Autumn 2014 | Issue 8

Newsletter of the Otago Heritage Bus Society

Incorporated

PO Box 2467 Dunedin 9044 New Zealand

info@otagoheritagebus.co.nz www.otagoheritagebus.co.nz  

                                                   Views expressed in this newsletter are not necessary of those of the Otago Heritage Bus Society Inc.

#405 JOINS THE HERITAGE BUS COLLECTION On the 23rd of December, the Otago Heritage Bus Society purchased the last of the 10 Dunedin City Transport MAN minibuses after 18 months of fund-raising. Prior to the introduction of these buses, the city's public transport hadn't been in the best of shape; with many services becoming less frequent or route amalgamations creating longer journey times. The buses on many routes were showing their age and often poorly patronised. The 10 MAN 10-100 buses represented a turning point on the city's public transport fortunes as they operated during the day every 10 minutes on the Normanby St Clair route. They were more agile in traffic than their predecessors, featured modern seating, reliable heating, a space for shopping and even a sound system. They featured a unique colour scheme and there was a strong emphasis on good timekeeping; immediately becoming popular with the users of the service.

405 at the Transport Place Depot early 1991. Photo by Michael Jarka.

These buses have an engine and chassis supplied by MAN (a Munich based multinational that has a strong reputation in excellent heavy road vehicles) and the bodywork was built by Designline in Ashburton. Eventually time caught up with these futuristic buses and commercial pressures and low floor technology saw the other 9 members of the fleet leave initially for Wellington and then deployed further north, with the majority now scrapped. Despite the ravages of time, No. 405 seemed to be in sound condition. The club took possession of the vehicle on the 24th of December. The vehicle was initially lifeless electrically, was filthy and had a strong stench. However, after wading around the vehicle in ankle deep puddles, a spare set of batteries were installed, the usual precautionary checks completed and deputy chairman Ken McGregor turned the key and was almost immediately rewarded by the 4 cylinder engine bursting into life. Despite having been laid up for a long time, it made a trouble-free run to the Burnside yard, pausing briefly outside the Citibus yard for it's final time as a yellow and blue Citibus. It posed with the Leyland’s prior to the older buses operating the Christmas “Rumbler” services. Mechanic Alistair Stewart took it for a run around the yard and declared “that... is horrible” which seemed appropriate for it's smell and poor handling.

Transport through the ages, the heritage urban fleet pose for the first time together.

Despite the abysmal weather, the old transfers and sign-writing were quickly removed and the bus was washed in hot soapy water and water-blasted, making it cleaner and lighter with very dirty water ending up on the wash pad. It was then sanded back, with the yellow and blue top-coat creating green dust on the shed floor. The bodywork is in very tidy order and only required a tiny amount of filling prior to the vehicle being sprayed back to the original white. Several people have helped extensively with removing the filth and smell from the interior of the vehicle, which is really appreciated.

#405 masked and ready for spraying.

Continued on page 4.

 CHAIRMAN’S REPORT

The past three months has officially been our busiest. We had promoted a successful funding campaign for raising funds for the relocation of DCT #1, raised funds and successfully purchased ex Citibus MAN #405, relocated after many big and small hurdles DCT #174, operated a rather dreary Christmas Suburban Rumbler service and we prepped and painted not one but two vehicles, this is in conjunction of operating many excursions, private charters and hosting a work day, we even showed up at the Wings n Wheels show that was held on the Taieri, we even launched a new brochure and we have a new community partnership with Pukehiki Church and Community Hall. Over the coming months our organisation will be focusing on promoting our services to many segments within our community so we are able to gain the much needed funds we require to maintain, further restore vehicles, make much needed vehicle purchases and pay off a little debt that we have accumulated over the past few months. Not many people realise that I actually live in Melbourne and commute to Dunedin for the Society and organise charters, make up quotes, write funding applications, design brochures, maintain our website and Facebook page along with working a full time job in aviation. So when I hit the ground when I visit Dunedin it is usually guns ablaze and I land running. My last visit was no exception. I had successful talks with future promotional developments for You Tube clips with a local film group, this will help us expose to the community to ‘Our Story’ and what we can offer to community and hopefully this will lead into an oral history project so any information is captured for future generations. I also had constructive talks with Pukehiki Church and District Hall, just like we offer Carey’s Bay Hotel, we have become their preferred transport provider offering a set rate for any people who hire their venue. Their potential clients can book our services online at our website, or by emailing us. To cement this community partnership we will be providing transport from town to the Pukehiki Community Open Day on Sunday 13 April. I encourage all members to visit Pukehiki during their open day. We will require 1 or 2 volunteers to man a small stall to help us promote the services we offer. We have an awesome new brochure to showcase. Also during my last visit I hosted meeting on 20 February 14 at the Dunedin Gasworks Museum resurrecting the concept tour of exposing Dunedin Industrial Heritage. All parties who were involved seemed positive and Tourism Dunedin and Dunedin City Council’s Economic Development Unit have encouraged the idea and applaud all of the volunteer community groups working together cooperatively to produce what would be a quality tourism product. The Industrial Heritage Tour will help us expose some areas that are usually unseen by the cruise ship visitor and will include Dunedin Gasworks Museum, Ocean Beach Railway, Dunedin’s Warehouse Precinct, transport provided by us and lunch at a local café. Some minor details regarding timings, price and what we are to have for lunch are still being looked at, a website, online booking portal, and a printed brochure will be created soon. If this trial season for 2014/2015 is successful then discussions will take place between the groups to whether it is to become a regular fixture for cruise ship visitors to book. Easter 2014 will see us operating the ‘Suburban Rumbler’ a training day will take place on Thursday 17 April. All drivers and assistants who wish to volunteer over this weekend would need to go through the basic training of each of the vehicles. The upcoming winter season is looking rather sparse with booking for private charters and excursions. I encourage you to hand out the enclosed brochure and business cards to potential people who may be interested in using our buses for an event, be it a party, social club, wedding or a mystery trip. Subscriptions are now due. You will find enclosed with this newsletter a copy of your invoice and a membership renewal form. If any details have changed please correct them or advise us. At the last AGM subscriptions increased $5. Subscriptions need to be paid by 31 July 2014. Cheers Philip J Riley Chairman (hon.)

UPCOMING EXCURSIONS

DEADLINES & DATES

NEWSLETTER Edition Deadline

Winter Friday 9 June 2014 Spring Friday 5 September 2014 Summer Friday 10 November 2014 Autumn Friday 2 March 2015

If you are interested in contributing articles photos or information please email: editor@otagoheritagebus.co.nz or send them to the

Society’s PO Box prior to the above deadline date. VOLUNTEERING OPPORTUNITIES

Event Date Vehicle Private Charter Sat 12 April 14 170,194 & 501

Pukehiki Open Day Sun 13 April 14 170 or 194 Suburban Rumbler Fri 18 April 14 170, 194, 501 (&174?) Volunteers Dinner Sat 19 April 14 501 Suburban Rumbler Sun 20 April 14 170, 194, 501 (& 174?)

Private Charter (TBC) Sat 14 June 14 501

If you are interested in driving or assisting on any of the above

private charters or events please call Andrew on 0211372129 or email: volunteering@otagoheritagebus.co.nz

WE REQUIRE DRIVERS, CLEANERS & ONBOARD ASSISTANTS

 OPERATIONS REPORT

We've been working pretty industriously over the last few months. 501received a rather expensive new tyre and passed its COF with a clean sheet. We had Peter Williams on the flight deck, who proved himself to be an excellent driver. At the testing station a few mechanics clambered underneath for a lesson on how vehicles should be built; there is no shortage of structural steel under Dennings. 170 received new wiring to the sole heater in the bus (under the drivers seat). The heater fan looked to have been inoperable for many years, but following a wiring sort-out, it now makes lots of loud warming noises. It probably does very little to actually warm the interior of the bus, but at least now it sounds like it's trying. At the vehicle inspectors' request, it gained a high beam indicator lamp. Whilst exploring the wiring birds nest with a multimeter, it was discovered that a lamp that does nothing is actually the low water warning lamp and has it's own buzzer. The less than satisfactory left hand wiper arm has been replaced. Despite the upgrade, these original CAV wipers are reasonably dismal; surely by the mid 1970s they knew how to scrape water off a windscreen. 170 also visited the tyre shop and required some rubber which was also not cheap, but probably a good deal all things considered. The missing safety glass etchings have reapplied to 170. It turns out that a lot of the glass isn't original but is comparatively modern laminated glass, although some of the old toughened glass has survived. Our patience with 170's number plate light came to and end after the bulbs rattled loose a few times and it blew a fuse. The old fitting was badly corroded and the new sealed LED one is a permanent end to the problem. The horn has also been rewired as it had become unreliable and appeared to be wired through 3 different relays. 501 was used on a charter to Seacliff. Despite indifferent weather, the coach proved popular with the guests and made short work of the Northern Motorway. A few motorists were surprised to see it on the Coast Road, but the bus made short work of the grades and corners on that road too. The former Transport Museum site contains an old stone stables which are now a function centre. Our crew were invited to join the festivities and it wasn't until many hours later that 501 was finding a path through the trees on the narrow lane and roaring into the darkness toward the city. The weather for our Christmas Day “Suburban Rumbler” service was appalling, with cold wind and rain driving most people indoors. It was so bleak that the Leylands operated with both interior lights and headlamps on. In terms of market share, we did well, as every tourist attraction seemed to stay shut. We also helped some particularly needy people get to where they needed to be. But it was pretty hard to sell trips to the beach during times of horizontal rain. Despite very trying weather conditions, the buses and volunteers all worked well and every service ran more or less on time. A big thanks is due to everyone, including those who worked in the background. The rather austere ex Dunedin City Transport Leylands continued to enjoy long dresses and perfume as they provided transport to two weddings. For the first, 194 was decorated for the occasion and used in the photo-shoot. It's probably the first time the bus has had hydrangeas and bunting on the interior, but it certainly looked and smelt pretty classy. It conveyed the official party to the Quarry Gardens via the main street, attracting quite a few stares along the way. Mid-afternoon, 170 joined 194 and an array of other buses, classic cars and other wedding parties at the railway station. One of the guests had been appointed to check off the guests and dispatch the buses, which made the operation very efficient. Despite the heavy load and warm temperatures, both buses made good time up the long gradients to reach Pukehiki. The buses were parked up until 11pm, with 194 starting the long descent at midnight. The older guests were in the older bus while the younger ones drowned out the engine noise in 194. It was a great event and it was nice that our buses could be part of it. A fortnight later, the Leylands were once again skulking back into the shed in the small hours of the morning after providing transport for a wedding at the Tautuku Fishing Club. The manager was quite taken with our buses and hopes to see them back there in the future. Some of the passengers were a bit the worse for their day out but the buses remained spotless. 501 operated a public excursion to the Gibbston Valley rock concert. The passengers were a good-natured group. Despite being promoted heavily, the ticket sales were sluggish. There was hardly any traffic on the road despite the concert having been very popular. Perhaps the event isn't popular with Dunedin people. The bus ran very well and attracted

interest every time it stopped. We thought seriously about making this trip a one-off but the positive feedback was almost overwhelming and all the passengers want to bring lots of their friends next year, so perhaps the excursion will live on. Financially, the trip broke even. Special thanks to Peter and Paul for operating the trip. A highlight of the trip for our Society (and perhaps for 501 herself) was visiting Queenstown Airport (without our passengers) for the anniversary of 50 years of Mount Cook Airline service. The Society received a last-minute request to participate in the bi-annual 'Wings and Wheels' event at Taieri Airfield. A pristine looking 170 and motley looking 174 attended to give a "before and after" impression of our restoration work. This was the first time 174 had been to a community event. 170 received a recreated DCT logo for the occasion. Both buses were clambered over and enjoyed by visitors to the show. DCT 194 looks a little more “retro” following the polishing and repainting of the wheels and trims. The wheels now match the yellow of the bodywork and the trims have the Leyland detailing painted red. 194 provided transport back to the city from Port Chalmers for participants in the second annual St Mary Mackillop Pilgrimage. It was great to see and hear 194 heading out to assist in a reasonably high profile event celebrating this newly declared New Zealand Catholic saint. Waiting outside the church, Peter spent nearly as much time on his knees as those inside, giving the floor a serious clean and wax, returning it to the original red colour. It sounds like the trip went really well and they plan to use our bus again. The last few months have also seen a considerable amount of work being done on restoring the bodywork on 174 and 405. This work is covered in separate reports. However the restoration, maintenance and operation of our buses over recent months has been reasonably intense, and is a real credit to everyone involved. There has been an increased focus on cleaning with the interior of 501 receiving a lot of attention and 194's seats were cleaned to make double sure the brides' dresses didn't pick up dust from the yard. The Easter ‘Rumbler’ Service is in the advanced stages of planning. It should be a really fun event and feature a few new variations. Please let us know if you'd like to be involved. Andrew Robinson Operations Manager (hon.)

OTAGO HERITAGE BUS SOCIETY IS PROUDLY SUPPORTED BY:

 SOCIETY CONTACTS

Postal Address: P.O Box 2467 Dunedin 9044 New Zealand Phone: (03) 4879585 Email Enquiries: info@otagoheritagebus.co.nz Executive Committee Members: Secretary Peter Williams secretary@otagoheritagebus.co.nz Treasurer Jacqui Hellyer (03) 4879585 or 0274127242. treasurer@otagoheritagebus.co.nz Deputy Ken McGregor Chairman (03)4552289

deputy.chairman@otagoheritagebus.co.nz Operations Andrew Robinson Manager 021 043 8348 operations.manager@otagoheritagebus.co.nz Chairman Philip Riley +61 4 22174516 (Australia) chairman@otagoheritagebus.co.nz

#405 JOINS THE HERITAGE BUS COLLECTION Continued from page 1… Amongst the smaller jobs undertaken have been the replacement of the rear interior light cover and bulb, new LH marker lamp and repairs to the indicators, hazard light switch and tail lights. The original batteries spent a week on charge and after initially not responding, have tested OK and have been reinstalled. It's also received it's MAN name badges (donated by the supplier) and a new wiper switch. The brakes and air leaks are still to be addressed, as is the technical issues relating to the wipers. Whilst it's nice to see significant vehicles preserved for their own sake, this vehicle will serve the dual purpose of operating the occasional public excursion and providing trips for community groups; where the expense and high running costs of the clubs older buses can't be justified. The society is run by volunteers and is not for profit, and keeps the "big wheels rolling" using revenue from charters, donations and grants.

#405 poses in its newly applied paint job, now awaiting the ‘squiggle’ decals.

Majority of the funds for the purchase of this project were

provided by:

Passenger Transport – Citibus / Tony and Kane Baas provided a significant discount on the sale price, for which we are extremely grateful; there are numerous other contributes who all made the purchase possible.

 DCT#174 RETURNS TO DUNEDIN – FINALLY!

By Andrew Robinson When we last reported on this vehicle, it was embarrassingly unreliable and hadn't found favour with VTNZ who provided us with a long list of defects that needed to be rectified before it could be driven to Dunedin. This was an unfortunate turn of events and we gave serious consideration to giving up on field repairs and paying for it to travel on a transporter to Dunedin.

After a considerable amount of thought and having considered independent professional advice, we decided to have another go at getting the vehicle up to the required standard. While the cows looked on, our volunteers drawn from Christchurch, Timaru and Dunedin set about overhauling the left rear brakes, removing and testing all the shock absorbers, installing a freshly scavenged wheel bearing, and removing and upgrading the driver's seat mounts. The wheel bearing was in very worn condition and was life expired quite some time before it left service. During the time the bus had been parked up, water had entered the bearing and corrosion had caused pitting in the race. The gearbox issue was also resolved, it turned out to be a failing air coupling. It was an unbelievable effort from the volunteers and the vehicle performed well under test. However, the bus broke down at the same spot as it had died the month before, so the same mechanic was summoned (word had got back to them and they weren't surprised when we burst into their office). The problem had initially been diagnosed as stale fuel and blocked filters, then as a stuck non-return valve and this time a foreign object appeared to be blocking the fuel intake. Once repaired, the vehicle was re-inspected and the brakes were found to still be out of balance, the replacement bearing was still rough and there was doubt as to whether our team could have serviced the shock absorbers and sign them off as being in good order. We should have guessed that it was “Groundhog Day” as we'd had to slow for the same rooster, missed the same turn-off, had the same family of ducks cross the road in front of us and broken down in the same place, The same man on a mobility scooter had stopped to offer advice, so getting the same inspection result was par for the course. As always the vehicle ran well on the way back to the farm and was more or less abandoned for a couple of months in disgust. After Christmas, the crew were starting to miss the wide open spaces of the bus paddock and the social side of the project, so we returned to 174. The inspectors accepted that we had completed the shock absorber work. We initially had a shaky start to the 174 rescue mission, as we discovered that we'd been supplied with the wrong wheel bearing. However, we managed to procure a replacement, which was soon fitted. The left rear brake was torn down and given a pretty serious spruce-up. The transfer case was realigned and an overhauled alternator shaft was fitted, which allowed the charging system to be used for the first time in our ownership. With more than a little difficulty, the fuel tank was removed and cleaned out. The dirt, cramped conditions and weight of the tank was considerable. The ongoing fuel starvation problem was caused by an almost total blockage in the intake pipe in the fuel tank, with a substance similar to horsehair or paintbrush bristles being the culprit.

Reinstalling 174's fuel tank was even more tricky than taking it off. However, it was soon securely back on the bus and plumbed up, and the engine primed. Jamie resolved the water leak below the radiator filler. We also gave the dip switch an overhaul, replaced an indicator bulb and resolved the broken wire that prevented the brake lights from working. With time running short after we returned to the farm, had to do some trouble-shooting under the bus by torchlight. Jamie and Jacqui's children operated the controls (note: the engine wasn't running) while the grown-ups chased volts around one of the untidiest wiring looms imaginable. Work also started on tidying the bodywork, with most of the dents being given their first layer of filler and a start being made on sanding back the window frames for painting. We managed to get most of the instrument lights working and the interior was given a massive clean-out. The Hellyer and Sunderland children removed most of the Ritchies stripes. AIS, an Ashburton truck (fire engine, farm machinery and bus) repairer put 174 over their pit and adjusted and tested the brakes on the bus using brake rollers similar to those used in testing stations, and checked the wheel bearing. They also allowed us to steam-clean the engine and gear box. The bus is a bit lighter following the blasting of the underside of the vehicle, although their wash bay was looking fairly murky. They waived their fee which is greatly appreciated. The refurbished electrical system didn't seem to be settling down as hoped so we took the bus back to the repairer. It was thought that the problem would be something simple and with multimeter poised, the start button was pressed. The auto-electrician was rewarded with a hiss and some sparks, so we cancelled the planned visit to VTNZ and suddenly our rescue mission was over, again. In late January the starter and regulator had received their supplementary repairs. These were done without further cost despite some of the failed components not being related to the original repair, so full marks to Newlands (who also did the factory wiring for 405). They'd taken 174 to VTNZ who issued a temporary certificate for it to be driven under it's own power to Dunedin. It was a relief that the problem child of the fleet had finally reached a standard of reliability to pass a test (and a cyclist). Peter and Andrew returned to Ashburton with very mixed feelings about the task ahead. The town was decidedly closed for the week, so it was with some relief that 174 eventually spluttered into life and grudgingly trundled back to the farm. The overcast night turned to drizzle, making the job of loading the heavy and awkward seat frames and spare parts even harder. However, at 11pm, we closed the bus paddock gate for the last time, which prompted the bus to break down. Moods became darker than the night as we scrambled around under the bus looking for the problem. But eventually Peter had the bus back onto the asphalt and it was finally making one final trip across the plains, over roads it plied for a decade as a school bus. In Methven, it found company at the bus terminus with a local operators vehicle before being led into the Brown Pub's car-park. On seeing it's arrival, the manageress raced out, panicking that a busload of people was about to engulf her already crowded bar. On seeing it was us and what we'd dragged in, we were firmly pointed to a very distant corner of the car-park After checking out the many and varied bus yards of Methven and having a well earned drink and watching farmers in gumboots singing loudly and badly, we retired to our rooms and had the benefit of the underfloor sound system until the bar closed. After the regulation 10-hour rest, Peter felt up to the challenge of pointing the bus toward Dunedin. Very quickly he found that the anticipated dawdle via Geraldine toward Timaru was being turned by the bus into a gallop and good progress was made. Philip Murphy kindly provided us with a coffee before taking over the reins of the old bus. The first stop was to visit Philip's own project, DCT Leyland Royal Tiger Worldmaster No 136, which is progressing very well and has a very smooth running engine following some major engine repairs. We thought that 170 had coped remarkably well the previous year by holding together as it was coaxed down the highway after being laid up for a decade. These buses have a low speed diff so Highways were always a scary place that they were ill equipped for.

 However, without upsetting too many motorists, 174 was soon crossing the Waitaki bridge and heading to the service station for a top-up. We also gave the tyres a top-up, and jokingly advised the manager the premises needed a new tin of compressed air as the bus took quite a lot, despite having had the tyres topped up before the journey. With Peter on the flight deck and Philip compressed into a Toyota Coaster for the trip back to Timaru, we pushed south. This was the first time in 2 decades that the bus had encountered a hill. Fortunately it knew what to do and with a familiar Leyland roar, it scurried up and down the rolling terrain without any drama. At a rest stop in Palmerston, whilst we took some photos, a passer-by who didn't realise we were with the bus, sarcastically asked “what do you think of our public transport?” He was also perturbed that the driver was wearing earmuffs. He was suitably intrigued by our brochure and plans for the bus, as were several other casual admirers we met along the way. 174 made surprisingly short work of the “Coast Road” before posing with PT

Citibus 228 (formerly Citibus 211) at Waitati. This is Peter's old school-bus route and 176 was assigned to him for some years, so the followers in cars didn't have much hope of catching up with the bus before the obligatory photo stop at the Normanby Terminus. Here, Alan Roi took charge of the vehicle. It was highly appropriate that he should drive the last leg to our base as he bravely drove it the first few feet when it was derelict in Ashburton. So close to the end of the journey, we stumbled onto a police check-point. After a little head-scratching over the temporary permit on the windscreen, it was devided we'd done everything right, and the new addition finally joined Leyland stablemates 170 and 194 at Burnside in the mid evening.

Barely after the bus had cooled, restoration work began in earnest. It seemed to have suffered no ill effects from its big day on the highway, although the numerous oil spots on the ground served as a reminder that it's old and English. We managed to get most of the sides of the bus sanded back; cleaning up around the pop rivets is

particularly frustrating and difficult. The roof received similar treatment. Apart from the dents, it's in pretty good order although we had to replace another 40 pop rivets.. The large lettering on the roof reads PHILLIPS, the legacy of an almost forgotten advertising campaign.

The following weekend both Emslie bodied buses attended the Wings and Wheels event and proved popular. Being clambered over and enjoyed by so many people was in stark contrast to the last 10 years of isolation. We had to completely scrape back the loose paint from the ceiling of 174. It was flaking badly and need to be removed prior to repainting. It wasn't a very nice job and it was great to have it behind us. The next job was to mask the surrounding area so that it can be resprayed. Masking the interior and exterior of this bus was a massive and at times tricky job. After a few long evenings of preparing 174 for painting, it received a coat of primer in early March and looked rather ghostly in gray. The painting went well although there's a lot of surface area in these rattle traps. 7L of primer! After the roof, the next knee-wrecking job was the sanding back the portion of the floor that is getting new lino. There was no shortage of noise and dust. We then introduced the bus to the vacuum cleaner, a new and scary concept for it. This was necessary as the sanding dust may be contaminated and the wall coverings had 10 years of farmyard dust in them. Some new vinyl floor covering was procured, the decision being largely based on price although it is a nod to both the DCT green and the Ritchies blue speckles. During this time, the windows, wall linings, instrument panel and rear seat received an extreme clean with Philip, Trevor, Andy and Liam dealing to massive amounts of grime and goo. Following a light sand down of the primer, the vivid white top-coat was applied to the front and mid section of the bus. This improved the vehicles appearance and also allowed us to remove the masking from the windscreen, making driving it considerably easier. At the time of writing, the red stripes are drying and about 1/3 of the seats are in position. Practical completion of the vehicle is near although dealing with the final odd jobs and sourcing hard to find parts will mean the project will plod along for a while yet. Special thanks are due to the volunteers on this project, as they've had to work in difficult conditions and endure more than their fair share of frustrations.

 - EVENT REPORT - WINGS ‘n’ WHEELS

The Society was invited to attend the bi-annual Wings ‘n’ Wheels evetn which was held on Sat 22 February at the Taieri Aerodrome. It gave us the opportunity to showcase a before and after of our Emslie Leopards as 174 arrive in town a few weeks prior to the event. Many people looked over both of the vehicles and it was a great day out for the volunteers and the buses. Below are some photos from the event.

LEYLAND CUB UPDATE

As previously reported (in the Summer Edition # 7 of OHBS News) we thought we were about to take on a project of an NZRRS Leyland Cub. This was not the case, we have been even luckier than we thought, it actually never worked for NZRRS but it’s body does look like it is designed from a Standard NZR Railcar of the same era. As lots of conflicting and interesting information turned up after we published the last newsletter we can say it was built in Invercargill by H&H Motor Service (it was H&H #9) to a similar design to Ridley Crawley of Wellington. We believe both companies may have shared similar design techniques. Below is a copy of the registration papers and a few photos of its earlier life. A special thanks goes to Brian Smith and Grant Taylor who have assisted us in gaining more accurate information, their help has been most appreciated. The Society will continue to pursue this vehicle for restoration as it is of an era of significant history of shaping New Zealand’s road passenger transport.

 MUNICIPAL ERA ENDS IN DUNEDIN

By Andrew Robinson and Peter Dowden. One of New Zealand's last council-owned bus companies was privatised in May 2011 as Invercargill Passenger Transport purchased Citibus from the Dunedin City Council. Citibus Limited (previously called Citibus-Newton) traces its roots back to the municipal bus operator Dunedin City Transport. Citibus operates public transport routes in Dunedin, school bus services, local charter buses, and leisure and tourism transport services throughout New Zealand. The Dunedin City Council had operated other forms of public transport — the Dunedin cable tramway system (similar to the famous San Francisco cable cars) operated between 1881 and 1957; electric trams operated on several routes from 1900 to 1956; and trolleybuses from 1950 to 1982. Some of the tram and cable car routes were built by property developers to open up access to new hill suburbs, but before long all were taken over by the city. Dunedin has also been served by commuter trains and ferries. By the mid 1950s the people of Dunedin and the City Council had tired of the concept of commuting in wooden boxes on rails and widespread investment in buses was undertaken. The city had operated buses on feeder services and tourist routes since the mid 1920s and a collection of Leyland, Reo and Ford buses supplemented the trams and cable cars. By 1947, the tram network had became run down and upgrading and expansion to cope with the rapid post-war urbanisation of the hills would have been difficult and costly. It was decided to switch to trolleybuses, with wires re-using parts of the old tramway power network. The first trolleybuses entered service in late 1950. Eventually the fleet grew to 79 vehicles of three different body types but all sharing a common motor and chassis design. The first 55 were built by New Zealand Motor Bodies (NZMB) and the balance by the council's own workshops. The last trolley bus entered service in September 1962 and the first withdrawal was in March 1966, with major retirements occurring in the late 1960s and early 1970s following closure of parts of the extensive network. The trolleybus system closed in 1982 after a brief stay of execution due to the oil shocks. There were mutterings of dissent as the trolley buses had a good reputation for comfort, speed and low noise. Rumours of dubious accounting practices and unfounded “safety issues” leading to the demise of the trolleybuses persist among bus enthusiasts.

The first serious attempt at using under-floor diesel buses was in the form of 12 AEC Reliances received in 1955. These unspectacular, scarcely-remembered vehicles delivered 112bhp at 2000rpm and were 30ft long. Six were bodied by Park Royal and the balance by NZMB. Dunedin's notorious steep hills provided a challenge these vehicles weren't entirely suited to. All left service by 1977.

The first challenge to trolleybus superiority on hills came in 1959 when short-wheelbase 30ft Leyland Worldmasters entered service. These featured the Leyland 680 engine block which was going to provide a backbone for the city's fleet well into the coming century (the final 680 engined council bus left the Depot in May 2011 to start a new career with the Otago Heritage Bus Society). The Worldmaster delivered 150 bhp at 2000rpm from its 11.1 L horizontal underfloor engine, via a 4 speed epicyclic gearbox and fluid flywheel. Like all the Leylands to follow, they featured a low speed differential to allow them to move away with some dignity from steep bus stops with a full load. The sound of a Worldmaster at “full noise” was something special, with the throaty roar being accompanied by vibration from every conceivable part. Later examples were 32 and 35ft. The predominant body builder was NZMB. In 1970, the fleet was graced with the first of the Leyland Panthers. These large-windowed vehicles had a low, wide forward entrance, overcoming some of the access problems inherent in the Worldmasters. The 680 engine delivered a much softer tone and the vehicles had a dreamier ride quality. The bodywork was constructed locally by Emslie (later Emslie Consolidated and still extant as Emslie and Flockton panelbeaters). Globally, the Panther wasn't Leyland's best effort, but from a passenger's perspective they were a large step forward and superior to some of the public transport offerings that came following deregulation. Some of these buses soldiered on into the 1990s. The next move was quite radical, being the delivery of 15 Nissan Scorpions beginning in 1972. These offerings from the far east featured a rear engined 4.9L two-stroke diesel that delivered a staggering 180bhp at 2400rpm. They were also fitted with a very robust and durable alloy body by Emslie. It could be speculated that Nissan didn't envisage such a heavy body being fitted to their chassis or it being pointed up such steep hills with a full load of passengers. It seemed that not many horsepower was delivered to the road at anything less than full revs, which lead to a distinctive and unique scream emitting from these buses whenever they attempted any mountaineering, often accompanied by an oily heat haze from the expanded mesh exterior of the engine compartment. These hard-riding but well presented vehicles had a brief life extension in the mid 1980's with a refurbished interior; some also received MAN diesels that drove the original fluid flywheel and epicyclic gearbox. Once again, they served into the 1990s, when deregulation and lost contracts saw them released from council service. Their greatest contribution was probably in the hill suburbs at times of snow: they were very sure footed and with the aid of chains, were unstoppable and provided a shuttle service to the snowline in conditions where modern buses remain in their depots. In 1975 the first of two very similar batches of Emslie-bodied Leyland Leopards arrived on the scene. Visually they were similar to the Nissans but had the enthusiasm of earlier Leylands for hill climbing. The 680 horizontal mid-mounted engine was now delivering 175 bhp at 2200rpm. This was the first bus type in the fleet to have air suspension. They were generally a good bus but always had a slightly dated feel to them. The dated atmosphere was well and truly dealt to with the arrival of the first two Hess-designed Leopards in 1979, with high back seats and 5-speed gearboxes, allowing them to be equally at home in the city or further afield. They wore a new “hockey stick" version of the fleet's rather tired "peaches and custard" living-room coloured livery. Wide entrances and mustard yellow Frontrunner interior lining were a welcome change from the stainless and cream paint interior of the earlier vehicles. The sharp modern lines of this body design, used in many parts of the world, meant that these buses often pass for being much younger than their 30+ years. NZMB eventually delivered 27 Hess-designed Leopards, with a Hawke-bodied one migrating from Invercargill mid-life.

Dunedin City Transport trialled three Auckland MAN buses in the 1980s. These may have set the scene for three different models of Designline-bodied MAN buses being purchased in the late 1980s and 1990s, heralding Dunedin City Transport's change of status to a Local Authority Trading Enterprise (known by the inauspicious acronym 'late') and change of name to Citibus Ltd.

 There was one new full sized bus but by now Citibus was experimenting with smaller vehicles as passenger numbers dwindled. Two batches of three MAN midibuses and 10 MAN minibuses joined the fleet. The minibuses were a serious attempt to provide a fast, frequent and convenient bus service that hadn't been seen since the peak of the trolley bus era. They were smartly presented in a street-savvy graffiti-inspired livery and ran to a knuckle-whitening timetable on the Normanby-St Clair route, with a headway of 10 minutes. These sporty machines proved equal to the task although startling speeds were required in urban areas to maintain the timetable (this writer recalls an MOT officer giving a "naughty, naughty" finger gesture out the window of a patrol car as he sped up North East Valley at 80km/h). Most of these buses found a second career with Cityline Hutt Valley, presumably occasionally rubbing shoulders with the Dunedin Leyland Leopards they displaced which were working for Newlands. Some MANs migrated again, to Auckland. Citibus's fleet was supplemented with strays from Newton's Coachways when it took over that family firm, whose urban fleet included ex-Cityline (NZ Railways Road Services) Bedfords and Hinos. The city council re-named the firm 'Citibus-Newton' for a time, and attempted to leverage strategic tourism gains for the city by rebranding many Newton's tour buses with 'City of Dunedin' logos that were seen around New Zealand. Following denials by some Dunedin bus operators that low floor buses could operate on our undulating roads, Otago Road Services pioneered the use of low floor buses but weren't rewarded financially for their bold move. After second hand low-floor MAN buses were introduced by Dunedin Passenger Transport, Citibus saw the light and the Normanby St Clair route was again blessed with striking new MAN buses in a parochial blue and yellow livery which made their already long body (compared to the earlier MAN's) look even longer. Similar models were purchased by Otago Explorer and Dunedin Passenger Transport. The latter Invercargill-owned firm cheekily copied Citibus's new colour scheme, but in the Southland colours. Second-hand MAN and Dennis buses from Christchurch aided in bolstering the Citibus fleet, while a number of Dunedin Leylands saw out their days working for two different Christchurch operators. Very few Dunedin buses retire in their home town, they invariably drift north to work gentler terrain in their later years of service. Post deregulation, Citibus purchased three Designline refurbished second-hand Japanese-import Isuzus that were nice little buses. These passed to Otago Road Services Metroline in one of the many route swaps that beset the contract-run industry nowadays.

It was never entirely clear what the city council's motives were in holding on to a loss-making bus and coach company for so long. Occasionally a local politician would extol the firm's status as a 'strategic asset', and the business was certainly a cornerstone of Dunedin's tourist trade, to the annoyance of a couple of smaller operators. For many years now, bus services have been a motley ever-changing series of temporary contractors subsidised by regional council ratepayers. Citibus circumvented this system by running a couple of so-called 'commercial' urban routes outside the contract system, but as the company was loss-making, these routes were de-facto ratepayer-subsidised. These routes have long been flagship routes of the Dunedin bus network, not harmed by a continuity of management outside the ruthless contracting regime. Having already pinched the colour scheme idea, Invercargill Passenger Transport got the whole company. They have said they intend to merge their Dunedin Passenger Transport operation into Citibus and adopt the name and colour scheme as their own. Low floor vehicles now make up the majority of the urban bus fleet, with Chinese vehicles supplementing the new and second-hand New Zealand-assembled vehicles. The future direction is difficult to anticipate, with dissatisfaction levels with the bus service being high. The door isn't entirely closed on more second-hand Japanese buses joining the fleet. The quality, reliability and fuel efficiency of cheap new low-floor buses from China is improving as uncertainty surrounds the future of local bus body building. Battery powered buses would seem viable for Dunedin's flat routes as evidenced in Christchurch, and there are still some Dunedinites envious of Wellington who would love to have electric buses, or even cable cars, gliding up the hills once again. (Acknowledgement to S Millar, Published in May 2011 in the Bus & Coach Association Newsletter.)

____________________________________ INDUSTRIAL HERITAGE TOUR

After many earlier discussions with multiple volunteer organisations including the Otago Heritage Bus Society, Dunedin Gasworks Museum, Ocean Beach Railway and Dunedin Fire Brigade Restoration Society the groups came together again in February 2014 to resume talks for the an envisaged tour. This time including people for advise from Tourism Dunedin and Dunedin City Council’s Economic Development Unit. The vision entailed is to have all of the above mentioned community volunteer based groups come together to provide visitors to Dunedin during the cruise ship season a quality tour showcasing Dunedin’s Industrial Heritage. So far the tour will include: • A fully guided tour of the Dunedin Gasworks Museum • A fully guided tour of the diverse collection at Ocean Beach

Railway and a heritage train ride • A guided walking tour of Dunedin’s Warehouse Precinct

(hopefully a guided tour of a building) • An inclusive lunch at a local café • With all transport on board a heritage vehicle by OHBS Inc.

____________________________________ Feedback has been positive from all key parties and we have several trial dates when multiple cruise ships will be in port for the 2014 /2015 tourist season. Proposed Dates

Sunday 16 November 2014 Saturday 29 November 2014 Sunday 14 December 2014 Monday 29 December 2014 Tuesday 30 December 2014 Friday 2 January 2015 Wednesday 7 January 2015

Additional dates maybe added when each venue is open during a weekend; this would be communicated prior to each group. If you have any comments, suggestions or you are free to work on the above dates please email chairman@otagoheritagebus.co.nz . We are looking for a confident volunteer tour guide for this service.

 DCT #1 UPDATE

During late November / early December 2013, the coordinator of the DCT #1 project, who also happens to be our Chairman Philip Riley took it upon himself to raise funds and raise our community profile through a unique new way via a crowdfunding website www.pleademe.co.nz. He also was curious on how many people will support our organisation with the return of Dunedin’s first trolley bus. To his surprise the pledge on was successful and over 24 individuals and 1 business raised over $3500 towards the relocation of this vehicle. The crowdfunding online campaign for DCT #1 saw in excess of 15,000 people around New Zealand click on the crowdfunding webpage and ‘like’ our project, click on the Society’s website, visit our Facebook page and get in touch with us for future charters. This sort of online exposure is priceless as it adds to our community presents; it also shows that the wider community supports our projects and support our organisation. To date we have raised $4500.00. A further $3000.00 is required prior to DCT #1 embarks on its journey south to Dunedin. As we write, funding applications are being prepared to help us raise the remaining funds. Proceeds from this Easters ‘Suburban Rumbler’ services will go to help fund this and other potential projects.

THE SUBURBAN RUMBLER OPERATES THIS GOOD FRIDAY &

EASTER SUNDAY

Join us this Good Friday or Easter Sunday for a ride back in time along Dunedin’s most popular bus routes; St. Clair – Normanby and St. Kilda – Brockville / Halfway Bush. Timetables are below and fares are by Gold Coin Donation.

Proceeds from the Suburban Rumbler heritage bus services go towards restoration, maintenance and future purchases of Dunedin’s ‘Heritage bus collection” including Dunedin’s first trolley bus – DCT #1. Further details can be found on our website – www.otagoheritagebus.co.nz

CONDOLENCES

Please join me in sending our deepest condolences and support to Jacqui and Jamie Hellyer and family with a recent loss within their family. Everyone within their family are great volunteers and help cement our activities and operations. Jamie and Jacqui both hold Executive Committee positions whilst the kids have been great helping hands towards getting DCT #170 and DCT #174 ready for their return to Dunedin. Our thoughts are with you during this tough time.