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

Here is a current photograph for a change – RT 3254 at last year's Chesham Running Day, in nice sunny weather. This continues my tradition of having unseasonal cover photos just to be awkward. One gets tired of snow and sleighs and fat blokes in red at this time of year. Photo by Paul van der Hulks. Newsletter 161 January 2020

Opening Lines

Having to write 2020 reminds me that, as has often been remarked upon, hindsight comes with 20/20 vision, so I thought I would look back a little – well, quite a lot in fact. Of course the Newsletter is actually being written at the end of 2019, and a century ago the General built its last B-types and started production of the K-type which, with half-cab, perhaps was the forerunner of so many vehicles to follow. In 1929 AEC announced the Regent and Regal chassis, examples of which would go on to become the ST, STL and T classes, and ten years after that came..... RT 1. Looking back on those days it is quite surprising how rapidly the motor-bus developed and what great improvements were made over a couple of decades. In 1949 double-deckers were pretty much the same as their pre-war counterparts, but work was in progress on the revolutionary change to the design and layout of single-deckers, resulting in a horizontal, underfloor engine giving better weight distribution and more room for passengers. Ten years after that came the Atlantean, the first UK production rear-engined double-decker which must have been a surprise to the residents of South Wales, Wallasey and Glasgow when unleashed on their streets. Nowadays “progress” has led to low-floors, air suspension, automatic transmission and buses packed with electronics. We have yet to see where vehicle design is going because no-one seems to know what will be best for current conditions, but surely reintroducing trolleybuses in cities might not be a bad idea. Or would today's yobs steal the overhead...?

1 Forthcoming Event

2 ….... and another forthcoming event, too

Transport Auctions of London

Our 26 October sale was our best ever and has now been "put to bed" with all sellers paid and (almost!) all lots collected by winning bidders. A big thank-you to all our customers and hard-working staff for helping us to have such a great day. Realisations were generally very strong and some of the highlights were (all before buyers' premiums):

• Two very special London Transport 'Gibson' ticket machines - one sold for £7,000, the other for £4,500 • £2,500 for the earliest known Underground map, issued by the Metropolitan Railway in 1867 • £2,200 each for two 1940s Beck Underground quad-royal poster maps • £800 for a BR (S) station totem from High Street on the Glasgow surburban lines • £950 for a London Transport bus stop enamel e-plate, probably a new record for a bus version • £2,200 for a unique Underground poster with artwork by Banksy • £950 for a set of Underground wall tiles reading 'Way Out' • £1,000 for a set of London Transport trolleybus destination blinds • £1,200 for a 1947 Southern Railway quad-royal poster 'Jersey' • £2,200 for an Underground platform roundel from Oxford Circus station

We're now starting all over again for 29 February and entries are most welcome. We specialise in all types of transport collectables and ephemera from all over the UK, the following in particular:

• Enamel signs & plates - main-line railway, Underground, bus, tram & trolleybus • Railwayana of all kinds • London Underground maps • Posters • Ticket machines • Destination blinds • Badges • Timetables & publicity material • Original slides, negatives & photos • ...and much more!

Advice and valuations are freely given. If you're thinking of selling your transport collectables, just drop us an email to get the ball rolling: [email protected]

3 Previous page: Following a comment I made in a previous Newsletter, a couple of readers have expressed the view that we can never feature too many pictures of RTs. Here, then, is preserved RT 3775 photographed by Colin Wickens in July 1973. The bus is currently owned by a resident of Coulsdon according to the PSV Circle.

Above: I suppose we ought to include something “festive” at this time of year, so here is a cartoon from 1960 in which the braking ability of an RTL (a Metro-Cammell one from the look of the cream band) - or could it be an RTW? - is put to the test in Regent Street which has been illuminated in anticipation of Christmas. From memory, this is one of a number of bus-related cartoon supplied by Alan B Cross some time back. Lack of space has prevented their use in recent issues.

Now, for those who could not bear life without extracts from the Minutes of long-past meetings held by London Transport, I am very glad to say that our indefatigable researcher, Tony Beard, has found some more, so here goes.

From the Minutes of the Rolling Stock Technical Committee Meeting held on 18 January 1960

From earlier discussions, the Chief Mechanical Engineer (A. A M Durrant) directed:

1. Seat Squabs in Routemaster Vehicles

that due to the collapse of the polyurethane foam fillings used on a limited number of vehicles, a campaign change of all these seat squab fillings on Routemaster buses should be undertaken at the earliest practicable opportunity.

4 2. Fuel Consumption with Non-Standard Rear Axles

that no further orders be placed for standard worm shafts and wheels should be placed but a suitable order for non-standard material be made at once which would enable Country Area RT vehicles and County and Central Area RF vehicles to be equipped. The position would be reviewed in nine months’ time to consider the rate of fitment.

Item from AEC

Rear Frame Jacking Pads – Replaced Code affected: RM The position of the emergency jacking pads on the rear frame radius arms (forward of axle) has proved unsatisfactory and as a safety measure AEC has introduced new design pads to locate on the radius arm pivot bracket caps.

Existing studs securing the pivot bracket caps are replaced by new setscrews, which will also secure the new jacking pad and will be wired in pairs after assembly.

Sufficient new design pads and setscrews to equip all vehicles delivered prior to the introduction by AEC on new production in early February 1960.

Existing pads are to be removed and returned to Works for dispatch to AEC for credit and reuse on subsequent new production vehicles at the extreme rear positions.

Items from the Drawing Office and Specification Section

Drainage of Rectifier Cables Codes affected: RM5, RM5/1, RM5/2, RM 5/3, RM5/4 and RM5/5

On approximately 169 vehicles (body numbers B22 to B169 inclusive) the PVC sleeving covering cables from the control panel to the rectifier and rectifier to the AC generator is fitted to the exterior of rigid PVC conduits allowing water (due to vehicle washing) to enter the sleeving.

Garage Action

In order to avoid possible short-circuiting a drainage hole is to be cut in the sleeving at the bottom of the loop.

Works Action

All future vehicles from the contractor will have the PVC sleeving inserted inside the rigid conduit to obviate water entry and vehicles prior to modification will have this alteration carried out at overhaul.

Action: Full application at Overhaul and Garages.

Introduction of Additional Mounting Packings Codes affected: RLH1 and RLH1/1

Owing to the settling down of the body, flywheel cowl is found to be fouling the flywheel casing. To enable clearance to be maintained additional mounting packings are to be fitted as follows:

Front Bulkhead – 2 Balata Packings No RLH.229.N12 No 1 Crossbar – 4 Aluminium Packing Pads No 2 Crossbar – 2 Aluminium Packing Pads.

Action: Full Application At Overhaul.

5 Coach Side Route Boards – Routes 718, 720 and 720A – Wording Amended Codes affected: RF 1/3, RF2/1 and RF2/3 operating routes 718, 720 and 720A The recent Government Report on New Towns contains a request that the designation “New Town” should no longer be used to describe these recently developed areas.

To conform with this request transfers ‘Harlow New Town’ and ‘Harlow Old Town’ are to be replaced by transfers ‘Harlow (Bus Station)’ and ‘Old Harlow’ respectively, as and when the route boards are renovated. Existing stocks of transfers are to be disposed of at the discretion of the Progress and Material Superintendent.

Action: Full application when route boards are renovated.

Method of Assembling Bottom Channel Assembly – No 6 Bay Nearside – Into Body Revised

Codes affected: RT3, RT3/1, RT8, RT8/1, RT8/2 and RT10 It has been found, at overhaul, that to replace the bottom channel assembly – No 6 Bay nearside (Part No RT.081.C1), necessitates excessive stripping in order to replace one 3/16in. diameter rivet and three 2BA bolts.

The rivet passes through bracket (Part No RT.063.C4) at the foot of No 6 pillar, bottom channel and bottom channel end bracket only as shown on the issued drawing. The three 2BA bolts are used to attach the moulding rail (Part No RT.038.C13) to the bottom channel assembly (RT.081.C1). These bolts are to be replaced by five No 8 round head woodscrews.

Existing stock of RT.081.C1 is to be modified by adding a 3/16in diameter rivet hole and five holes for No 8 woodscrews.

Action: As and when at overhaul. Introduction of Sun Visors on Single Deck Coaches

Codes affected: RF1/2, RF2/1 and RF2/3 Sun visors to LT design are to be fitted to the windscreen in the driver’s cab on all single-deck RF coaches as shown on LT drawings.

Action: Full application at Works and Garages.

Rear Axle Differential – Ratio Revised from 51/6 to 4 4/7:1

Alteration Advice Z796 is to be extended to include a further 1,253 vehicles as follows:

Code Number Area RF2 188 Central RF5/2 162 Country RF5/3 37 Country RF1/2 15 Country RT 794 Country RT (Coaches) 57 Country

The agreed rate of change initially will be in the order of 14 differentials per week. The Rolling Stock Department advise that differentials can be changed at this rate by both Country and Central jointly, but when Central Area vehicles are completed the rate may be required to be reduced to approximately eight per week.

Modification to One Man Operated – Central Buses

The recent advice is to be revised to introduce coach bolts in place of engineers bolts in order to prevent unauthorised removal of door blocks.

6 Furthermore, as an additional safeguard to prevent the doors being used when vehicles are employed as crew operated buses, the fuse controlling the door circuit is to be withdrawn. This is the fourth fuse from the top left hand bank in the 14-way fuse board (marked spare)

Action: Procedure advice.

Rubber Compass Panels Recent directives are to be revised to exclude RT3 vehicles from the codes on which it is permissible to fit rubber compass panels. A special panel would be required with provision for the rear indicator box and in view of the age of the vehicles concerned, expense is not warranted.

1/7RT7 Vehicle Body Mounting Mr Stone stated that in regard to the cracked No 5 crossmember, he was of the opinion that welding of the hairline crack, which occurs where the strengthening gusset is welded to the tube, is the best method of resolving this problem rather than resorting to schemes outlined at the previous meeting of this Committee.

Mr Higgins concurred and asked that welding of cracked crossmembers should only be carried out at chassis overhaul.

Mr Lloyd pointed out that the crack in defective crossmembers was not hairline and could be easily seen without the use of a magnifying glass.

Following a brief discussion it was accepted by the Committee that in present circumstances, welding was the best solution to this problem and that welded crossmembers should be kept under observation for possible failure.

This Minute may now be closed and re-opened only in the event of failure arising by facture of the weld.

Masking Plates for Indicator Boxes

Reference was made to a laboratory report on the suitability of ‘Fablon’ black PVC self-adhesive sheet for masking purposes in the indicator boxes. It was noted from evidence available that the foregoing sheet showed promise as an alternative to present packing plates which are frequently being lost at body overhaul and thus required replacement.

Mr Styles stated that PVC self-adhesive sheet, which could be obtained in various widths and quality, would effectively withstand temperatures experienced in the destination box both in service and the paint ovens at Aldenham and that trouble should not arise with regard to lifting and peeling.

It was agreed that a roll of plain black PVC self-adhesive sheet in the most economic width be obtained under experiment sufficient for the masking of indicator boxes on 100 vehicles undergoing overhaul at Aldenham.

Note: The PVC sheet is to be cut to the required strip size before issue to the shop floor and the removed blanking plates be stored.

Treatment of Timber Members to Ensure Freedom from Rot

Mr Lloyd advised that a high proportion of double-deck vehicles undergoing overhaul at Aldenham require new platform boards and sill bars as these are subject to rotting especially on the underside. He thought that this condition was brought about by the rubber platform mat covering preventing drying out. He queried whether there was some form of effective preservative on the market to ensure freedom from wood rot.

In reply, Mr Styles explained that surface treatment was not 100% effective in preventing wood rot and that the only satisfactory method for overcoming this problem was full impregnation under pressure.

7 Reconditioning of Beatonson’s ‘Rapide’ Type High Level Half-Drop Windows

Mr Stone stated that 25 RF vehicles were equipped with the above type windows, 8 windows per vehicle, under cover of Experiment S7032 in March 1953 and that trouble is now being experienced in service due to wear on the bevel gears and associated bushes.

In order to maintain these windows in a serviceable condition there are two practical alternatives methods of reconditioning; These are as follows:

(a) replace bevel gears and associated bushes by purchasing spare parts from Messrs Beatonson at a cost of £1.12.6 per set based on a quantity of 200.

(b) replace rail and winding handle complete with standard Widney counterpart which would necessitate making adaptor pieces for fitting in the end of the rail. Cost per set £4.3.5. (see staff suggestion)

Mr Lloyd pointed out that method 2 is not an original suggestion and that stocks of this material had been retained by a decision made at the Material Technical Sub-Committee held some time ago. He suggested that consideration should be given to the use of this material for 36 window sets as there was a possibility that this stock would not be used up and would be eventually scrapped.

The Chairman requested Mr Stone to check the movement of component parts with the stores and on this information take appropriate action to use up stocks held and thereafter recondition the remaining windows under experiment to ‘Beatonson’ standard.

Rubber Compass Panel RT3 Code Vehicles – Total Number Effected 532 Mr Stone submitted costs of fitting a rubber compass panel to the above vehicles which incorporate RM type rear direction indicators. The cost would be £2.16.6 per vehicle as compared with £1.6.11 for the fitting of similar panels to the remaining RT vehicles as authorised by a recent Advice.

He questioned the advisability of fitting the rubber panel to the foregoing vehicles in view of the extra costs involved and short remaining life. It was agreed to raise this matter at the next Works Manager’s Meeting to be held shortly.

Subsequently it was agreed that rubber compass panels should not be fitted to the 532 RT3 vehicles in question.

Tudor Safety Glass for Windscreens Mr Styles stated that tests had been carried out some time ago on a small number of vehicles equipped with the above safety glass.

In response to an enquiry recently received from the Supplies Officer, the firm had again been visited and it was considered that the purchase of a small proportion of requirements from them would be justified. Because of past failure to obtain any useful evidence, he proposed that a service experiment be opened to enable the performance of Tudor glass to be followed so as to determine it acceptability as an alternative to the current supply.

Following discussion it was agreed that a further experiment be opened to cover a batch of 100 RT vehicles involving the fitting of Tudor laminated plate glass in the top half of the windscreen and laminated sheet glass in the lower half position.

Mr Stone to arrange.

RM Engine Cooling Fan

Mr Higgins reported that a satisfactory performance has been obtained on bench tests from a modified fan incorporating a new design centre with smaller section rubbers similar to that fitted to the Leyland RM prototype. Eleven similar fans have been fitted to service vehicles so far without complaint.

8 Continuing he mentioned that amplitude at resonant speed was much less than experienced with the present design fan assembly and that a 7 1/2 hour bench test at critical engine speed resulted in only a 2ºF temperature rise in the rubbers.

It was agreed that in view of these promising results intermediate steps should be taken to modify all existing fans to the revised condition.

Rear Axle Efficiency – RM

Mr Higgins referred to correspondence concerning rear axle efficiency from AEC which advised that under high torque and low sliding velocities as would occur when starting a vehicle from rest, the efficiency of a 7in worm and wheel drive may be as low as 85%. At higher speeds and lower torque the efficiency rises to a peak of 95%.

With regard to spiral bevel gears, AEC Ltd pointed out that it had no actual information but assumed that the efficiency would be considerably higher as the amount of sliding is comparatively small. It was thought that the efficiency ranged from 93% to 97% depending largely on the temperature of oil and the horsepower lost to oil churning.

The Chair mentioned that the Research and Development Corporation had taken an RT vehicle to establish the efficiency of units. He requested that they be approached to check the efficiency of an RM rear axle unit so that a comparison could be made with an RT unit.

Mr Styles stated that in view of the information obtained it would seem desirable to investigate the influence of variation in rear axle lubricant upon the fuel consumption of RM vehicles.

Removal of Handbrake Lever Fixing Stud

Mr Stone reported that difficulty had arisen in the removal of the stud for replacement by a high tensile stud, recently authorised, due to close proximity of the guard shield. He added that it would be necessary for a hole to be cut in the shield for stud replacement.

Mr Higgins suggested that the casing should be cut and bent sufficiently for the stud changeover, the cut section of the casing then being returned to its original shape. To prevent ingress of water through the cut, Mr Stone suggested that the edges be tack welded or alternatively a blanking plate provided.

The Chairman requested Mr Stone to liaise with the Planning and Methods Engineer and resolve this problem by the cheapest effective method on the lines suggested.

Headlamp Bulbs

Mr Styles reported that the Chief Supplies Officer had been requested to obtain alternative makes of bulbs suitable for this application and having modified filament support but to date none have been received.

Mr Charles was of the opinion that the problem of filament sagging was not serious and that present bulb life was considered to be satisfactory and in most cases of reports concerning defective bulbs, as a result of a sagging filament, it was obvious that replacement should have been carried out and that the bulbs in question had failed due to ‘old age’.

Mr Butler commented that from an operating viewpoint, life to replacement was considered satisfactory.

Summer/Winter Charge Switch for Control Panel Mr Bonner stated that, following charging tests with RM batteries, it appeared necessary to maintain a regulator setting of 28.5 volts during the winter period. If regulators were switched to the summer setting of 27.5 volts, it was possible that undercharging would result and while this would not necessarily involve service failure, some reduction in battery life was possible due to antimonial contamination of the negative plates. 9 Discussion ensued on the stability of regulator settings when it was noted that on existing vibratory regulators a voltage rise of up to one volt was frequently encountered. In reply to the suggestion that this feature could be offset by an initial lower setting, Mr Bonner pointed out that this would result in serious undercharging of batteries with those regulators which maintained their initial setting. It was confirmed that the present setting was 28.5 volts during the summer period.

Mr Styles referred to battery water consumption tests and it was noted that regulator settings had risen in service by up to 0.75volts, thus largely invalidating the tests in hand designed to determine the flexibility of employing the ‘Summer Setting’ in winter.

The Chairman requested Mr Bonner investigates the possibility of regulator readjustment in this connection and the maintenance of setting during the course of the experiment.

Smoking Exhausts Mr Styles reported that a smoke survey had recently been undertaken and from results obtained it was evident that 3RT vehicles were slightly better that 6RT and 7RT vehicles in respect of exhaust condition. He then referred to the calibration of fuel injection pumps and suggested that all pumps calibrated on Hartridge machines to the latest condition should be identified by the painting of a Hedge Sparrow Blue spot on the casing. This was agreed.

Fuel Consumption Test – Cricklewood Garage Mr Styles referred to Research report No 112 which covers the above investigation and stated that, from the results obtained, it was concluded that the RM vehicles gave a 5 1/2% better fuel consumption performance compared with RT vehicles concerned in the test.

Plastic Tubing Mr Styles agreed to ascertain the feasibility of obtaining a length of nylon tubing sufficient to equip the heating system on one RM vehicle.

Advert Fixing Mr Styles reported that he had been in touch with various manufacturers of advert adhesives but so far alternative products offered were not satisfactory.

The Chairman stated that he had discussed the subject with the Works Manager and it was his wish not to adopt an alternative adhesive as he considered the present adhesive was satisfactory.

Suspension of “As and When” Alteration Advices for RT6 Vehicles. Mr Brewer again queried the date of the last overhaul of the above vehicles and pointed out that six months’ notice was necessary for ordering materials.

Mr Charles concurred and thought that some guidance could be given to assist in future planning. The Chairman stated that it was very doubtful at this stage whether a definite decision could be given.

Following discussion the Chairman requested Mr Stone to form a Committee and draw up a list of all advices on all codes of vehicle approaching Fourth Cycle overhaul and recommended for elimination those considered unnecessary at this stage of the vehicles’ life. A Separate list of alteration advices is to be prepared which are yet to be implemented.

Suggestions

Number Description Remarks 45940 (Review) Tower ladders – foot guard around platform Raised to adopted 51314 RF: Destination gear – alignment pointer - 4BA screws in place of rivet Adopted, award 51933 Simms fuel pump – scheme to prevent oil seepage Interest award 52495 RM: Bell unit repositioned No award 52549 RF: Chassis outriggers – wood blocks on chassis for support No award 52610 RF: Offside rear heater to be moved to seat compartment No award 10 52625 Short ‘U’ bolts to be used for conn rods in stores Adopted, award 52642 RF Coach: Folding step to rear emergency door No award 52706 Trolleybus: Driver’s cab – two slots to be covered - draughts No award 52804 RF – stairs and entrance to be rubber floored in lieu of slats No award 52875 Mirror in cab, buses No award 51509 Aldenham: battery lifting gear Adopted, award 51980 Aldenham: paint line gantry metal lip to front edge No award 52646 Plating shops: All-chrome bath – rectifier to be turned Adopted, award 52649 Method of spaying film cans for BTC Adopted, award 52801 Bus platform light repositioned to show up edge No award 52842 Hardening Shop: Four trolleys to have metal covers Adopted, award 52947 Chiswick Compressor House: Water pump failure to be shown in Extension award Boiler House 52992 APE Reservoir: Type valve should be fitted to raise pressure No award 53090 Replace driver’s blinds with amber glass in bulkhead No award 52158 RF OMO:1/4 in rubber to replace lining felt of ticket machine pocket No award 52764 Works Notice Board for Sports Association notices only No award 52858 Aldenham: Battery crate frame racks for High Bay Omission award 52876 APE Unloader Valve: Rubber seat to be fitted Interim award 53140 APE Non-Return Valve fitted in union on air cylinder No award 53159 Platform edge to be painted white No award 40021 (appeal) Rear road wheels to be chamfered on inside of nave only Adopted award 42344 (appeal) New Head Office phone number on destination blinds Interest award 52852 RM: Chequer plate on front indicator doors to be raised No award 53128 Floor Traps: Spring washer under screw head No award

From the Minutes of the Chief Mechanical Engineer (Road Services) Meeting held on Wednesday 6 January 1960

Approvals of Expenditure

Chiswick Works – Two Additional Spring Scrap Trucks for Spring Shop - £200

The new procedure for the complete replacement of RT front spring leaves and salvage of certain parts of the old springs for the Spring Shop has resulted in a heavy increase in the amount of scrap material arising and authority was sought to provide two additional spring scrap trucks for the collection and removal of this material. This was approved.

Authority to Withdraw Redundant Assets Forms

C16/188 22 TD/2 single deck buses } 5 15T13 single deck buses } Total book value £84,117. Surplus to requirements 1 TD/2 single deck bus } Damaged beyond economical repair

Approved for submission

C16/187 1 Bedford 5-ton Catering Van 696B Book value £765

Approved for submission

C13/66 and C13/88

Under memorandum dated 5.1.60, Mr Wicks reported that due to the change-over to commence in June 1960, of rear axle ratios of RF buses and RT country buses, it was decided to retain as a float 30 and 5 differentials, book values £2,095 6s 9d and

11 £323. 2s 11d authorised for disposal on the above AWRA forms. This was approved for submission to the Executive.

Tilt Test

Mr Shave reported that a fire engine had received a tilt test without loading. A charge of £12 was recommended.

Apprentices The CME reviewed the present and probable future requirements of apprentices from the National points of view and those of the Executive, taking into account all factors affecting the position, to determine the number of youths who the Executive should train, bearing in mind the situation likely to exist in some five years’ time when their training would be completed. The CME said that should changing events lead ultimately to a surplus of apprentices, they would be required to take up employment elsewhere upon attaining craft status.

After discussion of the many factors involved, with particular reference to labour requirements in relation to vehicle overhaul policies the CME directed Mr Wicks to consult with Mr Eaton in connection with variations to the overhaul programme now under consideration and to report in due course as to the effect of this and all other factors upon the number of apprentices trained.

Spares and Unit Position

(a) Cardan Shafts

Mr Shave reported a shortage of cardan shafts. Mr Wicks said the matter was in hand but output had been affected by cardan shafts currently received for repair being in abnormally worn condition.

(b) Trolleybus Brake Cylinders

Mr Shave said the shortage of trolleybus brake cylinders was becoming serious. Mr Wicks said the cylinders had, in the past, been bored out to the maximum and he was now awaiting delivery of liners. Mr Shave drew attention to the extent to which it was necessary to replace RT brake cylinders due, it was considered, to the use of steel liners. The CME directed that these matters should be reviewed at the next meeting of his Technical Committee.

(c) Rear Hubs - Trolleybuses

Mr Wicks stated that this matter was receiving attention.

Failures and Delays Due to Mechanical Defects

(a) Central Buses

Mr Shave said that failures experienced by Central Buses during the period were mainly attributable to defective batteries, windscreen wipers and bell pushes. These were a seasonal problem and every effort was being made to improve the situation.

(b) Country Buses, Trolleybuses and Coaches

Mr Wicks referred to the increased input of control panels for repair and suggested that this was associated with the extent to which batteries were now being retained in service.

12 (c) Operation of Routemaster Buses – Week Ended 22.12.1959

A statement submitted by Mr Shave was reviewed. Mr Purves drew attention to three instances of throttle sticking, which might have been due to the use of the manual stop. This was being taken up with the manufacturers.

Mr Shave said that defects were still being found on new vehicles at garages. In this connection, the CME referred to arrangements made previously for new vehicles to be subjected to comprehensive examination at Aldenham by Rolling Stock Inspection staff and directed:

(i) that this work be intensified, each vehicle being fully examined.

(ii) defects found to be rectified with the co-operation of the works staff before new vehicles were delivered to garages.

(iii) reports on defects found to be reported to the contractors and submitted at each departmental meeting.

Conversion from Coal to Oil Burning The CME referred to a Directive from the British Transport Commission that following discussions with the National Coal Board, consideration should be given to warning the Board before decisions were implemented to substitute oil for coal on any important scale in order that more attractive coal prices might be forthcoming

Seven Kings Garage – Electricity Supply Under memorandum dated 1 January 1960, Mr Wicks referred to his negotiations with the London Electricity Board ( District) concerning the proposed conversion of electricity at Seven Kings Garage from DC to AC supply. The electricity authority concerned was prepared to deal with this conversion only on a like-for-like basis from the load aspect. Mr Wicks considered it unreasonable to commence with a new AC installation in a garage converted with part new and part old equipment and recommended that the equipment be modernised to accommodate a washing machine and to provide capacity for future lighting improvements at a cost estimated to amount to roundly £800 offset by the sum of £400 which the LEB (Essex District) had undertaken to subscribe. The CME directed that this work is undertaken on the basis indicated.

RM Buses Deliveries

The delivery position of RM buses was noted as follows: Vehicles Delivered W/e 2.1.60 Cumulative Position Park Royal to AEC 5 200 AEC to London Transport 7 186

RFW Coaches

By memorandum dated 4 January 1960, Mr Wicks reported that from examination of the first of the RFW coaches to be overhauled, it was evident that the structure of these vehicles, which had operated relatively little mileage, was sound and capable of a further six to seven years’ service.

New Colour Scheme – Double Deck CR Coaches

The CME said the Director of Research had advised that colour plates would be available within a week. Mr Purves to follow up.

Fluid Flywheel Glands

Mr Purves said that a report regarding the feasibility of undertaking at Chiswick repairs to fluid flywheel glands was in final stages of preparation.

13 Running Letter and Number Plates

Mr Shave stated that, as a trial measure, all running letter plates at Turnham Green Garage had been replaced by painted letters – white on red.

From the Minutes of the Chief Mechanical Engineer (Road Services) Meeting held on Tuesday 21 January 1960

Expenditure Works (Buses and Coaches)

Bodies At Aldenham, increased expenditure continues to arise from increased labour and material requirements for body overhauls, accentuated by an increased output of overhauls and more work for structural metal parts. These features are again largely offset by savings accruing from a reduced volume of accident repairs and trimming work.

Chassis The over-expenditure arises from increased material requirements for engines and frame fittings, together with an increased demand for out of engines, springs, from axles and differentials. At Chiswick, the higher demand and production of accumulators is the principal contributory factor towards the increased expenditure.

Works (Trolleybuses) Reduced expenditure continues to reflect the lower output of overhauls and fewer staff at Fulwell Works.

Trolleybus Depots Staff on books: 916 Trolleybuses maintained: 1,051.

Modifications to Miscellaneous Vehicles Mr Purves submitted a Request for Modification to Miscellaneous Vehicles Form covering the supply and fitment of a one-ton EPCO crane to Ford five-ton lorry No 1138F. This equipment would facilitate the handling of bus stop posts and a saving of labour would result. Estimated cost £76.

Losses of Material The value of material lost or stolen from Garages or Depots during the month of December 1959 had been estimated at £65.0s.10d. Copies of lists would be passed the the Chief Finance Officer and the value written off in accordance with agreed procedure.

Staff Suggestions Under cover of a memorandum dated 8 January 1960, Mr Purves submitted a statement setting out the position of staff suggestions dealt with by this department during 1959. It was noted that the number of suggestions received during the year amounted to 358 compared with 406 and that of the former, 27 were outstanding at the end of the year, of which only six held for special investigation were more than two months’ old.

This was noted and a copy of the statement would be passed to the Establishment Officer.

Trolleybus Brake Cylinders

Mr Wicks said he was still awaiting deliveries of trolleybus brake cylinder liners and would now deal with this on an emergency basis in view of the serious situation that might in consequence arise.

Central Buses – Bell Plungers

Mr Shave said the present bell failures were associated with the prevailing severe weather conditions and were due to sticking plungers. It was noted that although the experimental truncated plungers in use had not previously suffered from this defect, cases had now occurred of these plungers sticking. 14 The CME said that every effort should be continued to correct the position and directed Mr Purves to consider development on the lines indicated of a simplified bell mechanism, which, while no less robust would not be prone to this recurring defect.

Public Letters

Communications upon the following subjects had received attention:

Name Comment Action Colin H Davidson “Break Glass” window Reply to CME 31.12.59 Pratt, G F Exhaust fumes Routes 712/3/4 – In hand Dorking Garage Dennis, L Dirty condition of seats on In hand trolleybuses ex Hanwell Depot

Drawings It is recorded that the CME signed drawings as follows:

Edgware Garage – Enlargement of Operating Accommodation. Finchley Trolleybus Depot – Conversion to Bus Garage.

Dorking Garage Reference was made to the desirability of carrying out certain work at Dorking Garage concurrently with work already authorised on a Special Expenditure Requisition in respect of the canteen. The additional items in question are:

(a) Provision of Bulls-Eye Sign

Mr Williams said the cost of providing and installing this sign was estimated at £40.

This was approved and the Chief Civil Engineer would provide.

(b) Provision of Exhaust Fume Extraction Equipment

Mr Williams said the cost of providing this equipment was estimated at £100. It was noted that the installation of exhaust fume extraction equipment at specific garages had envisaged provision at 180 points. This had since been reduced to 130 points which consequent reduction in cost and it was proposed that the equipment at Dorking Garage (2 points) be provided at an estimated cost of £100.

(c) Parking Area

The necessity of a bus parking area was confirmed and the CME directed Mr Williams to rationalise the position in this regard as a matter of urgency and to submit proposals supported by an estimate. Authority would then be sought for expenditure to be incurred.

Potters Bar Garage In connection with the layout proposals for part-occupancy of Potters Bar Garage by Arlington Motors Ltd, the CME said that the Operating Manager (Central Road Services) was not prepared to surrender accommodation beyond that originally agreed.

The Estate Agent and Rating Surveyor would be informed.

Norbiton Garage and Docking Unit In connection with the desire of the purchasers of Norbiton Docking Unit to take over the premises at an early date, the CME said that although the plant work involved could if necessary be completed within a few days, the Chief Civil engineer had stated that building work would not be completed until 15 early March 1960. It was also noted that the Chief Civil Engineer proposed not to commence provision of heating in the building to be retained (Norbiton Garage) until the end of the present heating season. This would require Rolling Stock staff who were now working in fully heated conditions in the docking unit to move to the garage without heating and it was improbable that this would be acceptable.

The CME said he would consult with the Chief Civil Engineer in this connection.

It was further noted that representatives of the purchasers of the docking unit had claimed that moveable assets in the docking unit were included in the contract price, contrary to previous understanding. The CME said he would draw the attention of the Estate Agent and Rating Surveyor to this matter and would point out that insofar as this department was concerned, the purchasers could be permitted to place a limited number of vehicles in the garage and in the open space adjacent to the docking unit provided this was understood to be entirely at their own risk and also provided that the Executive was indemnified against any incident arising from their presence.

RM Buses Deliveries The delivery position of RM buses was noted as follows: Vehicles Delivered W/e 16.1.60 Cumulative Position Park Royal to AEC 6 212 AEC to London Transport 10 202

RM Buses – Defects on Delivery A statement submitted by Mr Shave showing defects found upon delivery of new RM vehicles and the corrective action taken was reviewed. It was noted that certain of the vehicles had been returned to the manufacturers for rectification.

RM Buses - Free Issue Material The CME said that it could be assumed that production of RM buses at Park Royal Vehicles Limited would be at the rate of ten per week until at least the end of September 1960.

Colour Scheme – Green Line Coaches The CME said that two shades of green, recommended by the Central Laboratory as being more durable than the existing colours used for Green Line livery, had been selected. Arrangements were to be made for a Green Line Coach to be painted in the proposed new shades for inspection by all concerned.

In connection with the CR Double deck Coach, the CME directed that normal Green Line interior moquette be adhered to having regard for the relatively small number of CR coaches at present envisaged.

RM Buses – Interior Heating Mr Purves reported upon the outcome of tests undertaken in connection with the differences found in RM interior temperatures at various levels and indicated means by which it was hoped to obtain more equitable heat distribution. The CME said it was essential that the problem should be overcome before substantial numbers of RM buses entered service.

RM Buses – Review of Accidents Mr Wright said that his return dealing with this subject was still in course of preparation, but preliminary indications were that although vehicle accidents involving RM buses were at present greater than for trolleybuses, this was a random effect due to the small number of RM vehicles in service.

Running Letter and Number Plates Mr Shave confirmed that the trial replacement of all running letter plates at Turnham Green Garage by painted letters (white on red) was continuing.

[Editor's Notes: In case anyone is interested, the colour “Hedge Sparrow Blue” referred to in the Minutes above was actually a light green. In the same way, “Chinese Green” used in RM vehicles was actually a light grey – was someone in LT colour-blind? Reference to CR coaches is not to rear-engined Leyland Cubs, of course, but to what we all know and love as RMCs. Body parts unique to these vehicles had

16 part numbers in a “CR” series which caught me out for a while at Hemel Hempstead when I mistakenly assumed they were ancient left-over items from when Tring, by then closed, had operated a CR.]

Above: I am aware that this is not a very good picture but I could not resist including it here because of the reference to service vehicle 1138F being equipped with a crane to aid handling bus stops. This photograph shows exactly that lorry, photographed in late December 1960 or maybe early January 1961 outside my then home in Boxted Road, Hemel Hempstead. A bus stop pole can be seen on the back of the lorry. What it was doing there was never established as no bus route used that part of the road (which LT's area timetable street plans insisted on calling, mistakenly, Pulley's Lane) until well into London Country days.

For Sale

One copy of each of the books "RT, The Story of a London Bus", by Ken Blacker (2nd edition, 1980), and "RF", by Ken Glazier. Both in very good condition, very slight wear at the top and bottom edges of the dust jackets but otherwise excellent. These were the late Steve Bidey's, and I am selling them on behalf of his estate. Best reasonable offer/s secures (they are for sale separately or together). purchasers will have to pay postage at £5 apiece, £10 if both are bought.

We kept these out of a recent book sale so that they could be offered to members of the Friends, but they will go to dealers if there are no takers.

Contact David Thrower, 49 Ackers Road, Stockton Heath, Cheshire, WA4 2DZ, tel 01925-264156 or email [email protected]

Dave Britton and LCBS Garages Martyn Hunt I read with interest to see the above character with his RF 673 and our Editor's involvement with him in the working environments of St. Albans and Hemel Hempstead garages. I met Dave on several occasions, certainly at St. Albans garage and possibly at vehicle rallies with the RT/RF Register, here are his vandalised RFs 11 and 673 in a yard adjacent to Luton railway station on 9 July 1989. (Next page)

Checking my notes for the 9th July our journey was made from Ipswich to the RT/RF Register Rally in my VW Transporter Bus (a 7 seater) collecting the late Richard Brewis from Borley. The rally took place in Leighton Buzzard railway station car park and was organised by Peter Gomm and friends of the Register.

En-route we stopped off at Linda Peters' establishment to view RT 2213 in a field twixt Hertford / Hatfield; Hatfield garage forecourt was layover to Leyland Nationals SNB 208, 239 and 337.

17 After the rally we journeyed via Hemel Hempstead (not the garage) to Garston garage where 61 vehicles were observed comprising types AN, LR, SNB and various coaches and minibuses. Return to Ipswich was probably via the M25.

It is difficult to see what people get out of mindless vandalism of this sort. Luckily RF 673 lived to tell the tale; RF 11, alas, was scrapped long ago, despite efforts from some of us, by then resident in the North-West, to save it.

18 RT 2213 lost its body in a fire, but all was not in vain; its chassis survived to become an exhibit at Cobham and subsequently Brooklands. Photographed (above) on 14 August 1994 by Martyn.

19 First and Last Garage Bashes Martyn Hunt Growing up in the small town of Sawbridgeworth, I have been a life-long transport enthusiast (previously known as "spotters" in most instances). RTs, RFs, GSs and steam trains were my fodder. Whilst many visits to London and the surrounding areas in Dad's car and on the train, a move to Ipswich in 1958 didn't dampen my enthusiasm.

Soon entering the "enthusiast brigade", it wasn't until 24th October 1982 that I and fellow transport enthusiast Ken Hammond started LT "garage bashing". I was always the car driver on any of our "bashes" which took place on Sundays when garages usually contained a maximum number of vehicles (cops). I would like to point out that we NEVER "bunked" garages and always obtained permission or declination to look around the premises from garage engineers or running shift foremen.

I will mention any "family "vehicles which were seen. This trip on 24th October 1982 involved the following garages - vehicles present in brackets (): Grays (53) vehicles including RT 4508; Hornchurch (38); Romford (North Street) (60); Seven Kings (44); Barking (75); Upton Park (75); Poplar (49) including RT 227 (Green) and RT 1705 (Red); West Ham (98); across the Woolwich Ferry to Plumstead (84) finishing at Catford (116) including RT 1702 (Green).

Garage bashes concluded on 12th July 2009 with visits to the following premises: Uxbridge (First) REFUSAL; Hayes (First) (14); Hayes (Travel London) (15); Greenford (First) (26); Hounslow Heath (London United) (44); Hounslow (London United) (64); Brentford () (63) and Fulwell (London United) (75).

Over the interim years we've met and made some good friends within the organisations, be it London Transport or the privatised companies. Thank you all, we have had some great times and many cops! Nowadays because of the daytime peak vehicle requirement it's standing on street corners - but how the vehicle types have changed from RTs, RFs and RMs and many others to hybrids and electrics!

Arthur Henderson 1926 – 2019 John Wagstaff You may already be aware that our old friend Arthur Henderson passed away last Wednesday. (4th December). He was 93 and had always been proud of the fact that he was the same age as the Queen. I last saw him at the end of October. He was still in his own house in Cambridge – he never had to move into a care-home, with good friends and neighbours to keep an eye on him. Apart from being very frail, in his last few months he was suffering quite severely from dementia. This meant that, when I quizzed 20 him in what turned out to be our last meeting, he had only a vague idea about how many buses he still owned or where they were located. Possibly about five, he thought, and maybe in the Ramsey area of /Huntingdonshire, but he was far from certain. As you can imagine, his executors are already very concerned about this kind of detail, and I said that I would ask if you would kindly insert an appeal in the Newsletter asking if anyone has knowledge of Arthur’s remaining buses. Conversely, people might be worried about RT (red or green) or RF (likewise red or green, one converted to breakdown tender) buses they know about but which have not moved for some considerable time.

On a lighter note, one of the many amusing stories I could relate about Arthur – I first met him in 1977 when he parked a red RF outside 55 Broadway to come in to do a spot of business – is how at one stage he was about to marry a rather exotic Austrian lady with whom he had somehow got involved. When she found out about the considerable fleet of buses he owned at that time she gave him an ultimatum – “It’s me or the buses!” Naturally he chose to keep the buses.

Arthur will be sorely missed!

Editor's Notes: Arthur had been one of the original members of the RT and RF Register and continued with the “Friends” for many years, but latterly failed to renew his subscription. He worked in the Traffic Research Centre (TRC) of Cambridge University – indeed, I think effectively he WAS the Traffic Research Centre – and he claimed to be the inventor of the guided busway. He was very pleased with and proud of the long one near Cambridge but kept quiet about the one abandoned in Birmingham.....

I have been looking through some old papers and PSV Circle publications and I have found that at one time or another Arthur (or the TRC) owned RFs 36, 52, 79, 309, 462, 556 and 636, RTs 2905 and 3241 and RMA 1. There may well have been others for all I know.

RF 636 and RT 3241 have passed to new owners some years ago, while RFs 462 and 556 are with Kelvin Platt up here in the North West. Whether he owns them or has custody of them on behalf of Arthur is not clear; it was known that at one time Arthur was prepared to “lend” buses to anyone who would undertake to restore and care for them. RF 309 has disappeared from the records, RF 36 has not been reported for 10 years or so and RF 52 is known to have been parked out of use in a damaged condition at one time quite a long time ago. RFs 79 and 556 were converted for use as towing vehicles while with London Country. RT 2905 was at one stage on loan to a group based in Swindon.

If any members, friends or other readers of this publication know anything about any of Arthur's vehicles, please let us know as soon as possible. They may well be stored somewhere out of the way but someone often knows about these things even if sworn to secrecy. Any information can be sent to me, or direct to John Wagstaff – [email protected] One might expect under normal circumstances that there would be some form of Registration Document for each of his vehicles, but where these are, at his home or in the University, or even if they exist at all, is apparently not clear.

I Finally Bought a Bus Nigel Pittman I am proud to say that something I never thought would happen, i.e. becoming owner of an RT, has actually come to pass. The 2nd December saw delivery of RT 2291 to its temporary stop over at the premises of Routemaster4Hire in Llay near Wrexham. With the help of synchronised lifting gear and sterling work by Tim Hines, Graham Rixon and David Lee, all its oils were changed, brakes checked, points greased and underside checked. It would be churlish to say that there is much work to do as Rob Duker, its custodian for so many years, has done an incredible amount to restore it to running condition. I can only hope to carry that work on so with the help of fellow enthusiast Glyn Plevin a list of further tasks has been drawn up. Hopefully, the new year will see that list gradually shorten.

21 RT 2291 is now at its new home on the old Hooton aerodrome, the good news being that it is with Tim Hines’ recently acquired RT 2629 (depicted below), formerly owned by Roy Gould. Tim has a fair bit

22 more to do than me but, as an engineer whose ability belies his 21 years, he already has the engine running sweetly.

I have read the Friends Newsletter since the first edition and through the guidance of those who have kindly offered advice I finally felt it was time to take the plunge. I hope I can get the bus to some of the shows, though the distance to many of them will put a limit on it. Meanwhile we hope that some time very soon this part of the North West will see two RTs gracing its roads.

Another Mystery Solved

Over the years we have cleared up one or two long-standing queries, including the fact that the original Green Line RTs were indeed painted a shade of green darker than the familiar Lincoln green, and that the alleged preserved LT 19 existed only ever in the imagination, being a proposed project that never got off the ground.

We can now add another to the list, and that is the Ebor Bus Company's two Regent IIIs which may or may have not been RTs. Ken Blacker's excellent and authoritative book says they were but other sources contradicted that, so I put a query to The AEC Bulletin, whose readership includes numerous former AEC employees. One of these is Brian Thackray and he in turn has access to the chassis build sheets. He has discovered that there were three chassis rather than two, the third being diverted to E. Naylor and Sons of South Normanton (MRB 709) and passing to Trent in 1956 with the business. All three were indeed NOT RTs, but the provincial version, so now we know. The Bulletin includes a rather grainy picture of this latter bus, but again, neither of the Ebor vehicles appears to have attracted the attention of photographers whose work is known to the publishers. Ebor also had a Regent with 7.7 engine, which acquired an ECW body. What is not known is why the chassis numbers of the vehicles were so far apart, why one of them was in the middle of a batch of genuine RTs delivered to non-London operators, or why the third (0961018) was diverted to another operator.

In passing, I recommend the AEC Bulletin, which appears three times a year, to those with an interest in the firm and all its products. It is vastly superior to the scrappy, self-congratulatory and semi-literate “AEC Gazette” churned out by the AEC Society, an organisation which lost its way some years ago. If 23 you want to know more, contact the Editor, Robert Harris, [email protected] or real mail to The Bailiff's Cottage, Hunts Hill Lane, Naphill, High Wycombe, Bucks HP14 4RL The Bulletin is a glossy, well- illustrated 60-page publication, larger than A5 but not quite A4, costs £25 for three issues and all the funds are devoted to producing and despatching the magazine, which is packed with interesting material.

TD 118 - saved

I am very pleased to say that, following the appeals in recent Newsletters, TD 118 has found a new home and will be restored in due course, although as I understand it, not immediately. Once again, our friends at Ensignbus have come to the rescue of an endangered bus.

Above: On the subject of Ensignbus, it is very gratifying to learn that they have completed the restoration of former St Helens RT BDJ 807, for so long the property of my old friend the late Don Fowler. The bus retains the platform doors fitted by Harper Bros, its second owner, but is otherwise in authentic St Helens condition even down to the air-scoop on the bonnet added by St Helens Corporation late on in their ownership of the bus and serving, allegedly, no purpose. The eagle-eyed will spot the fleet number “RT 4826”, added, I understand, to upset the purists! Photo by Steve Newman kindly forwarded by Geoff Sandford of the St Helens museum; we have of course been helping out from time to time with information about paint shades, transfers, etc. The fleetname was locally made in St Helens a few weeks ago as we have run out of the original transfers now, so there is a genuine link to the town. Don would have been so pleased – except for the livery as he wanted it kept in Harper's colours, but a more depressing and unpleasant shade of green you have yet to see. There you are – another picture of an RT, even if not a London one.

Trolleybuses at Hammersmith, continued John A Gray The 666 route shown by trolley 1588 as frontispiece to issue 160 ran Mons-Fris from the main crossroads (Whitchurch Lane) at Edgware, leaving quite a little walk along Station Road to reach the Northern Line

24 station. The duo-tone Ford Zodiac would point to a time nearing the end of trolleybus operation. The electric overhead support poles appear to carry the street lighting globes of the greenish incandescent style so favoured in London's suburbs before the advent of the more garish orange-to-yellow sodium vapour, as commonly called. Presumably the lighting had to be replaced when the trolleybus equipment was removed.

Eastman's dyers and cleaners was a familiar sight in many parts, unlike Messrs Hunt, Minihane (Irish?) Apart from a little litter in the gutter, everything seems ordered, even to the first floor level above the shops, apparently turned over to storage rather than living accommodation. The bus stop flag outside Eastman's remains a model of clarity on a sturdy concrete post with route information displayed clearly in a glass case.

RF673 John A Gray Well, not really RF 673, but the next three vehicles behind it, each showing a very contrasting style of bodywork built by Eastern Coach Works, Lowestoft, on various Bristol chassis . . .

Membership Renewals

December renewals: Stephen Behr, Glen Bubb, Mick Gamble, Nigel Henty, Roy Hillyard, David Mooney, Mike Nash, Chris Powis, David Pring and John Willis.

January renewals: Peter Cousens, Ioan Davies and Ron Kitching.

February renewals: Alan Charman, Andy Cornell, Richard Jones, Bob Martin, Bob Stanger and David Wilkinson.

Now for something completely different......

With the possible paucity of material for future Newsletters given that we may be short of “Minutes”, Jim Andress has provided a substitute in the form of an item he produced some time ago in which he describes the RFs and his ownership of RF 366 in particular. This is a very long document, and we shall be serialising it in the Newsletter as space permits, starting overleaf.

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.

Membership enquiries and subscriptions (but not Newsletter material) to: Robin Hood, The Grange, 61, High Street, Northwold, , IP26 5NF. Home phone 01366 728761 Mobile for messages only, 07767 898789 E-mail, [email protected]

Subscription rates are U.K. £20 per annum, EU countries £30 per annum and overseas, non-EU countries £40 per annum. UK e-mail only £5 per annum with overseas e-mail customers free because of costs to collect this small amount; subscribers to the paper copy are entitled to a free e-mail copy if required.

Cheques should be made payable to “Friends of Classic London Buses of the Fifties” (IN FULL) and not to individuals.

Subscriptions may be paid by bank transfer, saving postage and time, but please ensure that we know who you are if you use this method. Bank details are: International bank account number GB21MIDL40452472223309 Sort code 40-45-24; Account number 72223309; Branch identifier code MIDLGB2112F

25 23 Years with an RF

London Transport’s standard single decker of the 1950s to 70s.

An owner’s story

RF 366 during the Fiftieth Anniversary Run May 2002 Photo Graham Smith

This is an account of one person’s experiences of owning, restoring, maintaining and operating one of London Transport’s iconic early 1950s RF type single deck buses.

The bus is one of 700 single deckers designed by London Transport in the late 1940s and put in service between 1951 and 1953. It was used in the Central part of London Transport’s area and was therefore painted red like most of London’s famous double deckers. Many RFs were painted green and used in the outer London or Country area.

This illustrated account details its history and gives a view of the restoration work done and details many of the events in which we participated over a period of just two months short of twenty three years. It includes details of driving and maintaining a bus of this type.

Prepared by:- J. Andress 2012-15.

26 Preface 23 years with an RF.

This document tells the story of an owner’s experiences of having a preserved bus over a period of almost 23 years; 1st July 1989 to 29th April 2012.

Over that period of time many people helped in various ways to enable the bus to be restored to its original configuration and to be kept in fully running order.

Thanks are therefore due to a wide range of people and organisations and these include the following:-

First and foremost, my wife Doreen for her patience and support over all the years. Followed closely by two of our Sons-in-law:-

Ken Harding, not only for his direct help utilising his woodworking skills, but also for training as a bus driver and undertaking many hours at the wheel of 366.

Ivor Wheeler, now sadly deceased, who spent his adult life as a professional bus, coach, and truck driver who also spent many hours at the wheel.

Others include;

Paul Morris of the London Bus Preservation Trust (LBPT) and Ward Jones of Ward Jones Commercials both of whom helped enormously, particularly in the early years during the steep learning curve with practical help and advice on how things should be done.

Peter Gomm, of the RT/RF Register, for providing direct advice and also for creating the forum linking to other owners of similar buses.

Similarly thanks must go to Mike Lloyd and David Thrower for taking over the mantle of the Register on Peter’s retirement and turning it into the “ Friends of Classic London Buses of the Fifties”.

In more recent years Peter Osborn has created the Red RF website and taken on the role of promoting events for owners of RFs and the sister double deckers, the famous RT’s, often in conjunction with LBPT.

Many, many, others have also given enormous support and contributed to the experience over the 23 years and thanks are due to them all, be they fellow owners, event organisers, photographers, members of the LBPT, regular passengers, or small businesses who provided special skills with decades old engineering.

Jim Andress 2014.

27 The author.

Jim Andress was born and grew up in South West London before and during World War 2, living first in Wimbledon and then Morden. London Buses were the normal means of transport for the vast majority of people in those days, long before the private motor car became commonplace, so it was not surprising that an interest in the big red monsters took root. By the time he started secondary school, in 1948, he was spending most weekends cycling around London crossing off bus numbers in his Ian Allan pocket book, the ABC of London Transport Buses and Coaches, bought from the little shop in Vauxhall Bridge Road. He remembers well being at New Cross that July night in 1952 when the last trams ran, never dreaming they would one day return.

Author and Crews with USA Tour Buses at Horse Guards 1952

Leaving school in 1952 he started work with London Transport, as an apprentice at Chiswick Works, in September just days after the first red, Central Area, RFs entered service on route 210 from Muswell Hill. Had someone 28 suggested that 37 years later he would become the owner of a red RF it would have seemed just as unlikely as it then seemed improbable that men would one day walk on the Moon.

His interest continued for several more years and included a ride on one of the last CR class rear engined 20 seat Leyland Cubs in 1953 on route 494 from East Grinstead, a route he was to operate with RF 366 many times early in the 21st century at the East Grinstead running days.

CR 16 in preservation Photo Alan Millar

RF 366 on route 494 at East Grinstead 21st April 2002 J. Andress

In 1958 he married and in 1960 moved to Chippenham in Wiltshire to work and buy a house he could afford. Family and work took over and buses were consigned to the memory of days past. Then one day in 1988 he was sitting in a hospital waiting room and picked up a magazine in which an RT (The famous double deck contempory of the RF class) was advertised for sale. Memories of happy days came flooding back, especially as he realised he could afford to buy the RT. The RT had of course long been sold, but his enquiries lead him to the RT/RF Register and 29 Cobham Bus Museum Open Day and eventually to RF 366 languishing in a shed at Docks and on 1st July 1989 it became his property.

RF 366 at Tilbury June 1989. Photo J Andress

London Transport and its Buses

Before getting into the story of our particular bus it is probably a good idea to give some background information about London Transport and it policy with regard to buses.

London Transport was formed in 1933 to take over and coordinate all Public Transport in the then greater London area, except Main Line Railways, resulting in the situation graphically explained in the London Transport advertisement, dated 1935, reproduced on a later page, and from which the following is a paragraph.

“From to Amersham is about 50 miles, from Baldock to Guildford nearly 70. In each case you travel further than you would between Manchester and Liverpool, or Edinburgh and Glasgow, and yet you do not leave London, or London’s Transport. Within that area of 1,986 square miles nearly all travel services, road or rail are either maintained by London Transport or fall within the London Transport pool.”

…...... to be continued.

30