A Star Eastbourne Survivor and Colchester Atlantean Heaven!

STILL IN SERVICE

This pair of former London Transport Metrobuses are now in the Griffin fleet and are seen in use on Tunbridge Wells-Southborough service 285. GYE 563W and OJD 842Y are both looking immaculate. Picture: KEITH DUNGATE

KENT METROS!

Cardiff Bus can still muster up some Volvo Ailsas, not least this ex-Fife Alexander-bodied example seen in the city’s main bus station. Picture: ROBERT LAWRIE

CARDIFF AILSA

COLCHESTER COLLECTION

No less than four former Colchester ECW-bodied Leyland Atlanteans are still in use with Talisman Coachlines of Great Bromley. Returned to their original operator’s livery are former Colchester 90 (RVW 90W), which dates from1980 and latterly ran with Boons of Boreham, and 55 (JHK 495N) which dates from 1975 and was converted to open-top by Colchester Borough Transport in 1989, eventually ending up as a publicity vehicle with Arriva the Shires. YNO 77/8S are also open-top conversions and are used on sightseeing tour duties. The former Colchester 77 has run with Guide Friday and 78 was with Boons of Boreham, being converted to open-top by its present owner.

Pictures: GEOFF MILLS

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STILL IN SERVICE

‘MAIDSTONE’ TITAN

Still looking resplendent in Maidstone Corporation colours is Nu Venture’s ex-London Transport Leyland Titan T857, A857 SUL. The livery was applied to mark Maidstone’s centenary in 2004.Picture: IVAN WATTS

Few would realise that this Berkhof-bodied Volvo B10M is now 25-years-old. But it’s true; the coach was new in 1982 to Bowers of Bridgend, South Wales, being registered by Ensign as FHJ 841Y. After working with Viking Bland of Corringham it went to Alan Goodwin at Braintree, Essex, and was given the ‘ageless’ restoration 840 FAY. It now carries the registration AKZ 3675 and is a member of the Colchester-based Tony Glew fleet.

Picture: GEOFF MILLS

HIDING ITS AGE!

This 1950 AEC Regal was busy last summer on a seafront service with its original owner, now named Eastbourne Buses. The bus was originally sold in the 1970s, but bought back to commemorate the operator’s 90th anniversary in 1993. Although often seen on private hires and other duties, 2007 saw the East Lancs-bodied bus out every day after a ‘Roadtrain’ used on the seafront was taken out of service. Pictures: PETER SCOTT

REGAL IN ACTION

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STILL IN SERVICE

A couple of well-presented vehicles in the fleet of Johnsons Tours subsidiary Redfern Travel of Mansfield. HWE 826N is an ex-Yorkshire Traction ECW-bodied Bristol VRT and, originating in the Northern General fleet is Leyland Olympian/ECW B738 GCN.

Pictures: P THOMPSON

REDFERN COLLECTION

SENIOR SURVIVOR

Now here really is a senior survivor! Still in service as a 31-year-old, Plaxton Panorama Elite-bodied Bedford YRT MNW 731P was new to Andertons of Keighley, West Yorkshire. It’s now a member of Ben Fosker’s Running Footman fleet and is seen on a private hire at the Wat Tyler Country Park, Pitsea, Essex. The coach is now named Sgt Pepper.

Picture: MARTYN HUNT

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JOHN CHILD updates progress on the restoration of Northampton utility Daimler CWD6 no 129 and recalls the foresight of fellow enthusiast Robin Jenkinson.

Robin Jenkinson stumbled across no129 when visiting Molesworth with Chris Newman in the early 1980s looking for a Tilling-Stevens machine. He was amazed at the find; this rare wartime bus looked

shabby and tatty but close inspection confirmed it to be in very good condition and a great preservation prospect. In his own words: ‘I couldn’t resist an orphaned bus, I just had to rescue it’. Joe Hunt was happy to take the cash but thought all enthusiasts who paid so much for scrap were nuts. Robin parted with 129 in the summer of 2000. Nine years of undercover protection was his contribution; the bus was still completely original and ripe for restoration. Fast forward the time clock now to 2006 by which time good progress was being made bringing 129 back to life. A serious sum of cash had by this time been spent on the project. Although the body was generally sound, mechanically the bus was largely worn out; it had served NCT well and earned its corn having travelled more than half a million miles during its 14 years on town service. In their heyday the Daimler-engined Utilities

were popular with drivers who enjoyed the brisk performance of an 8.6-litre engine matched with a relatively light bus unladen weight of less than 7 tons. Followers of the restoration of 129 will recall that by June 2006 Andy Russon was busy testing the newly rebuilt CD6 engine. However a major problem with the engine soon emerged when oil started to pass the piston rings out through the exhaust. This happened on the Northampton cylinder liners — but not on the one cylinder liner taken from a spare CD6 engine that came to Lincoln with Colchester No4. Andy said that the Northampton cylinder liners were not worn excessively and it looked as if the liners were manufactured

from a material not compatible with the Daimler engine. The only solution was a new set of six new liners made of cast material. Roger Burdett the well known preservationist quickly identified Laystall Engineering Company as one of the best manufacturers of new liners. This Company now based in Wolverhampton, was founded in 1903 in Laystall Street, London and has a long history of precision engineering, continuously supplying the motor trade as well as being a key supplier to Rolls Royce for many years. More recently, Laystall has moved from being largely automotive orientated to predominantly a hydraulic cylinder manufacturer, supplying many major construction equipment companies. However, the Cylinder Liner Division continues to manufacture small batches to volume production liners which are sold worldwide. It specialises in ‘non-standard’ type cylinder liners and can readily ‘reverse engineer’ samples, as was the case for this project. If required, Laystall can provide bore coatings and treatments, such as Hard Chrome (Cromard), SiC impregnation (Laycarb) or Nikasil, to extend the service life beyond the standard expected for the parent material. The pictures tell the full story. Continuing thanks to the Boots Arnold Nottingham photo team for their high quality and to Carole and Lisa my sanity checkers and proof readers.

PRESERVATION UPDATENORTHAMPTON 129

Top left: The years roll on. It is now approaching 53 years since 129 received its last major overhaul by Northampton Corporation Transport in May 1955 to gain a four-year ticket and 49 years since it made what was expected to be her final journey to Molesworth in 1959. As the crows cackled overhead and the loose barn roof sheets rattled in the wind, no129 lay neglected, forlorn, and unloved but largely protected from the elements when this sad sight was captured in 1983.

Left: Robin is seen here preparing 129’s move out of Molesworth in April 1991 up to the North East.

Pictures: JOHN CHILD/JOHN CHILD COLLECTION

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PRESERVATION UPDATE

Up on the blocks and going nowhere but coming along well. When heavy plant engineers Keith and Malcolm Cantrell came over to have a look at 129 to see if they were interested in helping out with the brakes in a light and airy workshop they got stuck in straight away. They were very skilled, experienced and quick.

Teasing out the king pin; a little bit of heat and a big hammer did the trick. Both the front nearside and the offside king pins were badly worn and had to be removed and refurbished and fitted with new bushes. Here the offside feels the heat of the oxygen acetylene torch. The front wheel bearings were found to be OK.

Examination showed that rear axle had been well maintained — even though it was over 50 years since it last received attention. The back hubs were removed with a torque multiplier and fully steamed cleaned and shot blasted. The wheel bearings were also cleaned and inspected. The damaged seals were replaced and brake adjusters cleaned and refitted together with the relined brakes which were fitted with new return springs. The hubs were then refitted and the main nut torqued to specification. The wheel bearing end float was checked with a dial test indicator and found to be + .012 inch which is within the manufacturer’s specification. The half shafts were cleaned and fitted onto the dowel studs to 75 lbs/ft. New gaskets were made and original cover plates fitted. Keith and Malcolm also fitted the refurbished servo, rear shockers, rear and near wheel cylinders and replaced all brake pipes.

Keith is seen using the torque multiplier and special socket to torque the rear hub nut.

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Top Left: Meanwhile up on the roof Phil Adams puts his grinder to good use ripping off the metal rain strip much of which had rusted away. It was decided to replace like with like; aluminium would have been too soft and when fitted may have produced a ripple effect caused by the screw indentations.

Top right: Glynn Weston a Director of an established local fabricator and engineering company T. R. Weston & Son checks out the new mild steel rain strip that he made to specification. Glynn has been extremely helpful in meeting the needs of the Lincolnshire Vintage Vehicle Society as well as local enthusiasts. Needless to say the rain strip was a perfect fit.

Centre left: Eric Brocklesby’s professionalism is recorded in this shot featuring the use of a G cramp and small timber support providing a mini platform for the 7ft length of rain strip as he made his way down the bus single handed. Somewhat early to shout out ‘Any more fares please!’

Far left: Keeping it in the family. Carole Child is very skilled with the paint brush and relaxed about heights so I let her get on with painting part of the roof before Eric fitted the new rain strip.

Left: Andy on the brushes. Andy Colley, part-owner of the bus, long time member of the Lincolnshire Vintage Vehicle Society and driver with Stagecoach produces exceptionally impressive results with his paint brush. The white ceiling will eventually contrast with the stained and varnished woodwork and brown paintwork. Just as it was.

PRESERVATION UPDATE

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Top right: Lights, camera, action! Leon McKenzie tests and brings the upper saloon to life. The scene also records the contributions by many with this restoration; Leon McKenzie electrician, aluminium panels sourced by Mark Jefford with thanks; wood trim David Hall, undertaker; wood stain and varnish Ronseal, paint T, & R, Williamsons, painting Andy Colley, lights Davey Lighting. A great team effort all round; one of the most interesting aspects of the project is identifying materials and the skills of those that can help.

Below: Leon fits and tests the control panel rebuilt by Trevor Joyce. Integrated into this by Leon is a flashing traffic indicator unit. Northampton’s buses did not carry these in service until 1964 which was five years after the withdrawal of 129. However, although not a legal requirement 129 has been fitted with front and rear direction indicators as a safety feature.

Top left: Eric Brocklesby presses on with refitting the windows. We had a few problems with the windows which are generally unique to utility buses which themselves are approaching hens’ teeth in terms of spares aavailability, Robin Jenkinson, with Joe Hunt’s blessing, fortunately cannibalised a few window frames from ex-Northampton 135 which followed 129 into preservation — sorry Jasper! We rebuilt some of the windows, broke some glass putting them back together and then broke some more getting them to work properly. But we got there in the end and I expect Eric eventually enjoyed his pint of Tetley’s too.

Lower left: Meanwhile David Howe is seen here wrestling with the gear change and brake and throttle assembly. After dismantling, the gear change pedal pivot point needed rebushing as did the gear change pedal rod yolks, the latter being quite worn. The throttle pedal shaft was also found to be loose on the splines and this was rectified. Thanks are due to Brian Bloomfield, who like David is an active Lincolnshire Vintage Vehicle Society member. Brian has a number of contacts in mechanical engineering and can get most parts manufactured locally if required.

Left: One that we made yesterday. Steve Plant and Warren Banks, long serving Laystall team members, proudly show off one of the newly manufactured liners. Although the Colchester spare engine CD6 liner operated satisfactorily in the Northampton Daimler CD6 engine this liner was also worn. However the top and bottom of a liner are not subject to piston ring wear thus revealing the correct dimensions and the ‘Colchester’ liner thus provided a pattern. Grateful thanks are due to Laystall Engineering for their keenness to help and in particular to Brian Mander Production Engineer and Sheila Courtnell for their excellent customer service. And of course to Steve and Warren whose technical expertise made it all possible. It was then back to Andy Russon who had to remove the cylinder heads, sump, pistons and old liners before fitting the new liners.

PRESERVATION UPDATE

Above left: Flashback to Molesworth 1990. As 129 basked in the spring sunshine during the spring of 1990 the brambles were moving in and the bus faced an uncertain future. Luckily Robin Jenkinson had other ideas and his foresight at that time produced the result that we had all been waiting for — another red letter day —6 Oct 2007 when 129 was reunited at last with its rebuilt engine. Above right: Graham Onley catches up with 129 after almost 50 years — no wonder he is smiling. Graham joined Northampton Corporation Transport in 1960 as a junior clerk involved in traffic matters and insurance claims. By that time 129 had left the depot at St. James’, the only Northampton Utility still in service was no130 but she too was withdrawn that year. As an enthusiast, Graham recalls the utilities in their heyday and towards the end of their operational lives when they were inevitably relegated to football and other specials, lightly loaded routes and short workings. His first reaction when he saw 129 in October 2007 was how small the bus is compared with modern buses; he was indeed amazed that it had survived. Graham left NCT in 1964 to pursue his career in the brewing industry and is a published author on local and national railway history particularly locomotives. Next to the fleet number can be seen the chalked name ‘Daisy’. This was Robin Jenkinson’s innovation designed to help his wife Maggi clearly pinpoint his whereabouts when he was down with his buses. Inevitably CWD6 became Daisy the Daimler; likewise there was Brian the Bristol, Chrissy the Crossley, Albert the Albion and Lenny the Leyland.

Above and opposite page: Andy Russon and Chris Hatton supported by David Howe, Leon McKenzie and fork lift truck supplier and operator Lee Gundel eased the engine back into its compartment in under four hours. Chris makes a final adjustment to the engine mountings before a brief test. Andy commented that it is unlikely that the engine will be run in during the lifetimes of any of those present; a poignant thought at the end of a perfect day.

Left: Fleet number 130, the last NCT CWD6 operational survivor, waits at the bottom of Abington St in 1960 en route to Bants Lane. The clippie enjoys the late afternoon sun sporting her Ultimate ticket machine and her waybill whilst no182 tucks in behind. No130 was sold to G. Sheppard, a scrap dealer at Earls Barton, Northants later that year and promptly cut up. We must indeed be grateful that not all NCT utilities suffered the same fate.

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PRESERVATION UPDATE

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PRESERVATION UPDATE