Sheffield Corporation
1955
AEC Regent III 9613S
Roe H33/25R

Sheffield bought 86 AEC Regent III in 1955/6 incorporating the new look front more usually associated with the Regent V model.
The first to arrive were a batch of 32 for the B fleet numbered 1251 – 1282 with handsome Roe bodies. 1265 is shown outside the Roe premises at Crossgates, Leeds prior to delivery. I wonder if this was the first of the batch to be completed hence the official photograph? I always felt that these were a bit heavy looking with the blue radiator surround, I believe they were referred to as ‘bluebottles’.
The total batch for the B fleet numbered 41 buses but what were to have been Roe bodied 1283 – 1291 were delivered to the A fleet as 736 – 744 and an equivalent number of the original A fleet order (bodied by Weymann) were fitted with lowbridge bodywork and took the numbers 1283 – 1291 in the B fleet. These were used to double deck the Dinnington services 6 and 19 which operated under a restricted height bridge at South Anston. Roe were quite capable of building lowbridge bodies (see other Roe product photos on this site) and I wonder why Roe didn’t simply supply the last nine as lowbridge vehicles? No doubt there was a reason for it at the time.
Although this particular bus was withdrawn in 1969, 1251 and 1254 lasted until 1973 – at 18 years old, a fair age for what was by then a low capacity obsolete (open rear platform) design. All ended up with various Barnsley area scrapmen.
A few points to note in the photograph: the difference in shading between the 12 and 65 of the front and side fleet numbers and the legal ownership by the British Transport Commission, also the missing fog lamp and the semaphore trafficator arm in front of the nearside front window.

Photograph and Copy contributed by Ian Wild

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

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30/04/11 – 06:59

I would like to help with the Sheffield J.O.C query regarding the 1955 intake of AEC Regent III buses.
At the time of the order, SJOC required 41 chassis with 9.6 litre engines and synchromesh gearboxes. An important requirement was for the "New Look" bonnet structure. At the time, the Mark V model featured a revised bonnet design, but only with the 7.75 litre engine. To meet the Sheffield request, AEC agreed to supply 41 Regent III chassis, to incorporate the "New Look" structure. C.H.Roe were to supply 41 bodies to H33/25R layout, to a height of 14ft 2 1/2ins. The modified design featured a lower deck framed in teak and upper deck in light alloy.
A problem arose when SJOC wished to increase fares on the category B services.The Yorkshire Transport Authority refused the application and the reason was that there were too many single deck services, some needing duplicate buses. The YTA suggested that more efficiency was needed, suggesting that some low height double deckers should be acquired. To this end Sheffield asked C.H Roe to modify nine of the outstanding contract to be built to low height 55 seaters. Although nine of the 41 chassis had not been delivered ALL the bodies had been built, some placed on trestles to await the chassis delivery. The result was that Weymann were asked to change an order for 45 similar Regent chassis, from H32/26R layout to L27/28R on 9 of the chassis. In consequence, Roe lettered the 9 completed buses to category A finish and the Weymann 9 lettered for the B fleet.

Keith Beeden

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30/04/11 – 15:25

Thank you for the explanation Keith. Clear and concise as always.

John Darwent

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30/04/11 – 20:50

Thank you Keith for that really interesting explanation about the highbridge/lowbridge body supply swap.

Ian Wild

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02/05/11 – 12:59

Why haven’t you heard me pontificating about this picture? I’ve been away! Keith certainly answers the question of why they weren’t Regent Vs. Subsequent D3RV Regent Vs were almost identical to these Regent IIIs. It’s a shame that Roe didn’t build the low heights. The Weymann Regent IIIs and Vs were the nadir of the coach-builders art (stripped back and single skinned) and 1283 – 1291 were by far the ugliest non Utility buses ever operated by STD. Roe would have made a far better – or at least far more attractive – job of it.

David Oldfield

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03/05/11 – 08:17

Wonderful looking vehicles these, especially in this Roe version of the Sheffield livery, and even after first repaint, when they acquired a grey roof. Perhaps the nicest sounding buses ever in the fleet, as well.
Although not visible in this view, I feel pretty certain it was this batch at least that had a white stick with a small red ball on top, attached to the top of the nearside wing, to aid drivers when pulling into the kerb, considering these ‘new look’ fronts did not afford the same view from the cab that the traditional narrower bonnet and ‘stand alone’ mudguard arrangement did. Could these have been fitted at Queens Road after suggestions from driving staff, perhaps?

Dave Careless

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03/05/11 – 16:42

Dave, you are absolutely correct about the markers. I suspect it was a Queens Road affair because I seem to recall a few, but not all, of the Weymann Regent IIIs with markers. You can’t beat AEC/Roe for me, but these combined the musical (pre-war style) manual gearbox with the throaty exhaust. The latter disappeared with the Regent V but there were odd members of both the Regent III and V Weymanns (such as 751 and 792) which had a different gearbox which was "even more musical" – almost like the crash boxes in Guy Arab IV/V and Daimler CCG6.

David Oldfield

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04/05/11 – 06:35

Interesting comment David, re-AEC music. I visited Paignton in 1960 when most of the Devon General services were operated by Regent/Weymanns of, I guess, about 1950 vintage. The sound was neither the melodious pre-war type crash gearbox, nor the "wail" of the manual Regent V (I know I’m liable to get lynched for calling it that), though it is some resemblance to both. It was certainly not the classic pre-selector sound either. I never came across it anywhere else, though I guess it must have been a standard transmission option.

Stephen Ford

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04/05/11 – 06:37

I don’t remember Roe lowbridge bodies of this particular style being very numerous on AEC Regents, of course West Riding had them aplenty on Guy and Leyland. But if the Sheffield ones had been supplied by Roe, we can have a good impression of how they would have looked from the view of UWT 876 in the United Services posting, perhaps without the platform doors, but very handsome!

Chris Barker

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04/05/11 – 06:42

I share your appreciation of the fine standard of Roe elegance coupled to the inspirational sounds of the Regent 111 9613S vehicles.751 and 792 (a D3RV type) may have been fitted with hardened gear wheels, which resulted from the earlier synchromesh problems. This modification did endow a similar whine to the Guy Arab 1V.Incidentally, at least one of the three Regal 1V/Roe single deckers, OWE 12-14 received this modification to emit Guy type sounds.
There is one more significant fact to report which relates to the 45 Regent 9613S chassis with Weymann Orion bodies, which were altered to nine to low height buses. Originally, 45 Leyland PD2/20 chassis were ordered with Orion bodies to the new "Tin Front" style. They were for the Walkley-Intake tramway conversion, due in 1956. Previously, the Leyland synchromesh gearbox featured constant mesh for 1st gear and Synchromesh on 2nd,3rd and 4th. After the contract had been signed and sealed, the Contracts engineer C.C.Hall discovered that second gear had constant mesh engagement, only 3rd and 4th having synchromesh. This was disastrous, as the Walkley and Intake routes featured some very steep hills and many of the drivers would be ex tram men. An easy change from 1st to 2nd or 3rd to 2nd was essential. Sheffield offered to pay extra to include an easy change 2nd ratio. Unfortunately, Leyland refused to provide this facility.
The outcome was that the PD2/20 order was cancelled and AEC were asked to supply 45 more 9613S chassis, in addition to the 41 already on order.
This situation was resolved by good old competition, where an alternative supplier was available!

Keith Beeden

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05/05/11 – 06:48

As an AEC man from a boy (!) riding to aforementioned Weymann Regent IIIs and Vs on both the 95 and the 51, it shocked me to read in C C Halls excellent book that Sheffield were in fact Leyland operators who dual sourced from AEC rather than either an AEC operator or a 50/50 operator.
As I’ve said before, old age and maturity have also made me a Leyland man, but definitely second to AEC. This Leyland lack of syncro on second was very evident on the PD3s (recently posted) when setting off from rest at the bottom of Meadowhead – especially with a full load.
Interesting, though, that 43 self-same PD2/20 were delivered (with Roe bodywork) in 1957 and then 40 PD2/30 in 1957/8 divided equally between Roe and Weymann – the latter being of the type you mentioned in the cancelled order.

David Oldfield

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05/05/11 – 06:50

It is interesting to consider different operators views on the ‘new look’ front from within the same county. Sheffield specified Regent III’s with the Regent V type front to give the vehicles a modern appearance at a time when Britain was emerging out of post-WW2 austerity. In contrast Doncaster, Leeds and Huddersfield bought Regent V’s but specified the Regent III style exposed radiator. It seems the view of these three operators was the very reverse of Sheffield’s. These three Yorkshire operators were sticking to tradition and apparently having nowt to do with modernity!
On the other hand this being Yorkshire – was the Regent III type radiator cheaper? (Provocative comment from a Lancastrian – couldn’t resist!)

Philip Halstead

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05/05/11 – 12:16

Aye, but we’re a rum lot in Sheffield – being on the edge of outer darkness with Derbyshire. Canny wi’ brass but appreciating the finer things in life!?

David Oldfield

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06/05/11 – 06:44

Nottingham also went for the old look exposed radiators on its 65 Regent V/Park Royals (209-273) delivered 1955/56.

Stephen Ford

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06/05/11 – 07:04

In reply to the two David’s comments on the AEC Regent 111/Mark V with bonnet markers, I can confirm that they were fitted at Queens Road works. Some drivers complained of poor visibility to the nearside when approaching stops or close passing. During the early and mid thirties, AEC fitted this type of marker on Regent and Regal vehicles. This knowledge would be known by the engineering staff, to be produced in house.

Keith Beeden

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06/05/11 – 07:07

Leeds took both AEC and Leyland chassis with exposed radiators for ease of maintenance. It took a change of GM to bring in enclosed radiators on both chassis and only 20 Leylands were delivered with this layout. To the very end Leeds AECs had a polished bonnet an anachronism maybe but a sight to set the juices flowing for this (then) teenager. Absolute poetry in motion!

Chris Hough

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11/12/11 – 07:01

what about MANSFIELD DISTRICT TRACTION? Nobody hardly ever mentions these buses,also very few coloured photos about.They shared the same depot on Sutton Road Mansfield Notts.

gren

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

West Yorkshire Road Car Company
1936
Bristol JO5G
ECOC B32F

Bristol JO5G 925 is seen operating on a local service in Harrogate about 1950. This bus was one of sixty built by the Eastern Counties Omnibus Company in 1935/36 and is of the square back style. The previous posting of West Yorkshire JO5G 970 shows the round back style body of the 1937 batch. 925 was in service up to August 1952 and all the square back “Js” had gone by the end of October 1952.
Harrogate was also the headquarters for the West Yorkshire Road Car Company and mecca for the bus enthusiast. It always seemed to me to be a place of bus contrasts with the oldest in the fleet usually on the town local services and the newest buses generally operating on the prestigious 36 Leeds to Ripon service. Perhaps this was West Yorkshire trying to impress their United cousins at Ripon.
I made many visits to Harrogate in the fifties using the WY Skipton to Harrogate 76 service from Burley-in-Wharfedale and well remember my first sighting of the prototype Bristol Lodekka 822 (DX1) as well as the pre-production Lodekka with an open platform and later numbered DX2. Other strange buses to seen in Harrogate were the Morris/Beadles 618/619 (SM1/SM2) on town local services but my favourites were the many Bristol JO5Gs to be seen on various routes. These were very exciting days for a young bus enthusiast and never to be forgotten.

Photograph and Copy contributed by Richard Fieldhouse

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24/04/11 – 15:04

The photo of 925 is nostalgic beyond belief for me as I so well remember these earlier "J"s in Bradford’s Chester Street Bus Station when I was a boy. They were obviously older buses than the "rounder" BWT Js and the following L types with similar bodies. There was always one parked (in my memory anyway!) on the little adjacent piece of land on the right as one exited the bus station, and it always seemed to have the "Have you Macleaned your teeth today" advert on the back. Other memories of these wonderful machines were on trips to Baildon, and to Dick Hudsons on the Bingley to Eldwick service. Oh to be able to ride on one again! They were amongst the most characterful and attractive buses of all time. Wonderfully efficient buses too, from an operational viewpoint.
Thank you to Richard for this superb memory jogger.
It may be of interest to other enthusiasts to know that I am currently preparing a readable WY fleet list from info. taken from various publications Hopefully, this will be included in the fleet list section on this website.

John Whitaker

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24/04/11 – 15:06

My sentiments exactly Richard. From 1941 – 1947 I travelled to and from Ben Rhydding School on the Bristol Js, prewar Ls, Dennis Aces and Lancets.
The two "square backed" ones allocated to Ilkley at the time were 946/7 AWX 798/9 and I loved them. Later, when I was a conductor at Ilkley from 1960 my favourite route was the 76 Skipton – Tadcaster. It was a five hour round trip (wonderful) and took five "cars" to operate it – it was shared by Harrogate, Ilkley, Skipton and Wetherby depots (and by GRASSINGTON who used the Skipton depot "car" for one round trip.) I too loved the atmosphere of Harrogate and you always had the feeling that the Company’s excellence was concentrated there – indeed anyone who had to go there on a disciplinary charge (as opposed to local depot action) knew full well that they might come back via the Labour Exchange. If you were travelling from Burley in 1960/1 I may well have issued you with a ticket or two !!

Chris Youhill

Copyright Ian Wild

Crossville
1958
Bristol SC4LK
ECW DP33F

Here we have Crosville CSG623 seen outside the small depot in Llanwrst, Conwy, Wales in September 1967. This is one of 24 Bristol SC4LK with Eastern Coachworks DP33F body supplied to Crosville but by the time of this photo it had acquired bus livery and was ending its days as an omo vehicle on rural services. This model in coach form was supplied mainly to Crosville and Lincolnshire Road Car. Unless they had significantly better sound insulation than the bus version, they must have been pretty dreadful vehicles in which to travel any distance.
The other vehicle parked in the depot doorway is another Bristol SC4LK registration 802 FFM fleet number CSG622.

Photograph and Copy contributed by Ian Wild

04/05/11 – 11:47

I used hate driving the type back in the 60’s and early 70’s at Pwllheli’s Crosville depot. Gutless wonders and noisy too boot. Having said that in crawler gear they would easily ,though very slowly, ascend the steepest of hills, reckon one would shin up a telegraph pole too. It was virtually impossible to run early with the type. They were handy when delivering parcels as there was ample stowage room alongside the port side of the 4 cylinder Gardner "power plant" in the cab for bulky items , apart from exhaust pipes from Groom’s Porthmadog. Fare collection was not all that easy either as passengers entered the vehicle behind the driver rather than alongside. Gear changing was fun as they were not selected in the normal H pattern. A case of all over the place and hit and miss operation in the 5 forward box. Now I would give my eye teeth, allbethem false, to have a day behind an SC4 wheel. Never satisfied and ready to grumble, always the driver’s way! Wonder if that’s really true in my case as I passed my PSV back in 1960 and am still engaged driving coaches on a part time basis. If the lottery comes up I’ll buy one. Well we can take that as a never then cant we!

Evan Herbert

07/05/11 – 06:12

Thanks for sharing the experience of driving the SC4LK Evan. My experience of the type is limited to a journey from Llanwrst to Betws y Coed (pretty flat) in genuine SC days and then a trip from Beaumaris to Bangor when Crosville Wales tried them as a bit of a novelty in the 1990s. The route turned right away from the estuary up a fearsome hill, the noise level and vibration in the saloon whilst climbing was excruciating! But the old SC just took it in its stride.

Ian Wild

03/06/11 – 07:27

I remember the service from Beaumris To Penrhyn Castle using SLC12/13 I travelled to the old MOLD depot to pick up one them and then I drove one all day every SATURDAY what fun. I’m Retired now but still watch the Modern Buses go by and I often wonder what these Young drivers that drive along the flat roads of the Fens where I now live would do with the old SLC on a good Welsh Hill

Ieuan Williams

03/06/11 – 17:07

Ieuan, you should meet a friend of mine who is still a driver for First Leeds – he has a wicked mischievous sense of humour !! A few years ago he was involved in the preservation of a Leeds City Transport AEC Regent 1 of 1934, and parked it briefly at a City Centre bus stop. A newly qualified young lady driver was among a few waiting to take buses over, and my mate said to her "Are you waiting for running number **** love ??" "Yes I am" she replied.
"Oh good, this is yours then" said he, and walked away nonchalantly. They reckoned her face was a picture !!

Chris Youhill

08/06/11 – 09:55

Back in the mid 60s as a kid we had family at Llanbedrog who we’d stay with, I’d get out on the local Crosville routes. The R17 Sarn Bach-Abersoch-Pwllheli seemed always to be an SC bus, as were the short workings on the R26 from Pwllheli to Porthmadog.
The SCs seemed to go everywhere. By about 1965 it seemed Pwllheli depot had gone fully OMO with some new MWs for the R26/R27, and now had just 1 seasonal Lodekka on shorts to Butlins.
This was a shame as I was still to experience a ride on a Lodekka. My first ever sight of one, an LD at the tollgate at Boston Lodge had me in awe, it was an R26 heading to Blaenau Ffestiniog, fully blinded with Criccieth, Portmadoc (I think it was referred to at the time) and Maentwrog in the intermediate blind.
I had a few trips on the MWs too, often back to Abersoch as an R19 or R20, with a consequent long walk back along the Warren Beach to Llanbedrog over the cliff.
My last service ride on a Crosville SC was from Wrexham in about 1975, on a short working of the D1 to Acrefair.
I don’t remember much about the noise, but when you put your cash in the tray for the driver it would jingle up and down with the engine vibration. I also remember the occasional crunching gear changes.
In the early 70s the route network around Pwllheli seemed to get cut back and frequencies reduced. I seem to remember there were some of the early Perkins engined Bristol LHs (SLPs) in use there by then? I didn’t ride on them at the time as I had little interest in them, but now wish that I had done!
It was great to read Evan’s first hand experiences of the type, especially so in the context of Pwllheli.

Keith Jackson

14/09/11 – 07:53

Evan you would like to drive an SC again, where abouts in the country do you live?
In the following post to yours Ian discusses his memories of the SC and the trips from Penrhyn to Beaumaris Castles with SC 12 & 13.
SC 13 has been off the road all of this year with engine problems but I have just managed to re-build the engine and it went back on the road last Friday when it journeyed to Lincoln to have it’s MOT.
Hopefully it will be at Meadowhall this weekend.

Gordon Burkinshaw

16/09/11 – 09:31

Hi Gordon. Still live in former SC territory, Pistyll close to Nefyn on the Lleyn Peninsula. Been doing a bit of casual driving for Clynnog and Trefor Motor Co Ltd. Usually NX dupes and privates using B12M’s. Ugh didgie tachos.

Evan Herbert

18/09/11 – 06:14

Hi Evan,
Nice to hear that you still live in a lovely part of the world.
I will try and get SC13 over to Llandudno next year so perhaps you might manage to meet up if I do.
Will keep you informed.

Gordon Burkinshaw

25/09/11 – 20:40

Glad to hear that SC13 is back on the road Gordon. My memories are of SSG677 and CSG637 at Holyhead around 1970-71. They were the only buses from the Holyhead depot that could be used on the N1 service to Amlwch because of the narrow lanes around Llanfairynghornwy.
I’m now re-living my Bristol SC days as I have a Gardner 4LK in our narrow boat!

Tim

20/11/11 – 13:41

Not a bus enthusiast as such, but missed seeing the lovely green buses on a nostalgic return to Abersoch. The green livery fits well with the scenery. Websites like this help to relive happy memories of trips around the Lyn peninsula (we didn’t have a car back then).
Thank you for the photos.

Mr Anon

26/04/12 – 12:13

It’s so good to read about the old buses but what about the drivers who drove them, is there any left out there from the North Wales depots i.e Caernarfon, Bangor and The Isle of Anglesey please let us know.

Ieuan Williams

28/04/12 – 08:02

Just found your site as I recall we used to have a couple of these in Oswestry when I was younger. I was really trying to find out what happened to a bus I use to travel on a great deal, Bristol RE fleet number SRG 208. As for the buses in the photo I think ours in Oswestry had very slow sliding door, but I may have that wrong as it is a good few years ago.

Kevin Young

27/08/12 – 11:17

Kevin, I have photos of former Oswestry RE SRG208 which may be of interest to you. They illustrate where she went after disposal by Crosville Wales and how she met her unfortunate end…
www.flickr.com/photos/crisparmour/  1  
www.flickr.com/photos/crisparmour/  2  
I hope they are not too distressing for you!

Crisparmour

02/10/12 – 14:59

Why did the David Brown gearbox on the SC4LK have a strange gear pattern from third to fourth coupled with a large difference in gear ratios? I believe high revs were needed in third before engaging fourth.
Was this box primarily designed for use in other applications?

Nigel Richards

18/04/13 – 07:15

The Bristol SUL4A’s operated by Southern Vectis had the same David Brown box with similarly queer gears, I never did quite get the hang of them, but the men who drove them regularly got used to it and could make those buses fly on the level!

Patrick Hall

14/08/13 – 06:22

I was the last manager at Llanrwst before it was made into an outstation of Llandudno at the end of summer 1969. Mind you I was only 19 at the time and a trainee as they did not want to appoint another permanent manager.
These buses used to go on all the routes and had great fuel consumption in the hands of some drivers. Over 20 mpg I recall.
There was one journey which was very busy during the summer and that was the 15:00hrs to Betws and Cwm Penmachno. There would sometimes be people hanging out of the door leaving Llanrwst.
Some of them later made their way to Liverpool and the drivers used to refer to them having Welsh gearboxes.

Mike Lambden

15/08/13 – 07:00

Re Patrick Hall’s comment (Hi! Pat haven’t spoken for a while) Many years ago I was totally confused by one driver at Minehead, Western National, who referred to the climbing abilities of the ‘David Browns’ they had – and there are some real hills around here!! To me a David Brown was a tractor and it took me some while to fathom out that he was talking about the SU’s, being a clever clogs teenager it was beneath me to ask – oh how I wish I had asked more questions of the old drivers.

David Grimmett

15/08/13 – 11:56

On the subject of David Brown gearboxes, the six speed type used on lorries caught out many a driver until they got used to them. It was a normal left to right ‘H’ layout 1/4, but 5/6 were the other way round, so you went round the gate from 4 to 5, then forward for 6
        1 3 6
       -I-N-I
    R 2 4 5

Ronnie Hoye

24/04/14 – 09:31

I’ve got many fond memories of Crosville from the early 70s as a teenager spending a weeks camping trip at school near Beddgelert, I distinctly remember after all these years seeing srg1/3 and 5 in the area plus the then new Bristol LH’s, I also sneaked off to Caernarfon to visit the depot but can’t remember what was allocated there as my records have been long lost, also remember seeing a few FLF’s at Rhyl and a few RE’s/MWs? On the road bus spotting at London Victoria I always kept a sharp eye out for any CRL’s, I always thought they looked superb in the Crosville cream/green livery. As a midlander brought up on Midland Red I have to say Crosville was right up there and visiting nth Wales now has a little something missing, still got the great memories tho!

Wally

Vehicle reminder shot for this posting

24/11/14 – 06:37

I’ve only just caught up with this posting from three years ago. Ieuan Williams asks if there are any old drivers from Crosville in North Wales still out here. I was a driver at Caernarfon Depot from 1977 to 1986 and remember Ieuan very well. I would love to get in touch with him through this site!

Don McKeown