Copyright Roy Marshall

West Yorkshire Road Car Company
1937
Bristol JO5G
ECW B32F

West Yorkshire Bristol JO5G 970 with Eastern Coach Works (ECW) B32F body built in 1937 is also seen at Bradford Chester Street Bus Station about 1950. It would appear to being used as a temporary crew rest room after a duty on a service from Ilkley. This bus was was one of a further twenty eight “Js” rebuilt by ECW with a roller blind indicator box to replace the “bible” indicator. Bristol JO5G 970 was part of a large fleet of over one hundred bought between 1935 and 1937 and the “Js” could be seen operating over a wide area of the West Yorkshire Company network. 970 was withdrawn from service at the end of September 1954 and the last in the fleet JO5G 996 went out of service in May 1955.

Photograph and Copy contributed by Richard Fieldhouse

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06/03/11 – 09:19

Another wonderful picture of particular nostalgia for me, as I lived in Ilkley in those days, travelled often on service 63, and when I joined West Yorkshire in 1960 worked on the route frequently. Although the installation of the postwar pattern full size roller destination boxes was an obvious improvement for all concerned, the fitment always seemed to me to be a little excessive in height and took something away from the beautiful classic lines of these vehicles. I had completely forgotten that the intermediate display was as comprehensive as shown in the picture – later editions settled for "Manningham Lane, Shipley, White Cross" and "Burley in Wharfedale" was certainly a bonus. West Yorkshire was one of those companies who liked to stick to three digit fleet numbers, which brought about an interesting point with this batch : In the 1937 delivery BWT 794 became 999, thereby "bursting the thousand", and BWT 795 became 101.

Chris Youhill

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06/03/11 – 11:55

Absolutely wonderful photograph which again takes me back further than I would care to admit!
WYRC allocated fleet numbers on a "hundred" block basis, service bus single deckers going on to a new "100" series when the 900 block was exhausted. I well remember riding on these "J"s , particularly from Bingley to Dick Hudsons, and it was these buses which evoked those memories of internal transfers which were discussed some weeks ago. "Please tender exact fare and state destination" etc!
I agree with Chris that the classic lines of the ECW body were somewhat spoiled by the roller blind conversion, which always seemed a bit "spasmodic" as to why some were and some were not converted.
I remember riding on the last "J" in service, in 1955, on an enthusiast tour from Bradford to York, where we also sampled the delights of the 3 "ADG"s, a story to be told elsewhere.
A delightful photograph Richard, and what a contrast between these later BWT registered J types and their earlier squarer ECOC bodied elder cousins with YG, AWW and AWX registrations!
A fleet with very strong Tilling influences, and yet how strange that the body layout, if not style, was typical of BET practice, with the front porch style door. Superb rugged, reliable buses which just oozed atmosphere and character!

John Whitaker

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11/03/11 – 07:44

I’ve never driven a Bristol J or G, but K (in service) and L (in preservation) are old friends. A letter in Buses Illustrated about 40 years ago (I’m afraid I’ve forgotten the exact wording) suggested that–unlike the London RT driver–the poor provincial Bristol driver had to wrestle with heavy, awkward controls. Nothing could be further from the truth. Steering is light and dead positive, brakes are progressive and trustworthy, the clutch allows a nice smooth takeup, the gearbox is less demanding than some and has sensible ratios and the cab is comfortable: in short, an ideal driver’s bus. Or was I always lucky enough to get the good ‘uns?
Lovely evocative photograph! Thanks.

Ian Thompson

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11/03/11 – 11:13

I agree with you fully Ian on every point there, and in particular concerning the brakes – I always found Bristol brakes to be completely predictable and reliable at all times. In my own view, and I appreciate that every driver has his/her favoured model, the Bristols of that era shared friendly top place with the Leyland PS1/PD1 for a pleasant and comfortable driving experience and absolutely no hidden vices.

Chris Youhill

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11/03/11 – 17:51

I think it is what the onlooker sees (or thinks he sees). The pre-selector gearbox, especially on AEC Regents, always looked and sounded quick, smooth and light to operate. Manual gear change (before synchromesh) required the pause to let revs die down when changing up, or the blip on the accelerator to speed them up when changing down. So it was a slower change, accompanied by mechanical sounds that gave the impression of was hard and heavy work. Derby’s Fodens and Bartons’ Utility Guy Arabs certainly always looked and sounded as though they were pigs to drive – but there again I may be quite wrong.

Stephen Ford

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12/03/11 – 07:11

Stephen, the Fodens were not at all hard to drive in terms of physical effort, but the gearboxes required spot on precision and were very unforgiving. Any miss-match of road speed and engine revs produced a high pitched screech rather akin to applying a piece of metal to a power saw and was most embarrassing. The Guy Arabs (early marques including the utilities) had easily manageable gearboxes, once you remembered that some were "back to front" in that first and second were nearest to you, and third and fourth were against the engine panel. Those Arabs did though have very heavy clutches and much effort was also needed to press the accelerator hard enough once the governors engaged. Despite these observations though I don’t think either model could fairly be described as "a pig to drive" – provided you were interested in the job they were rewarding and very tough vehicles, and I’d just love an hour on each of them right now.
My favourite bus at Samuel Ledgard’s Otley Depot was the Roe rebodied utility Guy Arab JUA 763, with "back to front" gearbox – I used to take it out at every opportunity. The placid little garage man who allocated the buses was always aware that he might have it on his hands to the last each morning as the undedicated brethren shunned it. His face would light up with relief when I appeared and, pencil poised, who would enquire "763 kid ??" and with a happy smile delete the number on his little list. My next task was then to try and pacify with cigs, sweets or teas the disgruntled conductors who would mutter "narrow gangways and only one bell upstairs."

Chris Youhill

Copyright Ian Wild

Stevensons of Spath
1960
Leyland Leopard LI
Burlingham DP41F

Sheffield Joint Omnibus Committee was an early user of the Leyland Leopard L1 taking six Weymann Fanfare bodied vehicles for the B fleet in 1959 and then five identical for the C fleet in 1960. Later deliveries in 1960 were nine with what I always thought were very attractive Burlingham dual purpose bodies (four for the B fleet and five for the C fleet). The bus in the photo was originally fleet number 1307 renumbered as 1007 in the 1967 renumbering. They originally had single piece hinged coach type doors, lever operated from the cab but were modified for OMO with power operated bus doors later in the 1960s. The Leopards were regular performers on the Peak District services and also on the 48 to Manchester. Not many Sheffield buses escaped the scrap man but during 1972 Stevensons of Spath (near Uttoxeter) bought five Leopards from Sheffield, two with Weymann bus bodies, two with Burlingham bodies and a single Weymann Fanfare example. Stevensons fleet number 18 looks very smart here on 29th August 1972 in their yellow and black livery and what a superb registration number!!

Photograph and Copy contributed by Ian Wild

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02/03/11

I always thought it was a nice body, simple and smart. Somehow, it never seemed to make the big time, though, at least not in my part of the world.

Chris Hebbron

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02/03/11

Could never, as a kid, understand why these were only classified as DP41F, not C41F. Can only assume that it is because the body is basically the Burlingham bus with a Seagull front grafted on. (…..but it is isn’t that much different from the Seagull VI ordered in volume by Ribble). A point to consider, though. Duple took over Burlingham in about 1960 – and the factory continued first with Burlingham designed Duples and then their own designs. Is it too fanciful to think that these were constructed of left over parts, to use them up – rather like the Plaxton 321 some thirty years later, using up Duple 320 parts in a like manner?
Over to you, Mr Mercer – esteemed Burlingham guru!
There were more Weymann Fanfares and the ECW Leopards to follow. An incredible collection of high quality and interesting non-mainstream vehicles for basically a local operator – albeit railway owned and for long distance routes. They were good, but its a pity JOC never bought any AECs for coaching. (Unless you consider the pre-war Regal/Roberts for the Gainsborough route!)

David Oldfield

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03/03/11 – 09:01

Thanks for the compliment David! Burlingham’s standard bus body for underfloor engined chassis first appeared in 1951 and went through various updates until it was discontinued in 1960. The first major change came at the 1956 Commercial Motor Show when the entire front-end was redesigned to give a more modern appearance. To many of us this was the best version of the body and was in production from early 1957 to late 1958. Sales were generally poor by this point (the best known examples of the 1956 design were probably those operated by famous independents such as Clyde Coast and Tor Bus) and at the 1958 Show Burlingham presented the version shown in this photograph. Sheffield’s were among the first production examples and (as far as I know) the only other "big fleet" to buy them was Northern General.
As you suggest the window pans were identical to those used on the Mark 6 Seagull as was the lower panel on the front end. I suspect that this was an economy move by Burlingham to standardise on fewer parts. By late 1958 the company was already in dire straits and I’ve heard it suggested by one former employee that all those full-fronted PD3 Titans they built for Ribble were actually delivered at a "below cost" price in a desperate attempt to recover the prestige lost by the later Seagull variants. A classic example of large numbers of units coming off the production line but no money going into the bank in exchange. The obvious parallel is with the early Mini which appeared to be a success but nearly bankrupted its manufacturer.
As a regular traveller on these vehicles back in the 1960s I can assure you that the seats were nowhere near as luxurious as those fitted to Seagulls – although much better than those fitted to North Western’s contemporary "Black Tops" which barely qualified as anything other than buses in a really nice colour scheme! I’ve done the trip from Manchester to Sheffield in both types on many occasions and the Burlingham vehicles were perfectly adequate from a comfort point of view whereas NWRCC’s Willowbrook "DPs" were as bottom-numbing as a regular service bus. The livery made us forgive them….

Neville Mercer

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03/03/11 – 10:20

Some of Sheffields Burlingham bodied Leopards also ran for Halifax/Calderdale these being 5875-5879 W The Halifax Dual Purpose livery of cream orange and green gave you the ideal a good bus in an equally good livery!

Chris Hough

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04/03/11 – 07:38

As recorded before, I am a huge Burlingham fan but always defer to Neville’s comprehensive knowledge. (Thank you, as ever.) Such a shame that things bombed out a mere decade after the launch of the Seagull.
It is also significant that Manchester bought 50 PD2s and a similar number of CVG6s in 1958 with Burlingham bodywork, at the same time as Ribble’s PD3s, and they were highly regarded vehicles.
A friend of mine, a well respected professional bus man, reckons that the weight of Burlingham bodies was a disincentive to many cost and fuel economy conscious operators. I always thought this a short sighted attitude – which still prevails today. [Van Hool bodies are "heavy" but their quality is self evident. Iberian bodies, of varied manufacture, are lighter but are rot boxes which fall apart long before the Van Hools.]

David Oldfield

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05/03/11 – 06:40

I have always been rather puzzled about the designation "dual purpose". It seems that it settled down at some point to identify a vehicle with a bus shell and coach seats (or occasionally, possibly, vice versa). But originally it must have meant a vehicle which could equally serve as a bus or a coach. So why exactly is a bus shell more suitable for bus work than a coach shell would be? We have to bear in mind that this started before one-man operation, so it can’t have been anything to do with fare collection equipment.
Lancashire United’s DPs of the early 60s were particularly well appointed I remember, more so in fact than the laminate-infested coaches which replaced them. I always preferred the term "service coach".

Peter Williamson

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05/03/11 – 08:25

I would hardly call the Duple Dominant E (with bus seats) dual purpose. It’s obviously a convenient short-hand but, if there are coach seats, it’s not terribly suitably for bus work as there is always less circulation room in gangways. [You still have to navigate down a coach almost sideways on to avoid getting stuck.]
I can think of a number of DPs which were at least as well appointed as some so-called full coaches – often with extremely comfortable seating.
Three examples:
i) Scottish RE/Y types (originally London coaches)
ii) Ribble BET Leopards (Marshall, Weymann and Willowbrook) – also seen elsewhere.
iii) East Midland RE with full coach seats in bus body.
These are probably equivalent to the LUT vehicles and what I think of as DPs – not bus seats in a coach or pretty paintwork (as at North Western). Coach standard of comfort, destination equipment and, latterly, ticket equipment must be the pre-requisites for use on longer or long distance services.

David Oldfield

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11/03/11 – 16:26

Nottingham City Transport had a fleet of Duple Dominants called ‘Lilac Leopards’ which were coach bodies with bus seats.

Roger Broughton

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12/03/11 – 07:00

They were examples of the aforementioned Dominant E.

David Oldfield

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29/03/11 – 07:38

In fact Stevenson’s bought three of the Weymann Fanfare-bodied Leopards from Sheffield – 1500 WJ, 1501 WJ and 1914 WA. And what with two PD3s and a Regent V from the same source, a large chunk of Stevenson’s fleet in the late 70s originated from Sheffield. I took my test with Stevo’s in 1978 and drove most of these buses on school contracts.

Tim Jeffcoat

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Vehicle reminder shot for this posting

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11/01/13 – 14:18

I have discovered this lurking in my slide collection.
5907 W when still with Sheffield as its 1007, seen leaving Halifax along Skircoat Road and approaching HPT’s Skircoat Garage on the 68 slow stopping service to Sheffield in March 1971.

John Stringer

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14/01/13 – 07:16

I’ve just caught up with Roger Broughton’s comment on Nottingham’s Lilac Leopards. In fact, Nottingham’s Dominant E vehicles came in two variants. Those painted in the lilac livery, the true ‘Lilac Leopards’, did have coach seats, and were intended for the park and ride services introduced as part of the short lived Zone and Collar traffic management scheme in the city. The idea was that coach seats would help to attract car drivers to the park and ride services. They were never considered to be more than semi-luxury vehicles, so the seats were not to touring specification. There were originally 18, but most were disposed of after the abandonment of the scheme, just 3 remaining as coaches in the fleet, although they were generally to be found on bus services.
There were a further 24 Dominant E buses, with essentially the same shell, but less chrome trim and with standard bus seats. These were painted in the reverse version of Nottingham’s green and cream, and were always known as ‘White Leopards’. They appear to have been accorded DP status in fleet lists on the basis of the body being a coach shape, but they were never treated by NCT as anything other than service buses.

Alan Murray-Rust

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16/01/13 – 05:10

Thanks for the photo of 1007, John. Interesting to see it with the later Sheffield Transport fleet name after the abolition of the B and C fleets. Didn’t Halifax acquire some of the C fleet batch 5875-5879W about this same time?

Ian Wild

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16/01/13 – 07:14

…..and eagle eyes will see the folding power doors – these were new with full (and heavy) coach doors.

David Oldfield

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16/01/13 – 13:08

Yes, they had all five Ian.
5877-5877 W had passed to Hebble as their 160-162 (soon after renumbered 656-658). They were acquired by Halifax J.O.C as part of the Hebble takeover, and numbered 305-307.
5878/5879 W had passed to Yorkshire Woollen as their 293/294, but were also transferred to H.J.O.C. as part of the Hebble takeover, and numbered 308/309.
All passed to Calderdale J.O.C. on its formation at the time of the Todmorden takeover, and were withdrawn in 1972, passing to operators in the Irish Republic.

John Stringer

Copyright Roy Marshall

West Yorkshire Road Car Company
1935
Bristol GO5G
Eastern Counties L53R

West Yorkshire Bristol GO5G 306 with Eastern Counties L53R body built in 1935 is seen at Bradford Chester Street Bus Station about 1950. It is ready to depart to Baildon via Canal Road and this information is clearly displayed on its “bible” indicator. For its return journey, the conductor or driver would release the side clips on the ‘bible” to enable the horizontal flap to be turned to show “Bradford.” The intermediate destination points in reverse order would also be revealed on the hidden “page” after which the ‘bible” was then re-clipped.
No doubt the crews welcomed the adoption by West Yorkshire of roller indicator blinds from 1944 onwards, though the operating handles were still outside and involved a clamber over a hot radiator but there was no more awkward lifting of a heavy “bible” metal sheet arrangement. I wonder what injuries occurred and whether there were any compensation claims with handling of the “bible” indicator metal sheets.
306 was withdrawn from service at the end of November 1950 but the “bible” indicators remained in use with West Yorkshire I believe in 1958 with the demise of the last pre-war Bristol L5Gs.
Can anybody confirm the date of the last pre-war L5Gs? I have only West Yorkshire fleet lists to 1955.

Photograph and Copy contributed by Richard Fieldhouse

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27/02/11 – 08:39

Thank you Richard for sharing with us this wonderfully composed and evocative picture. I have departed from that very spot countless times when I worked for West Yorkshire at Ilkley Depot. We operated services 63/68 to Ilkley and Ben Rhydding via Manningham Lane or Canal Road, and had just one weekday trip to Baildon – out via route 59 and Baildon Road and return via route 61 and Baildon Green. I never had to use the incredible and ludicrous "bible" indicators and, quite rightly, they would never have been permitted in today’s Health and Safety climate – this legislation is often sneered at, and can be "over the top" on occasion but it was certainly sorely needed in those days. At a quick glance it would appear that the last prewar L5Gs were indeed withdrawn in September 1958. Of interest is the "Tilling Group" swivel radiator filler cap, retro fitted to most vehicles in place of the original flat screw down pattern. Thanks once again for a particularly splendid picture.

Chris Youhill

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27/02/11 – 11:19

I know I am susceptible to nostalgia, buses being no exception, but this photo has it all for me! As a child, I remember the shape of the ECOC "G" bodies so well, as they contrasted vividly with the post war fleet. They lasted until 1952, as they had provided cover for the company’s "K" type rebodying programme.
I can see them now, hurtling down Thornton Road from Denholm, leaving clouds of smoke in their wake.
What a place Chester Street was for a young enthusiast. Day trips to Baildon and Ilkley on such delights as 306, and their "J" cousins, and stopping off at Harry Ramsdens on the way back. Most of all, awareness of contrasting shape variations amongst the WY fleet. There was that green hut, full of stacks of spare bible indicators, and, as you exited the bus station, at the little parking area to the right, bus backs of differing profiles would persuade you of the delights of BOVRIL, or else pose the question, "Have you McLeaned your teeth today"?
Wonderful memories of a superb fleet in its heyday!
Can it be 60 years since the passing of these fine vehicles?
Thanks to Richard for this post…. Any more WYRC Co. enthusiasts out there?

John Whitaker

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27/02/11 – 11:25

Yes, a lovely picture with much nostalgic value. I didn’t realise that ‘bible’ indicators were still in use as late as 1958 – they lasted until 1955 in York, where I never heard them referred to by any of the older staff as anything other than ‘flap boards’. West Yorkshire must have been very fond of them because they actually converted some of the vehicles they inherited from York Corporation to bibles from blinds.
The picture indicates, and I assume from Richard’s description, that the hinge was horizontal and that the flap was raised or lowered. That’s how I remember them, but I have seen photos, (pre-war), clearly showing a vertical hinge where the flap was turned like a page in a book. Can anyone throw any light on this?
In addition to being heavy and awkward, a problem with ‘bible’ indicators arose when the vehicle operated on more than one route. It would then be necessary to carry another board, either under the staircase or, on a single-decker, lodged between the bonnet and nearside mudguard. York’s Circle route, with three different destinations, would require a change of board every hour; some photographs suggest an additional slip board, just showing the change in intermediate route points, but I really can’t be sure about that; however the problem was solved, it would have been a tiresome bind for the crews, no doubt.
Thank you again, Richard, for this great picture.

Roy Burke

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27/02/11 – 16:10

A question for Chris, then…
How did you get a 5G like this one up Browgate into Baildon? With great difficulty?
I remember the ‘flap boards"on York buses: they gave the York fleet a wonderfully old-fashioned & "foreign" look that went with the rest of the place- and the white boards went with the white "lavatory brick" so often seen in York (sorry- "Yark”)!

Joe

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27/02/11 – 20:03

Roy you are quite right – although in the minority there were versions of these boards where the hinge was vertical and the pages turned "book fashion" – I remember them well and they were around after the War also. Additionally there were other lightweight boards with only one narrow line carrying the ultimate destination in black and the route number in red. They were shaped like a letter "H", with slender legs at either side and the narrow route line midway between bottom and top – these must have been far easier to "hoist aloft" than the full size multi-leaf monstrosities.
Joe, you’ll have the Gardner legal team after you!! Slow steady progress in low gears was essential of course, but the big hearted Gardners would go anywhere you know – however Browgate did admittedly often demand first gear. I have a wonderful piece of video which I took on an enthusiasts’ outing on preserved KDG 26. Knowing what was to come I positioned myself on the nearside front seat and the superb and highly competent driver chose just the right moment to execute a masterly change into first gear without the slightest jerk or click. I often wonder to this day how the GO5Gs and similar models managed to achieve Leeds to Harrogate in virtually the same running time as the present day despite having to tackle the ascent to Moortown, Harewood Bank and Almsford Bank and so forth.

Chris Youhill

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28/02/11 – 06:45

Eastern Counties were also users of bible indicators although whether they lasted into the fifties I couldn’t say.
Lancs United had their own variant on the bible this was the slot in stencil which was a metal stencil which was back lit. The boards were dropped into the indicator box by the conductor. On double deckers the boards were kept under the stairs and would occasionally fall over with a great clatter.
Preserved LUT Leyland Tiger 114 CTF 423 a 1938 TS7 with Roe bodywork has had the feature restored and can be seen in its restored glory at this link.

Chris Hough

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02/03/11

Strange how Eastern Counties produced a rather nice five bay body on this and then changed to a six bay design on later construction, as on the North Western K5G’s

Chris Barker

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02/03/11

In 1934 Keighley-West Yorkshire took delivery of two Bristol G-types – K111/2 (YG 5733/4) – which were the first Bristols to be fitted with Gardner’s new 5LW diesel engine. Previous G-types had been powered by Bristol’s own design of 6-cylinder petrol engine, and indeed the chassis of K111/2 were originally to have been powered by this unit. However they were modified to take the Gardner engines during construction at Bristol, and were subsequently given chassis numbers GO5G.1 and GO5G.2, denoting G-type, Oil engine, 5-cylinder, Gardner. The vehicles were of further historic interest as they were West Yorkshire’s first Bristols and also the first Bristols to be fitted with lowbridge bodywork (in this case 52-seaters by Brush).
Further GO5Gs were delivered to WY in 1935 (including the imposingly handsome 306 in the photo), these as mentioned having ECOC bodywork – the forerunners of what would become Eastern Coach Works. Thus started WY’s long and happy relationship with the hallowed trinity of Bristol chassis, Gardner engine and ECW bodywork that lasted into the ‘Bristol’ Olympian era – only thwarted when Leyland short-sightedly closed the Bristol factory in 1983.
Regarding Joe’s comment on the progress of 5Gs up into Baildon, I well remember a WY fitter commenting that they might have been plodders but they were unbelievably reliable and very economical. His quote was that "they might be slow but they could pull‘t town hall down on a pint o’ diesel!" He may have had a point!

Brendan Smith

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03/03/11 – 08:39

I can certainly vouch for Brendan`s comment about the pulling power of WYRC 5LW engined buses. I well remember hearing each cylinder in its separate firing as a G mounted Baildon Brow. They could have gone up a house side without stalling! I have similar memories of 5LW West Yorkshire buses on Garrowby, and Hollins Hills!
The AWW batch of 1935 was less common in Bradford, but their reversion to a 6 bay layout was more a return to norm, with the 5 bay batch being very much an exception in ECOC output, a position which continued for the rest of Lowestoft’s pre war production. Strangely enough, photographs of the AWW batch seem to be difficult to find.

John Whitaker

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12/04/11 – 05:00

Referring to Chris Hough’s comments dated 28/02/2011, from 1945 to 1950/1 we used to have our annual holiday at Lowestoft and we stayed at a house at the back of the town. The road was part of the Eastern Counties route to Oulton Broad and my recollection is the buses had "Bible Board" indicators. They were not as elaborate as the one in the photo but had a pair of what looked like standard side lights to illuminate the boards in the dark. So it seems they did last until then. Incidentally, the Eastern Counties coachworks were just down the road from the boarding house and, periodically, chassis/engine units were delivered to the works from the manufacturer and they were just that, just a chassis, engine, transmission and wheels (no mudguards). They were driven to the works by a man sat upon a box tied to the chassis and wrapped in multiple overcoats and scarves even in the height of summer! I assume they wore goggles because there was no protection of any sort and it must have been grim in rainy or winter weather. The Health and Safety people would have a major fit if that happened today

Phil Jones

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19/04/11 – 19:14

Several sources quote West Yorkshire, and Eastern Counties as being the only users of the so called "bible" indicator. There were detail differences between the "bibles" of the 2 operators, principally with regard to the illuminating "side lights" as used by ECOC. Of all the (superb) Tilling Group (or Ex Tilling after 1948) companies, ECOC was, perhaps the most typical. Flat terrain enabled the extensive use of 4LW as well as Gardner "5"s, and vehicle life was maximised. All in all, it was a fascinating fleet, and one which I, as a West Yorkshire fan, would love to read more about!

John Whitaker

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11/03/12 – 07:54

The Ipswich Transport Museum has 4 (unrestored) ECOC/ ECW bodied saloons all ex ECOC. (1 x ADC, 1 x TS B9A, 1 x L5G, 1 x Dennis Ace) A collection of Ipswich area ‘tin bibles’ is on display in the museum………

Eric M

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11/03/12 – 09:00

Nearly a year later I have just read Phil J’s memories of the bare chassis arriving at ECW from Bristol Commercial Vehicles. Seeing those brave men drive off from the Works in a convoy of 5/6 at a time was a regular sight when I was young and riding my three wheeler bike to wait by the Works entrance to see them set off.
Exactly as Phil says, there was no protection of any kind except a canvas sheet in front of the pedals and that bare box to sit on..gosh it must have been horrible to travel so far..about 160/170 miles on A/B roads back then and on a writhing, floppy chassis with springs set up to take the body weight. They did indeed wear goggles and most wore "Herbert Johnson" motorcycle crash helmets and a scarf over the mouth to combat flies.
On a cold Winter’s day it must have been absolute misery for them. Those big overcoats were always a golden fawn colour..until the front got plastered in dirt and oil when they became "two tone" in a rather unusual way!

Richard Leaman