Friends of Classic London Buses of the Fifties for Those Actively Involved in Or Supporting the Preservation of London Buses, Coaches and Trolleybuses of the Past

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

Taken from the now-demolished British Railways Southern Region Central Division Headquarters at Essex House, Croydon by the late Dave Edwards, this photo forwarded by David Thrower shows an RT on the 194B, an RML on the 130, three XAs on the C1 and C2 services, and an SM or SMS on the 166, about 1972. No prizes for knowing which was the most reliable of the various buses illustrated.

Newsletter 168 August 2020

Opening Lines

I am greatly encouraged in my efforts to produce this monthly mish-mash of material by the number of readers who have kindly remarked that in these difficult times the Newsletter is a welcome distraction from the unpleasant reality of viruses and the like.

In turn I have to say that I couldn't manage to do so without the contributions of many of you who manage to find so much interesting matter from a time now long ago; even the photo above, with a plethora of “modern” rear-engined buses, is almost half a century old. I well remember having to go to Stamford Hill when the XAs were almost new and thinking that they lacked the elegance of former classes. I can't now remember what it was that caused me to visit the area nor how I got there but I do know that it was not on an XA.

More recently I had occasion to contact the much-missed Colin Curtis on the subject of Llewellyn glands for SM-class flywheels. He said he couldn't decide whether the Atlantean or the Swift was the worst bus ever designed but he rather thought the latter. Progress, eh?!

1 The Radio Trainer David Fisher Looking through some of my old photographs which I have recently set about scanning has made me aware of an anomaly that I had not previously noticed.

In 1979, I took a couple of photos of the radio trainer bus which was at the time allocated to Bexleyheath garage, travelling northwards along the Edgware Road having just passed Paddington Green Police Station. There had been no need to change its coding to anything but 'RT' to denote its specific role for many years following use as the decimal trainer bus!

One view is of the rear, from which I confirmed that MXX 47 was indeed RT 2958, however, looking at the other picture in which the numberplate is obscured by an elderly Volvo, I can clearly read the fleet number which shows as 'RT 2985'. This could not be true as that vehicle was scrapped 8 years previously at Wombwell.

2 Was this something that was known about and I have never noticed before? I'm assuming it was a simple mistake made when applying the transfers and wonder what the bonnet plate showed. RT 2958 is shown as being sold in April of 1985 to Philippe Grit in France, a name that I am sure I recognise from FOCLBOTF or maybe RT/RF Register magazines.

Does anyone know anything else about this?

[Editor's note: RT 2958 did indeed go to Phillipe who is a member of the “Friends.” I imagine this error was the result of a garage repaint and for some reason the painter managed to get the digits in the wrong order when applying the transfers. It was not entirely unknown, and over the years we have now and then featured pictures of buses with incorrect registrations, doubtless for the same reason – everyone makes mistakes! When I was at HH, our painter, Tony Griffiths, told me of a bus received from Aldenham overhaul on which the front and rear registrations did not match. He claimed that neither was correct for the bus, but he was a teller of tall tales and I strongly suspect that one of them had been right. Even today errors occur; in relatively recent times I used to see an MTL Leyland National 2 running around Wigan sporting a Glasgow registration (xGB) whereas it should have been a former Birkenhead mark, (xBG) and this on a modern, reflective numberplate, not simply transfers on a painted background. It was corrected after a few weeks.]

Airwork Alan Bond With everything that has gone on down the years I had forgotten about Airwork but David did give me some additional guff on them. As you probably know, Hawker opened the Langley factory to produce Hurricanes for the RAF in 1936 as Kingston couldn't meet the required production levels and they also needed an airfield for testing purposes of completed aircraft, the latter having been carried out from Brooklands for some time. Towards the end of the war, production was scaled down and Langley was to have closed after they produced their last Hurricane in July 1944. It was around that point that Airwork stepped in and bought the Langley site for ongoing aviation work as well as other services. The company was set up in 1928 to provide various services to the RAF and their base was at Heston aerodrome until they took over at Langley. There is what looks to be an interesting article about Airwork here :- https://en.wikipedia.org/wiki/Airwork_Services It does not mention buses, though.

RT 4680 Alan Bond I have attached a photo of RT 4680 taken in its preservation days at, if I remember correctly, Canon's Marsh at Bristol, the original site of the Bristol bus rally. At the time the bus was owned by the late Jack Clark of Slough, who was a long time driver at Windsor garage. Strangely enough it was bought from South Bucks Coaches, who never actually used it, by one of his sons as a wedding anniversary present. Four or five of us mucked in to look after her and the old girl always looked neat and tidy but Jack always insisted that she should look as if she was just running into New Cross garage off service. There was always a time card in the cab and in the waybill box along with a log card and, more often than not, an old Gibson ticket machine box on one of the back seats. I drove her for many miles along with Chris Reid, another ex-Windsor driver who was close friend of Jack's. We always used to rib Jack as 3 he would only drive the bus over roads that he knew so when we went to far-away places, he would usually have his feet up most of the time. I didn't mind as I am always quite happy to be in the cab of an RT, not that I could manage the climb up into the cab these days, and I know Chris was also of the same mind. Some happy memories with a lot of photos taken in some odd places one of which is a shot of the RT under a 13' 9" bridge at Bishopsdown on the A30, just outside Salisbury, on the way to Weymouth one year (1977 I think). When I can find a copy of the latter I will send it.

Editor's note: This bus is not listed as surviving, so I asked Alan what had happened to it. See page 23-4 to find out.

4 Confessions of a Bus Enthusiasts Wife – Part Deux Ann Clarke The more astute amongst you will have noticed (and no doubt mourned the fact) that it has been some time since I submitted an article for this worthy publication. There’s a reason for that.

Until lockdown started there wasn’t actually much to report, from my point of view anyway. Himself is working up to a technical article surrounding the rebuild of RT 1348’s engine; my input has largely consisted of “Is it fixed yet?”

While he has spent lockdown engaged in worthy bus-related engineering works, I have spent it turning into a misanthropic badger. I will be beyond relieved when the hairdresser's opens again and I can spend a few pleasant hours in the company of people who do not talk about buses.

Needless to say word of Olive’s (for that is her name) existence has spread and soon even the sanctuary of the hairdresser's will be no more. The chappie who owns and runs it, turns out, spent his formative years living with his grandfather in North London riding on buses to visit family, owing to grandfather not having a car. He has been promised a circuit round our field. I can only hope his journey will be less terrifying than mine was. More of that later.

Whoever thought it would be a good idea to go off-roading in a double decker bus? Oh, wait. I did. It must be the grey hair; the colour has left me and taken my common sense with it. And so, one warm and sunny day not so long ago I got the inaugural ride in Olive. She’d sat, since my last missive, in her not so little shed – engineless. So it was a big moment when the engine was completed and returned to its allotted space between the left hand wing and drivers cab.

It does look good too. Quite sexy, for an engine, that is……just ignore the oil filter, pretend it doesn’t exist. That’s what London Transport did.

Then I heard it. The long forgotten but not unfamiliar roar of the engine whirring into life. It does sound good too; big, powerful, noisy. So when I boarded Olive, taking position on the rear side right hand seat, with the dog, I was quite excited to have a ride.

My excitement soon turned to terror when it became clear that Himself had every intention of trying to attain enough speed to engage 4th gear. Thank goodness he didn’t get there; third was quite enough for me.

I don’t know quite what possessed me but I had the bright idea to record the moment for posterity; I thought it would be nice, you know, a record of a nice little sedate jaunt round the family estate (well, the paddock at any rate). 5 I will warn you that the video here is not for the faint hearted and does contain a modicum of ‘fruity’ language (mine). In my defence I was attacked by a falling fare chart caused by Himself ‘testing’ the brakes. A little warning would have been nice. https://youtu.be/O2nnhvuRL0M And no, being “taken down the other paddock” is not a euphemism.

Himself assures me that since I have returned to work he has used his time wisely and has taken one of the tractors, with an excavator bucket on, to ‘smooth out’ the bumpy bits on Olive’s test track. I have yet to summon the courage to try it for myself. Once I have summoned the courage I will report further. Until then I look forward to my hair regaining a little colour and hoping that no more bits fall off Olive in her off-roading adventures. On the bright side, my sign-writing skills have improved so I hope I will be of more use in the body restoration than I was the engine.

Newsletter 167 John Wagstaff Until I read Tony Beard’s “From the Archives” at the top of page 11 – “Discontinuance of Garage Code Letters from Driver’s Cab” – I had not realised that it was as long ago as 1960 that this was proposed, if not immediately implemented. From my favourite seat behind the bonnet of an RT or RM it was always interesting to check whether or not the bus was still operating from the garage depicted on this little plate screwed into the upper part of the driver’s nearside window frame. On the RM the plate had to be affixed to the underside of the upper deck, so if you see an elderly bus crank still walking around with a cricked neck, you will know how that unfortunate condition arose!

The photo on page 29 of a somewhat languishing RT 3241 made me feel rather sad. Where is that bus now? For many years it belonged to my late friend Arthur Henderson, and back in 1991 I drove my newly- retired L.T. colleague Tony Shaw and his wife in it from his farewell “do” at 55 Broadway to Waterloo Station. In my book “Are You Going Straight?” I recalled it wrongly as RT 3641 – duly corrected in the reprinted version issued earlier this year. How extraordinary, incidentally, that an RT bus you could have bought from L.T. in the early 1970s for £400 now has a market value in excess of £40,000! (Page 22.) That’s inflation for you, I suppose.

Finally, the rather down-at-heel pre-war “Ford 9” saloon overtaking STL 381 at the top of page 18 is of course a Ford Eight (there never was a Ford Nine!), otherwise known as the Y-type or original Ford Popular (introduced in the early 1930s as the first genuine “hundred-pound car”).

[RT 3241 is still alive and well. It was recently in the hands of one of our members but I believe he exchanged it for an RF on the grounds that the latter would be easier to restore – unless I am getting confused. Perhaps he will update us..... - Ed]

6 Mystery Picture

There is no fooling the experts out there. Hardly had the digital version of the Newsletter been sent out when Chris Stanley wrote: “That's Lambeth Road, junction Hercules Road and the making of "Passport to Pimlico".

Another photograph attached from the same time... [and with a bus!]

Then the following day Jim Andress said: “Re the “Mystery Street Scene” may I suggest it is from the filming of “Passport to Pimlico” a clever comedy of days gone by, I remember them well.

Hope I’m right, thanks again for a very interesting Newsletter, particularly late 1940s Kingston. My youth flashed in front of me, remembering many happy days spent there, only about half an hour cycle ride from home in Morden. “

Some More Old Film Chris Stanley Not sure I sent you this link. Cricklewood Lane, dated 1957.

Travelling along Cricklewood Lane | LOLA Clips

This is in colour, particularly good quality, presumably professionally shot, and features those well- remembered vehicles, the trolleybuses. There is no sound on the clip.

Try this if the above link doesn't work: https://lolaclips.com/footage-archive/studiocanal/SC-02- 0138/travelling_along_cricklewood_lane?fbclid=IwAR2-13sbyn- WEmsDf2KF0bFpNHxpVgTLzg4xZj_uaEeC1X70LnpOpEgXTNU

I know not everyone has computers and things, but if you do have, some of the things turning up in the public domain are well worth a look. Hard to imagine how people find them, but it's good that they do. You can usually download them, too, if you have the requisite software.

7 Wandsworth

David Thrower sent the above and adds: “RT 3089 and RT 2525 stand together inside Wandsworth Garage in about 1969. Both buses went to Wombwell in 1976, never to return. Wandsworth Garage itself closed in July 1987, during a period when the London bus fleet was contracting following the Law Lords ruling.”

Mobile Training Unit Jim Andress I read the piece about 1037J and thought, it’s interesting that such a document could still come to light; then I read the rest of the Newsletter. The next day I found my memory, which these days is not so good for most non-bus topics, began to tug at my thoughts.

I found myself back in, I think late 1952 or possibly 1953, wandering around the parked buses in the area behind the canteen at Chiswick, where I had recently started my apprenticeship. A memory has surfaced of a hybrid bus with an RT chassis and an old, probably ST and I think open staircase, body painted green with trade plates.

8 The bonnet panel, where the RT number would normally go, had the chassis number on it in small characters 0961???. In place of the LT fleet name I am pretty certain I am seeing Mobile Training Unit.

There seems to have been something preventing access to the platform because I am looking in the window, from the near side and seeing a bench along the offside of the lower saloon with what appears to be a cut open pre-selector gearbox probably with a handle to turn the input shaft, together with various other items I cannot identify. I am sorry I have no photos but cameras were very strictly VERBOTEN! I am amazed that this sight has come back to me like this from just short of 70 years.

[It rang a vague bell, so I dug out the Ken Blacker RT book. It was 0961079, fitted with the body from a Tilling ST. It was used to train engineering staff so the sectioned gearbox would be appropriate. It was a 1947 chassis and in 1954 it received a proper Weymann body and became RT 4761 (OLD 548). There is a picture of it on page 145 of the Capital Transport RT book. I wonder what happened to its contents. When I was with LCBS the driving school offices at Windsor had an RT box with perspex covers and a handle to show how the gears all worked; couldn't say if it was the one out of the training unit, probably not, and I never found out what became of it – I expect it was scrapped which would have been a sorry waste of something useful for, say, the London Bus Museum. -Ed]

Above: We recently featured some Maudslay coaches working on hire to London Transport during the immediate post-war years. This photograph is of Muswell Hill garage and shows an outside-staircase LT together with a Gilford coach (left) and three Bedford OB/Duple Vista coaches (right). It is one of a collection of photographs acquired by Paul Van der Hulks, but we don't know the date or for that matter the photographer. I expect our team of experts can help with the date, at least. It is not possible to ascertain any identities of the vehicles as the picture is not sufficiently sharp.

The collection includes a number of interesting shots and I shall try to include some more in future Newsletters as space permits.

Meanwhile, as a follow-up to Paul's photo of RT 3254 having a trip out in June, we now depict on the next page RF 539 at St Margarets Station on 31 May and at Tawney Common while working a 381 re- enactment on 15 June.

9 RF 539 is an old friend, having been owned by Harold Bloomfield for some years. Harold, his sons and I replaced the tatty plywood ceiling with a metal one rescued from a dismantled RF on a hot weekend long ago, and were kept refreshed by his dad. Nice to see the bus looking so smart.

10 Above: Ex-Gor-Ray Skirts RF 329 being dismantled in 1983. This vehicle donated its ceiling to RF 539. The bus had been purchased by one Tim Organ of Hemel Hempstead for preservation but his main interest was in writing down the numbers of ex-London buses seen at rallies, etc., and he did little or nothing with it. There was a mystery about the RF which we have referred to in the past. All the indications were that the body had always been a red bus, but when the paint was removed as shown here, the words “Green Line” were revealed on the radiator bullseye and a Green Line fleet number in the 2xx-series appeared etched into the metal of the cab side, seemingly indicating that a replacement front from another RF had been fitted. We never got to the bottom of that puzzle. [Editor's photo.

From the Archives – material supplied by Tony Beard From the Minutes of the Rolling Stock Technical Committee Meeting held on 2 August 1960

Rear Stabilisers – RF Vehicles At Rolling Stock request, to avoid removal of road springs to fit revised pattern stabiliser equipment, interim stage cylinder and link assemblies with revised pattern top mounting and old pattern bottom mountings are to be provided for initial garage introduction. These are to be eventually replaced at garages on spring replacement and by Works at overhaul by the fully modified link and cylinder assemblies.

Mr Butler stated that it was necessary to lower both rear springs to affect the full alteration to the rear stabilisers and in view of the fact that rear springs seldom require changing in pairs he suggested an interim scheme as outlined previously be adopted. Since 1958 only 182 vehicles have been completely modified. Mr Howell confirmed that there was an adequate float.

The Chairman directed that the interim scheme be adopted for garage action and the full alteration at chassis overhaul

Introduction of Centre Support for Luggage Guard Rail

Codes affected: RT3, RT3/1, RT3/3, RT6, RT7, RT8, RT8/1, RT8/2 RT10 RLH1 and RLH1/1 A centre support is to be fitted to the luggage guard rails. Mr Stone was requested to investigate whether the fitment on RLH vehicles should be on a priority bases at garages. Action: Full application at Works and Garages in conjunction with Alteration Advice.

11 Front Axle Brake Camshaft – Lubricator Replaced Codes affected: RM Early deliveries of RM vehicles (409 total) were fitted with a limited supply type greaser on the front brake camshaft location. This has proved unsatisfactory in service and is to be replaced by the standard flat top greaser both on future new production and on vehicles already supplied. AEC have agreed to supply a sufficient quantity of lubricators to equip vehicles already delivered, displaced lubricators are to be returned to AEC

Action: Full application at garages

Rebound and Side Restrictor Bracket – Strengthened Codes affected: RM Rebound and restrictor brackets have failed in service by fracture at the attached flanges. At LT request AEC have modified the bracket design by the addition of a reinforcing plate welded across the bracket webs at the lower end as shown by AEC revised drawings. New production vehicles will in future be equipped with the strengthened pattern brackets. As and when the existing pattern brackets fail they are to be replaced by the reinforced type bracket, this necessitating the use of two lengthened attachment bolts, the displaced brackets are to be modified to the latest condition for reuse.

Action: As and when at overhaul, revised material to be available for garage requirements.

Silencer Front Supports Code affected: RM Owing to failures in service of the rear frame cross-tube adjacent to the connection welds of the silencer front supports, AEC have modified the support design to permit a brazed connection to the cross-tube.

Future new production vehicles will be equipped with a cross-tube assembly incorporating the brazed on supports and brazed tube ends. existing welded assemblies to be used up unaltered.

Hasp and Staple to be fitted to Conductors’ Lockers Reason for Alteration: To enable padlock to be used for greater security Codes affected: RT (Holloway), RTL, RTW (Battersea)

A standard hasp and staple is to be pop riveted to conductors’ lockers in the position shown on LT drawing.

In the first instance, the fitting of the hasp and staple is to be confined to the 129 RT vehicles at Holloway and the 37 RTL and 34 RTW vehicles at Battersea Garage.

Action: Full application at Holloway and Battersea Garages

Introduction of Rubber Compass Panel Offside Bottom Rear Reason for Alteration: To reduce maintenance costs Codes affected: RM (Prior to Mod 157) An alteration advice with authorised to introduction of rubber compass corner panels on RT codes is to be extended to include RM codes prior to the introduction of Mod 137.

The action for RM codes will be at garages and on accident vehicles at Aldenham when replacement of the metal panel becomes necessary and stocks of metal panels are exhausted

Introduction of Quick Drying Burgundy Paint Reason for Alteration: Economy on maintenance Codes affected: RM A quick drying dark burgundy interior quality brushing paint is to be obtained from R Kearsley & Co and used in placed of Pinchin Johnson dark burgundy exterior quality paint and undercoat, previously used on BEA coaches.

12 The paint is required for the maintenance of RM buses at works and garages. Existing stocks to be used up

Action: Stock advice

Starter Switch Modified

Reason for Alteration: To extend life of switch

Code affected: RM As and when failures occur the existing starter switch is to be replaced by a revised design switch to the same part number but with redesigned pull-off spring anchorage.

A quantity of 35 old type switches and 346 panels incorporating the old type switch are at present held in stores for eventual free issue to the contractors.

(atb looking back to the STD specification, which appears the only document of such detail held by TfL Archives, there is a section marked “To be Supplied by LPTB” which in that case accounted for budget locks, fire extinguisher, all cushions and squabs, the hooter, all transfers, bell push finger plates, the platform splash guard and the vehicle bonnet plate (there are more items). It would appear in the case of the RM, LT supplied the switch panels.

265 of these panels are to have the switches removed and forwarded together with the 35 starter switches to Arrow Electric Switches for reworking to the latest condition at no extra charge.

The revised switch will be introduced for new production under Mod 192.

Action: Procedure for Maintenance

Air Reservoir – Unloader Valve Replacement Codes affected: RM (with air pressure equipment)

Arising from the failure of a number of unloader valve units on vehicles equipped with air suspension under Experiment S 8087, it has been agreed that garages may replace defective valve units. This action is to be limited to one valve unit change per vehicle only and only on vehicles fitted with air suspension stated above.

Garages are to maintain accurate records of all such changes.

A small float of unloader valve assemblies is to be made available for garage supply.

Action: Procedure for maintenance.

Destination Blind Tell-Tale Marking RF and GS Vehicles

Mr Styles stated that the laboratory has received a rapid drying ink but due to an unusual chemical composition approval for its use was necessary form the Medial Officer. A reply in this connection was awaited from the Medical Officer.

Mr Butler said that pending results of this investigation, it was essential that the Hertford requirements be met without further delay and suggested that blinds with tabs be provided.

Mr Tame reported that several orders for destination blinds have been received from garages and queried whether blinds should be supplied with tabs on the winding side only, as interim measure until the marking with special ink has been resolved.

Following discussion, the Chairman directed that for the time being replacement blinds be supplied with tabs but the possibility of marking blinds with suitable ink be pursued as an alternative to tabs.

13 Standardisation of Front and Rear Destination Blinds – RT Vehicles Mr Charles stated that standardisation of blind markings on front and rear blinds would cost in the order of 10/- per average length blind. This proposal affects RT10, RT3 and RT3/3 code vehicles only numbering 976.

Mr Stone pointed out that the rear blind was common throughout the RT fleet and in order to have interchangeability 5,310 vehicles (remainder of RT fleet rear blinds only) plus 976 vehicles (front and rear blinds) would need to have blind markings standardised. Thus a total of 7,262 blinds would require modification costing £3,631.

Note: The Front blinds on the later 5,310 RT vehicles will not be affected.

In view of the fact that this modification has been proposed by the Operating Manager (Country Buses and Coaches) the Chairman directed Mr Stone to write to him giving the cost details that would be entailed in this alteration also that they are acceptable.

Reversing Indicator Lens Assembly – OMO Vehicles Codes affected: RF5, RF5/1, RF5/2, RF5/3 Mr Stone advised the Committee that the reversing indicator stencil made from leatheroid material has proved unsatisfactory in service due to moisture absorption which distorts the lettering. He pointed out that sealing of the edges of the lens and stencil assembly has proved abortive.

In view of this he suggested that the leatheroid stencil be replaced by a metal stencil and the use of eyelets securing the laminate assembly be discontinued. The cost of the metal stencil (zinc) for a quantity of 200 was 3/9d each.

Discussion ensued and the Chairman agreed in principle to this modification but before action is undertaken he requested Mr Stone contact CAV Ltd and check on the supplies position of the leatheroid stencil – a special to LT.

Seat Filling Mr Styles referred to correspondence concerning an agreed alternative source of supply of foam rubber seat filling obtainable from Vitafoam Ltd.

He pointed out that the Committee had previously ruled that long term testing of this material in the order of seven years was necessary to establish its stability and it was not possible to judge its quality by short term tests.

Continuing he suggested that consideration should be given to the use of Lintafoam of which considerable service experience has now been gained. In reply the Chairman stated that Vitafoam was being supplied in large quantities to the automobile industry and there was every indication that this material was equal to that at present used via Dunlopillo.

It was agreed that the report on the Lintafoam tests should be provided as soon as possible.

Premature Failure of RT Engines Mr Butler submitted a statement on 3RT engine failures under 1 and 2 year life.

It was noted that 118 engines had failed over a period of one year with lives of fewer than twelve months and out of this total, 12 had occurred in the Country Area which operated 19% of the fleet. Failures for a two year period were almost proportionately the same for one year in both Central and Country Areas.

Discussion ensued on engine life and it was considered that due to more arduous route conditions (stopping frequency) in the Central Area the life of the engines should be less than that experienced in the Country Area.

With regard to the alleged relatively low life of engines operating in the Country Area, Mr Butler thought that if this were correct it could be due to the following:

14 (a) Hilly routes (b) Increased speed (c) Private Hire Work (d) Green Line duplication

This discussion was closed.

Inhibitor for RM Cooling System The Chairman referred to correspondence from the RSE (Rolling Stock Engineer) and it was noted that he was in full agreement with tests involving sealing off the system on Elmers End RM vehicles to prevent topping up during service. The RSE thought that the test on these vehicles might reveal that topping up might be necessary once every two months provided that there were no leakages in the system.

Mr Higgins stated that arrangements were in hand for the fitting of a locking device on the cooling system of the foregoing vehicles to obviate topping up by the driving staff also access to the drain valve.

Mr Styles then referred to Experiment No. S8241 covering the testing of untreated steel pipes in 12 cooling systems with inhibitor and pointed out that due to corrosion of the magnesium engine support bracket as a result of an unplugged hole in the cylinder bock, leakage of coolant had occurred on one vehicle. He queried whether this experiment might be invalidated by further examples of this kind.

The Chairman stated that most of the engines have the holes in question plugged and in this circumstance; there would be no point in the transfer of pipes to other vehicles.

Suggestions

Number Description Remarks 53756 (appeal) Destination bill AA – printing layout altered No award 53628 Lansing Bagnall trucks – provision of towing plate Omission award 53974 Electric hoists – shock absorber on short traverse Adopted award 54097 Anti-acid and anti-caustic jars – special containers be provided No award 54135 Garage letter plate over cab be discontinued Adopted award 54414 RM – metal strip to destination blind entrance flap No award 54457 Emergency saw for buses to be metal cutting No award 54620 Cab door bottom runner – nosed treadplate to be fitted No award 54659 Nearside driver’s mirror be rectangular as offside No award

From the Minutes of the Rolling Stock Technical Committee Meeting held on 29 August 1960

Accelerator Pedal Return Spring – Replaced

Code affected: RM Improved design pedal return spring is to be introduced and fitted to all RM vehicles in place of the existing spring. A quantity of 500 springs is to be obtained and passed to garages for priority fitment, displaced springs over and above RLH spares requirements are to be disposed of.

Future new production vehicles will be equipped with a stronger spring by AEC.

Action: Full application at garages (priority)

Throttle Kick Down Spring Code affected: RM In order to minimise the possibility of the throttle sticking the front hook of the kick down spring must connect to the front cross-shaft lever with the open end of the hook facing upwards. All vehicles in service are to have the spring hook reversed where necessary to conform to this instruction.

Action: Procedure for maintenance.

15 Mr Tame referred to discussion at a recent Rolling Stock Progress meeting in which it was recorded that the fitting of the above spring should be with the open end of the front hook facing downwards. This is in direct contradiction to the fitting outlined above. He questioned the correct fitting of the spring to obviate any misunderstanding.

In reply the Chairman stated that discussion at the Rolling Stock meeting was incorrect and advised the Committee that the original fitting of the spring with the open end of the front hook facing downwards fouled the cross shaft tube and in order to obviate the throttle sticking it had been decided to reverse the fitting of the spring front hook to ensure that the open end of the hook faced upwards

Mr Butler said he was aware of this error and it would be rectified.

Floor Edging Fillet- Offside Lower Saloon – Cut in two sections

Reason for Alteration: To facilitate replacement.

Codes Affected: RT3, RT3/1, RT3/3, RT6, RT8, RT8/1, RT8/2 and RT10 The floor edging fillet, Part No RT 001. B72 (except RT6) and FG75/1/200 (RT6 only) is at present in one piece, approximately 11 ft long. To facilitate replacement of this slat and to save excessive stripping future supplies are to be in two pieces under new part numbers, the front section being 5ft 6ins long. Existing stocks are to be modified to the latest condition and renumbered.

Action: Procedure for maintenance

Reinforcing Bracket – Front Bracket – Rear Spring Code affected: RF It has now been found that a number of frame fractures are occurring at the front bracket – rear spring location on the nearside side members. A recent advice which authorises the fitting of a reinforcing plate to the offside sidemember is to be extended to cover the introduction of a plate to the nearside members as shown by LT drawings.

Action: As and when at Works Overhaul

Destination Blind: Tell-Tale Markings RF and GS Vehicles

The Chairman stated that sample destination blinds have been stamped with “Pheno” marking ink and inspected by certain members of the Committee who formed an opinion that the tell-tale markings appeared to be satisfactory provided that there was no tendency to fade.

Mr Tame queried whether, in view of the foregoing and a slight cost saving, all blinds should likewise be marked instead of employing tabs. In reply Mr Butler suggested that it might be best to restrict this practice to vehicles operating from Hertford garage and that it would be possible to comment on the suitability of markings within a few days.

Following discussion the Chairman directed that all blinds passing through Aldenham for one month be marked with Pheno ink and fixing of tabs be dispensed with for this period. Hertford requirements to be met first as a priority.

Mr Tame to advise Mr Butler of the date when the foregoing will be implemented and Mr Butler to report on the suitability of Pheno ink at the next meeting of this Committee.

Emergency Slip Plates Mr Tame submitted a sample unpainted slip plate manufactured from 18 gauge steel sheet and pointed out that it was cheaper to produce than the present 20 gauge plate with folded edges. It was noted that the proposed replacement plate was heavier than the existing plate.

Following discussion the Chairman directed that all future plates be manufactured without folded edges from 18 gauge steel sheet.

16 Mr Stone to prepare and issue the relevant Alteration Advice and amend drawing.

Driver’s Emergency Window Draught Seal Experiments S8181 and S8143 1 Mr Stone reported that a test had been carried out with the fitting of single /32in thick rubber strip and also laminated double thickness rubber in the rail and it was found in both instances that the rubber tended to pull out.

1 Continuing he stated that a thicker rubber ( /16in thick) of the same quality will be tried for suitability in the near future.

Standardisation of Front and Rear Destination Blinds – RT Vehicles Mr Stone stated that he had written to the Operating manager (Country Buses and Coaches) concerning costs in the order of £3,631 involved in the standardisation of blinds but was awaiting a reply with regard to acceptance of otherwise.

Luggage Guard Rail – RLH Vehicles Mr Butler requested that fitment of luggage guard rails to RLH vehicles be implemented on a priority basis at garages. Mr Stone advised that the guard rails had already been made and suggested that the centre supports when available be fitted at a later date. The Chairman said that guard rails complete with supports should be fitted as a complete unit and requested Mr Tame to check the availability of centre supports.

Modification of Rear Destination Door and Adjacent Parts – RM Vehicles In reply to a query from Mr Charles, Mr Stone understood that a replacement deeper striking plate fitted with countersunk screws can be obtained as required from Park Royal Vehicles Ltd.

Front Brake Shoe Carrier – 6RT and 7RT Vehicles

Mr (Colin!) Curtis stated that an investigation has revealed that all bolt holes in the above carrier at axle 1 overhaul are found to be elongated to the extent of /32in and in some instances are found to be missing. He suggested that an improved locking system be employed to obviate the latter difficulty.

9 Following a lengthy discussion, it was agreed by all members that two close tolerance /16in diameter bolts, diametrically opposed, be fitted at axle overhaul and locking of bolt heads and nuts to be introduced at the same time to preclude working loose.

Inhibitor for RM Cooling System Mr Curtis stated that sealing assemblies have been fitted to all RM vehicles operating from Elmers End Garage and steps have been taken to determine the amount of water required for topping up purposes. Mr Butler drew attention to the fact that spillage of coolant can occur at filler cap if incorrectly fitted.

The Chairman stated that he was unaware of this condition and advise that the defect has been brought to the notice of AEC Ltd and will be discussed at the next Joint Technical Meeting scheduled for 13 September.

Suggestions

Number Description Remarks 48827 Back and side destination panels to be renumbered from 1 upwards No award 53748 Destination jockey roller plate - modification Adopted, award 54636 Aldenham fareboard bins with card holder Omission award 54757 RF gear selector tube – shortened as for RT3 No award 54792 Driver’s seat cushion – corner to be reinforced No award 54814 RF heater system- second tap to be fitted No award 54850 RM - Lower front bulkhead panels upper deck – wider kicking plate No award 54873 RF breather pipe; clip to prevent breakage No award 54888 Driver’s cab; rubber buffer to top rail No award

17 52213 Pyrene; method of cleaning ball valve Interest award 54120 Emergency header tank; modification to connections Adopted, award 54269 Conversion of six wheeled bogie for engine stand Adopted, award 54332 Check standing passengers notice be changed Omission award 54368 Toilok fixture for toilet rolls No award 54775 Garage stencils on windscreen No award 54813 Parking permits to be shown on vehicles No award

From the Minutes of the Chief Mechanical Engineer (Road Services) Meeting No 294 held on Wednesday 10 August 1960

Authority to Withdraw Redundant Assets Forms

(a) C16/201 Two RT2 Double deck Buses; Total Book Value £8,300 Damaged in accidents: Beyond economic repair.

I do wonder whether this was a typo especially in view of the “book value” 55 2RT2 vehicles were withdrawn for disposal during 1960.

(b) C16/202 42 miscellaneous vehicles and one trailer; Total Book Value £27,780 Due to their mechanical condition these vehicles are to be replaced by new.

Works Output

(a) Engines Priority was being given to RT engines

(b) Cylinder Heads The supply shortage was being overcome.

(c) Cardan Shafts Deliveries of cardan shafts received immediately prior to the Works holiday were now available. (d) Flywheel Glands Supplies were available again

(e) RM Shock Absorbers

Failed shock absorbers were returned to the manufacturers under guarantee arrangements but steps have been taken to meet urgent garage requirements

(f) RM Fuel Filter Brackets

It was agreed that breakages of RM fuel filter brackets which were occurring resulted from poor design, and repairs were, in consequence, ineffective. The CME directed Mr Wicks to explore the possibility of providing brackets by local manufacture pending introduction of a new design

(g) RM Body Material

Mr Shave referred to difficulty in dealing with RM accident repairs because of a shortage of body material. During the coming winter months, and subsequently as the service fleet of RM buses increases, the present difficult position will become more serious unless supplies improve.

Noted: for the attention of the Chief Supplies and Services Officer 18 Public Letters Communications upon the following subjects had received attention: Name Comment Action K Thompson Buses parked in Cromwell Road Due to overcrowded Kingston conditions at Kingston Garage H Langley* Knocking and jerking in bus when In hand stationary – Route 11 ex-Dalston

* This is H Langley’s fourth letter in a month regarding the mechanical condition of buses. The reply this time is shorter.

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

Vehicles Delivered w/e 6 August 1960 Cumulative Position Programme Actual Programme Park Royal to AEC 6 4 440 AEC to London Transport 5

Coaches at Victoria Garage Mr Shave drew attention as follows to the considerable number of other operators’ coaches dealt with at weekends at Victoria Garage, the majority being cleaned and fuelled.

Friday, Saturday and Sunday to 26.6.1960 153 Friday, Saturday and Sunday to 3.7.1960 209 Friday, Saturday and Sunday to 10.7 1960 186 Friday, Saturday and Sunday to 17.7.1960 242 Friday, Saturday and Sunday to 24.7.1960 229 Friday, Saturday and Sunday to 31.7.1960 261

Closure of Bus Windows It was noted that the Operating Manager (Central Road Services) had declined to agree that closure of bus windows should be carried out on the run-in by conductors. Accordingly this work is to be undertaken by this department at a cost estimated to amount to £20,000 per annum (Approx. £463K today) on the basis that additional staff would be engaged in cases where more than six hours’ work per night was involved.

RM Welded Structures By a memorandum dated 5 August 1960, Mr Purves reported the outcome of a meeting held on 4 August with representatives of the British Welding Research Association and of the AEC to consider the position of welding failures on RM front and rear structures. The rear frame structure was considered basically sound and it had been decided to take no action at this time, but to continue observation of units in service.

With regard to the front frame, it had been agreed that the failures were a result of fatigue in the weld and ultimate failure of the earlier type of weld was inevitable. No change in the general design was recommended but a further meeting would be held (to be attended by representatives of the manufacturers) to consider the practicability of permanently overcoming the failures by a full depth weld. This course of action was approved.

RM Test Structures

Mr Wicks suggested that RM structures previously held for test purposes be dispensed with and that production structures, which would provide more reliable and realistic readings be used as necessary in future. This was agreed.

19 RT2 Fleet Consideration was given to the period during which the existing RT2 double-deck buses could reasonably be continued in use without exceptional expense, having regard to the necessity to hold stocks of stores for their maintenance. It was agreed to make maximum use of the buses, the majority of which were employed on training, and to review the general position in this regard in August 1961.

Traffic Direction Indicators Mr Shave confirmed that all failed direction indicator lamps were sent to the laboratory for examination. The CME said it was imperative to prepare a closely defined specification for the supply of lamps precisely suitable to meet requirements, the position was serious having regard for the number of lamps involved and Mr Wicks was directed to proceed accordingly as a matter of urgency.

Above: The return of RLH 53 to the road prompted Alan Cross to forward some photos of the bus, the first red one, in service. The top picture shows the bus when quite new working a 230 from Harrow Weald garage and the lower, later, shot shows it at Stratford Broadway with RLH 54 neatly and numerically parked behind. On the next page, the bus is shown with RM 69 on route 69 (!) at Stratford Broadway on the same date, 17th April 1965, some time before its long journey to the New World – and – much later - back again. 20 Above: Michael Dryhurst's photograph of RLH 53 heading off into the distance puts an end to its story for the time being.

RT 2291 Progress Nigel Pittman Enclosed some shots showing progress on RT 2291. I have been extremely fortunate to have been give a massive amount of help, guidance and access to spares by several experienced preservationists, notably Glyn Plevin, Tim Hines, Nigel Massey, Tim Barrington, Keith Baynton and our esteemed editor. This has made all the difference. As a result, we have made steady progress after initial problems with the fuel pump, now thankfully resolved courtesy of the guys at Dieselec. They are based in the quaintly named Shropshire village of Ditton Priors and are highly recommended. Injectors were overhauled locally. Work has been done repairing and painting wheel arches, welding the wing, painting the underside and wheels, stripping, repairing and repainting guard rails etc etc. A first class welding job by Autokraft in the North

21 Wales village of Minera. Missing pyramid floor nosings between seats in the upper saloon were replaced with beautifully worn sections from a long scrapped 1940s vehicle. Window pan replacement is scheduled as a winter job but meanwhile we hope to have the bus out on the road again very soon.

22 RT 4680 Part Two Alan Bond When Jack Clark passed on the bus was sold to a preservation society in SE London who adorned it with the bonnet number carried by the body when new. It was also seen with the registration of that bus but I don't know if it was ever used on the road as such. It was broken up for spares many years ago, a shame really as it was a reliable old beast which carried us very many miles without any problems at all, which is more than could be said for RT 2905 (owned by Chris Reid at the time) which gave us no end of fuel problems. The attached photo was taken just outside Salisbury at a place called Bishopstown where the A30 passes under the LSWR main line from Andover (O/S Map ref SU 163322). We knew the bridge was an arch but weren't sure of the height so I got out to see Chris under. The haunches of the bridge were marked as 13' 3" so we were pretty confident and we were proved right as there was actually bags of clearance in the middle of the road. We originally looked at going down Old Malthouse Lane as there is an over-bridge there at Broken Cross but the right turn to access it is very tight. That then takes you 23 down past the old mill on the River Bourne and along the old Roman Road which joins the A345 just by Old Sarum. There is actually an alternative route on the east side of the railway but with no knowledge of the rest of the bridges we had to take our chances. No wonder Wilts & Dorset had all lowbridge double deckers !

I'm afraid the photo has deteriorated over the years and it doesn't help that it was taken in the early morning and against the sun. I do actually have quite a lot of colour slides of 4680, all of them better than this one. I think I posted some on the RT appreciation Facebook site but I could send a few for the Newsletter if anyone is interested and maybe some others from my collection. I did try to tart the photo up a bit but my photo editing package isn't sophisticated enough.

At one time, Jack and Chris had three RTs between them with the ex-Graviner country bus being one of them (can't remember the bonnet number of that one now, maybe 4789?). All three were normally parked in a breakers yard behind the old service station at the Eastern end of the Colnbrook by-pass. That's all gone now and is buried under the M25. It was a secure yard and there were three Alsatian guard dogs roaming free at night so the buses were pretty safe from vandalism. If we went down on a Sunday morning when the yard was closed, the dogs never gave us any trouble but the bloke who ran the service station said he would not go near the place in case they tore him to bits. The only problem we had was that the dogs used to pee against the wheels of the buses, though they never ever seemed to get into the interiors, and the pee used to take the paint off the wheels. Has to be the cheapest paint stripper known to man but a bit difficult to get hold of.

I have also attached a photo of one of the blind displays that I made up for my 1/4 scale RT front many years ago. All the blinds are hand painted on the back of old bus side adverts. There is another set for Turnham Green which has a five line via display in upper case and there is also a composite Green Line set for RE in black on yellow. I still have all the templates and other paraphernalia but the old hand isn't so steady these days so I don't think I shall be doing many more at my time of life. The 4th picture is of a familiar and well known bus with RT 4680 prior to the Bournemouth to Bath run where we caught up with the Southampton Guy, LOW 217. That Arab III is one of, I think, four in the Southampton fleet which had fluid transmission. [Held over for now on space grounds - Ed]

The 292 Express display is a bit of a rarity and the Burnt Oak Station display was used just once on each weekday off the evening peak. There was never a turning point there but the bus ran in dead to Edgware for the crew to have their meal break. On that particular duty the break was over an hour so I used to drop off at Burnt Oak and catch the train home to Colindale for my meal and then go up to Edgware ready for the rest of the late shift. In truth I could probably have got away with meeting the bus at Burnt Oak again as with the exception of the last bus in, all the other evening 292 journeys at that time ran dead between EW and Burnt Oak, something to do with the scheduling and the TU agreement. There is also a picture of a re-creation of my last Met area driver's badge which I handed in for an East Midlands badge at renewal in 1968 (EE 45131). I still have my last SE badge, KK 60043, along with the last conductor's badge actually issued to me (EE 54766). That was back in the days when an OMO driver needed both licences. Nowadays, any old pervert can drive a bus without having to submit to a criminal 24 records check other than for specified school bus journeys. I suppose the old memory isn't too bad as I can still remember my old regular driver's badge as N 43895. I wrote it on the log card enough times that it is seared in my memory. Dear old Joe was a brilliant driver, he could move when needed but he didn't throw you about like a few did. When (or if) I get my autobiography finished, there will be a lot in it about Joe Gowan, now, sadly, gone to the bus garage in the sky. The 52 display was only used by EW on Sundays and I only remember using the Notting Hill Gate display once when there was an accident on the bends in Church Street at Kensington which led to some severe delays to us and some 28s. We should have gone to Ladbroke Grove from Vic but the point inspector turned us at NHG to get us back on time.

Sorry if you can't use the Salisbury photo' but I can send a few more of 4680 as well as quite a few others of RTs in various parts of London over the years if you think they would be of interest, My collection amounts to over 4,500 slides, not all London of course but the largest proportion are including quite a few in preservation, not all of which still survive. I do somewhere have a photo of a GS in Central bus livery which I will attempt to dig out, always assuming that it is usable, of course.

Such is progress, that I have my entire bus slide collection on an 8GB SDHC card these days, sadly, a little too late for some of the pictures, which have degraded over the years. The actual slides take up a shelf which is 12 feet long, though they are all in circular carriers for the slide projector. A nice little headache for the missus when I pop off !

Newsletter 167 Paul Raven-Hill I am a member of the LBPT at London Bus Museum, Brooklands, and I have been receiving these newsletters from No: 161 onwards. The articles and photos are always very interesting and informative, and hark back to the time when LT was in its heyday.

I received No: 167 today and I was very interested to read the article and photos of the Last Day of the Trolleybuses around Kingston and Twickenham. I well remember the "trolleys" going through Kingston Town Centre, like the photo of 1521 on the front page, as well as the occasional dewirements on junctions, especially with the fairly complex overhead trolley wires. I do just about remember the actual "Last Day" in Kingston and the photos took me back to 1962 when I was 10, going on 11.

The photo on page 8 of 1456 in Twickenham is in " London Road", which extended from the King Street/York Street junction, past Twickenham Station, then turned right, past its junction with the A316, and then through to Isleworth. The location is almost opposite Twickenham Police Station, with 'Regal House' being constructed in the background on the site of the 'Regal' cinema, and is well before the road was widened in the late 1960's (where the cars are parked on the left), when the tram tracks were finally lifted from London Road, through King Street and along Heath Road as far as the "Dip" under the fairly low railway bridge on the Kingston Loop Line, and demolition of the large Victorian houses on the right of the photo, where the Waitrose Supermarket now stands.

I can also recall Trolleybus Route 601 turning round in King Street (in front of Woolworths - now there's a name to remember!), which caused traffic hold-ups whilst doing so, and it was fascinating to see the trolley staff member operating the "points" on the overhead wires to switch the trolley poles onto the turning loop in front of Barclays Bank, to enable the trolleybus to stop and pick up at the bus stop on the opposite side of King Street, before it re-joined the southbound trolley wires to head back to Kingston.

Trolleybus Route 667 was long-lived route and carried on from 1962 as the '267', which ran from Hammersmith via Brentford, Isleworth, Twickenham, and Fulwell Bus Garage, to Hampton Court, where it turned on the roundabout by Hampton Court Bridge, although the present 267 (operated by Abellio London) now terminates at Fulwell Garage and no longer goes on to Hampton Court.

I also enjoyed the article by ("Rev") Simon Douglas Lane, whom I know very well, about "Memories of Continental Pioneer", which I remember quite well, as they were based in the old Goods Yard at Richmond, and operated the former Route 235 from Richmond Station up to Richmond Hill for a number of years using second-hand ex-LT RTs until the route was eventually withdrawn. The present incarnation

25 of the single-decker 235 now runs from Sunbury Village to North Brentford Quarter, so route numbers often get re-used.

Above: Diddler No 1 being towed away after her final celebratory run on 8th May 1962. Balham High Road (“Hurley's Corner”) with about one mile to go before entering the BTC transport museum in the former Clapham bus garage which in turn was a former tram depot. Picture and caption by Alan Cross - Alan's Velocette motorcycle stands in the foreground.

Alan adds: “Trolleybus last day, page 7 (top) of previous Newsletter – I thought one of the motorcyclists might be me. I followed the journey of the Diddler from Fulwell Depot to Clapham Museum (her final destination after her final run) for much of her journey on my motorbike. I managed to take quite a bit of cine film by overtaking her and waiting for her to come into view. The final shot was at the end of my film showing her nearing the museum. Michael took photos as she emerged from Fulwell Depot at the start of her run and in one of them appears myself filming the departure. It was an amazing day.”

Route 211 again John A Gray To round off the present sequence of Ts on route 211, here (next page) is one of the 40 10T10s repainted from Green Line livery to the Central Buses’ all-over red relieved only by black wings and lifeguard rails, thin cream lining and Indian-red wheels – hub rings and discs inclusive. T 539’s driver has attracted the attention of passengers and perhaps an inspector (who’s heard it all before?) while laying over at the Ealing Broadway stations terminus at Haven Green in about 1952 or 1953. Home Foods Restaurant was a reworked British Restaurant, introduced in World War II to give some chance of a hot lunch(eon) to war workers when most foodstuffs were severely rationed. The premises stand above the Western Region’s cutting carrying the main lines from Paddington to the west and South Wales. Thirty-seat buses like this, on a ten-minute headway, were often inadequate to shift the 211-bus queue upon arrival of a (steam) train or a District or Central line train terminating at their different stations across the road behind the bus. Frustrated Greenford-bound passengers may then abandon their wait here and head around the bend behind the bus to the route 97 bus stop, where there would be a better chance of a seat on a Bristol B or an STL running on a similar frequency. (Photographer unknown)

26 On the subject of John's reminiscences, Alan Cross confirms that the photo of STL 158 was indeed taken at Hook.

Tickets Alan B Cross Should have expanded a bit on that. I was referring to "fare-stage" Central bus route tickets. In 1947 I think the highest value printed fare stage tickets was about 8d. "Deaf and Dumb" Central Area tickets which were used for emergencies only had stage numbers and were only used when a ticket punch broke down, or for special services such as Epsom Derby Day workings from Morden Station to the Downs. The Deaf and Dumbs carried fare stage numbers 1-52. The highest value ticket – 1/6d - was used for the Epsom Racecourse workings. Buses ran non-stop up to the Downs in the morning. On their return it was possible to book to an intermediate stop. I did this on Derby Day 27 May 1950 returning from the Downs on G 185. I wanted to alight at Sutton Common Road "The Woodstock" fare stage and was delighted to receive a 1/3d Deaf and Dumb ticket which I still treasure.

TROLLEYBUSES IN EAST CENTRAL LONDON Hugh Taylor Continuing the series of the pictorial survey of London trolleybuses, this book embraces routes that operated in the eastern part of the Central area. Commencing at Gardiners Corner the journey moves to Aldgate where a large number of views are used to illustrate the many aspects of trolleybus operation at this important terminus. Route 653 takes the reader up to Hackney; then two routeings to arrive at Bloomsbury. Moving to Liverpool Street, route 649 is followed as far as Dalston Junction; the mythical and mysterious DALSTON STOKE is featured. Continuing with the 581 Holborn Hall is reached. During this part of the book, 1253 and 1348 – both preserved – are seen on opposite pages at Old Street. Returning to Islington, two different ways of getting to Smithfield are illustrated. As some of this book is in north London tram territory a number of pictures of cars on the subway routes are illustrated. The usual traffic circulars are used, with a new feature being Ministry of Transport details of short workings.

Aware of the challenging times and possible effects there are on finances, the publisher has made a commendable effort to keep the 184 page book at as low a price as possible. There are a whopping number of photos; 423 black and white photographs and twelve colour images. Most photos are two or three to a page though some are just one to a page, bringing detail to the fore. A loose leaf map allows the reader to study the wiring layouts in this area closely.

Available from Adam Gordon Publishing at Kintradwell Farmhouse, Brora, Sutherland, KW9 6LU. Price £30 plus £3 post and packing.

27 On the subject of trolleybuses, Tony Beard writes as follows:

Trolleybus Turntables

Those of us who remember the Bournemouth trolleybus system will recall the turntable at Christchurch used for turning vehicles on route 20; a similar device was incorporated in the Huddersfield system. However, there could have been a third in this country and for our London trolleybus aficionados here is an item I discovered recently in the Engineering Committee files. I do wonder if this information has ever appeared in print before:

From the Minutes of the Engineering Committee Meeting No 15 (new series) dated 10 September 1940

459: Sub-Station Kingsway Tramway Subway

Mr G F Parker (Chief Engineer, Trams and Trolleybuses) submitted a memorandum dated 4 September reporting that the dense tramway service along the Victoria Embankment was fed by eight cables from the Elephant sub-station. Efforts had been made for many years to find a nearer site without success. When the Subway was diverted to make way for Waterloo Bridge the (Board’s) Estate Agent was asked to try to secure part of the (abandoned) tunnel behind the bridge abutment for a sub-station. It was proposed to use this space for a tramway sub-station

28 when the Elephant sub-station was reconstructed to make it a joint sub-station, due to the existing railway sub-station being very congested, but it was absolutely essential to have a sub- station on the Embankment if the trams were converted to trolleybuses as more feeder cables would be required and no more could be carried by the Elephant sub-station.

Owing to the restriction imposed by Parliament, it was reported that it was essential that turning points should be operated in the Subway to deal with traffic in an emergency and that facilities should be available when the Embankment was closed for processions etc. The site would also allow room for a turntable capable of reversing vehicles.

It was recommended that this site, as shown on London County Council Plan No W1335, be acquired while it is still available. It was:

DECIDED that, subject to the approval of the Chairman’s (Lord Ashfield) Conference, the Estate Agent be authorised to open negotiations for the site and report in due course the estimated cost.

Alan Davidson writes: “After the very informative contribution from Alan '007' Bond regarding the Saunders RTs at Airworks in 1949, I enclose a photo by the late Denis Battams of RT 4335 in 1969. This was taken in Bishopsford Road, Rose Hill which is part of the vast St Helier Council Estate, a south London version of Becontree, and yes, it had its own narrow-gauge railway during construction just like Becontree.

This Saunders had only a few months of service life left having been transferred over from Uxbridge in June 1969, ironically to find service on the last new red RT route of the sixties (280) which commenced earlier that year.

I enclose a local newspaper cutting of the time to provide some background information about SGB RTL 729 (seen behind the RT). They also owned RTs 306, 1854 and 4077. (Source: Ian's Bus Stop).

To continue the current cinematic theme of recent Newsletters, just beyond the buses is the former 1,200-seat Gaumont Cinema, now a Mecca Bingo Hall built in 1937 and is the last brick-built cinema in the London Borough of Sutton. I paid a visit last week not to check my numbers but to make sure it was still there and bingo it is! A member of staff from Mecca told me there were still velvet tip-up seats in the upper circle from when it was a cinema until 1961. Must get a ticket now for “Breakfast at Tiffany's” starring Audrey Hepburn. I've heard it's quite good!”

29 The text of the newspaper cutting, itself too small to reproduce clearly here, reads as follows: “The workers at SGB Scaffolding Contractors, Willow Lane, Mitcham, have no excuse for being late for work. A bus picks them up to take them there on a service provided free of charge by their employers.

Last week they extended that service to include a pick-up point for about 40 workers at Bishopsford Close, Carshalton, outside the Rank Bingo Hall.

The bus meets its passengers there at 8.50 in time to get them to work for a 9 a.m. Start. It brings them back again in the evening.

A spokesman for the firm said last week, “We find that our workers get in in time better if we supply transport. Also it means that a lot of people do not have such an early start in the morning as they would if they were forced to rely upon public transport, and of course, they get home earlier at night.”

Membership Renewals

August: Tony Alexander and Nigel Martin.

September: Tony Beard, Keith Hamer, Steve Hemmings, Ashley Lennox-Kay, Alan Money, Chris Stanley and Cyril Theobald.

We are yet again at the limit of 30 pages, after which postage becomes expensive, and I have some material in hand, so thanks to everyone for their contributions. I will be including further tales from Jim Andress when space permits. His mammoth work was always intended to serve as filler material when times are lean.

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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