United Automobile Services
1950
Bristol LL6B
ECW B39R

This bus has been on this website before it was one of the first and I did not research into it as well as I could of done, but as this bus is in the process of being preserved I think I should do it justice. 
This bus entered service with United in 1951 as a LL5G – B39R with a fleet number of BG460. All that coding meant it was classed as a long version of a Bristol L with bus seating and livery, with a 7.0 litre 5 cylinder Gardner engine.
In 1953 (I had 1963 here but from a comment below by David Hudson I was ten years out) it would appear it was re-engined with a Bristol 8.1 litre 6 cylinder engine the seating was reduced to 33 and the class changed to duel purpose making it a LL6B – DP33R with a fleet number of BBE1. At this time I think it would of been re-painted to Cream and Red more or less a reversal of the above shot which was the colour scheme for United ‘Express’ vehicles. 
In 1961 it seems it was re-classed back to a bus I am not sure if the seating was increased back to 39 though (see David Hudsons comment), the fleet number was also changed to BB51 but later that year the the first ‘B’ which stood for Bristol was dropped. The bus must have been repainted back to Red and Cream as the above photo was taken after 1964.
Two years later 1966 it was withdrawn from service with United passing to W Norths Limited, Sherburn-in-Elmet (dealer) between Leeds and York in 1967. Fortunately it was bought by a contractor as a staff bus and not scrapped, I am not sure how long it was with the contractor but eventually it was bought by a private individual for preservation.

Looking along the side of B51, an extra strip of aluminium beading beneath the windows (curving down towards the front) can be seen. This was presumably added by United as extra brightwork, when it was upgraded to express standard and repainted cream and red. On being demoted back to bus duties, and resuming its original red and cream livery, it looks like the beading was simply painted over. West Yorkshire Road Car gave the same treatment to its LS5G express vehicles in later life, when converting them to buses. Shame on both counts that the beading couldn’t have been just left polished as nature intended.

Brendan Smith

When I  was a lad one holiday the family went on service 43 from Leeds to Scarborough. I think the bus was a Lodekka. On our return we joined a long queue at Westwood to return to Leeds. An inspector announced that a bus was going to depart but would be nonstop to Seacroft and Vicar Lane only. The bus came on to the stand and was a West Yorkshire L. The driver must have had a date with a  lady as we literally flew to Leeds. Although this was donkey years ago it has stuck in my mind. Later in my career I drove Bristol Ks at Southend corporation which were on hire from Eastern National.

Philip Carlton

I’m building a 4mm scale layout based in the Northeast and would like a model of this bus (preferably in United livery)
Does anybody out there know of a source?
Thanks,
Trevor Elliot,
Bellingham WA USA

As the present owner of NHN 128, just a few comments on its history. Vehicle converted to dual purpose in 1953, using seats from earlier L6Bs. Fitted with Bristol engine at this time. 1961 re-seated to B39R using seats from earlier vehicles with wooden grab rails. Sold to Buxted Chickens (Ross Poultry) seeing service until 1976. Awaiting restoration following fire damage in 1980s

David Hudson

In answer to Trevor Elliot, Corgi OOC made that model (I have two) I bought them off e-bay, I think I paid about £8.00 each plus P+P

Jimmy

18/12/12 – 07:53

In the early 50’s I was a driver at Scarborough depot seasonal only, but later transferred to Redcar on a permanent basis. I spent many an hour driving up and down Scarborough seafront, but my favourite run was service 58 Scarborough to Whitby and Middlesbrough.
The fleet numbers I remember were BB,BBE,BH,BG. My memory isn’t too good now,but if you think I can be of any help don’t hesitate to ask me.

Robert Robinson

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

West Yorkshire Road Car Company
1948
Bedford OB
Beadle B30F

West Yorkshire needed a few small buses for certain routes to replace there pre-war Leyland and Dennis small buses. Bristol who were the main supplier of buses to West Yorkshire as they were controlled by the B.T.C. were not producing any small lightweight buses at the time so they ordered four Bedford OBs has the photo above.

FWX 547    Initially numbered 614 -       renumbered SP1 in April 1954

FWX 548                                 615 -                           SP2

FWX 549                               K616 -                         KSP3

FWX 550                               K617 -                         KSP4

The first two were based at Harrogate and were for the Cornwall Road route which is the destination of the bus in the photo, other local services were also undertaken in Harrogate by the two Bedfords. The other two Bedfords were based at Keighley (the "K" prefix was for Keighley-West Yorkshire) and were used on the Riddlesden service which had a weak wood canal swing bridge.
West Yorkshire also had a Bedford OB coach with a Duple C26F body built in 1947 registration FWW 596 fleet number CP1 it was based in York and was used for summer city tours. I think it was the only one based at York but if you know different please leave a comment.

A full list of West Yorkshire codes can be seen here.

Copy contributed by Chris Youhill

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You may be right in thinking CP1 was the only one of the little Bedford OBs based at York Chris. It was one of two OB coaches supplied to West Yorkshire in 1947 (646/7: FWW596/7). A further two arrived the following year (648/9: FWW598/9), all had Duple C26F coachwork and the batch was renumbered CP1-4 in 1954. CP1 was given an overhaul in 1957 at Central Works, and alterations to the coachwork included fitting of cantrail windows and perspex roof panels for its new role as the York city tour coach. It was withdrawn in 1968, being replaced by none other than CF1 (8848 WY), one of the two Ford Thames/Duple coaches taken over with the Samuel Ledgard business.

Brendan Smith

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CP1 is now fully restored and in the Aire Valley Transport Group collection

Chris Hough

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Bedford OBs are just like a big car don’t you think, and the crash gearbox wine was just a great sound.

Anonymous

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With respect Anonymous I can’t agree there – the OBs were incredible commercial passenger chassis with "hearts of oak." The amount of heavy service work that they could reliably perform with their modest 28 hp petrol engines was just phenomenal. I’ve had the pleasure, thrill even, of steadily ascending some very long forbidding hills with full loads – for example Norwood Edge from Farnley in West Yorkshire. The wartime service OWBs put in even more incredible performances than their peacetime luxury coach kin. I agree though that the melodious howl of the gearboxes in the first three ratios, followed by the "silent calm after the storm" in top was just wonderful.

Chris Youhill

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

Great Northern Railways
1950
AEC Regent III
Great Northern Railways H56R

This photo was originally on the ‘Do You Know Page’ of this website but thanks to P Heywood for the following.

The "Louth" bus on your ‘Do You Know Page’ is a Great Northern Railway (Ireland) bus which I think had its main bus operations in Drogheda (County Louth). Their first bus service (feeding into their railway route from Belfast to Dublin) started in 1929 and finished in 1958. Although they were basically a "Northern" company, they managed to keep their presence in the south after partition by continuing to build and maintain rail and bus equipment in their large workshops in Dundalk (just south of the border) which is probably where this bus was built. Their services were taken over by CIE in the south and Ulster Transport Authority in the north.

If anybody has any other information regarding this particular bus please get in touch.

08/05/11 – 10:21

In the book ‘CIE Buses 1945-1987’ there are two pictures of AEC Regent IIIs of similar outline operating with CIE. One shows 1948 bus AR437 (ZH3936) at Drogheda Bull Ring in full CIE livery, which looks identical in body design to 442 shown above. The other depicts AR294 (IY5396) at Eden Quay, Dublin, still in GNR livery but with CIE ‘flying snail’ emblem on the side. Although the bodywork looks broadly similar at first glance, AR294 has fixed glazing in the upper deck front windows, and is of 5-bay construction. However, in both cases the bodybuilder is given in the captions as Park Royal. I did wonder if they may have been built by the operator on Park Royal frames, or were they delivered as complete vehicles? Either way they certainly looked most handsome vehicles.

Bren

19/03/14 – 16:40

This bus was one of three built at Dundalk Works on Park Royal (London) frames, fleet numbers 440, 441 and 442. They were 7’6" wide 56 seaters and were based in Drogheda and Dundalk, although occasionally made forays to Dublin. They lasted in service with CIÉ until 1968. These 3 buses were very similar to 7 others which were built by Park Royal in 1948, fleet numbers 433 to 439, which also lasted until 1968. One of these, no. 438, is preserved by the National Transport Museum and on display in Howth. Nine 8’0" wide 66 seater buses, 299 to 307, were built at Dundalk Works on Park Royal frames around the same time as 440-442 and these were based in Dublin, Dundalk and Drogheda, although two of them, 300 and 305, were destroyed in the Dundalk Works fire in 1955. No. 306 was the last ex-GNR double decker left in service, being withdrawn in 1970.
It would not be correct to describe the GNR(I) as a "Northern" company, it was formed at a time long before Ireland was partitioned, its Head Office was in Amiens Street, Dublin and its main Works was in Dundalk and some other managerial functions were based in Great Victoria Street, Belfast. Its area of operations was roughly north of a line from Dublin to Sligo and it even operated extended Coach tours which covered the entire Country!

John Curran

20/03/14 – 07:05

John, thanks for the extra information regarding these delightful buses.
My comment about GNR(I) being a "northern" company is of course true in the sense that most of their mileage after partition remained north of the border. This must have created very many difficult political and business anomalies. The fact that their head office and works remained in the south was a direct consequence of their Belfast-Dublin trunk route.

Paul Haywood

20/03/14 – 17:09

Their railway network was savagely afflicted by the international border which meandered to and fro over some of their routes (or maybe it was the lines that meandered to and fro over the border – but the railway was there first!) Having closed all except the Dublin – Belfast main line, GNR(I) was no longer a network, and I guess it was logical to divide it at the border between CIE and UTA.

Stephen Ford