synchromesh buses entered service.

Keith Beeden

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06/05/11 – 07:19

Well David, it was a long time ago! Perhaps it did a stint on both, but all I can say is that it was out all day, didn’t break down, and definitely wasn’t on the 33 from Lane Top to Hemsworth!!
1331 had a spell at Bramall Lane garage early in its career, as it shows up there in the allocation list dated 11th January, 1963, (with eight of its sisters, 1325-1330, 1332 and 1349) but that garage closed later that year, so presumably was an East Bank bus after that for most if not all of its working life. Fascinating hobby this, isn’t it!

Dave Careless

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06/05/11 – 15:36

Certainly is and its good to know there are other Sheffield expert/enthusiasts out there. We may be outnumbered by the West Yorkshire lot and we can’t post as long as East Yorkshire but we will fly the flag for the People’s Republic of South Yorkshire (!!!).

David Oldfield

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07/05/11 – 06:06

At PMT all the Leyland Titans, both PD2 and PD3 had the Leyland GB83 constant mesh second gearboxes. The driving school there taught the snatch change method of getting from 1st to 2nd on a hill start. Although not in the same league as Sheffield, the Potteries area did have a number of steep hills to negotiate. Once you got the hang of it, the snatch change was quite easy. The gear lever travel on the GB83 was much shorter than on the synchromesh second unit (think that was a GB74) which made the buses so fitted that much easier to drive. I queried the non use of synchro 2nd gearboxes at PMT and was told that the constant mesh 2nd gearbox had a generally longer service life between repairs. Even the Matador recovery vehicle had acquired a Leyland 0.600 engine and a GB83 gearbox!

Ian Wild

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09/05/11 – 08:16

The Sheffield thread is fascinating. My brother-in-law-to-be was doing a practical stint at Laycock’s in 1960, so I went up to join him for a couple of days and we went merrily tram-riding only months before closure. My very favourites were the 1937 batch, but they were all very stylish, so it’s fitting that the 1959-60 Regents (which I assume were the tram-replacement batches) were so handsome. Even the Bridgemaster (not usually a favourite of mine) is well-proportioned—with the bonus of a prodigious seating capacity.
Keith Beeden’s point about hardened gearwheels is an eye-opener: I knew that many variables affected the music of the same gearbox in different vehicle types, but I never realised that mere (!?) metallurgy could play such a part. But it makes sense: cardboard gearwheels wouldn’t sing. Could the hardened teeth that Keith mentions have been used in the NTG…-reg 1954 Rhondda Regent IIIs? They certainly had a distinctive whine.
I’ve never driven a PD2 (except for an RTW) so I don’t know whether a clutch stop was fitted or not, but it certainly should have been! A clutch-stop would save wear on the cones when engaging 1st or 2nd from neutral, but I guess the builders judged that synchromesh had made that wonderful, simple device redundant.

Ian Thompson

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09/05/11 – 08:19

A driver at Manchester once told me that the problem with the snatch change from first to second on the half-synchro PD2s was that every bus was different. Some required more skill than others, and some would not accept a snatch change no matter what. He found it more reliable to move the lever out of first, across the gate and gently forward, slowing the clutch down on third gear synchromesh, and then snick it quickly back into second.

Peter Williamson

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10/05/11 – 07:13

A very ingenious solution, Peter!

Chris Hebbron

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10/05/11 – 07:15

Ian, I agree with you about the Sheffield Domed trams (1936 – 1939 + war-time rebuilds). The majority of the tram replacement buses were 27′ Regents and Titans and I think, strictly, the only 30′ Regent V tram replacement buses were the Weymann and Alexander examples (A fleet). The Roe were B fleet – and there were no B fleet trams!
I also agree with you about the Bridgemaster which looked good in Sheffield colours and with the traditional back end. It was the front loader which looked all wrong.
Was never aware that the Bridgemasters caused any problems with reliability. That being the case, what was really the problem with it? Interesting to think of a comment I read that AEC pondered the possibility of replacing the Regent V AND the Bridgemaster with the Renown. Again, never heard of reliability problems with them either. …..unless anyone out there knows otherwise.

David Oldfield

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12/05/11 – 9:39

Thanks for the clarification, David. I’ve never understood the Sheffield A-fleet/B-fleet distinction though, so perhaps you could outline that for me as well.

Ian Thompson

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A Fleet: wholly owned by Sheffield Corporation for routes entirely within the City bounds, including those which replaced tram routes.

B Fleet: owned jointly by Sheffield Corporation and the Railway Companies or Boards. [Sheffield expanded its borders progressively from about 1920 until 1974. B fleet routes included some on the outer edge of the City which had previously been in Derbyshire or the West Riding and some which went over the borders.]

C Fleet: owned entirely by the Railway Companies or Boards. These routes included some Derbyshire routes but also all the long routes, including Manchesters and Retford/Gainsboroughs. For most, although not all, of its existence, C Fleet buses shared the same livery and generally similar types to the A (and B) Fleet.
Management of all three fleets and routes was common, types of vehicle were similar (although platform doors and different seats may differentiate) and, of course, coaches would be B and C Fleet.
The JOC (Joint Omnibus Committee) was set up in 1927 principally with the LMS and LNER Railways. With Nationalisation in 1948 these became Midland and Eastern Regions. The formation of NBC in 1969 caused the disbandment of the JOC – which had in effect performed as a regional bus company such as, and in the territory of, Yorkshire Traction and North Western. Many C Fleet buses were then, at this time, dispersed among NBC subsidiaries, notably Yorkshire Woolen. JOCs seemed to be a very Yorkshire thing – Halifax, Todmorden, Huddersfield – although Railways always had a stake in BET and Tilling companies as well prior to NBC formation.
Although the Corporation retained most Derbyshire work, the remaining Manchester route (48) became a North Western operation and many of the others became joint with operators with whom they had previously work anyway.

David Oldfield

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Vehicle reminder shot for this posting

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16/01/12 – 16:34

A somewhat belated response to the comment on snatch gear changes with Leyland PD2’s and PD3’s. I learned to drive in a PD1 in 1962 and was taught the technique at that time, as this was with Eastbourne Corporation there being no serious hills to contend with I can’t remember having to use it. However I joined Southdown in 1969 at Eastbourne and soon had cause to brush up the trick especially on the 12 route to Brighton which also included trips to estates at West Dene and Tongdean on the outskirts of Brighton which were very hilly (one reason the PD3/5’s went west). Probably the worst stop was at Downs Golf club 2/3rd’s of the way up the hill out of Eastbourne, not something you looked forward to with a good load of holidaymakers in the summer. I’ve never heard of the trick told to Peter Williamson, of using the synchro on 3rd gear to slow the gearbox when changing 1st to 2nd but I did use the same method but using 4th to make selecting 2nd gear when stationary much easier and quieter otherwise 2nd would grate noisily, I read this somewhere but can’t remember where. The same technique worked equally well when used with the direct air operated Pneumocyclic box as it cut out the jolt when engaging 2nd when stationary.

Diesel Dave

Copyright Ian Wild

Sheffield Corporation
1960
AEC Regent V 2D3RA
Weymann H39/30R

Nearing the ending of its days, 441 was one of 26 Weymann H39/30R bodied AEC Regent V 2D3RA delivered in April 1960 to replace trams on the penultimate route – Meadowhead to Sheffield Lane Top . There were also 20 Alexander bodied Regent V for the same purpose. The photo was taken on 13 July 1974 at Whirlow Bridge. The presence of the Roe bodied Regent V (also delivered in 1960) in the background and the group of people nearby suggests it was an enthusiasts tour. Presumably 441 was not working on a route from its home garage as the correct destination of Dore is not shown. Orion bodies can look good!!

Photograph and Copy contributed by Ian Wild

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

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Couldn’t get much better than that, Ian (two of my favourites) – but could you not have got the Roe bus better, or nearer, or both!!! But of course Orions can look good – especially at 14 years old.
With the Roe bus being near the entrance to Whirlow Park, could it have been a wedding hire?

David Oldfield

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Are all your photos this good, Ian? Do you have enough for a book? It occurs to me that, good as it is, Charles Hall’s book is photographically incomplete and that must leave scope for a "Glory Days" or some such (of Sheffield Transport) – using your photos and first hand knowledge.
After the Roes, these were my favourites, but why the extra long 5 seat benches over each rear wheel arch and why, from 71 in total 1960 Regent Vs, were only a few Weymann’s fitted with exhaust brakes? [It got that I could identify individual buses, with out seeing them, from my desk at school!]

David Oldfield