Friends of Classic London Buses of the Fifties For those actively involved in or supporting the preservation of London buses, coaches and of the past

8th May this year marked 58 years since London's last ran. We missed this anniversary because of the amount of material waiting to be published and, let's be honest, 58 years is nothing special. Just wait until 2022, when we shall miss the 60th anniversary in much more spectacular fashion. Above is 1521, the official last trolleybus, a 1940 Metro-Cammell L3 with AEC running units, seen here leaving Kingston. A number of cyclists are ignoring it and a traditional British “bobby” on point duty is encouraging it on its way. In the background is C & A Modes' shop, a brand now extinct in the UK but still to be found trading happily in Europe. C & A was popularly if inaccurately supposed to stand for “coats and 'ats” but there was a ruder and rather anatomical version which has no place in a wholesome family publication – or this Newsletter! The vehicle now lives in retirement at Carlton Colville, near Lowestoft. Photo by Michael Dryhurst Newsletter 167 July 2020

Opening Lines

While we have all been stuck at home, like it or not (and at the time of writing we still are), some people have been using the time productively to find interesting items for us to publish. Thanks to everyone who has contributed I am able to crack on with this edition only a couple of days after posting the last one, so the first few items are those I had to hold over for space reasons.

London in Colour – 1937

Thanks to Hugh Taylor for forwarding this link. Have a look at Youtube, which of course you can pause while you try to identify the vehicles: http://www.youtube.com/watch?v=DSacy_dfXYI The colour has somewhat altered over the years but it's a fascinating bit of film which apparently found its way onto the internet via someone in Munich. Keep your eyes peeled for some unexpected treasures. The clip is some three minutes long but was apparently part of a longer (12 minute) film.

1 My Birthday John Wagstaff Many thanks for the May Newsletter, delivered in good time despite the erratic postal deliveries at present. I wonder if, more than seventy years on, the venerable Alan Cross is still celebrating my birthday with interesting bus-crank expeditions?

I noted from your pages some while ago that he had gone out on my actual birth date – December 17th, 1947 – with a celebratory ride in a rear-engine Leyland Cub CR-type on prestigious route 9. I can quite understand why my mother and I were not in an ideal position to join Alan on that occasion, but he might have had the consideration to invite us to join him on my second birthday – December 17th, 1949 – when he went gallivanting to Leavesden Road Garage, with camera (pages 24/26 of May Newsletter) but not with us. I’m sure my Silver Cross pram (or had I graduated to a push-chair by then?) would have fitted nicely beneath that Low Roof and I would have been no bother!

Now for Something Completely Different.....

No, not a Monty Python sketch, but if you are all sitting around wondering how to fill your day, what about a good read? You could even do that in the sunshine without breaking any rules (unless they have changed them since I wrote this, of course). I draw to everyone's attention a novel by none other than our own Michael Dryhurst. It's called “Check the Gate!” and can be obtained from Amazon (only) at £12.26 in paperback; a Kindle version is available for those with the necessary reader.

“Despite having worked on movies worldwide, Line Producer James Cooper encounters a whole new set of challenges when in charge of the production Redmayne West in Amazonia.

An indolent fading Director way out-of-his depth, continual second-guessing interference from his Hollywood masters five time-zones away, the leading actress abducted, an ingénue replacement who thinks she knows more than the seasoned professionals around her, the movie being used as a mule by a drugs cartel and lurking always beneath the surface the threat of… murder. And then there’s the reigniting of a long-dormant emotional flame.

All told not from the comfort of a movie executive suite but from the unglamorous world of location filming, the reel world. “

Nothing to do with buses, of course, but we thought some of you might be interested. From the preview, it seems that it is printed in American so be prepared for odd transatlantic spellings.

Transport Auctions of London Michael Wickham I hope that you and yours have come through the COVID-19 crisis thus far safe and healthy.

We are pleased to advise you that we are now OPEN again for business and welcoming entries for our next sale, as well as enquiries and valuation requests. Deliveries and collections can now be arranged, subject to appropriate distancing and protection.

Our next sale will take place in late Summer/early Autumn and we are currently discussing possible dates with venues. As soon as the date is fixed, you will be the first to hear and we will also post the date in our usual advertising and social media.

If you had already consigned to us for our postponed June sale, your entries will be carried over and you will receive confirmation as we start to catalogue in the coming weeks.

I wish you continuing good health. [email protected] Telephone: 01737 237505

2 3 1037J Tony Beard It is surprising the amount of material which is still to be discovered and recently I was sent this document (see previous page) by my good friend Jim Hawkins. This chronicles the fourth and final movement of the body built for RT1 on to a post-war RT chassis from RT 1420 which became available after its body was seriously damaged and written off. 1019J of which I have never seen a photograph, was the combination of the prototype body and the chassis from SRT 45; the body was then renumbered 9744 in the Miscellaneous Vehicle fleet but whoever drew up the document quoted its original body number and all references to this have been subsequently altered. Do note in paragraph (d) there is a reference to the demonstration equipment which this body carried both as 1019J and 1037J; are there any photographs? The prototype body was not the only early RT body to be renumbered. When RT 106 became 1036TV in late 1955, its body 405, which it had carried since new was renumbered 9760.

Saunders RTs Alan Bond

With regard to the latest notes about Saunders RTs, I thought you might like a copy of the attached photo'. It was sent to me some years back by the late David Bosher, who was researching information for a book on the Saunders RTs. Sadly, he passed away before it was anywhere near completion. Anyway, the picture shows RT 1214 in primer, but with a fully painted and numbered bonnet, at Airworks at Langley sometime in 1949 . A number of Saunders RTs received their LT red finishing paint job at Airworks due to Saunders being somewhat snowed under with work and unable to meet their LT commitments. From what I have been given to understand, there was a joint approach to Airworks from both LT and Saunders with Saunders actually paying for the work and with no additional contractual payments being required from LT. I have no idea how many were done because the actual work was contracted through the management at Saunders and their records are, as far as I know, unavailable (I would love to be proved wrong on that one).

This is the only photograph I have ever seen of an RT at Airworks and that is despite the fact that a large part of the cab heater fitting programme was carried out by them under contract from LT. The details of the latter were made available to me via John Marshall during a visit to Acton some years ago. I hadn't realised that early deliveries of RT family buses were not fitted with cab heaters from new and it was only after a protest from the TGWU that an agreement was reached that all RT family buses would be 4 so equipped by the winter of, if I remember correctly, 1952/53. The only way this deadline could be met was by contracting out some of the work and Airworks were roped in to convert existing buses not due for overhaul, while Aldenham and Chiswick fitted them at overhaul. With such a large number of buses to be done, a kit of parts was devised and both LT and Airworks worked to the same plan. The work at Langley took half a day and most buses were there overnight. Whether the heater kits were sent separately to Langley or with the buses that required them I have been unable to ascertain.

Pinewood Studios (Again) Peter Goodfellow Following on from the several recent articles in this newsletter about Pinewood Studios I add the following from my own recollections of the 457C route. The route was served mainly by RTs (Cravens included).

I used to find the 457Cs I often rode on from UX were nippy because they were virtually non-stop to Pinewood Studios. I always chose them in preference to the 457/As. I arrived home in half the time after a speedy exciting ride for a young lad, tightly clutching the rail and looking over the driver's shoulder at the speedo, or in the same position on the nearside watching the column gear changing with fascination. Leaping over the Frays River bridge felt like being on the bus that jumped Tower Bridge. Next was the snaky Grand Union Canal bridge. I am sure the bus leaned 30 degrees to the left and then sharply to the right, once over the bridge then quickly passing the 'Bell Punch Company' on the right. Onwards and over the River Colne's flat bridge and at last into open country. There followed a long straight where the bus built up speed to get a good run at Chandler's Hill, no problem. Bit different for the 457/As when fully laden for Windsor, they really struggled up the hill often in second gear. At the top of the hill on the right, now long gone of course, there were anti-aircraft ack-ack guns protecting Uxbridge as much as they could during WW2. A bit further along one could see Pinewood Studios way over the fields to the right. Once when they were filming Cleopatra with Elizabeth Taylor, you could see pyramids and palm trees on the horizon. Thundering through the dip and the next stop was mine. Sadly, my thrill ride was over all too soon. Perhaps they had to be nippy because the timetable only gave 15 minutes for the whole journey.

At UX, the 457Cs used to start from where the garage is now and not at the main 457/A stop nearer the station door. Once I saw the 457C move I used to nip through the station and catch it at the station forecourt crescent. Memories!

When I was farming in the vicinity of Pinewood Studios, I once had to take four cows there for the filming of a Nestle's milk/cream advert. The four cows were depicted pulling a sleigh with Santa Claus at the helm. I lined up the cows two abreast and then would you believe had to tie antlers on their heads. Another time I took our big bull there for a part in Passage Home film with Diane Cilento. Many aspects of that were great fun too. Again, memories!

Memories of Continental Pioneer and ….. Pinewood Studios Simon Douglas-Lane Reading the last issue with its features on Continental Pioneer, brought back memories of my time in the yard with RT 3491 from September 1973 to the autumn of 1986. I too had never driven a bus so was summoned in July 1973 by the late Ted Brakell to Crystal Palace Coal Yard by the station and was put in the cab of RTW 75: into second gear and we just crawled round with hardly a touch of the accelerator just to get a feel of weight, steering and positioning: having done that for an hour Ted said “Now reverse from where I have stopped you”: it was a trick command because one had never thought of height! Those V-shaped wooden edges from the station canopy began to fall by the cab and STOP was shouted at me: I never did it again and the offside rear roof dome of 75 bore witness to my error! It was therefore a privilege to drive her 45 years later on the 339’s between Epping and Shenfield: I think she had forgiven me!

Then on a Saturday morning in I think 1978, a call came from Dave Lewis at Pioneer’s to drive an RF to Pinewood Studios for a filming of an episode of The Saint, starring Ian Ogilvie, Kate O’Mara (before facial surgery!) and Bert Kwouk.

I had to drive the RF (somewhat battered) as if picking up passengers at Heathrow and all three got on and then the action began: the RF was lit up for the internal shots although it was summer and the 5 scene was shot at least five times: they got off, I drove round, they got on, did the scene, got off and so on.

I was given the date of the showing on ITV and sure enough the RF drives up, they get on and the scene is transformed into a luxury coach with fluorescent lighting and wonderful seats, a far cry from light bulbs and moquette: how do they do that? I felt quite short changed and I am sure the RF did!

My final memory takes me to 1982 and an ASLEF strike and I was rung up by Dave Lewis to say that I was their last driver on their list and could I drive Barclays Bank personnel from the Cobham/Weybridge area to central London and the signing on time was 4.20 am: a lovely July morning and I was given one of Roger Reynold’s ex-Bournemouth Atlanteans in blue and yellow, she was called Boadicea and she had just been re-engined so she was slow! Two buses were down for this duty, Boadicea and RMF 1254, one of Ted’s front-entrance Routemasters with “Shop at Binns” above the front destination. 10 minutes before leaving we were re-assigned from Barclays Bank to Hasidic Jews in Stoke Newington to take them from there to Heathrow Airport North where a visiting high-up from the USA would speak to them in the car park and hundreds would be present: the other driver turned out to be moonlighting from London Transport, told me to follow him and went under the railway bridge at Finsbury Park and removed nearly all the roof! We had not picked up passengers by then so the road was closed (police), the bus had to be cut free (fire brigade) and the ambulance had to be called as a pedestrian had been injured by falling roof debris: needless to say the driver was sacked by LT and Pioneer’s. I then had 70 passengers to take in a re-engined bus and I was the last to arrive for the big event at Heathrow. The Routemaster was repaired and lived again!

Instead of being back in the office by 10.00 am it was nearer 2.00 pm: accident reports, questions etc., etc., and Barclays Bank would have been so much easier!

So 13 years in the coal yard at Richmond had its disadvantages and some of the buses and the owners are still about but it was a hard way to start bus preservation!

[Interesting to note that the “Buses on Screen” website does not mention that particular episode of The Saint, although there are quite a few shots there of buses that appeared in the series over the years. - Ed]

Above: Michael Dryhurst's photo of RTW 75 and ex-Halifax towing lorry AEC Regal/Weymann JX 9106 in the era and location mentioned in Simon's article above.

6 John Marshall adds: The other 'interesting' feature of the Continental Pioneer ex-Manchester Tiger Cubs was that they were crash-box vehicles, so I really enjoyed it (Not!) when I had to drive one.

Newsletter 165 page 21

I have ascertained that the ancient vehicle depicted in the shot of GS 76 at Brighton was indeed a Vulcan, in fact a 1916 model which reputedly began life as a grocer's van in Reading, although its registration, PA 7496 rather belies that, being a Surrey C.C. one. It appears to be the oldest surviving Vulcan, although information on goods vehicles is much harder to find than that for buses and coaches, so who knows?

7 Previous page: a couple more of Michael Dryhurst's photos of the end of London's trolleybuses on 8th May 1962. Upper – the Diddler's last run, here seen at the Kingston Park Loop; lower the crowds watch as No.1 arrives in Kingston after its ceremonial run. Once the 'dignitaries' had disembarked, the bus was coupled to an LTE lorry, and towed to the British Transport Commission museum at Clapham.

Above: The Diddler was followed closely by 1521 on its final run, as seen above at Kingston Park Loop.

Below: No. 1456 seen in London Road (or is it 'Station Road'?), Twickenham, with tram track becoming visible, some 27-years after conversion. Would've thought they'd have been lifted for the WWII effort.

8 From the Archives – material supplied by Tony Beard From the Minutes of the Rolling Stock Technical Committee Meeting held on 4 July 1960

Front Hubcap Monogram – Fixing Revised Codes affected: 3RT, RLH, RM and RF

Existing front hubcaps have the monogram secured by three setscrews and oil leakage occurs at these locations.

In order to overcome the oil leakage, AEC by their Alteration Note have introduced a new design hub cap whereby the monogram is fixed by impact adhesives and the setscrews and tappings are deleted. Future new production and spares will be to the revised condition under new AEC part number. The existing pattern monogram will be maintained by AEC for maintenance replacement on existing pattern hubcaps.

Action: Stock advice.

Vehicle Bonnet Number to be Positioned above Conductor’s Locker

For the purpose of standardisation, the Alteration Advice which affects RF Country Buses and Coaches only is to be revised to include RF Central buses codes RF2 and RF5/3.

Ultimate Ticket Machine Repositioned

Reason for Alteration: To improve illumination of machine.

Codes affected: RF5/2 and RF5/3

A wedge packing is to be fitted behind the ‘Ultimate’ ticket machine on the OMO RF vehicles codes RF5/2 and RF5/3 in order to incline the machine to enable the cab light to illuminate the top dial as shown by LT drawings

Action: Full application at garages

Rear Destination Door and Adjacent Parts Modified Reason for Alteration: To prevent unauthorised opening of door and improve nearside doorstop.

Codes affected: RM5, RM5/1, RM5/2, RM 5/4, RM5/5, RM5/6 (Prior to Mod 186)

To prevent unauthorised opening of the rear destination box door, the striking plate is to be replaced with a deeper example fixed with countersunk screws and nuts. The gap between the top edge and the indicator box door and aperture framing is to be reduced by replacing the existing moulding with a deeper moulding.

The door travel is to be restricted by fitting a rubber buffer to the stairwell panel as shown on an LT drawing.

Action: Full application at garages.

Batten Introduced to the underside of the Saloon Floor in the vicinity of the nearside and offside Partition. Reason for Alteration: To reinforce floor Codes Affected: RF2/1 and RF2/3

A transverse batten is to be fitted alongside the body bar in front of the front wheel arch and another is to be fitted longitudinally with the front end abutting the transverse batten. Battens are to be screwed to the underside of the floor for purposes of reinforcement in the vicinity of the nearside and offside partitions as shown by revised LT drawings.

9 The transverse batten will ensure a more secure method of fixing for the end of the aluminium moulding on the saloon gangway floor.

Action: Full application at overhaul.

Garage Identity Plate – Lettering Omitted

Code affected: All Central Area Service Vehicles.

Arising out of the painting of garage running letters in lieu of stencils, it is no longer necessary for the letters to be painted on the garage identity plate on Central Service Vehicles. In view of the possible later interchange of vehicles, the plates will be maintained in position but the letters will be omitted on Central Service Vehicles.

Rear Frame Nearside Pillar Interior Mouldings –RT

Mr Stone referred to a quotation from Huntley Bourne and Stevens Ltd and stated that this trader could supply 700 sheets of Lamiplate size 8ft x 3ft to LT requirements at a cost of 105/- per sheet. Mr Charles added that mouldings made from Lamiplate were considerably cheaper than timber and would not distort in storage.

Following discussion, it was generally agreed that supplies of Lamiplate should be obtained and that advice action already authorised be implemented.

The Chairman then submitted a sample of Plastisol applied to mild steel and supplied by Coated Strip Ltd, Walsall, Staffs. The range of thickness of the base metal is from 19swg to 38swg. Plastisol can be applied to mild steel or aluminium and can be supplied in most colours. There is a choice of the pattern of embossing. However, the limitation on plate size is such that no immediate use can be seen for this material.

Huntley, Boorne and Stevens, were tinplate manufacturers based in Reading and had been formed as a subsidiary of the firm Huntley and Palmer to make an embossed tin for their products. Obviously that takes the biscuit.

Emergency Slip Plate

Mr Tame reported that a batch of 18 gauge plates would be made available for test purposes by Rolling Stock before the next meeting of this Committee.

Destination Blind Tell-tale Marking – RF and GS Vehicles

Mr Tame reported that the possibility of obtaining a satisfactory marking ink for the above purpose had been passed to the Laboratory. Mr Styles advised the Committee that a sample ink had been received from a well-known trader for test purposes.

Transfer on Side of Green Line Double Vehicles

Mr Styles reported that cost estimates as outlined in the preceding reference to this subject were not yet available.

Mr Styles submitted a sample panel with Bulls Eye transfer. It was noted that the first “N” of Green Line wording spans the fixing strap. In order to improve the appearance of the transfer, it was agreed that it should be repositioned such that the fixing strap is between the two foregoing words.

Discussions ensued on the supply position of transfer and it was pointed out that there would be some delay in delivery and that it would be necessary to fix transfers on some vehicles in garages. In due course garages to be advised of correct transfer position.

10 Luggage Compartment Guard Rail – RT Vehicles

Mr Butler drew attention to the fact that the above rail was subject to bending and enquired whether a modification was contemplated to obviate this difficulty. In reply, Mr Stone stated that a scheme embodying a centre support was in hand.

Discontinuance of Garage Code Letters from Driver’s Cab

Mr Stone referred to suggestion 54135 which proposed that garage code numbers over the emergency window be discontinued now that running letters are being painted on vehicle sides and queried whether this practice should be adopted.

Discussion followed and it was agreed that the painted allocation code under the canopy above the emergency exit could be dispensed with on Central Area vehicles only. Owing to the amount of garage interworking, this practice could not be applied to Country Area vehicles.

Adhesive for Attaching Lettering to Indicator Blind Material

Mr Tame queried whether “Polycell” could be used for sticking paper lettering on indicator blind material instead of the present glue which has a petroleum solvent.

In reply, Mr Styles stated that earlier tests had proved that aqueous adhesives were of no use for this purpose and the present adhesive had proved to be excellent in respect of freedom from service difficulties. He therefore considered that “Polycell” would certainly not be satisfactory.

Standardisation of Front and Rear Destination Blinds

Arising from a query from the Operating Department concerning standardisation of front and rear destination blinds on approximately 600 Code 3 vehicles (Code 3 any offers?). Mr Tame questioned the necessity of this action in view of the work involved.

At present the front blind has tell-tale markings but the rear blind has white indicator line markings only, other than the foregoing the blinds are identical.

The Chairman requested Mr Charles to prepare a cost statement for standardisation of blind markings.

Premature Failure of RT Engines

Mr Butler submitted a statement on premature RT engine failures under six months covering the fleet for period ended 31 March 1960.

It was noted that 22 engines had failed in the Central Area equivalent to 0.63 per 100 engines operated and 3 engines had failed in the Country Area equivalent to 0.36 per 100 engines operated.

The statement was passed to the Chairman for discussion at another meeting and Mr Butler was requested to prepare a comparison statement on the basis of failures under 12 months life.

Inhibitor for RM Cooling System

Mr Styles confirmed that the procedure sheet for Experiment S8241 has been circulated to all concerned. Note: this experiment was opened to cover the testing of untreated steel pipes in cooling systems with inhibitor.

Discussion ensued on water losses in the cooling system and the Chairman queried whether there was any practical means of assessing water losses accurately. Mr Butler pointed out that many drivers replenish water in the system en route and in this circumstance it was very difficult to assess actual losses.

11 Mr Higgins suggested sealing of the cooling system but pointed out that this involved certain risks especially engine overheating. He added that an expansion space is provided in the RM header tank. Theoretically there should not be any loss of water but in actual practice water losses are incurred in some cases. Continuing he pointed out that tests should be carried out on vehicles equipped with the new type water pump and fan.

Following discussion it was agreed that the water system on seven RM vehicles, to be operated shortly from Elmers End Garage, should be sealed to prevent replenishment during the day. The water level is to be checked nightly by a responsible person and water losses, if any, noted and made good.

A notice would be displayed in the cab to ensure that driving staff do not attempt to replenish or check the water level during service.

Suggestions

Number Description Remarks 53854 RT radiator bottom pipe be reset Interest award 54096 Wire brush for cleaning injector seatings No award 54190 Aldenham High Bay – Screen behind warning light Adopted, award 54214 Garage code and bracket under canopy to be deleted No award 54415 RM: Notice on front upper deck panels re feet No award 54451 Indicator on platform showing number of seats on upper deck No award 54466 Rear indicator box – lampholders to be fixed with screws not bolts No award 54476 RM: Emergency fuel tap – coil spring on shank No award 53597 Destination blind to have tell-tales both sides for RT and RM No award 54058 Stacking of emergency doors on production line No award 54157 Split floor boards to be cramped and fastened No award 54316 Trafficator warning light to be repositioned No award 54486 RT: N/s front road spring dumb iron bolted not riveted to chassis No award 54516 Bus handrail alteration No award 54526 Destination blinds – fluorescent lettering No award 48603 (Review) RM: Fan blades to be bolted not riveted to flange Raised from interest to adopted

From the Minutes of the Chief Mechanical Engineer (Road Services) Meeting No 292 held on Thursday 14 July 1960

Servicing of Light Vans

Mr Shave said that he was reviewing the results of the arrangement entered into in 1948 whereby the servicing of a number of light vans had been undertaken by selected agencies in the London area as a test of the advisability of extending this arrangement to all garage vans of up to 5-tons capacity. The CME directed Messrs Wicks and Shave to report as to the most suitable means of introducing the new procedure if this were eventually agreed.

Approval of Expenditure – Dalston Garage: Proposed Reconstruction of Ivydene Road Entrance Completion of the various works at Dalston Garage, culminating in the installation of a bus side washing machine, has necessitated use of the Ivydene Road entrance in the north-east corner of the garage, output being confined to the exit in Shrubland Road.

The Garage entrance in Ivydene Road, supporting a canteen above, is 75ft in width overall and is divided by a centre stanchion. Difficulty is experienced by drivers in negotiating the sharp turn into the entrance and in addition to mounting and damaging the opposite pavement, damage is being caused to the wings and panels of buses which foul the entrance brickwork.

To overcome the difficulty, authority is sought to provide a single opening 18ft in width by replacing the existing centre stanchion and brickwork by new beams and supporting brickwork at an estimated cost of £1,200.

12 This was approved and a Special Expenditure Requisition would be submitted by the Chief Civil engineer with a recommendation that the work be undertaken in advance of formal approval of the requisition, it being essential to complete the alterations before the onset of Winter.

Authority to Withdraw Redundant Assets

(a) C16/198 - 2 RTL Double-Deck Buses; Total Book Value £8,930

Surplus to requirements; for disposal to the Ceylon Transport Board with a further 18 vehicles covered by AWRA form C16/164. This was approved for submission.

(b) C13/195 – Spare Units: Total Book Value £671. 15/-

Following the severe damage sustained by RTL 180, it was agreed that units for this vehicle be added to the unit float. A purchaser of 17 RTL vehicles had subsequently requested the supply of certain units and it was considered that units as specified could be released. This was approved for submission.

(c) C16/199 – Five Private Cars; Total Book Value £7,416

To be replaced continued use uneconomic. Memorandum for the Executive Conference (Works) dated 22 July refers.

Gear Boxes for BEA Coaches

Mr Shave stated that only one gear box of this type was held as spare; two were necessary. Mr Wicks said that steps were being taken to this end.

Public Letters

Communications upon the following subjects had received attention: Name Comment Action C H Dixon Bell out of order – bus ex-New Cross Vehicles checked but no defect found Mr Phippen Excessive noise inside bus Loose bolt in body bracket – tightened. Anonymous Noise made by night staff – North Street Garage Instruction issued that particular attention be paid to reduce noise. J Batten Condition of fence, turning circle, Leyton High Road Passed to Operating Department “B” Division H Langley Noise in buses when stationary No trace of noise W J Boulton Nuisance caused by children – Muswell Hill Garage Supervisory staff always endeavour to keep children away from area W Brighty Nuisance caused by bell- Bexleyheath Garage In hand Mrs Dack Trolleybus television interference Memo 13.7.60 to PRO. Interference unavoidable under relevant conditions. Repositioning trolleybus stop suggested.

Bus Washing Machine – Riverside Garage

Mr Shave stated that the attitude of operating staff was in doubt regarding the proposed use of an alternative entrance to Riverside Garage when a washing machine was put into operation there. In any event, it was essential that vehicles allocated to the garage be fully equipped with flashing indicators to facilitate use of the alternative entrance and this was in hand. 13 RM Shock Absorbers

Mr Shave said that he was awaiting the return of 12 RM shock absorbers which were being repaired. Mr Purves said that these had been passed to the manufacturers under guarantee. Mr Wicks added that, bearing in mind the introduction on 20 July of Stage 7 of the Trolleybus Conversion Programme, arrangements had been made to augment the float before the Works holiday.

RM Throttle Springs

The extent of RM throttle spring failures was viewed by the CME as a serious matter, which Mr Purves was directed to deal with as a matter of urgency.

Bank Buses

Reference was made to correspondence with the Operating Manager (Central Road Services) regarding a proposal by the Inside Staff, bearing in mind the possibility of robbery, alternative arrangements should be made to bank cash, the suggestion being that banks themselves collect from garages. This suggestion had proved unacceptable and the matter might be raised in due course at a meeting of the Passenger Group committee.

An associated question had been raised with Depot Inspectors concerning alarm bells in garages, with particular reference to the evening or night when only one official was on duty.

Mr Shave was directed to consider the installation of klaxon hooters at garages to sound in conjunction with an alarm bell in traffic offices. An estimate of the cost of such installation to be submitted.

CRL 4 – Double Deck Coaches

Reference was made to a proposal by the Operating Manager (Country Buses and Coaches) that the number of CRL 4 double-deck coaches to be purchased for use on selected existing Green Line coach routes be increased from 64 to 68 including an allowance for 7 engineering spares.

The CME advised that while this allocation did not include provision for spares to cover overhauls, consideration of this aspect of the matter should be deferred.

For the information of the Operating Manager (Country Buses and Coaches).

RM Buses Deliveries

The delivery position of RM buses was noted as follows:

Vehicles Delivered w/e 9 July 1960 Cumulative Position Programme Actual Programme Park Royal to AEC 9 9 416 AEC to London Transport 10

Windscreen Glasses

Mr Wicks reported that during 1959, the consumption of windscreen glasses at Aldenham on overhauls and accidents totalled 400 and 571 for the top and bottom halves respectively.

Seventy-five per cent of the total was due to starring, having been hit by stones thrown up from other vehicles, the remaining twenty five per cent arising from breakages on accident vehicles, cracks, shop damage and discolouration.

It was considered that this clearly indicated the extent of stoning in relation to windscreen glass consumption and showed the benefits derived from the use of laminated Triplex for this purpose.

14 From the Minutes of the Chief Mechanical Engineer (Road Services) Meeting No 293 held on Thursday 28 July 1960

Authority to Withdraw Redundant Assets

(a) C16/200 Three Bedford 3-ton Tipper Lorries Nos 955B, 956B and 957B Value £3,666

Surplus to requirements.

(b) C14/92 – 60 Bridge Pieces: Total Book Value £1,080

In conjunction with the introduction of RF single-deck vehicles, a special form of pit had been introduced for which a total of 300 bridge pieces was provided. Ultimately the scheme had not proceeded at three garages and 60 bridge pieces were in consequence rendered surplus and stored, because of their size, at Colindale outside the main store. 52 of these, which were subsequently stolen, had not been traced and authority was sought to submit AWRA form C14/92 covering the 52 stolen bridge pieces and 8 which were surplus to requirements.

Both approved for submission to the Board.

RM Throttle Springs Mr Purves said that he was endeavouring to provide a suitable alternative spring.

Guy Steering Rocker Shafts Mr Purves referred to his discussions with Guy Motors Ltd concerning failures of steering rocker shafts. Failed specimens have been forwarded for examination and a number of replacement shafts have been received from Guys. In addition 12 shafts have been ordered through normal channels.

Public Letters

Communications upon the following subjects had received attention: Name Comment Action H Langley Noise in bus when stationary – Route 11 ex Dalston Exhaust pipe bracket loose, bracket tightened M J Lyall Buses parked in Hamden Road –Muswell Hill Will be parked on Hamden Road Garage forecourt in future, but still necessary to start up there. H Langley Noise in bus when stationery Engine rear main bearings noisy; Route 8 ex Willesden engine being changed

Bus Washing Machine – Riverside Garage Mr Shave stated that operating staff concerned had agreed to the use on a month’s trial of the alternative entrance to Riverside Garage. To facilitate turning into the entrance, steps were in hand to ensure that all vehicles operating from the garage were equipped with flashing direction indicators.

RM Buses Deliveries The delivery position of RM buses was noted as follows:

Vehicles Delivered w/e 23 July 1960 Cumulative Position Programme Actual Programme Park Royal to AEC 9 8 434 AEC to London Transport 14

Guy 26-Seater One Man Operated Buses

The CME referred to a proposal by the Operating Manager (Country Buses and Coaches) that ten of the seventeen stored Guy 26-seater one-man-operated buses be released for disposal. Authority to proceed would be sought through normal channels. 15 Spare Trolleybuses – 1961 Budget Mr Shave stated that, in conjunction with the cessation of trolleybus overhauls at the end of 1960, it was proposed for purposes of the 1961 budget to reduction from 6% to 5% in the number of trolleybuses required as engineering spares.

Condition of Tyres The CME referred in general to the condition of tyres on service vehicles and said that as a result of investigations it was apparent that from the point of view of tread condition, tyres had in some cases remained in use longer than was normally acceptable. The tyre companies, with which the matter had been raised, had referred to difficulties met by their staff at garages in having wheels changed and this point had been dealt with by Mr Shave.

It was considered that the action which in general had been taken was adequate to restore the situation.

Batteries: RM Vehicles The CME said that instances which had occurred of defective batteries on production RM buses appeared to be due to the length of time during which the batteries remained at the manufacturer’s works.

Mr Wicks said that arrangements had been made to provide a float of batteries sufficient to meet the weekly output from and Mr Shave proposed that engines of new vehicles when received be run for two hours and thereafter at weekly intervals to assist maintaining battery charge and serve as a general engine test. This was agreed.

Overhaul Periods The CME referred to a memorandum dated 27 June 1960 from Mr Shave indicating the extent to which vehicles had, without difficulty, exceeded the nominal 3 1/2 years inter-overhaul periods. This confirmed the contention that the period between overhauls of four years was fully acceptable.

Traffic Direction Indicators Mr Wicks said a meeting had been arranged with representatives of CAV Ltd to agree the overall position regarding initial and replacement supplies of traffic direction indicator components. In this connection, Mr Shave drew attention to the high consumption of indicator lamps, from which it appeared that the incorrect type was in use. The CME directed that this matter should be raised at the projected meeting and indicator lamps should be included in laboratory tests of lamp life.

Above: Following John A Gray's article about a journey to Leatherhead published in Newsletter 165, Alan B Cross has located some photographs of vehicles working route 65; here is “class leader” STL 1 . John has added: ”Turnham Green (V) garage’s STL 1 stands at the Argyle Road, Ealing, terminus with blind set 16 for Chessington Zoo. With many windows open, it was clearly a warm day – perhaps in the Olympic year’s summer of 1948. The Games came to Wembley only a few miles north east of here. The posters give notice of a drought warning . . . “

Above: Smartly turned-out STL 299 (also from V) passes one of Kingston’s cinemas en route to Leatherhead in 1948. Did the great British public know that CWS (side poster) stood for the Co-operative movement, or even care?

Below: STL 335 with earlier blind style is also pictured at Alan’s popular Kingston spot. It looks as though the driver has pushed the windscreen wiper up out of his line of forward vision – a tweek often practised on RTs and RFs.

(Captions for this feature by John A Gray).

17 Above: A prewar Ford 9 saloon overtakes STL 381 which also has the wartime abbreviated style of blind. In the background are the proclaimed Kingston Kinema, the exit from Kingston garage/bus station, and the Southern Electric railway bridge. Nearer to the right, actor Dennis Price is mentioned – “Kind Hearts and Coronets” – Michael? Doland & Aitchison was an optician chain.

Below: The clue to the location of STL 158’s portrait is the speed limit sign, 30 (mph). In those days there was only one general speed limit, or none, as shown here, back-to-back. From memory, all route 65’s roads from the Hook area north to Ealing were in the urban 30mph area. So is it at Hook?

In order to catch a 65 to Leatherhead it was first necessary for John and family to take a 211 to Ealing Broadway from their home at Hanwell.

18 Above: “Converted T” T 237 Stands in Windmill Lane, Greenford in 1947, showing another journey “around the turnings” as it was sometimes known on route 211 to Ealing Broadway stations – here given as Haven Green. In those days, the Ruislip Road towards Greenford Avenue, Hanwell, was still a meandering country lane, following closely the north bank of the adjacent River Brent. When the river flooded, bus services (55, 97 and 211) were suspended.

Above: July 1949 and T 285 climbs Greenford Broadway to arrive at the compulsory stop there – known as the “Red Lion” – a hostelry built to “Tudoresque” designs when this whole area was developed between the two world wars, and since demolished in the last few years. Some summertime journeys went further than Ruislip High Street to serve the popular Lido, a mile or so beyond.

This later picture (next page) of T 285 – taken on 20th April 1952 – shows the old timer outside Kingston Garage. The bus was eventually taken out of stock at the start of 1953.

19 John's article mentioned the variety of vehicles to be seen at Kingston, and below in this 1948 shot is a “Scooter”. Was LT 1016 leaving Kingston bus station on time (clock shows 1.35pm)? The bus maintains the traditional livery on its unrebuilt bodywork. It was eventually taken out of stock in April 1953, quite some time after route 201 was attenuated well short of Feltham, at Hampton Court. However, the route continued to serve quaint Thames Ditton, then home of AC Cars Ltd, maker of an elegant postwar sports saloon [That was presumably the oddly-named “Aceca”, the pronunciation of which was never quite clear to me - Ed] which was usurped by the much grander and well-known Cobra sports car and the perhaps unlikely handful of four-wheel railbuses for British Railways under the late 1950s’ Modernisation Plan, with a view to saving uneconomic branch lines. Regretfully, they didn’t. A 1946- delivered 14T12 lurks in the background.

20 Below: Another Kingston picture shows T 2 quite full up for a route 218 journey, the “longer way round” (than the 216) via Shepperton and Laleham to Staines some time in 1948. This bus came out of stock about two weeks later than T 285, in mid-January, 1953, by then a good 23 years old.

Below: Perhaps the boys are taking a break from spotting and have already noted T 308, a Thomas Tilling contribution to the LPTB fleet photographed here on 3 September 1949. Kingston’s bus will leave its home garage with the Staines destination squeezed into its indicator box – a mite too shallow to avoid cropping either the top or bottom line of the standard London Transport display, which could often show as many as five detailed “via” points. This rather less than robust vehicle was taken out of stock in October 1949. Water cans were usually available here for drivers to top-up the radiator.

Thanks to Alan for the pictures and John for the informative captions, especially as the time and place were unknown to me so there was nothing much I could have written.

21 Alan says that John's memories of the tickets obtained on his journey are wrong as the Central buses never used 1/- tickets. I suggested that maybe the purple tickets were for 11d and the ochre one for 8d but what do I know? Can anyone help with this conundrum?

Following on from the pictures of bygone days above, here is another interesting London-area street scene, although this time without a bus visible. Tony Beard forwarded this shot and suggests it would make a good “where is it?” puzzle. He does know, and so do I, but do let us know what, if anything, you make of it and we shall reveal all (well, about the picture anyway) next time.

RT 1705 for sale Bill Ackroyd After 28 years in our ownership, it is time for the bus to have a new owner. Always kept in secure undercover accommodation which can be retained, the bus is in very clean condition.

Over the years lots of work has been undertaken. An early post war roof-box RT3 body dating to 1947 is mounted on a 1950 chassis. The bus has been in preservation since the 1970’s and was sold by LT to Lloyds of Nuneaton in the early 1960s.

RT 1705 is ready to rally. Serious enquiries only please to [email protected] in the first instance. Offers in excess of £40k will be seriously considered.

22 Above: RT 1705 at Brooklands, at last year's Spring Gathering in illustrious company – this could be yours, and who wouldn't want a roof-box RT? Well, anyone who lives where there are lots of trees, maybe...

RF 366 Photographs Wanted Jim Andress If anyone has a photo of RF 366 taken in the last year or two could they please one email to me at [email protected]. The last time I saw it was 2014.

STL 1605 Peter Gomm In Newsletter 166, page 11, I raised a query about this bus because EFE had chosen to model it on an old route which I knew from my youth, the 314 between Hemel Hempstead and St Albans. It had had a repaint from red to green and was allocated to HH. Alan Cross very kindly offered the answer in pictures from 1952.

Although not directly relevant to my original request we have STL 1605 on route 377A at Hemel Hempstead, The Parade as this area was known for bus routes, on 15 July 1952. (Next page) The bullseye on the building denotes the LT Enquiry Office/Waiting Room. This and the adjoining building was the old fire station, the replacement being about a mile away off to the right up Queensway. The destination shown is Cupid Green which was the Brocks' firework factory, journeys being made to coincide with shifts there. Behind the bus, going to the right is Bury Road which was then the starting point for routes from Hemel Hempstead before the bus station was built. It is shown on the map of the timetable booklet. This road disappeared under an extension of the Queensway. If the clock is anything to go by this is a morning journey.

23 Now we have the answer to my question. STL 1605 and the 314. This route started in Bury Road, and went on to The Parade stop at the top of Marlowes. It then, as I said previously meandered through to St Albans to terminate at the bus garage. On page 25 we have STL 1605 standing in the yard there together with TF 45, which is about to set off for Codicote. It is exactly as shown on the EFE model except for the adverts; the model has British Railways ones and no fronts. They have the correct running number of HH54. Note that it both pictures the paintwork seems to be damaged on the front offside mudguard. They seem to have been taken two weeks apart, the SA shot being on 28 July 1952.

I wonder who provided the details?

Hemel Fire Stations As far as we can make out London Transport took over the original fire station as an enquiry office in the late 1940s, the building dating from 1907, the fire service having moved to Alexandra Road and then on to a purpose-built one in Queensway in 1969.

24 Note: Relevant timetable for route 314 on the next page, it being too big to fit in here.

London Country Garages – Reigate (RG) Alan Davidson Following the features about Harlow, Watford Leavesden Road, St Albans and Windsor in recent editions, here is a survivor from south of the river.

I kept my RT 1777 here in the early nineties next to Colin Curtis's RF 19 and with only a few local services provided (Route 435 still running round the area) and the general run-down condition of the garage it was clear that time for any remaining staff at RG was running out with one engineer telling me it was getting like a museum.

The one saving grace was the “Greenway” programme of works updating the ageing Leyland National fleet of which preserved SNB 543 is a survivor as well as a former Reigate resident.

I paid a return visit to Lesbourne Road to see what was my local London Country garage yesterday (12 June) and can report that the building is kept in excellent condition with a childcare nursery (Busy Bees) now in residence. The side and rear of the garage are still in the mock Tudor style of the pub across the road with cream-painted walls and small-pane 'Crittall' windows and the nearby separate offices faithfully restored in art deco style, now private flats.

I was told that the garage could not be demolished because the roof was a listed structure and it does rather look like the deep gabled roofs of the Edwin Lutyens-designed private houses of the thirties period, several of which are in the Surrey Hills area.

Going back to your opening comments in the last Newsletter, I think you can add this to the list of great thirties design.

Does anyone with insider knowledge of RG know what the building siding onto Lesbourne Road was used for? The front looks like it might have been the public enquiries office (now demolished).

Editor's note: Because of the difficulty of fitting in all the pictorial material with the relevant words, three photographs of RG supplied by Alan follow the timetable for the erstwhile route 314.

25 Membership Renewals

July renewals will be: Dave Gliddon and Philippe Grit. August renewals: Tony Alexander and Nigel Martin.

26 27 The cover page of last month's Newsletter featured Tony Beard's photograph of RT 113 and a Spitfire together at RAF Coningsby in 2000. Ten years later, in June 2010, another Spitfire is pictured with London Bus Museum's prototype Routemaster RML 3, this time at RAF Northolt. It was an event day for RAF staff and their families, and the RML plus RT 3491 and RTL 139 were deployed in shuttling staff between their homes and the airport. During a short break in proceedings some photographs were taken, so here's one for Routemaster (and Spitfire) fans. [Graham Smith]

RT 3241 Martyn Hunt

I enjoyed the 'update' of RT 3241 in the last edition – here are a couple of shots from my archives. 3241 in Bow Street during RT 50 years celebrations on 6 August 1989 (above);

3241 gathering dust at the Yeldham Transport Collection, 14 May 2011 (next page)

28 The Yeldham site was interesting in itself being a former aircraft hangar dismantled at Biggin Hill airfield, transported to Yeldham and re-erected for industrial use, subsequently becoming safe storage with maintenance facilities for commercials and PSVs. Sadly the site has been cleared and will be yet another area of housing, the vehicle collection being dispersed to various locations.

In complete contrast to the rather dusty RT 3241, the next page shows another Green Line RT, 3254, on a socially-distanced run on Sunday 15 June to Much Hadham over route 397, the bus being depicted at Ye Olde Red Lion Hotel in that village – photo by Paul van der Hulks. Good to know that the current crisis does not preclude the odd journey out on a historic vehicle.

29 Closing Lines

Once again I have had to deny you all the pleasure of another instalment of Jim Andress's tales of his ownership of RF 366, the lack of space being the result of so many welcome contributions from readers. I have more material in hand but always appreciate further articles, comments and additional information, etc., so always feel free to put your two-penn'orth in.

As far as I am aware, all members of the “Friends” are managing to stay safe and well in these difficult times so it is good to know we don't appear to have any bad news about any of us. I just wanted to end on a positive note!

GGGGGGGGGGGGGGG

Editorial Matters: Mike Lloyd, 42A Moss Lane, Platt Bridge, Wigan, Lancs. WN2 3TL I am always pleased to receive notes, news, comments and corrections as well as complete articles, etc., for the Newsletter and these should be sent to me at the above address or by e-mail to [email protected] Please do not use any other address for Newsletter contributions.

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