Of the many casualties of the Covid-19 lockdown in 2020, the one that I have missed most this year is the opportunity to drive at various bus rallies and running days. Some organisations have run a virtual event instead, so here’s mine!
There are many buses I have driven or have seen that I would like to invite to my Virtual Bus Rally but I’ve narrowed it down to this selection. The captions describe my reasons for inviting them to my event.
I attended the Exeter Twilight Event a couple of times and I’m shown here having just arrived at Crossmead with Bristol Omnibus LC8518 (LD6B 972EHW). I would invite this bus to my event as it is powered by the relatively rare Bristol AVW engine. And because it’s a Lodekka of course.
I’d like to invite this 1947 ex-Bullock of Featherstone Leyland PS1, mostly because it carries one of only two surviving Barnaby bodies. Also partly because I would love to see it restored and fit to attend a rally. When I used to drive it in Torbay it was desperately in need of attention. By the way, the gentleman waving to me is Richard Wilson (AKA Victor Meldrew), who was just about to board the bus.
Bournemouth Corporation received three Burlingham-bodied Leyland PS2s for circular tours of the resort and remarkably all of them survive. I drove this one when it was in service with English Riviera Sightseeing Tours in Torbay where it was performing a similar function to when it was new. It retains its sumptuous 1930s-style coach interior and that helps to ensure its presence at my Virtual Bus Rally.
I would include this venerable 1930 Dennis GL, fitted with a Roberts toastrack body. It’s a bit quirky to drive, having the accelerator pedal in the middle and the footbrake pedal on the right. It messes with your brain! It is shown acting in a promotional role for the English Riviera Sightseeing Tours operator that I used to drive for until I moved to Somerset.
Although this ex-Southdown Bristol VRT was built in 1977, I would still class it as rather modern. However, it deserves its place on my invitation list because it is now a classic design in its own right, being one of many preserved examples of a sucessful first generation rear engined bus. This particular bus was my regular allocation when I drove for Dartmouth Steam Railway & Riverboat Company in 2013.
This is one of a very few AECs that I have driven. Its owner Steve Goss kindly offered me the chance to drive it when we both attended the WHOTT bus rally in Dorchester. I had driven an open top Bristol Lodekka to the event but was keen to get up close and personal with this Devon General 1965 AEC Regent V because I remember it in service in Exmouth, where I grew up.
Another vehicle that deserves to be included is this 1965 Hants & Dorset Bristol FLF6G. It became my regular bus at Crosville Motor Services on wedding duties. I’m pictured here driving it along Torquay seafront during the Torbay Bus Running Day just a month after I had passed my PCV driving test.
Pictured at the final WHOTT rally to be held at Westpoint Showground, Exeter, is Exeter Corporation No 5, Maudslay ML3 (FJ9424). The superb livery is the brush-painted handiwork of Ashley Blackman (The Revivist). I was chosen (allegedly because of my skill with a crash ‘box and my slim stature) to drive the bus at its debut event, after a long and costly restoration. I later went on to drive the old girl down to Exeter from mid-Devon to transport the Mayor of Exeter and his entourage to the historic Guildhall for a civic event.
Pictured with me at the same WHOTT event is Nick Muir who is wearing the Exeter Corporation uniform he wore as a conductor on the Maudslay’s successors. Photo by Robert Crawley.
Any bus with an exposed radiator gets my attention. If it’s a Bristol, so much the better. And if it’s wearing a Tilling Red and Cream livery that’s better still! Ex-Crosville (and later Thames Valley) Bristol L6A GFM882 is pictured at a wedding in Crowcombe, Somerset in 2019 on a duty I did for Quantock Heritage. It qualifies for entry because it is very similar to the Wilts & Dorset Bristol Ls I remember seeing in Salisbury, although by then they had a modified full front.
Although not a half cab, this early Southern National Bristol RELL (HDV626E) gets an invite mostly because of its aural effects. I’m pictured here arriving back at Coldharbour Mill, Uffculme, Devon, after a trip through nearby Cullumpton. The throaty roar from the exhaust threatened to shatter the shop windows as we passed through the narrow streets! Photo by Paul Carpenter.
My late father would have seen this bus many times as it passed his house in Wilton Road, Salisbury on the Bath Services route shown on the blind. Any Bristol K would be welcome at my virtual bus rally but this one gets an invitation because it retains its Bristol AVW engine as well as having a family connection. On the occasion shown I was driving it around Minehead in association with a West Somerset Railway special event.
This Bristol K6A (Hants & Dorset TD895 – HLJ44, retaining its AEC engine) earns its place because of the stunning restoration carried out by The Revivist (Ashley Blackman). I remember driving it up to Yorkshire from Somerset – that was a long 35mph slog! It is presented in the livery it wore when new – delivered initially to London Transport in 1949 to cover for RT losses and late deliveries due to the war.
Following many years in storage and several more under meticulous restoration by Roger Burdett, this Wilts & Dorset Bristol K made its debut at the 2014 Warminster Bus Running Day. Roger had replaced the original Gardner 5LW with a larger 6LW but it gets an invitation to my virtual event because it completes the hat-trick of engine options and (of course) because it’s a Wilts & Dorset bus!
Seen after I had driven it to the same event as the previous photo, this 1950 Bristol L5G was another of my regular allocations for weddings at Crosville Motor Services and is a delight to drive. It also sports the attractive dual purpose livery and would contrast fittingly with the Thames Valley bus-spec Bristol L6A pictured earlier.
The aural symphony produced by the 4-speed crash gearbox of a Bedford OB would be most welcome at my Virtual Bus Rally. I’m pictured here driving Duple A-bodied Crosville SL71 (MFM39) along Weston-super-Mare seafront during a 2019 bus rally. Photo by Paul Jones.
I remember seeing and riding on this bus and its stable-mates in Salisbury, where I often went to stay with my grandparents as a child. The current owners of Wilts & Dorset Bristol LD6G OHR919 kindly let me drive it at the W&D Centenary event in 2015. I’m seen here with my son on layover at Wilton Market Place. Because of my personal connections to this bus it is guaranteed a place in my virtual event!
A year earlier I had the privilege of driving OHR919 during an event to mark the closure of Salisbury Bus Station. Here I’m leading a convoy of Wilts & Dorset buses on the last ever timetabled departure on a suitably dismal afternoon in January 2014.
Whenever I get the chance, I love to create a ‘then and now’ photo. In 2010, even before passing my bus driver’s test, I was allowed by owner Steve Morris to bring ex-Western National no 1935 (Bristol LDL6G VDV752 of 1957) down for the Torbay Vintage Bus Running Day with a few friends. I have in my collection a photograph of the same bus taking a break while in service in the 1970s with Devon General so I couldn’t resist the chance to recreate that shot with the same bus in the same location. I would love to have this bus at my event because I spent many happy hours conducting on it while in service on the ‘Exmoor Explorer’.
Here’s another ‘then and now’ shot. WHOTT has a photograph in its extensive archive which showed Conductor Wooldridge climbing into the cab of Exeter Corporation’s Maudslay ML3 (FJ6154) while learning to be a driver. The photo on the right is me with the same bus about 80 years later. Photo (right) by Robert Crawley.
Today I came across some photographs of an early Great Western Railway motorbus with very local connections, having been photographed in my home town of Paignton. They are in fact postcards and the images were posted in a Facebook group called ‘Paignton in Pictures’. I have permission from the group’s administrator to reproduce the images here.
The postcard shown above, dated 1906, was originally a black and white photograph which has been hand coloured by an artist, a common practice in the early days of photography which was intended to produce a more life-like product. It also made the image more saleable of course! The image shows passengers alighting from a GWR motorbus which has parked outside the Gerston Hotel, Paignton. The photographer would have been standing right outside the GWR’s Paignton railway station and the passengers were likely to be boarding a train there.
It’s a bit unfortunate that a local horse-drawn hansom cab is obscuring part of the bus but happily there is another postcard that features a photograph that seems to have been taken on the same occasion but from a different angle. This one clearly shows that the bus was No T-390 and I contacted my friend Robert Crawley to see if he could tell me more about it. Robert is Chairman of the Westcountry Historic Omnibus & Transport Trust (WHOTT), which has an extensive archive of information and images relating to all aspects of transport in this area.
Having performed faultlessly in Exeter the previous day, Exeter Corporation No 5 gathered up her skirts and headed back to mid Devon, ‘Empty to Depot’.
Only two of us turned up in the morning of Day Three, one to drive the escort car and one to drive the bus. The only other witnesses to our departure from Exeter were some Sunday morning drivers and some bemused pedestrians. Once again I had dressed in my winter uniform. Yes, I know we were not carrying passengers this time but I just can’t bring myself drive a vintage bus in ‘mufti’.
With the Autovac problem still with us we topped up the small reserve tank, did a thorough walkaround check (which included setting the destination blind to ‘Depot’) and set off for the countryside. As you would expect, the city traffic was much lighter than on our outward journey the previous Friday and we made good progress out of the city. As I sat in the cramped cab listening to the wonderful two-tone whine from the gearbox, I silently bade farewell to the city on Maud’s behalf, wondering how long it would be before she returned. Hopefully sooner than 76 years!
Once out of the city we began the gentle climb up the River Exe valley towards Tiverton. The 86-year-old stalwart forged on without missing a beat and soon we pulled over in Stoke Canon where we’d planned to stop and top up the fuel again.
The only real pinch points on our route were the two narrow river bridges at Stoke Canon and Bickleigh. These are particularly tricky to negotiate when the bus has no nearside mirror. I was keenly aware of the stone parapets which, had we scraped them, would have spoiled Maud’s gorgeous paint job somewhat. Not wanting to risk any narrow squeaks, I held back and allowed traffic to pass on the wider parts of each bridge.
Back on the open road, I let the Maudslay gather speed when gradients and visibility allowed. Braking performance is adequate but nowhere near as effective as on a modern vehicle so I needed to plan for greater braking distances than normally, in case we met a hazard on a bend. After a particularly free-running stretch (I was told later that the bus had managed 35mph) we stopped on the side of the road to let a queue of traffic pass by. The engine was quite hot after that burst of speed and the radiator began to boil over with no breeze passing through it. Although my right foot had not yet been on the floor, I made a mental note to ease off the throttle and not push the bus quite so hard!
Another stop was made at the Esso filling station in Tiverton for a final top-up. We also took the opportunity to refill the radiator as there were several stiff climbs ahead of us. Once we had left the town, our progress was more leisurely. Not just because we were travelling along country roads but also because I was keen not to overheat the engine again. Despite my intention, she did boil again briefly but only as a result of climbing one of the aforementioned hills. At one point I had to go down to second gear and the decrease in forward speed turned the radiator into a kettle again.
Saturday May 2nd 2015 will always be a landmark day in the life of Exeter Corporation No 5. However, on the day the bus was due to meet the Lord Mayor of Exeter, the weather refused to play ball.
Mrs Busman John and I arrived at the Exeter City Council depot early in the morning to help prepare the Maudslay ML3 for her big day. Our Chairman had arrived even earlier and we found that everything had already been checked and all I needed to do was to climb into the tiny cab (good job I have short legs…) and start her up.
Soon we were out on the city streets again, making our way into the city centre for our rendezvous with the Lord Mayor. This time there was no escort car so the Maudslay had to fight its own battles in the busy city traffic. Again, I was glad to have had the chance to get to know the bus really well on the journey down to Exeter the previous day as this allowed me to focus on navigating my route to the coach station. I chose the wrong lane once at a busy junction but, in my defence, I’m sure the road markings are misleading!
The weather was atrocious and our arrival at the coach station – surely its most elderly visitor yet – was made in very grey and dismal conditions. We had allowed for all sorts of delays but fortunately there were none so we arrived with plenty of time to spare. I parked the bus near the exit onto Paris Street and we waited in the dry interior while the rain dribbled down the windows from the canvas covered roof. It has not been re-covered so is the original but it has been thoroughly waterproofed.
Exeter Corporation No 5 was given her stiffest test yet last Friday – a 27 mile journey under her own power back to her old home – and she passed with just a couple of ‘advisories’.
The 1929-built single deck bus had been especially requested by the retiring Lord Mayor of Exeter, Councillor ‘Percy’ Prowse, to convey him to Exeter’s historic Guildhall. A journey not to be taken lightly, it was nevertheless the most cost effective way of getting her into position for her appointment. For me as her official driver, it was also the most rewarding way!
Hours of work and plenty of planning had been carried out by the volunteers at WHOTT in order to prepare ‘Maud’ for her momentous return to Exeter. With brakes adjusted, batteries charged and Autovac topped up with petrol, the historic Maudslay ML3 was ready for the journey. I’m not sure that I was, though. Despite having eagerly anticipated the run for ages, it still posed a huge challenge for me as a driver and I was feeling the pressure. The bus is owned by a billionaire businessman and is regarded in heritage transport circles as a national treasure. And today it fell to little old me to get her unscathed from mid Devon to Exeter. Not only that, but I had an audience too. The Chairman of WHOTT, a photographer and a video cameraman were to accompany me in their cars. Scary stuff!
The slow-revving Maudslay petrol engine sprang into life, if a little reluctantly. There are still some ignition timing issues to sort out. With auxilliary lights checked we were off, with one car ahead of me acting as an escort and two others following. I was so glad to have had the opportunity to have some practice runs under my belt as this allowed me to concentrate on driving safely, rather than having to cope with the specific challenges of driving this unique vehicle. As we trundled down the lanes and under fresh, leafy canopies, the only peculiarity that was ever-present was the lack of a nearside rear view mirror. The bus wasn’t built with one and, in the pursuit of authenticity, still doesn’t have one. Frequent glances at the front nearside wing and over my left shoulder were the only way to safely judge my distance from the verge and other hazards.
On the rural route to Tiverton there are several steep hills which demanded confident changes into lower gears, both to climb and descend. Thanks to my earlier practice, these were successful. Good job too, otherwise the bus would have either ground to a halt during the climb or risked running away out of control downhill. We stopped a couple of times to top up the Autovac’s reserve tank until we reached the nearest filling station. Soon we reached the wider streets of Tiverton and the fuelling stop. The Maudslay looked very incongrous among the modern vehicles, especially when a Dartline service bus pulled in at the same time! Now that we had a chance to fill the main fuel tank, we shouldn’t have to worry about fuel levels in the small gravity tank. All that remained was for us to check occasionally to make sure that fuel was being drawn up into the Autovac to replenish that used by the engine.