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

On Sunday 23rd February the Epping-Ongar Railway held an event to commemorate 50 years of London Country Bus Services Ltd. Can it really be that long ago? The event will be reported upon later in this Newsletter, but to open proceedings, here is Keith Valla's shot of RF 180 and RMC 1507 in Old Harlow. In what some readers might choose to interpret as “typical” London Country practice, the two Green Line vehicles (the RF now downgraded to bus livery, of course) are being utilised on non-Green Line work, but fifty years ago it was a case of using whatever was actually in running order to cover the schedules. The RF also lacks the radiator filler flap which while I am sure was something unintentional, might again be regarded as not entirely unknown in those days.

Newsletter 164 April 2020

Opening Lines

One of our regular and prolific contributors to the Newsletter recently wrote to me as follows: ”I was at Acton "Depot" on Wednesday to say my goodbyes to Bob Bird as he has now departed from the site. I have used the staff canteen on the first floor on a number of occasions. There are usually a number of deposited old road and rail magazines but on Wednesday I noticed the two most recent FoCLBotF (January and February) Newsletters. They were unstapled and obviously came from one of our recent recruits who had printed them off for those visiting the site (there are quite a number during the week).My concern is that some are getting to see the Newsletter for nowt, which concerns me as there is a lotto do on your part in putting the Newsletter together for which we hope the subscriptions cover the cost of production and postage.

I remember some time ago you made comment regarding the forwarding of e-mailed versions of the Newsletter to non-members, so perhaps a similar message regarding its printing might hit the right spot.Quote the foregoing if you need to.” I have so quoted and I can confirm that the subscriptions cover the costs of production and postage. They do not provide any “income” for me or indeed any of the others

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who are involved in operating this little organisation, and before someone raises the question of the copies sent to London Bus Museum members, I can advise that these, while free to the recipients, are in fact financed. I am pleased that the Newsletter attracts so much interest and that non-subscribers enjoy reading it, but play fair, chaps (or chapesses) and please don't freeload off the rest of the paying members, it's not fair to them.

The London Guy Special Peter GommI must explain this NOT a review, just a few observations. I had few dealings with the class in service restricted to travelling to work in the early 1960s. For about a year I worked for the RAF at Bovingdon Airfield and lived in Boxmoor. The 316 picked me up at a stop outside my home which was great but not so good was the walk from Bovingdon village to the airfield which was about three quarters of a mile, especially in bad weather. One of the buses I would travel on was GS 17, then allocated to HH. Little did I know then that I would be involved with it many years later. This came about because of the threat of it being vandalised, the owner keeping it on his drive and it being viewed as lowering the tone of hisneighbourhood.

Whilst it was with us I saw a piece in a magazine which had a small picture of the front of a bus with thecaption, "Somebody should save this Austin bus". I immediately recognised a GS in a rather poor state and thought it might give us some spares for 17. It turned out to be GS 32 which was serving as an office/store to a builder. I spoke to John Clarke and we agreed to ask Ward Jones to look and collect it back to his yard. The seats had been welded to form benches round the saloon, otherwise it was nearly complete but in a very poor state as shown on page 197 of the book. It was agreed that it wouldn't be scrapped but John would take it on and those who have seen and travelled on it will agree he did a grand job.

Above: Judge for yourselves – here is restored GS 32 in Railway Street, Hertford, returning to the bus station during a running day on 3rd June 2001. In this photograph by Martyn Hunt, John Clarke himself is at the wheel. The Perkins badge on the grille is a little non-standard addition. Since those days, John has passed the bus on to another owner.

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“Let Him Have It!” Peter OsbornIn answer to Brian’s question about the 109 (previous edition). The 109 was about 18 months old in November 1952, running from Purley round the Embankment loop (both directions) in replacement of tram routes 16 and 18. It was worked by Brixton (BN) and Thornton Heath (TH), but both using RTs, I’m afraid – 88 of them. North of Brixton, the peak service was 56 buses an hour – truly a tram replacement. The only RTL allocation was a brief period in 1964 when BN put out three on Saturdays, during the period when their main allocation switched from RT to RTW. After they finished in 1966, both garages provided RTs right up to a short-lived replacement by RMs in 1976; the route converted to DMs in 1978.

...and from John A Gray: “A part answer to Brian Clarke’s enquiry in newsletter 163 is given in the photograph on page 12 of London’s Classic Buses in Black & White (Gray: Capital Transport Publishing, 2001). RT 4003 on the 109 is overtaking a (disabled?) tram anti-clockwise along the Victoria Embankment at the time: thus, AECs. I’ll leave as to which garage the bus was allocated to those better equipped to say . . . though the caption suggests Brixton, previously a tram depot.

Pinewood Studios, Gibsons and blinds Peter LarkhamGraham Smith beat me to it with his info about the RT at Pinewood on the cover of Newsletter 162. I attach two photos, one confirmatory of the location, taken on the occasion of the Slough/Windsor Running Day 2011 organised by the Amersham & District Motor Omnibus Society. Chris Wills' RT 3254 has just arrived on 457D. It is outside the old "Main Entrance" where stars, producers etc. would drive through in their Cadillacs, Rollers or taxis. The entrance is now further to the right, and much less glamorous.

The second photo (next page) was taken as part of an elaborate "route re-creation" in 2008 with Ensign's two Cravens RTs, taking in the 385, 158 and 114, finishing with a photoshoot at Bakers Road, Uxbridge. So you now have photos of Cravens RTs on both 457C and D. Perhaps Graham will know whether the busesworked as 457D to Pinewood, then 457C to Uxbridge, reversing the process on the way back to Windsor.457 (via George Green) and 457A (via Upton Lea) were the "main line" services, not serving Pinewood; there was even an earlier 457B, almost entirely unrelated, which was renumbered 400 (there is a photo in Peter Aves' Green All Over)

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Above: RT 1499 at Baker's Road, Uxbridge

Martyn Hunt's account of his exploits on 25 September 1983 stirred some memories, as I too was at thatfinal Open Day at Aldenham Works. It was touch and go, as our first child was due around then, but domestic management gave permission for me to go and I'm glad I did for a number of reasons. I bought my first Gibson from a pile of brown fibre cases. It cost £40, had no printing plate, but was a Country Area machine with date wheels instead of ticket prices. I think it had been used by LCBS for conductor training, as it still carries an elaborate sticker, instructing which "old money" values should be used for decimal fares. Several years later I was honoured to spend a morning with the late George Sawyer, who had been Gibson's assistant during the development of the prototypes. He had been coaxed out of retirement to resume heading up ticket machine maintenance at (by then) Chiswick Works under BEL, rather than Effra Road (under LT). He had warned me he could only see me for as long as it would take (five minutes?) to buff LONDON TRANSPORT off a spare plate and fit it, but when he realised I was interested in the machines' history, he showed me his collection of (almost?) every type of Gibson therehad ever been, including (there may have been even more) long ticket, Central, Country, decimal, Douglas Corporation, West Bridgford, Melbourne, Athens and the Chiswick Conductor Training School, which used Perspex casings so that the interior workings of the machine could be demonstrated.

Gibson had been an ideas man rather than practical, so George did the machining and assembly at each stage of the design and prototype process, and between them they eventually cracked it. As the man who knew more than anyone else about the machine (including Gibson himself - but note whose name is remembered!), he was adamant that it should never, ever be oiled. He also told me that it was designed to be fool- and fraud-proof, though he had some tales of crews who had managed to beat the system, in one case almost (but not quite) getting away with it undetected. My lips are sealed, unlike mycurrent Gibsons, which I have adapted for easy dismantling in order to re-ink them without having to send them back to Effra Road. There was a daily ticket machine collection and distribution van operationat Effra Road which visited garages in turn (Central and Country on each of several different rosters), and being London Transport, they ran to strict routes and times.

My other success that day had to do with destination blinds. As I walked round the works, I came acrossa stack from floor to ceiling at the corner of a corridor, but as I wanted to look round first, I vowed to return later. In the meantime, as it was a very fine day, I found among the many people picnicking on the

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lawn outside the canteen, a large hamper which had been full of more blinds. Some had already been acquired, others were discarded on the ground. I looked down, and there at my feet was a Southall RT destination blind, the only missing part of a set which I had liberated from a scrapyard possibly even years earlier. My luck did not hold - returning to the stack of blinds.............. I found every single one had gone. I was cheered up when our first daughter was born the following Saturday. Given the chance, she and her sister would happily hire a skip to relieve their mother of my blind collection.

Aldenham Works Open Day Alan DavidsonAfter reading Martyn Hunt's visit to the above event in 1983, it is gratifying to know that the majority of the listed buses are still around. He mentions RT 4777 and I enclose an undated photo of its new green coat. There has been cab reframing since but it's now in red livery like close sister RT 4779 so it's been green twice and red twice.

[Editor's note: One day when those involved are all dead or senile I may well publish the early history ofRT 4777 in preservation. Suffice it to say that there were some dodgy dealings back then. That is not to cast aspersions on subsequent owners, of course. The version of the bus in preservation finished its days at Harrow Weald so it was red, but the fleet number, as with 4779, was originally on a green bus, stored and not used 1954-1959.]

Chadwell Heath David WellsLike some of your other contributors to the CLB newsletter, I also receive it through my LBM membership.

I was particularly interested in the picture and article on pages 10/11 sent in by my friend and former colleague Tony Beard. I grew up in Seven Kings, which is about three miles along the old 693 trolleybus route from the terminus at Chadwell Heath. How I enjoyed travelling on those SA class trolleys, some with tinted windows to cope with the South African sunshine and all with either brown (SA1/SA2 – Leylands destined for Durban) or red (SA3 - AECs originally for Johannesburg) leather seat covering. These splendid vehicles passed our door every day. Their design was, of course, unique amongst the 1,800+ London Transport trolley vehicles but, as such, regrettably, were amongst the first to go. As relatively modern buses, they were initially stored at Edmonton Depot, pending the possibility of ‘another life’ but all went to the breaker’s torch at the rear of Colindale Depot. There is a story that a former Johannesburg BUT trolleybus has been brought from South Africa to the Trolleybus Museum at

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Sandtoft and is being restored to LT condition as it resembles the SA3 class design. Perhaps another of your readers can comment further on this.

Your readers may also be interested to know some further information about Valence Avenue which Tony mentioned in his item. Valence Avenue was one of the many roads on the former London County Council’s Becontree Housing Estate which was built between 1921 and 1938 and, at the time, was the largest social housing estate in the world. It comprised 25,736 properties, housing 115,650 people. There were some later additions but the pre-war figures are the estate’s main claim to fame.

The central verge along the dual carriageway in Valence Avenue was the location of a purpose built light railway which ran from a siding at Chadwell Heath Station and was used to distribute the huge volume of building materials through the estate. The building materials were also delivered from a jetty on the Thames. Today, there is no evidence of the railway, save for some wide central verges, another one of which is in Becontree Avenue.

I have attached a photo of one of the locomotives – ‘Dagenham’ [© Sue Curtis “Dagenham & Rainham Past”]

Watford, Leavesden Road (WT) Peter LarkhamI attach photos of WT before (2013) and after (2018) conversion into flats, both taken appropriately from an RT which worked at GR. I think it is a listed building, and was always unusual in being roughly triangular, which must have been awkward for parking buses. Like TG (sorting office) and the original MA(motor dealer), it had an afterlife as either a milk depot or car repairer or similar, but the conversion retains enough of its original character, more successfully than TG. The A&D MA is now flats and the LT MA is a Tesco's petrol station.

Also attached are photos of RT 3254 outside what used to be St Albans and Windsor garages.

[The Editor remembers WT as being filled with yellow “Post Office Telephones” vans at one time in the 1960s. It is good to see that the demolition of SA and construction of housing on the site did not lead tothe removal of the mature trees that used to stand guard over the bus turning, layover and indeed boarding/alighting area. Country area garages have a very poor survival rate, alas.]

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Leavesden Road Garage, where for some reason the 336 Watford – Amersham route, operated by RLHs, used to have its Watford terminus, long after the building ceased to house buses.

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Above: St Albans garage used to be behind where RT 3254 is standing. Only the trees and garden serve asa reminder of those times.

Below: RT 3254 at the site of Windsor Garage, now seemingly completely unrecognisable.

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London Country 50 Composite report by Keith Valla, Paul Van der Hulks and Martyn HuntThe Epping Ongar Railway marked 50 years since the formation of London Country bus services on 23 February, with another of its very successful running days, which are fast becoming must go to events. The weather did not put off around 600+ enthusiasts from afar afield as Newcastle and Cornwall descending on the railway's North Weald Station, where they were treated to a range of services radiating and inter-connecting into the Essex countryside and Harlow, a feeder service from Chingford and the regular 339 route linking the underground at Epping.

Period vehicles operated the service and there were 10 visiting vehicles on show. All of whom plus the "home fleet" enjoyed a fantastic photoshoot in Harlow bus garage later in the afternoon, with thanks to Arriva, which was followed by a road run around the Green Man, Mulberry Green in Harlow, which made for more excellent photo opportunities. A great day was had by all. (PvdH)

An uneventful drive down the A12 from Ipswich saw Ken Hammond me arrive at the Epping Ongar Railway (EOR) station Ongar just before 11.00 in time to see recently restored (in BR lined black) ex-Great Western steam loco 4953 Pitchford Hall arrive from North Weald. Moving to our next location, Blake Hall, we saw Pitchford Hall heading for North Weald with the delayed 11.00 Ongar - North Weald service.

North Weald was as is usual the centre of attraction for events at the EOR with the aforementioned steam service and a DMU shuttle to Epping Forest (just short of Epping LT Station). Catering services, book stalls and toilet facilities as well as bus services radiated from this location, a special programme and ticket were issued for the day. (MH)

Bus services operated were:

339 North Weald-Epping LT Station. 381 North Weald-Nazeing Church via Epping Green (single deck only). 383 North Weald-Nazeing via Great Parndon (single deck only).(note incorrect blind spelling of Nazing on vehicles)393A North Weald-Old Harlow via Foster Street. 396 North Weald-Old Harlow via Potter Street. 804 North Weald-Little Parndon (Fourth Avenue). 805 North Weald-Little Parndon via Potter Street. 718 an early and late service only to / from Chingford.

Participating vehicles from EOR and visitors were:

GS 42; RF 180 (modified), 308, 401 (Red), 636; RT 604 (NBC), 1700, 1702 (Red), 3125, 3228, 3238, 3254; 581J (exRLH 44); RCL 2260; RMC 1507; RML 2440; XF 1;MB 90; MBA 539; RP 21; SMA 8 and BUF 272C (ex Southdown 272) carrying London Country vinyls.

Several of the vehicles operated on the aforementioned routes, some remained static exhibits at North Weald and most turned up for the photo shoot and / or parade. Late afternoon saw a pre-arranged photo shoot at Arriva's Harlow bus garage followed by a vehicle parade through Old Harlow much to the amazement of many local people. The vehicles subsequently dispersed to their various homes. The weather stayed dry, a mixture of cloud and sun but with a brisk cold wind. A big thanks to the vehicle owners and to Roger Wright and his colleagues for organising this commemorative event. (MH)

Save the date for the next bus running day at North Weald on 6 September.

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Green Line RT 3228 stands in Harlow Garage alongside something a little more modern from the Arriva fleet – but as it has a Wright body, even that is now part of history. Photo: Keith Valla

4953 Pitchford Hall. 23 February 2020 at Blake Hall 11.38 with the 11.00 Ongar - North Weald. Photo: Martyn Hunt.

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Above: XF 1 passes RT 3125 at the Green Man in Old Harlow; below – the “new look” for London Countrywith RP 21 and SMA 8 at Mulberry Green, Old Harlow – photos by Paul Van der Hulks

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Above: Southdown 272 Leyland PD3 / Northern Counties in Epping Road North Weald Bassett, photo by Martyn Hunt. In the early days of London Country, with major shortages of serviceable vehicles, spare parts and even staff, the firm hired or borrowed buses from a number of operators including Western National and the municipal fleets of Bournemouth, Eastbourne, Maidstone and Southend. Three Southdown buses were actually purchased. 272 was not one of these buses but re-creates that era; all three ex-Southdown buses worked from Godstone and went from London Country to a dealer after use.Other borrowed or hired vehicles were returned to their owners.

From the Archives – material supplied by Tony Beard

From the Minutes of the Rolling Stock Technical Committee Meeting held on 11 April 1960

PVC LeatherclothThe CME directed that the use of Rexine should be continued.

Rear Frame Interior MouldingsCode Affected: RTVarious interior cappings are at present manufactured in wood and prone to distortion during storage. Future supplies are to be manufactured from PVC coated aluminium sheet as shown by revised LT drawings.

Existing stocks to be used up.

Rear Door Escutcheon PlateCode affected: RF1/2, 1/3, 2/1 and 2/3The emergency door outer handle and sunken pan will in future have a stove-enamelled finish in approved colours as shown by revised LT drawings.

Action: Full application at body overhaul.

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Fuel Filter Bracket StrengthenedCode Affected: RMDue to the early failure of fuel filter brackets in service, AEC have modified the bracket design to include a stiffening web.

A float of modified brackets is to be obtained from AEC and passed to garages to permit removal and return of existing brackets to the works for the addition of a web by welding

Estimated initial requirements: 30Estimate rate per week: 15

Action: Full application at garages.

Introduction of three Drain Holes at Cab EntranceReason for Alteration: To improve drainage at cab doorwayCodes affected: RM5, RM5/1, RM5/2, RM5/3, RM5/4, RM5/5, RM5/6 (Prior to Mod 128)

Approximately 340 vehicles affected. Retro action in part of Mod 128.

In order to improve drainage in cab doorway to in diameter holes are to be drilled in the floor at cab ⅝entrance, a slot is the end of the door channel and the treadplate repositioned, as shown on LT drawings.

Action: Full application at garages (Priority)

Modification to Pyrene Bracket – Part No RM119D1Codes affected: RM5, RM5/1, RM5/2, RM5/3, RM5/4, RM5/5, RM5/6 (Prior to Mod 158)The top support of the bracket assembly locates the knob of the fire extinguisher and is to be modifiedas shown on the revised drawings.

This has been found necessary in order to prevent accidental operation of the fire extinguisher and also to prevent an empty extinguisher being refitted.The quantity of brackets affected is as follows:

80 at contractors 120 in Main Stores, Aldenham 400 in course of manufacture at Aldenham

approx. 300 on vehicles prior to the introduction of Mod 158

Material Commitments (Garages): Estimated initial requirements 100Estimated rate per week 100

Action: Full application at Works and Garages (Priority)

Crosswise and Longitudinal Seat Squab Polyester – Filling ReplacedReason for Alteration: Dunlopillo filling introduced to prevent failuresCodes affected: RM5, RM5/1, RM5/2, RM5/3, RM5/4, RM5/5, RM5/6 (Prior to Mod 103)

Seat squab fillings made from polyester material have proved unsatisfactory in service and are to be replaced by fillings made from Dunlopillo foam rubber supplied to LT free of charge by the Dunlop Rubber Company Ltd. Displaced polyester fillings are to be returned to Dunlop in suitable batches.

The total number of bus sets of seat squabs affected is as follows:

Nearside and offside crosswise fillings and upper saloon rear nearside fillings 168 bus sets

longitudinal fillings 136 bus sets

Deliveries of the new Dunlopillo units will be in the order of three to four sets per week and a float of squabs will be required to facilitate this change.

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Action: Full application at garages.

Underdrive Operating Spindle Reinforced – Front Destination GearReason for alteration: To prevent spindle fracturingCodes affected: RM5, RM5/1, RM5/2, RM5/3, RM5/4, RM5/5, RM5/6 (Prior to Mod 164)

A small number of failures have recently occurred on vehicles in service due to shearing of the underdrive operating spindle at the point where the brass squared end is riveted to the spindle. As and when failures occur the spindle is to be replaced by a modified strengthened spindle. The Chief Draughtsman has arranged for the trader to supply 48 strengthened spindles free of charge and the revised material will be made available for garage requirements.

Introduction of Flashing IndicatorsRecent Alteration Advices are to be revised to include codes 1/1TD2 (26 vehicles) and 15T13 (4 vehicles) totake effect at garages.

The alteration has already been carried out on vehicles bonnet numbers TD106 and T792.

It’s interesting to see occasionally the bonnet numbers of preserved vehicles mentioned in Minutes. Another example I found recently was recorded in Durrant’s Informal Meeting Minutes some of which I hope to include in later submissions to this Newsletter. It reads:

Accident on Route 229 at Bexleyheath

Mr Durrant referred to an incident on 25 February (1959) in which the driver of bus RT 191 on Route 229 lost control of his vehicle which mounted the pavement, collided with a telegraph pole and a tree and demolished a low wall before coming to rest. He understood that the driver had made a statement concerning the steering and brakes of his vehicle. The bus had, however, been thoroughly examined afterthe accident both by Engineering Staff and by the Operations Management Mechanical Inspection staff and no mechanical defect was found.

Cash Bag HooksCodes affected: GS1

Two cash bag hooks are to be fitted in the driver’s cab.

Action: Full application at garages.

“Please Pay Here” Transfer IntroducedCodes affected: RF5, RF5/1, RF5/2 and RF5/3

A transfer (Part No BP12647) depicting the words “Please Pay Here” is to be introduced to replace the sign written notice on RF OMO vehicles as and when necessary.

Access Hole Introduced in Floor at No 3 BarCode affected: RT7

An access hole is to be cut in the floor adjacent to No 3 floor bar offside and nearside and covered by means of a detachable metal plate, as shown on LT drawings.

This is found to be necessary in order to gain access to loose body mounting bracket bolts which cannotbe tightened due to the butt binding on the thread.

Action: Full application at Works and “Material to be made available for possible garage requirements”.

Mounting Bracket ReinforcedCodes affected: RT3, RT3/1, RT3/3, RT8, RT8/1, RT8/2, RT10

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Mounting brackets are to be reinforced with welded gussets to prevent the hook portion of the bracket from opening.

Standardisation of Chain Lock Bracket – Driver’s Windscreen Operating GearCodes affected: All RT RF1/2, RF1/3, RF2, RF2/1, RF2/3, RF5, RF5/1, Rf5/2 and RF5/3

The nearside and offside chain lock brackets are no longer available from the manufacturer, Messrs Cox & Co, who have replaced these parts which are used on the RM vehicles.

As and when replacement of the existing brackets is necessary and all existing stock has been used up, the latest design bracket should be fitted.

Setscrews (2BA countersunk head) are at present used for attaching the brackets to the windscreen frame but will not be required when the new design brackets are fitted as these require 2BA cheese head with washer.

Spare Wheel Clamping Batten Assembly – Screws changed to BoltsCode affected: RF1/2

The spare wheel clamping plate assembly has two timber battens held together by No12 x 3in long woodscrews (3 off). these woodscrews have been found to be breaking under service conditions and should be replaced by coach bolt and nut.

Action: As and when necessary at overhaul.

Stencil Plate – Garage Running LettersCodes affected: All Central Buses and TrolleybusesGarage running letter stencil plates are to be dispensed with on Central Area buses and trolleybuses and the garage letter are to be stencilled in white paint direct on to the body panels. A quantity of semi-gloss stencilling white paint will be required to be ordered for this purpose. Stencil plates punched with garage running numbers will still be required.

The stencil slides are not to be removed as a limited number of stencil plates will require to be held at Central garages for use in the event of the temporary transference of vehicle from one garage to another.

The stencil plates punched with garage letters will still be required on country service vehicles but no more plates with Central Area garage running letters are to be manufactured. Existing stocks are to be held at the respective garages.

Rear Frame Nearside Pillar Interior Mouldings - RTMr Charles stated that an investigation had shown that the cost of mouldings cut from extruded material was excessive and he submitted mouldings made from PVC coated aluminium. This material “Lamiplate” is available in 8ft x 3ft sheets and is approximately twice the cost of 16 swg aluminium sheet.

Mr Tame said that mouldings of this type should show considerable economy over the existing covered timber items and suggested that its use could be widened to mouldings and panels other than those originally referred to in this discussion and added that he had been informed that the aluminium sheet base of this material could be welded without damaging the PVC covering.Mr Collings stated that a similar material was available from an alternative supplier (under the name “Skinplate”) and suggested that it would be worth enquiring whether this could be obtained in larger sheets. He also stressed the need for defining the type of material required when placing any orders.

After further discussion, it was agreed that Mr Charles should investigate the wider use of this material,Mr Crawley initiate the cost enquiries on both suppliers and the use of this material for rear frame pillar interior mouldings be covered by Alteration Advice action.

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Adhesive for PVC LeatherclothThe Chairman said he had been unable to clear this matter and would raise it at the next CME Technical Meeting.

Subsequent to this meeting the CME Technical Committee considered this proposal and ruled out that the damage to PVC for this purpose could not be justified and that no further action should be taken.

RF Rear Door Escutcheon Plate

Mr Butler stated that he had received sample plates from Aldenham, one stove-enamelled green all overand one green with cream edges, either with red handle and he proposed to submit these to the RSE Progress Meeting for decision.

Mr Tame pointed out that the green plate would be cheaper to produce than that with cream edges.

The Chairman reminded the Committee that any alteration to the vehicle appearance was subject to theapproval of the CME who was proposing to examine vehicles at Aldenham on Wednesday 13 April and hehad suggested that Mr Butler should pass the agreed sample to him for the CME’s approval at that time.

Paint Condition of Exterior Vehicle RoofsMr Tame reported that the Inspection Section was reviewing observations made and a report would be issued as early as possible, which could be discussed at the next meeting.

Driver’s Seat CoveringMr Collings submitted a sample of a leathercloth “Naugahyde” and said he had sufficient to cover 2 – 3 driver’s seats and suggested this material should be tested in this application. After discussion it was agreed that Mr Collings would issue the experimental procedure sheet.

RM Alteration AdvicesMr Stone confirmed that a list of Alteration Advices applicable to RM buses had been circulated on 1 April and that addenda to this list would be issued as necessary. It was not proposed to make a general issue of these advices until the overhaul period approached.

Suggestions

Number Description Remarks50780 (appeal) RT: Platform riser – lightening holes to be covered No award52439 Westinghouse Reservoir: rubber gasket to plug Adopted, award53105 RT: Battery crates – oil hole in hinge pin No award53492 Chiswick Battery Shop; guard around lead melting pot No award53594 Destination Blind – Terylene instead of white linen for printing No award53634 Platform steps: safety device for corner Adopted, award53652 RT: Gearbox spring guide male – metal spray 1/2in below shoulder Adopted, award53736 Buses – Emergency bell near emergency light socket No award53845 Bus seats top deck: 1 1/2in higher one side for road camber No award53867 RM Bus: new type strip rubber contact for the bell No award53327 Windscreen winding chain reversed for longer life Adopted, award53387 Aldenham: High Bay crane platform- steel ladder for access No award53414 Bus Bonnets – prop or stay be fitted No award53440 RF – OMO - nearside screen wiper be removed No award53501 RM: Lower saloon nearside advert board be removed No award53593 RM: Front Route box winding handle be modified No award53614 Aldenham: Pump and hose for spring water – use for bus radiators No award53740 Driver’s seat painting – forward tilt to drain channels Interest award53756 AA Destination Bills – printing layout altered No award53904 Bonnet number to be under used ticket box No award

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From the Minutes of the Chief Mechanical Engineer (Road Services) Meeting No 286 held on Thursday 7 April 1960

Special Expenditure Requisitions

Fitting of Flashing Light Direction Indicators to VehiclesMr Wicks said that the manufacturers had resumed supply of equipment and that the position was improving; subject to the present delivery rate being maintained and provided no further outstanding difficulty arose, It was probable that fitment would be completed by the Autumn of 1960.

Manufacture and Development of Two Further Prototype RM Vehicles - £7,548Mr Kennaird said that the outcome of negotiations with Weymanns was awaited in respect of the claim by that company for additional payment in respect of major changes from the basic design affecting construction.

This was noted and the CME said he would enquire as to the positon from the Chief Supplies and Services Officer.

Expenditure Authorisations

Unit Float

Under memorandum dated 6 April 1960, Mr Wicks sought authority to increase holdings of unitsas under:

Guy Gear Boxes

Additional repair work was necessary to Guy gear boxes on account of their age. The present total float for works and garages was six and a further two were required at a total cost amounting to £28.

RF Steerings

Increased repairs were necessary to webs of the steering box unit. The present total float for works and garages was 28 and a further four were required at a total cost amounting to £13.

This was approved. It was stressed that the representative parts only of the above and not the complete assemblies would be obtained. Mr Kennaird to note.

Works OutputItems of particular comment were as follows:

(a) Buses and Coaches

(i) EnginesMr Wicks said the supply of engines is improving.

(ii) Gear BoxesMr Wicks said that input of gear boxes for repair continued at a lower level

than hitherto and this would assist in improving the situation.

(iii) RF Compressor DrivesMr Wicks reported upon the availability of pulleys following shortage due to

deliveries outstanding from AEC.

(iv) RT Brake DrumsMr Wicks referred to the large number of brake drums outstanding for

delivery from AEC and said this was receiving the attention of the Supplies Officer as a matter of urgency.

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(b) Trolleybuses

Controller CylindersMr Shave said that the shortage of trolleybus controller cylinders, whilst not serious, was

presenting some difficulty and Mr Wicks said he would enquire into the position.

RTL 180Mr Wicks reported that the cost of accident repairs to RTL 180 was estimated to amount to approximately the equivalent of the written-down book value of the vehicle, which in addition was due for overhaul. In the circumstances it was for consideration whether the vehicle should be disposed of.

This was deferred for decision pending the outcome of Mr Wick’s discussions as to the financial aspectsinvolved. In the meantime the accident repair and overhaul work should not be commenced.

Public LettersA Communication upon the following subject had received attention:

Name Comment ActionMr A K Young Parking of buses in Dunton Road, Leyton In hand

Conversion of Hammersmith Trolleybus Depot for Use by BEAAttention was drawn to the proposed occupation of Hammersmith (Depot) by BEA at the end of July 1960, in connection with which drawings and estimates were awaited from the Architect. It was agreed that, if necessary, and as a temporary measure, re-fuelling could be carried out at Riverside Garage and that filling in traverser pits at Hammersmith could be deferred although it was essential for this work to be undertaken in due course in order to provide adequate space. It was also stressed that the partitioning at Hammersmith should not be flammable.

The CME said he would discuss these matters with the Architect and would see to hasten completion of the work

RM Buses –DeliveriesThe delivery position of RM buses was noted as follows:

Vehicles Delivered W/e 2.4.60 Cumulative PositionPark Royal to AEC 9 302AEC to London Transport 8 281

Attention was drawn to the fall-back in delivery of units from AEC to Park Royal Vehicles Ltd, a positonwhich AEC had recently undertaken to improve. Mr Purves was directed to consult with AEC in order to ensure that the undertaking given in this regard is implemented.

Colour Scheme: Green Line CoachesThe CME refereed to his inspection of a Green Line coach which had been painted in two shades of a lighter green recommended by the Central Laboratory as being more durable than the existing colours used for Green Line livery.

Arrangements had been made for the Operating Manager (Country Buses and Coaches) and the PublicityOfficer to examine the coach at Aldenham Works on Wednesday 13 April 1960. Subsequently the Executive would be invited to inspect the vehicle.

Van for Use by the Engineering Superintendent (Road Services)

Following the previous minute, Mr Purves said the 10cwt Ford Van, which had been retained for use by his staff visiting garages in connection with RM vehicles, was due to return to the CDS in May this year. Having regard to all circumstances, Mr Purves recommended that the van be retained until the end of the Trolleybus Conversion Programme.

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The CME agreed that the necessity for the van continued to be at least as great as hitherto.

For the information of the Chief Supplies and Services Officer.

Bus RoofsFollowing upon the previous minute, Mr Wicks gave preliminary information based upon observations from 1 January 1960 as to the extent to which paint on bus roofs was in an unsatisfactory condition.

It was agreed that the review be continued and that in due course an analysis based on more comprehensive data be submitted by Mr Wicks.

Width Gauges: RM VehiclesMr Shave reported as to the test he had made with RM vehicles in relation to the necessity to provide width gauges. After discussion the CME directed Mr Purves to obtain a suitable specimen rubber markertogether with an estimate of the total cost of purchase and fitment, if this were subsequently decided upon. The CME was to be informed when this had been done.

From the Minutes of the Chief Mechanical Engineer (Road Services) Meeting No 287 held on Thursday 21 April 1960

Special Expenditure Requisitions

Manufacture and Development of Two Further Prototype RM Vehicles

The CME said he was awaiting information from the Chief Supplies and Services Officer regarding the latter’s negotiations with Weymanns Ltd in connection with their claim for an additional sum in respect of major changes from the basic design affecting construction of the two prototype RM vehicles.

RTL 180Following upon the previous Minute, Mr Wicks said he had been advised that having regard to all circumstances this vehicle should be disposed of. An AWRA Form would be submitted in due course.

Bus RoofsThe CME said the question of the extent to which the paint on bus roofs was in an unsatisfactory condition would be reviewed at meetings of his Technical Committee.

Department Expenditure

Works (Bus and Coach)

Bodies

At Aldenham reduced expenditure resulted from a lower volume of accident repairs and less reconditioning work. This saving was partly offset by increased costs arising from additional vehicle output. At Chiswick requirements for accumulator material exceeded the budget. Similarly the volume of work on RFW coaches and the reconditioning of miscellaneous electrical fittings were greater than expected.

Chassis

At Chiswick increased demand for unit output, particularly engines, springs and steerings resulted in higher material withdrawals of component parts. This was partly offset by considerably increased credit for items reclaimed.

Chiswick

It was noted that increased expenditure was being incurred in respect of repairs to flashing direction indicators damaged or failed in service. Consideration was given to the possible

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circumstances under which damage occurred both in service and at the garages and Mr Shave saidhe would arrange for an analysis to be prepare of the position at selected garages where the damage was particularly prevalent.

Aldenham Works

It was noted that the increased cost of overhaul and maintenance of buses was due to increased replacement of roofs and roof sections.

Mr Wicks said the original manufacturers, Jicwood Limited, no longer produced roof sections which in consequence were now being made at Aldenham. Although the hot summer of 1959 wasconsidered to have aggravated the roof trouble now being experienced, there was no doubt that the difficulty was primarily attributable to the roof construction employed by Jicwood Limited.

Approval of Expenditure – Battersea Garage; Replacement of Fuel Storage InstallationAn examination had been made of the existing underground fuel storage installation at Battersea Garage.The installation was 50 years old and its condition such as to require replacement. The two 5,000 gallon tanks in the proposed overground installation would provide a capacity which at present usage would give cover of 11 days’ supply.

The Operating Department had confirmed that closure of this garage was not contemplated.

This was approved for submission to the Executive; cost £5,493.

Conversion of Hammersmith Trolleybus Depot for Use by BEAFollowing previous discussion, the CME said the Architect’s estimates and drawings in respect of the work to be undertaken at Hammersmith for occupation by BEA and, separately by the Chief Electrical Engineer would be available within approximately ten days. Mr Wicks undertook to provide estimates similarly in respect of plant work, following which a memorandum for the Executive would be prepared in the CME’s office along the lines indicated.

RM Buses –DeliveriesThe delivery position of RM buses was noted as follows:

Vehicles Delivered W/e 16.4.60 Cumulative PositionPark Royal to AEC 8 319AEC to London Transport 3 299

Colour Scheme; Green Line CoachesFollowing previous discussion, the CME said the Operating Manager (Country Buses and Coaches) and the Publicity Officer had expressed their satisfaction with a Green Line coach which had been painted intwo shades of lighter green recommended by the Central Laboratory as being more durable than the existing colours used for Green Line livery.

The CME said he would invite the Executive to inspect the vehicle and seek approval to adopt the new colours as standard on Green Line coaches and on all Country Area vehicles.

Outstanding Items

RM Buses Review of Accidents

Consideration was deferred until more RM vehicles had been longer in service.

Trolleybus Replacement Programme; Provision of Major Items of Equipment

The CME said that, having regard to the general position of availability of items of equipment to be purchased under this authority and bearing in mind the reductions which had been made in the requirements of equipment for the Trolleybus Replacement Programme, it was not anticipated that further expenditure would be incurred against this requisition.

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Regrooving of Tyres

Cleared by Experimental Report forwarded under cover of memorandum dated 11 April from Mr Purves.

Width Gauge RM Vehicles

Mr Purves to obtain an experimental rubber marker and to provide an estimate of the total cost and fitment to the fleet if this were decided upon.

Above: GS 42 and RLH 44 (581J) participating in the LCBS 50 event – photo by Keith Valla

RT 4826 and the abcs Peter GommReference the piece on the above. The confusion starts with about the ninth 1953 edition of the Ian Allan ABCs where the highest RT number is 4818 although the highest number in the registrations is 4435 with NLP 600. In the tenth(1954) edition the fleet is up to RT 5128 but the registrations end at 4734, OLD 520. It is with the eleventh (1955) edition the the class ends with RT 4826 without registrationnumber and note "LAST ONE". There was a second 1955 twelfth edition where RT 4825 is the last with OLD 589. With this the listing is complete and the RM is introduced. I believe the latter were going to continue the OLD series but it was thought this was not appropriate for a new bus.

So there is a precedent for RT 4826.

Transport Auctions of London Michael WickhamAs a result of the Coronavirus crisis and to protect the well-being of our staff and customers, we have taken the decision to suspend our auctions until further notice. It is to be hoped that they can re-start in the autumn but, for now, that is impossible to determine.

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Our office and store are now closed for visits and deliveries but we are happy to answer enquiries by phone or email.

We will keep you posted with regard to the resumption of business and will also post updates on our website and social media pages.

Entries that have already been received will be held over for the re-start of our sales.

We wish you and your loved ones the very best at this difficult time. Please take care and stay healthy.

And on this subject..........

It is clear that for the next few months there will be no events of any sort, rallies, running days or garage Open Days so we cannot expect to read any reports. It is also likely to be the case that any work being done on restoring and maintaining vehicles may well be curtailed quite severely. Whether these draconian restrictions on personal freedom are really justified is something that not everyone agrees with and there is some evidence to suggest that it is all a bit over the top. The virus is of course the politicians' wet dream come true as they have always hated the idea of people moving freely around thecountry. If you doubt that, just read some transport history! Now they have perfect excuse to stop it.

It is my hope that I shall be able to continue producing this Newsletter during the “crisis” (everything is a crisis these days...) but it may be that there will be reduced material available. I have numerous unpublished photographs and not least Jim Andress's magnum opus about his time as the owner of RF 366. The digital version of the Newsletter presents no problems, but there may be delays getting the real, actual ones printed and posted. I shall always be glad to receive contributions, including queries, answers thereto, hints and tips and anything else relevant. We LT people don't give in without a fight! On a related matter, the recent fine weather has enabled me to make some progress with the Malta busthat lives in the garden as well as some of RT 1018's components.

Whatever happened to...? Roy HillyardBack in the early 1970s the following RTs numbers 2280, 2559, 3066, 3190, 3589, 3917 and 4351 were sold to private individuals, not companies, perhaps as agents for overseas buyers, and have since disappeared..Does any reader have any further information?

[Editor's note: RT 3190 is recorded by Maurice Bateman is being “in a wood” at a place called Le Grande Genet by 8/09 – I suspect it is Le Grand or La Grande but either way, the place does not show up on my French road atlas; and 3589 with Unibus, Avedore, Denmark “in poor condition”, open-topped and seatless at 9/96. The others aren't recorded.]

NEWS FROM THE FEDERATION OF BRITISH HISTORIC VEHICLE CLUBSEditorial

Wayne Scott Communications Director

A new decade of historic vehicles has dawned so, welcome along! As we embark upon the first year of the new decade, it is useful to reflect on the past ten years, which have seen the historic vehicle industry grow and develop into a major player in the UK economy. Our own survey tells us that the movement as a whole contributes £6 billion to the gross product of the country. But, whilst the movement has matured, become more professional, reached new and larger audiences and employed thousands there are significant challenges afoot.

The difficulties around enthusing younger people about transport heritage will continue and I expect, will get more difficult as the younger generations are constantly bombarded with messages about climate change and negative connotations around fossil fuels. We would be wise, I feel, not to underestimate the challenges around educating and engaging with new, younger audiences in an era where it seems perfectly acceptable for young children to shun education and skip school in order to goon protests – as long as it is about the climate – and extremist activists are applauded for sabotaging vehicles at the Brussels Motor Show which ironically, is one of the best platforms we have for sharing,

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developing and showcasing ideas for cleaner and more sustainable modes of personal transport for the future.

I feel as a community, we must be up front and centre in the climate change conversation and not seen as denying that there is a problem or resisting change for the sake of it, but rather sharing our experience and knowledge to assist in understanding the history of transport in order to learn lessons for the future. The fact remains that if every historic vehicle was removed from the road, there would be no difference to the urgency of the emergency that faces the planet, nor would any country’s emissions level be profoundly affected.

Despite the ever-increasing narrative around these issues in the mainstream media, I’m personally optimistic about our future, mainly because one of the most welcoming, open and friendly movements in the world must surely be the historic vehicle scene. Whether it is giving children rides on traction engines, teaching them how to ride a motorcycle or letting a young person sit in your prized classic car –the very best way of ensuring we have a future for our transport heritage is to ensure that young peoplefeel included and that a historic vehicle, and the skills required to preserve it, are attainable for all. Mostimportantly we must inspire and encourage – that way, the future is more likely to be safe.The FBHVC, with your support, will continue to fight for the freedoms of historic vehicles, support our members and clubs and continue to drive the promotion and protection of transport heritage along withour partners into this forthcoming decade.

Legislation & Fuels

Dave Daniel

General

Here we are in a new decade, with a new government and finally we are leaving the EU, although on what terms our ongoing relationship is based remains to be negotiated. You might think that this changes everything and that some form of clarity might emerge, but this is not the case. Not only do wehave little clarity on what laws, if any, are going to change and how, we also face a very turbulent environmental lobby where long-term strategies remain open to change.

For the average motorist however, little will change. We may well have Clean Air Zones [CAZ] and (Ultra) Low Emission Zones [LEZ/ULEZ] being proposed and planned in many major cities but actually creating and implementing these zones remains a promised target for mid-2020 at the earliest. All of these zones depend on systems developed centrally even though it is hard to find any two zones which operate on the same criteria. Government projects are generally plagued with slippage, delay and spiralling costs. It would be hard to imagine that this project with all its diversity follows a different path.

Clean Air & Low Emission Zones

We continue to see initiatives to propose charging or banning zones in city centres. Birmingham have recently announced that even though they have yet to establish their city centre CAZ, they intend to introduce a total ban on cars within the city centre at some stage. It may be this represents the start of a further round of restrictions.

In Scotland, where there is a proposal to establish several bans, including one covering the whole of Edinburgh and its suburbs, efforts have been aimed at getting a general exemption for Historic Vehicles so that it applies regardless in any zone established. Scotland has recently proposed National Regulations which will frame the scope of any Low Emission Zones within Scotland. The proposal currently proposes a blanket exemption for all vehicles over 30 years old, in line with the international FIVA definition of “historic vehicle”. I will be drafting a response shortly which supports this threshold and must congratulate all those who worked to achieve this, as well as those who clearly listened.Subject to this being introduced, this means that for Scottish cities, all vehicles within our remit will exempted and we should be able to be confident that Scottish LEZ’s will not affect our members, at least when driving their historic vehicles.

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In England, the various zones remain stalled. The two most advanced – Birmingham and Leeds – have both been deferred over software development and changes in the proposed funding of the charging system. I understand that Birmingham are still working on the basis that their system will be operational by July 2020 although from my earlier comments you will appreciate, I remain to be convinced. Other councils have made proposals but these will also have the shared software development issues and have not progressed further. York is one of the latest and intends to ban all vehicles from within the old City walls. Given that much of the area inside the walls is pedestrianised and such streets as remain open to vehicles are narrow and congested, this seems unlikely to have any major impact.

London plans to expand its existing ULEZ beyond the central “congestion zone” area to the North and South Circular routes, and whereas Central London has a relatively small resident population, this outer area encompasses some 3 million residents. This is planned for October 2021. At this stage, we will continue to respond to proposals as they emerge.

I have received queries from several members in respect of ‘near-classic’ vehicles and vehicles caught in the 30-40 years old gap (English CAZ/LEZ zones are based on historic vehicle tax exemption at 40 years, rather than the Scottish proposed 30 year threshold). Enquirers have asked if it is possible to ‘retro-fit’ acar to improve its emissions and thereby escape charges or bans. For some motorcycles it is possible to do this as emission tests on motorcycles were introduced differently.

The simple answer is that there are provisions for ‘retro-fitting’ to be recognised, although the process to do it is complex and untested, and any conversion along with emission testing seems likely to exceedthe value of most vehicles considered. Technically, I have spoken to one owner who claims it is theoretically achievable on his car, but only by upgrading the engine to an available later compliant specification. There certainly isn’t a simple ‘bolt on’ kit! This is an area for others to explore. Our remit in representing Historic Vehicles and their owners means we have focused on pressing for full exemptions, and vehicle emission compliance is a highly technical field we are not resourced to advise on.

Tyres

You will no doubt be well aware of the proposed ‘10 year tyre ban’ for commercial vehicle tyres. Since we responded to the proposal in 2019, voicing our concerns and opposition, we have heard not more. There is clearly a government decision to be made by Grant Schapps as to whether to continue to produce detailed Regulations, to wait and see if the non-regulatory improvements introduced by the DVSA are effective, or not to take the proposal any further. The briefest perusal of the press will reveal that Mr Schapps has rather a large and unenviable number of somewhat more weighty transport decisions to make and it seems likely that tyres regulations are some way down the list. We will be attempting to find out when any decision is made and will if necessary be ready to respond to any further proposals.

Roadworthiness

There have been no changes in Roadworthiness testing arrangements, nor any apparent issues arising.

Drive it Day Sunday 26th April 2020

Is the date for Drive it Day in your diary? If not, I hope it is now! After the success of 2019, 2020 promises to be even bigger! We have started to compile a list of events on our website. Please take a look: https://fbhvc.co.uk/events

Have you arranged or started to arrange your Drive it Day event? If so, please don’t forget to share the details with us. We plan to publish a Drive it Day Events feature next time and I am sure you’d love for your event details to be included. Don’t forget to send to the details to Drive it Day Co-Ordinator Ken Coad via coadspeed@btinternet.com. Please copy me in too (secretary@fbhvc.co.uk) to guarantee your event listing.

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[Note from “Friends” Editor – I have included this item more as a triumph of hope over experience than anything else. At this stage, it is likely that events such as this will not now be happening, but the day isintended to draw the attention of the public to classic vehicles and there is no obvious reason why one should not take a single vehicle for a run, or just park it somewhere visible to the public. Drive It Day is a great source of publicity for the classic vehicle movement; it would be a pity if no classics at all were out of their garages that day.]

RT 4325 – the great re-union

Many readers will be familiar with RT 4325 (or 824, but that's another story) and its phenomenal rebuild.This has taken place over several decades and from time to time we include updates on the progress. The bus was taken almost entirely to pieces and while it has been exhibited in chassis-only form at a few events, not least RT50, progress with the body reconstruction has been slower. However, in February this year the body frame and chassis were finally reunited. Derek Funnell, one of the huge team involved (the other one is Jeff Guy, while the third member doesn't get involved with the reconstruction) sent me a link to some photographs, one of which is reproduced below.

There can be little doubt that one day this will qualify as the newest RT since 1954, given the amount ofwork carried out. There is still a bit left to do, of course, but it's great to see this stage in the job.

You can read all abaht it, as the news vendors were wont to say, at: www.brindale.co.uk/ach/prv_site/external_links/london_transport_rt4325.htm

Many years ago, RT 1018 lived in the same shed as this bus, and the body of the latter was stored away incomponent form in a set of racks from floor to ceiling. What has been achieved by a very small workforce is truly amazing. I hope that, when the day comes for the bus to return to the road, someone will cut all the trees which did so much damage to RT 1018 every time I took her out, though, otherwise the glass in the roof-box is going to need replacing at least.

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Let There Be (A) Light!

We are all familiar with the replica RT cab andcontrols made by Cyril Theobald and featuredin previous Newsletters. Recently he decided to create a standard lamp, but why buy one when you can make a replica RT platform do just as well?

Some polished alloy tube, Doverite, a 24-volt transformer and bulb together with some stair tread and a bit of ingenuity resulted in the creation of a true one-off lamp. Cyril made everything himself except for the items listed above.

Some more pictures will follow next time – the detail Cyril has managed to incorporate is quite amazing.

Membership Renewals

April renewals are: Nick Agnew, Nigel Collins, Alan Davidson and Jonathon Miller.

May renewals will be: Nigel Lemon, John Marshall, Peter Plummer, Graham Smith, DavidThomas, Keith Valla, John Wagstaff, Steve Whitelegg and Colin Wickens.

That's all for now, folks, except for the customary next part of the serialisation of Jim Andress's magnum opus.

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 bream.coaches@talktalk.net 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, Norfolk, IP26 5NF. Home phone 01366 728761Mobile for messages only, 07767 898789 E-mail, rhood@arrowpak.co.uk

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 ifyou use this method. Bank details are: International bank account number GB21MIDL40452472223309Sort code 40-45-24; Account number 72223309; Branch identifier code MIDLGB2112F

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In the autumn of 1991 the well-worn gearbox was exchanged for a rebuilt unit, and during the winter'91-'92, the alternator and starter were overhauled. A start was also made on stripping, "de-denting" andrepainting the roof, and this work continued through the winter '92-'93.

Roof strengthening, 1991-2 – photo by Jim Andress. 1992The 1992 season started on the 1st January with a trip to the annual Winchester Rally, rather chilly as one would expect. The regular “Cobham” rally was next, held on 12th April, this year at Walton on Thames. In May a trip was made to run over the 210 and other routes from Finsbury Park to help plan theFinsbury Park Running Day due to take place later in the year. At the end of June we attended the NorthWeald event for the second time. July 12th saw us back at Southampton in the park and on 16th August we took part in the first Finsbury Park running day. On the 13th September we took part in the Amersham Running Day recreating former routes in this attractive part of outer London and then on the29th we were at Woburn Abbey again for Showbus. On the 18th October we took 366 to the Oxford Bus Museum Open day bringing the 1992 season to an end.

1993The 1993 season started on the 1st January with a friends and family trip over the 213 route to commemorate the 40 anniversary of 366’s entry into service on 1st January 1953 with lunch at “Belmont California” as LT referred to the Pub adjacent to the terminus. On the 4th April it was Cobham time again with the Rally once more held at Walton on Thames and as always a time to meet other interestedowners. On the 9th May we attended a Running Day at Barking and on 30th we operated between Poyle and Staines at the second Staines Rally. 13th June saw us at Southsea where we learnt from a couple of former students about the trip made by 366 from Pompey to Pompeii in 1985. Over the weekend 19/20 June we visited a rally at New Romney, in Kent, organised by the Romney, Hythe and Dymchurch Railway. En Route to this event we visited Peckham Garage where 366 had been based from 1976 to 1985 as sports team coach. On 11th July we attended the Wincanton Steam and Country Fayre at the Racecourse then on 8th August we visited the original LT Sevenoaks Bus Station for a new event.. On 22nd

August we went to Whitchurch Airfield for the annual Bristol Rally and at the end of the month we undertook a two day trip to the Crich Tramway Museum where we unexpectedly met up with FRM 1 having a trip out from the London Transport Museum. On the 4th of September we visited some friends near Bournemouth and on the 5th took part in the Bournemouth to Bath Run before returning home. On

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25th September we left Chippenham in the early evening and parked at South Mimms services overnight before going on to Duxford for Showbus on 26th. On 31st October we visited Kingston Garage for a display, bringing the season to a close.

1994

The 1994 season started with another trip to Kingston on 27th March, followed by one to the Beaulieu Motor Museum on 3rd April, then on the 10th to Walton for Cobham Open Day. On the 5th June we visited St Albans in support of the campaign to preserve this classic example of a Holden-designed building of the 1930s; unfortunately it was subsequently demolished and replaced by housing. The 25th and 26th June saw us at the North Weald event held on the old RAF airfield. On the 24th July we attended the Special open day at Fulwell garage, formerly the original Trolleybus depot. This event was expected to be the last such event to be held by London Regional Transport due to the imminent privatisation of London bus services.

On 14th August we joined many other preserved buses at Staines for the Bus of Yesteryear event and on the 21st we went to Finsbury Park for the running day. On the 11th September we went to Norbiton, 366’soriginal home, for an open day with passenger carrying runs out to Esher and return, and on the 18th we made a trip to Yeovilton Naval Air museum and finished the year on 16th October with a trip to the Forest of Dean to visit the Steam Railway.

Front-end rebuild 1993-4. Photo by Jim Andress

During the winter 1993-4 the front panelling and windscreens were removed and much of the structural steelwork was renewed. The nearside windscreen pan and glass were renewed, as was the glass in the lower drivers screen, (the upper screen glass had already been renewed because of stone damage) and then all the panels were re-installed, after stripping, de-denting and repainting. During this time it became apparent just how much better is the appearance of the front of the RF without the flashing direction indicator 'ears', which had been fitted to the body, above the mirrors, about 1960, and thought was given to how to create safe driving without them.

It was then recalled that most of the RFs used on route 213 in the early 1950s, were experimentally fitted with semaphore trafficators. A study of the picture of RF 390 (body 7908 now RF 366) on the 213 in 1953, possibly on its first day in service, shows semaphore indicators were fitted. Route 213 was

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presumably chosen for this experiment because, at that time, it had one of the largest allocations of RFs to any one route, 29 being allocated for the route shared between Norbiton and Sutton garages.

A pair of the right size units were located, rewound for 24 volt working and installed. The unique featurenow introduced was to arrange the wiring so that, when an arm is activated, the twin lamps in the arm, as well as the appropriate arrow on the rear of the bus, all flash together. Subsequently the sidelights have also been arranged to flash at high intensity in time with the lamps in the semaphore indicators.

RF 366 with left-hand semaphore extended. Photo by Jim Andress

In the spring of 1994 an opportunity arose to purchase the running gear from an AEC Regal IV coach, originally fitted with a Burlingham Seagull body, unfortunately long ago rotted away to nothing. So one Saturday morning I set off with a friend to Derbyshire towing a robust 6-wheel drawbar trailer behind my Montego diesel estate, and loaded, 1 Engine complete with Dynamo, Vacuum pump, Flywheel and Clutch, 1 Manual gearbox, 1 Front axle with hubs, 1 Rear axle with hubs, 1 Set of road springs, 1 Radiator assembly complete, 6 Road wheels and tyres.

366’s original engine was known to have very low oil pressure when hot, so a few weeks later, after an inspection, and having removed all the extraneous parts, we transported the former coach engine to Cobham Museum on the trailer. It was then checked out and we converted the various mountings etc. to

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match an LT type RF installation. I then drove 366 up to Cobham bright and early one Saturday morning and some 30 hours later we had the new engine in and running.

New engine ready for installation. Photo by Jim Andress

The combination of better engine and the very low ratio diff. fitted earlier, made 366 extremely lively, but of course still slow. Bearing in mind that we are based in Wiltshire and need therefore to travel a substantial distance to almost every event, I resolved to do something about it. An examination of the back axle and differential unit, which came with the other parts of the Derbyshire coach, revealed, to my delight, that it was the highest ratio AEC made, 4.14 : 1. This was removed from the axle, dumped from a tractor bucket into the back of the good old Montego, and transported to Cobham where it was found to be in excellent condition, and a merry day was spent just 'popping it in'. Thanks once again to the help of various other members who joined in the fun we got her out on the road and experienced for the first time the need to slow down for 40 and 50 MPH speed limits. Well strictly speaking 50 limits are not a problem, because the fuel injection pump is set for 1800 RPM, which the AEC manual equates to 49.6 MPH with the new diff, that is some 10 MPH faster than with the old diff., 1800 RPM is ofcourse, the full load governed speed and on no-load it will rev. to about 1960 rpm, equivalent to 54.25 MPH. In practice we find that on the motorways she will run level at about 52 MPH, dropping to about 45 on normal gradients, and to about 35 on steeper motorway climbs.

The new engine ran very well, but proved that a vibration, already present with the old engine, had its origins elsewhere. After further checks were made it was decided that the gearbox was the most likely source, and the decision was taken to replace it. Fortunately Cobham had a suitable box and a further trip was made to what was rapidly becoming its second home. Once again, we spent a day under the bowels of 366 and, like magic, the vibration was all gone.

After the gearbox change, and because everything else had become so much quieter, we noticed a bearing type noise. After suspecting the offside front wheel bearing, it was concluded that the source was the self-aligning bearing on the compressor jack-shaft, and this was replaced.

During 1994 a new set of four, 6 volt, 180 Ampere hour, batteries were fitted, to replace the set still in situ since LT service days, which were well past their peak.

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