A Wedding Duty in a Leyland PS1 or A Session in the Gym?

Take your pick, the effect is the same. If you thought that a single decker would be easier to drive than a double decker you would be wrong!

I’ve done several wedding duties with Weymann-bodied Crosville KA244 (Leyland Tiger PS1 LFM320) before but this one turned my arms to jelly by the end of the day. The design of the Leyland PS1 steering mechanism is inferior to that of, for example, the Bristol design from the same era or so I’ve been told. After today’s exertions, I tend to agree.

The duty didn’t start well. A Transit van had been parked near the door of the garage which effectively blocked what would ordinarily have been a straightforward reversing manoever from the PS1’s parking spot. The van was unlocked but I searched in vain in case the keys had been hidden somewhere in the cab, so my only option was to shunt the PS1 backwards and forwards until I had it at an angle that would clear the van. At virtually 0 mph, turning the steering wheel took huge amounts of effort and, by the time I had the bus outside I was exhausted!

The journey down to Old Oak Farm just outside Curry Rivel was a doddle by comparison and even turning the bus around at the venue was a piece of cake. Following the advice of  the venue owner’s father, I simply drove in a big circle on a grassy camping field. I did take the precaution of checking the condition of the ground for softness, just in case!

Old Oak Farm is a recently developed wedding venue and promotes itself as a rustic, simple setting for those who want to celebrate their wedding in a secluded, peaceful style. From what I could see, it is full of country charm yet has high quality facilities.

The schedule for the day involved several journeys to the nearby parish church and I had previously planned my route so that I could drive around the village green outside the church to avoid any reversing manoevers. But my plan was scuppered by the local Master Thatcher, who was busy putting the finishing touches to the roof of a large house which fronted onto the green. His two vehicles parked outside prevented me from using that part of the road so that meant reversing away from the church in order to turn around.

As always, I tried to give my passengers as smooth a ride as is possible with a 1950 crash gearbox bus. Double-declutching my way through well-timed gear changes didn’t give me any trouble but the worn and juddery clutch mechanism was more difficult to hide. Of all the buses I’ve driven this season, this Leyland Tiger PS1 is the most difficult to tame!

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Wedding at Maunsel House: always have a Plan B

When severe traffic delays threaten to ruin your day even before it has begun, you need to have a Plan B up your sleeve. This was one of those days.

It was while drinking my morning cup of tea that the ever-vigilant Mrs Busman John saw a social media post saying that the M5 motorway, which I was planning to use on my route down to Maunsel House near Bridgwater, had been completely closed southbound following a serious collision the previous evening. I would have checked Google Maps anyway but this gave me advanced warning and brought Plan B into play.

Maunsel House is a modest 15th century country estate just outside the village of North Newton, whose Parish Church was the location for the wedding ceremony. I was booked to arrive at 12 noon, to be in position for a 12:20 departure for the church. With the M5 shut and all other alternative routes clogging up fast, I girded my loins and arrived at the garage more than an hour earlier than originally planned.

Fortunately my allocated bus was ready to go and presented no issues so within 20 minutes I had locked up and was ready to leave. LFM320 was fleet no KA244 in the Crosville fleet when delivered in 1950. Its Leyland E181 engine drives through a 4-speed crash gearbox and, despite having a juddery clutch, provides a reasonably smooth ride.

Avoiding the M5 motorway completely, I motored southwards on the A38. Having long sections with a 50mph speed limit, my top speed of just over 40mph did not hinder following traffic too much. As I approached Highbridge I met a long queue of traffic which disappeared out of sight into the distance so I changed to Plan C, a B-road that I often use on various school routes. It did seem strange to be driving a 1950s half-cab bus instead of a school coach!

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To Priston Mill with a Leyland PS1

I spent a very enjoyable day with an ex-Crosville Leyland PS1 recently and, just like the previous outing, it involved a debate about a seriously steep hill.

It was the first time I had been allocated this bus, a 1947 Leyland PS1 formerly operated by Crosville in north Wales. It has been restored and maintained in excellent condition and was ideally suited to this wedding duty as it matched the cream colour of the day. It also blended well with the two other vehicles involved, a VW campervan and a Beauford limousine.

My walkaround check in the morning revealed nothing untoward so I set off at about 11:00 for Bath Mill Lodge Retreat, just outside the city of Bath. This is where I was to collect a group of wedding guests and transport them to the wedding venue, located deep in the countryside not far away.

I had driven this bus just once before, on a positioning trip across Weston-super-Mare. Powered by its original 6-cylinder Leyland E181 engine (which pre-dates the more common Leyland O.600 diesel engine) and driving through a 4-speed crash gearbox, I found that the ride was rather more ‘lumpy’ than the Gardner 6LW-powered Bristol FSF I had driven on my previous duty. I think this is mostly a Leyland engine characteristic, which seems to want to ‘hunt’ at low revs. It makes the task of driving smoothly a lot more challenging!

My usual double-declutch technique seemed to suit this vehicle without any modifications, except that the pause in neutral while changing up was a bit shorter. Later on I discovered that the gearbox has a decent clutch brake, which came in very handy when I needed to make an up change while going uphill. The clutch brake is operated by pressing the clutch pedal to the floor while the stick is in neutral and it stops the gear shafts in the ‘box spinning, making it possible to engage the next gear more quickly. There’s usually a bit of a clunk but no grinding of gears.

My route to the pickup point took me past Newton St Loe and down the 1-in-6 Pennyquick hill. This is the reason for the aforementioned debate, because I needed to go back up this hill with a loaded bus later, in order to reach the wedding venue. In fact I was so worried about this aspect of the job that I drove the route in my car a few days earlier while visiting a relative in Bristol. This confirmed that it would be risky to attempt this hill, especially as I had read on a news website recently that heavily-laden HGVs regularly got stuck on the hill and caused chaos. I didn’t want to add to that tally so had a Plan B up my sleeve.

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Vintage Allsorts: pre-season positioning moves

When a friend asks you if you could help move an assortment of heritage buses between two locations and you haven’t driven a half-cab bus for several months, what would you say?

Well, ‘yes’, of course! And so I did, with barely concealed excitement. A couple of days ago I spent a happy afternoon driving and shunting a variety of buses (and one coach) in preparation for what we all hope is a busy few months with private hire jobs for Crosville Vintage.

As I arrived at the location where some of the buses are stored I saw a Bristol L coach on a low-loader so I spent a few minutes inspecting it. A recent acquisition by private collector Jonathan Jones-Pratt, LTA895 (1266 in the Southern National/Royal Blue fleet) is a 1951 Bristol LL6B with a shapely Duple 37-seat body. Although complete, the brush-painted bodywork looks rather tired so it is going off for a thorough re-restoration. I was unable to view the interior but I suspect that it too will need some TLC. As the designation LL6B suggests, this elegant coach retains its Bristol 6-cylinder engine and I look forward to driving it one day. I’m rather fond of the melodious Bristol gearbox fitted to 6-cylinder engines. The ‘box fitted to Gardner 5-cylinder engines is not so tuneful, in my opinion.

HJA965EBut my first drive was a Leyland PD2, added to the Crosville fleet last year along with a PS1, of which more later. I’m quite familiar with the PD2 marque, having driven one regularly on sightseeing tours for several seasons in Torbay. This one, a 1967-built PD2/40 with Neepsend bodywork, was originally No 65 in the Stockport Corporation fleet in whose livery it remains today.

For many years it was a mainstay of the Quantock Motor Services heritage fleet but has now moved to Weston-super-Mare and is now one of four heritage vehicles in the active private hire fleet of Crosville Vintage.

Once in the cab, it felt a very familiar place and the slow tickover sound of the Leyland O.600 diesel engine next to me was very comforting. The 7-mile drive to the Crosville operating base, just outside Weston-super-Mare, was long enough for me to reacquaint myself with the 50/50 gearbox. By that I mean that it’s a manual 4-speed ‘box with synchromesh on 3rd and 4th gears but not on 1st and 2nd. So, to move between 1st and second, as well as down from 3rd, I had to use my trusty-but-rusty double-declutch technique.

Manoevering into the industrial unit which serves as an operational base for the private hire fleet was tiring. The steering on a PD2 is normally heavier than its Bristol counterparts but this was compounded by the fact that my arms are not as fit as they used to be. Several years of power-assisted coach driving has spoiled me!

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