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

RF 180, in London Country livery, was taken out for a spin on Sunday 4th October, when it encountered some flood-water near Widford, as shown here in this evocative photo by Paul Van der Hulks. It may or may not be raining in myheart, to quote the late lamented Buddy Holly, but it had certainly rained here.

Newsletter 171 November 2020

Opening Lines

The year drags on with little clear indication of what the future holds on many fronts. Whether we shallsee a resumption of bus rallies in one form or another has yet to be determined and currently the application of various laws relating to traffic and vehicles seems to change from time to time with littleor no notice. Although the mileage covered by historic vehicles of all kinds must, this year, be reduced by a very significant amount, it is noteworthy that insurance premiums signally fail to reflect this – whata surprise. It seems that, unless you put your vehicle on SORN and insure it for off-road use (i.e. storage)you can expect the usual endless creeping up of your insurance costs notwithstanding that the “risk” from the point of view of the insurers must be virtually zero. A major problem for those of us with larger vehicles is the paucity of brokers actually providing cover. While the car mob have a reasonable choice of insurers, we are limited to two or three providers who no doubt make sure they match each other's premiums closely. I have chosen to keep some of my fleet covered in case it becomes necessary for any reason to take one or more onto the public highway, but I was annoyed (to put it mildly) to find on recent renewal that despite the huge reduction in traffic for most of the year, and the low mileage known to be covered by historic vehicles generally, the premium had risen yet again. I find it hard to see how this can possibly be justified, and I feel that we should all benefit if the market were rather wider than it is at present.

1

Leyton Bus Garage Open Day, 10 th May 1997 Martyn HuntThe picture of open-top RT 3435 sent me delving into my archives because I remember seeing another open top RT somewhere, this one being RT 4169. But to start, my contribution of 3435 is at North Wealdstation on 18 April 2015. (Below).

I along with fellow enthusiast Ken Hammond took the train from Ipswich to Stratford passing an excursion train at Witham en-route from Hastings to Norwich and Lowestoft, hauled by BRCW locos 33051 and 33116 with "Hastings" DEMU 1001 in tow. Arrival at Stratford was 11.25. A short time at Stratfordbus station observing the bus scene saw us riding Leyland Titan T 819 on route 69 to Stagecoach's Leytonbus garage, the occasion being to celebrate 50 years of the Post-War RT bus.

Modern classes seen inside the garage included Scania/Northern Counties (S), Leyland Titan (T), single deckers were represented by a solitary Dennis Dart / Plaxton Pointer (SLD), RML 2392 was noted with rear end accident damage and 3 service vehicles were also present.

Vehicles from "the family" noted were GS 12; RFs 433 and 672; RLH 23; RTs 113, 190, 191, 227, 593, 1599, 1702,1784, 2150, 2293, 3062, 3491, 3775, 3871, Bradford-liveried 172 and Eastbourne Buses' open top 4169; RTWs 29 and 467.

Double deckers on display and operating special routes included, DMS, RCL, RM, RMC, RML, FRM, ST, STL,whilst single deckers comprised of LS, MB and TD types. Three special routes ran using "family" and other ex LT vehicles, namely X38 Leyton Green – Aldwych; 48 Leyton Green - London Bridge and Walthamstow - North Woolwich.

2

Previous page: RTW 29 and RT 1599 at Lea Bridge Roundabout, returning to Leyton Garage; below – RF 672 at the same location. All photos with this article by Martyn Hunt.

Above: RT 1599, also at Lea Bridge Roundabout. It and RTW 29 displayed “Bristol” in the ultimate box because at thattime they were owned by Roy Adams, who lived there. Below: Blue Triangle's RT 3871, location obvious.

3

Ken and I decided to walk from the garage to Clapton Pond along Lea Bridge Road photographing and filming vehicles on the various routes and getting soaking wet due to a cloudburst mid afternoon. We concluded our photo session at 17.15 and made our way to West Hampstead for an evening meal. Thanks to all the crews and operators for making another good day out. The 20.30 train was to be our journey back to Ipswich from Liverpool Street, no doubt behind a class 90 electric locomotive.

Below: RT 3775, by then in green livery but once restored in red by the late John Knox operates a journey on the Express to Aldwych. Someone has managed to damage the offside front mudguard.

So to the history of RT 4169 (depicted above at Leyton Garage):

New in June 1951 with a Weymann body to Watford High Street bus garage, other Country Area garage allocations included Garston, Grays, Windsor and Hemel Hempstead.

A further visit to Aldenham saw a change to a Park Royal body and allocation to the Central Area garageof Enfield; other allocations included Poplar, Bow, Seven Kings and finally south of the river to Camberwell as a driver trainer.

4

Sold to Ted Brakell in May 1976 but by 1996 the former RT 4169 had been open topped and was operatingsightseeing tours for London Pride. Photo taken on May 10th 1997 shows RT 4169 at the Leyton bus garage open day in Eastbourne Buses livery and legal lettering but what happened after that - over to FOCLB members for updates.

Thanks to Ian's Bus Stop site for history.

Above: RT 4169 heading south along Marlowes, Hemel Hempstead with the wrong style of blind in its “via” box, and about to reach the stop at Moor End Roundabout, or “The Plough” as it was always known from the adjacent public house. The bus was last recorded as being with Antique Auto, Kapellen near Antwerp in Belgium in 2017, where it was used for wedding hires under registration KPM-309. Any updates will be welcome. Photo from the Editor's collection, photographer unknown.

Buses on Film Colin ReadAn item in the latest edition of your Newsletter, regarding buses in old feature films caught my eye. Several years ago now I published a modest A4 booklet "Buses & Trams On The Screen", listing a goodly number of feature films containing interesting material with additional comments from me although admittedly this was subsequently overtaken by the excellent 'Buses on Screen' website. There's mainly London material but there's provincial and foreign as well.

If you're in the market for a small ad, [Always! - Ed] I'd be ever so grateful if you could include a mention of this. It's a case of first come first served as I have about 15 left. Priced at £4.00 each includingP & P. Cheques payable to me please C. D. Read at 25 Tidenham Gardens, Croydon, CR0 5UT.

Buses on Film (2) Mark DexterIn case you haven’t seen these….I found some interesting colour (but-faded) footage on Youtube - From Flushing to Harwich and London around 1937 in colour! – which has scenes of central London, LTs, STs etc.

There’s another one worth a look - Beautiful London in 1933 in colour! – with some earlier types, particularly NS vehicles.

5

“My name is Alex Drake, and your guess is as good as mine...!” So said Keeley Hawes in her role as the eponymous detective inspector in the splendid TV series Ashes to Ashes a few years ago. What has this to do with us? Well, reviewing the endless stream of advice, information, rules, regulations, alterations, instructions and everything else that has spewed from the British Government over the last eight months or so, I find myself in complete concurrence with the sentiment she expressed. Only a few daysago as I type this on 10th October, I received an e-mail from reader John Roberts, owner of RF 600, as follows:

“Driving Licences

Re Newsletter 170 pp 18-20, I’m interested in anything emanating from HMG or FHBVC. As I guess many RT and RF drivers are over 65 and on annual renewal, many of my colleagues have received their PSV D2 and D4 renewal docs 56 days before their licences expired. I assume you’ve heard that since April DVLA is sending medical form D4 but not requiring its return for 2020 renewals.

I called DVLA to ask why they hadn’t sent my renewal docs, and was surprised to find that they’ve now extended licences by 11 months. I can’t quite believe it, but they say that Swansea is locked down so I suppose there’s no one in the office to issue the renewals. So it seems that you don’t need to submit a D2 or a D4 this year.I’m unlikely to need to convey more than 8 passengers until the rally season starts in March 2021, but I haven’t seen this concession mentioned by any of my enthusiast magazines, so if I’ve understood it correctly you may wish to pass it on to members.www.gov.uk/government/news/expired-driving-licences-automatically-extended-by-11-months “

Now as it turns out, I myself had received my renewal papers which clearly explained that I didn't need a medical this year. My licence expired on 9th October and in fact I had sent the documentation for processing already, not knowing about this 11-month extension. I was naturally concerned that I might not receive my licence back for some time, if there really was no-one in the offices at Swansea. However, today, 10th October, I duly received in the post one brand-new licence valid for another year for my PSV and HGV entitlement. So for me at least, the position seems rather confusing, hence my reference to D. I. Drake's view above. It's all as clear as mud.

The same applies to other aspects of motoring. I distinctly recall that when all this virus stuff kicked off we were told that annual test certificates (“MoTs”) would all be extended by six months. My daily vehicle's MoT expired in August and I duly ignored that. It now transpires, however, that they withdrew this, so a lot of people got a free six-month extension, and a lot of others didn't, a form of discrimination in my book. I still fail to comprehend why they now check that there is a valid MoT before you can licence your vehicle, but no longer ensure that it is insured. My view is that the former isan irrelevance while the latter is vital, but then I was once rammed by an uninsured driver and my view of these scum is possibly a little jaundiced as a result.

Wouldn't it be great if we had clear, consistent advice and if they did feel it necessary to change that advice, they would make that equally clear? I suspect I am not alone in believing that it is all really designed (if that is not too strong a word) to make sure that whatever you do, you are probably in the wrong.

From the Archives – material supplied by Tony BeardFrom the Minutes of the Rolling Stock Technical Committee Meeting held on 21 November 1960

Introduction of Conductor’s Coat Hook Under StaircaseCodes affected: RT3, RT3/1, RT8, RT8/2, and RT10 (Country Bus) and RT 8/1 (Coach)

A coat hook is to be fitted under the staircase on the offside partition of Country Service and Green Line RT vehicles as shown by LT drawing.

Request of Country Bus and Coach Committee.

Action: Full application Works and Garages.

6

http://www.gov.uk/government/news/expired-driving-licences-automatically-extended-by-11-months

Wishbone Bracket Bolts – Assemblies IntroducedCodes affected: RM

The existing wishbone bracket securing bolts, if found loose in service, can only be successfully tightened following the removal of the shock absorber and coil springs to gain access to the nuts or bolt heads inside of the box member.

In order to simplify tightening in service AEC have connected the vertical bolts in pairs and the horizontal bolts in groups of three by welding a steel rod to the bolt heads. The bolt assemblies will always be fitted with the heads inside the box. The bolt assemblies are to be introduced by LT on vehicles supplied prior to the introduction by AEC at new production. At vehicle overhaul or as and when the shock absorber and spring are removed at Works and garages.

Displaced bolts, if in serviceable condition are to be used up in the building of replacement bolt assemblies or individually in other applications. A float of bolt assemblies will be required for garage and Works introduction

Action: Full application at Works, material to be made available to garages.

Cab Door Bottom Guide – Material Changed Reason for Alteration: To prevent cab door binding on guidesCodes affected: RM

Cab door bottom guide Part No RM.072.D7T manufactured in beech is to be replaced by Part No RM.072.D15 manufactured in Ferobestos material. Part No RM.072.D14 (introduced by Mod.26) is also replaced by RM.072.D15 vide Mod.128

Action: Stock Advice

Introduction of Retaining Plate – Platform Nosing SlatReason for Alteration: To prevent rear end of slat from liftingCodes affected: RM

A retaining plate is to be fitted at the rear end of the Treadmaster nosing slat in order to secure the endof the slat. RM 157 has already been fitted.

Action: Full application at garages.

Road Wheel Identity Plate – Deleted

A recent advice has been issued to discontinue the fitting of road wheel identity plates. Stocks of the plate as arranged with the Progress and Materials Superintendent.

Introduction of Half-drop Windows in Place of Fixed Lights and Ventilators –Upper Saloon Front FramingReason for Alteration: To make spares available for pre-mod 105 vehicles onlyCodes affected: RM (ten vehicles only prior to Mod.105)

Ten vehicles fitted with fixed upper saloon front lights and ventilators (prior to Mod 105) are to have thefixed lights replaced with half-drop windows and the ventilator ducting etc. removed and blanked off asshown on LT drawings thus converting vehicles to the Mod 150 condition.

The removed fixed lights and ventilators etc. are to be held as spares against possible accident requirements at overhaul and garages on vehicles to the pre-mod 150 condition.

Note: Two vehicles Bonnet Nos RM34 and RM38 (additional to the above) have already had fixed lights replaced by half drop windows, the ventilators being retained on these vehicles. This work was carried out during accident replacement at Aldenham. These two vehicles are now in the after Mod.105 and before the Mod 150 group.

7

Action: As and when (during accident repair at Works)

Non-Replacement of Ventilators – Upper Saloon FrontReason for Alteration: Ventilators are not essential on vehicles fitted with half drop windowsCodes affected: RM vehicles (after Mod 105 and before Mod 150) (Bonnet Numbers RM254

to RM354 including RM34 and RM38)

As and when it becomes necessary to replace the front upper saloon ventilator, ventilator box assemblyetc. at vehicle overhaul or during accident replacement these parts are not to be refitted and the apertures are to be blanked off as shown on LT drawing. Ventilators must be removed in pairs to preserve the symmetrical appearance of the upper saloon front frame. Displaced material may be salvaged where possible for use as spares pre Mod 105 vehicles.

Action: As and when at Works. Revised material to be made available for possible garage requirements.

Introduction of Cut Out in Platform Dust PanelsReason for Alteration: To facilitate replacement.Codes affected: RM (Prior to Mod 161)

Platform dust panels Part Nos RM.001.FL3 and RM004. A4 are to have a cut out added to facilitate removal. Panels are to be cut in situ at garages as and when necessary. When RM 001.FL3 is modified an additional 2BA nut and bolt is required to secure the panel to the frame.

Action: As and when at overhaul and when necessary at garages.

Driver’s Nearside Mirror ModifiedReason for Alteration: To improve nearside visionCode affected: RF3

The driver’s nearside mirror is to be modified by introducing a longer arm to improve vision along the nearside of the vehicle. The existing body fixing bracket, couplings and clamping bolt are to be replaced with a trolleybus mirror fixing bracket and clamping plate with setscrews.

The modified mirror assembly will be known under a new LT assembly number. This is at the Operating Manager’s Request.

Action: Full application at overhaul and garages.

Transfer Part Number Z2552 Replaced by Transfer BP 12622Reason for alteration: StandardisationCodes affected: All double deck vehicles prior to RM

Transfer Z2552 reads “Emergency Exit – Break Glass” and before fitting to vehicles has the words “Break Glass” cut off. In future BP 12622, which reads “Emergency Exit” and is at present used only on RM vehicles, is to be used on all double deck vehicles in place of Z2552. Existing stock of Z2552 to be used up and no further supplies ordered. Suggestion No 55187

Batten Fitted behind Upper Saloon PanelsReason for Alteration: To provide improved fixing for advert mouldingCodes affected: All RT codes

In numbers 2, 3 and 4 bays offside and nearside on the upper saloon, the advert moulding is attached bymeans of woodscrews which pass through the exterior panel and into the moulding. When replacing thismoulding excessive stripping is required to gain access to the woodscrews and to obviate this, a timber batten is to be fitted behind the exterior panels. The moulding can then be attached to panels by meansof woodscrews into the batten which will facilitate future replacement of the advert beading.

8

Action: as and when at vehicle overhaul

Packing fitted behind Cab Door Bottom SteadyReason for alteration: To allow door to close into bulkhead channel.Code affected: RT6

It has been found, during overhaul that variation of 1/4 in exists between the position of the cab door bottom runners and the shut channel on the bulkhead. Whilst beech runners were being fitted, these were cut down on assembly to allow the cab door to enter the shut channel. Beech runners have now been superseded by Ferobestos strips and these cannot be modified on assembly due to the hardness of the material.

In order to overcome the discrepancy, a timber packing 1/4 in thick is to be fitted between the bottom steady plate and cab door.

Action: Full application at vehicle overhaul. Revised material to be made available for possible garage requirements.

Header Tank – Drain Valve – Splash Guard AddedReason for alteration: To prevent early deterioration of front grillCodes affected: RM (LT Variation No 105)

A splash guard is to be fitted under the header tank drain valve, to obviate deterioration of the front grill by the cooling system water.

Splash guards to be ordered from AEC, 700 in total, and made available for fitment at garages to vehicles not so equipped at new production.

When the splash guard is fitted, the special aluminium washer introduced retrospectively under a recentAdvice, is no long required and orders should be cancelled accordingly

Action: Full application at garages.

Fibre Glass Components – Paint FinishCode affected: RM

When serious discolouration of fibre glass components occurs, the parts or assemblies affected will be painted to restore the required finish. This procedure will apply when required both at works and garages.

Action: Procedure for maintenance

Reversing Indicator Lens Assembly OMO VehiclesCodes affected: RF5, RF5/1, RF5/2, RF5/3

Mr Styles requested that further lenses be made available for laboratory testing.

Mr Stone advised that Committee that the lenses in question were not purchased as a separate item butwere part of a complete assembly costing 54/- each and the total number of assemblies in stock is two.

Continuing he suggested that the Laboratory might obtain a sheet of Perspex for test purposes. Mr Styles pointed out that there were many different plastics on the market and that it would be better toconduct test on existing lens material.

Finally the Chairman requested Mr Stone to obtain six pairs of lenses from the manufacturer without the leatheroid stencil, which is normally interposed between them.

9

RM Free Issue Fire Extinguishers

The Chairman referred to correspondence concerning the above and it was noted that following discussion between the RSE and the Chief Draughtsman, it was agreed that the P32 pressurised type extinguisher should become the RM standard for the immediate future, the old type being retained for the RT.

The Supplies Officer had been advised of the foregoing and requested to continue ordering the P32 pressurised type extinguisher on an as and when basis.

LT Specification Leathercloth

Mr Styles referred to correspondence received from ICI Ltd with regard to LT specification for leathercloth.

The Committee agreed that in respect of requirements for light fastness, the ICI proposal to introduce a clause permitting a possible reduction in standard should be rejected. In cases such as the Damask Redleathercloth where the desired colour precluded attainment of the specified minimum light fastness a concession would need to be granted and appropriately recorded against the entry in the Stores Catalogue.

RT Rear Grab Handle – Aluminium Bracket

Mr Styles drew attention to the fact that a recent investigation had brought to light that there was evidence of stress corrosion cracking on the bend of the above cast bracket and that this defect could give rise to serious accident. He said that this fault developed after a period of service. The Chairman requested Mr Tame to investigate the seriousness of the problem.

Service Test with “Lanide” Leathercloth (with nylon reinforced backing cloth) for the Trimming of Passengers Seats on RT Vehicles - Experiment S7472

Mr Styles referred to the above test on two RT vehicles and pointed out that after 2 1/2 years’ service the above leathercloth appeared to be in good condition and so far equal to that of leather. The cost persquare foot of both materials is almost identical. He therefore queried whether the test should be extended in order to gain further service experience.

Following discussion the Chairman finally agreed to extend the test to cover an additional twenty four RT vehicles; Mr Styles would arrange this.

Routemaster “A” Frame Change

The Chairman stated that he had written to Mr Butler in this connection. He added that had inspected the “B” fame from RM127 and was of the opinion that the cracks were insignificant and did not warrant aframe change. He suspected that there might be an error in the vehicle number. He requested Mr Butler to continue sending in an accurate record of vehicles with cracked “A” and “B” frames and change those frames first which are most extensively cracked. This subject may now be closed.

Modification to RLH Throttle Pedal

Mr Stone stated that a modification had been agreed to prevent possible jamming of the throttle pedal stop on the cab floor plate, against the head of the connecting bolt fitted under the pedal mushroom. He submitted two pedal mushroom heads modified as follows:

(a) A steel plate brazed underneath part of head. Cost of this modification 4/5 each.

(b) Boss under head of fixing bolt extended by weld and then machined. Cost of this alteration 2/9 3/4 d.

Following discussion the cheaper method was adopted, to be implemented as necessary.

10

RM Rear Stoplight AssemblyMr Stone submitted for examination a rear light assembly and pointed out that the location peg served no useful purpose and was apt to come loose. He suggested that the peg be deleted in order that the unit body could be interchangeable with that fitted to RF and GS vehicles. Discussion ensued on the possibility of retaining the location peg and when fitting the light to GS and RF vehicles, it would be necessary to drill a hole in the unit.

The Chairman agreed to the action proposed by Mr Stone provided that on fitting of the light, the drain hole in the body is located in the bottom position.

Testing of Materials for MIRAMr Butler advised the Committee that Epping Garage had been selected for the operation of 12 vehicles which are not likely to operate over routes where salt is applied in icy conditions. (see entry in September Newsletter). Continuing he added that one vehicle had been successfully fitted with sample frames to incorporate test specimens and that MIRA were arranging for despatch of the test plates.

Mr Styles stated that an experiment procedure was being circulated to cover the foregoing test. with regard to costs involved, Mr Styles was requested to ensure that LT were not too committed.

Treatment of Timber PartsMr Styles stated that tests to determine the drying time of green Cuprinol were in hand but not yet complete.

A brief discussion ensued on treatment of timber for various body applications and Mr Styles stated that if it were thought necessary that one treatment should be dispensed with, it would be advisable toretain the wood preservative in preference to brush painting. Mr Tame again considered giving single treatment to certain wood parts, not only would this be effective but would considerably reduce treatment cost. It was agreed to await the outcome of laboratory tests.

RM Accelerator Pedal In order to prevent the throttle pedal jamming against the cab floor stop, Mr Stone submitted a drawingdetailing methods of overcoming this difficulty. It was decided that consideration should be given to a welding of a large washer to the head of the stop bolt, or preferably to fitting a bolt with a large head.

Mr Butler was requested to check whether this alteration would present any problems especially from the driver’s aspect and also to determine the maximum diameter of the washer should this be adopted.

Rear Axle Efficiency – RMMr Higgins stated that no further information had been received from the Department of Scientific and Industrial Research.

RM Throttle SpringIt was reported that the replacement throttle springs are approximately 1/4 in too long and are not operating the return of the pedal satisfactorily.

Mr Higgins pointed out that the replacement spring was identical with the specified spring with regard to free length and tension but there were two types of anchor plate which affected the working length.

Suggestions

Number Description Remarks53712 (appeal) Lifting cradle for rear brake drums, RLH and RM Extra award

(raised to adopted)54530 Aldenham - Door, Metal Shop to paint ovens to open both ways Omission award55063 Trafficators – use of lithium grease No award55122 Servicing costs in garages – segregation of items Adopted, award55133 Garages – RM- air supply from mains for testing Adopted, award55143 Garages – exhaust fume extractor to be heat protected Adopted, award55147 Garages – Boots for middle rota men No award

11

55160 Chelsham Garage – Reposition switches and fuse boxes No award55186 Pyrenes method of cleaning valve chamber No award55187 Transfer “Emergency Exit” delete “Break Glass” Adopted, award55225 Special Units Shop – Fire Risk - Batteries Omission award55234 Trafficator rubber bodies – repair scheme Adopted, award55267 Farechart cases – to be locked at side, not top No award55268 Locking device on fuel tank cap – Coastal buses No award55275 Rear reflectors be both red not orange No award55322 RM – Offside front wing to be wider No award55328 Garages breakdowns – offside mirror to slip over broken one No award55366 Ballrace cleaning tank- tap for drainage (as we know a ballrace

is a tom cat with 25 yards start on the vet)Omission award

55363 Garages: guide for nearside trafficator No award55396 Driving mirror – castle nut replaced by domed nut No award55469 RM: primary filter between tank and lifting pump No award55529 RF: Handrails between longitudinal seats No award55546 Windscreen wiper motor – two extending leads Omission award

The above is without Durrant's meetings as those for November and December have not been archived.

RFs 4 and 10 Martyn HuntI wrote in the January 2018 Newsletter of Private Hire RFs 5, 10 and 22, their histories and subsequent ownership by Osbornes of Tollesbury, Essex. Delving into my archives I find two more, namely nos. 4 and 10. RF 4 was new in May 1951 and served in service until being withdrawn from Streatham garage in August 1963 and stored at Thornton Heath until October 1963 when sold to PVS. A series of owners including Premier Travel followed until purchased for preservation in 1979 by Peter Penfold; in subsequent years number 4 was sold on for further preservation.

12

26th May 1991 was the date of the RF40 years held at Staines - I noted 38 different RFs attending plus UMP 227 on a low-loader. RF 4 and 10 operated services on a Staines - Old Windsor tour; other routes operated by RFs were Staines - Shepperton and Staines - Virginia Water. RF 19 was on display at Staines.

RF 4 is seen at Old Windsor in the photograph at the start of this article on that date and also on 3 rd June 2001 in South Street, Hertford en-route to Stevenage Bus Station whilst participating in the Hertford Running Day (below).

RF 10 was also new in May 1951 and served until withdrawn in September 1963. Sale to PVS followed in January 1964 with a subsequent sale to Osbornes where she worked on stage carriage services until December 1969 when withdrawn and entering the preservation scene. The 9th April 1989 was the date of the annual Cobham Bus Museum open / running day. Number 10 is seen in Redhill Road, Cobham about to depart for the Addlestone vehicle rally. The rally coincided with the Cobham Museum open day. My notes tell me that RF10 was the only "Private Hire" RF present on the day.

13

NEWS FROM THE FEDERATION OF BRITISH HISTORIC VEHICLE CLUBS

Legislation & Fuels Dave DanielGeneralThis is my first article and one which follows on from a period where my predecessor Bob Owen was faced with a range of legislative challenges. Although I am sure there will be new challenges to come, there is nothing new on the skyline… at the moment. On that basis, it is a good time to review the current situation.

DVLA & Registration This is a subject that Ian Edmunds will be directly involved with, and Ian provides a comprehensive report later in this newsletter. We remain very much in the position where we are working to improve communications with the DVLA on this topic and ease some of the issues in obtaining registrations. Whilst we may at times struggle to understand the decisions taken by the DVLA, it is also true to say that not all applications are entirely clear or complete. DVLA follow a set procedure in reviewing applications and clear, consistent and well-evidenced applications which follow DVLA guidelines will always have a better chance of success.

TyresBob reported in detail on the issue of the proposed ‘10 year tyre ban’ in Issue 5. The FBHVC did submit aconsultation response opposing the proposal and pointing out the discrepancies in the justifications made to support the proposal. We also had the opportunity to discuss these directly with Department of Transport officials.

We believe that understandably, given the current political turmoil, the responses and course of action have still to be considered by the Minister. At this stage the DfT cannot comment on likely outcomes. One response passed to us suggests that there will be further consultation if a new draft Regulation is proposed (the original consultation did not include any draft texts).

We have also seen responses from the commercial bus and truck communities. These seem to show that very few modern vehicles are using tyres even approaching 10 years old, which begs the question [No it does not. It poses or asks the question. Look up the meaning of “begs the question and use properEnglish. - “Friends Editor] why have legislation if hardly anybody will be in breach of it. It also seems theHistoric Vehicle community would be possibly the largest group affected, although the proposal did include an exemption for historic vehicles, albeit an incomplete one. We wait to see developments.

[Note from “Friends” Editor: This is very odd, as the National Association of Road Transport Museums has already published much more positive and definite news which we mentioned in last month's Newsletter. Not sure how long ago the FBHVC prepared their own Newsletter but it appears to be outdated.]

Clean Air Zones & Low Emission ZonesWe continue to see initiatives to propose charging or banning zones in city centres. The latest is Bath, and we have just submitted a response to their consultation. 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 into the primary legislation, so that it applies regardless in any zone established. This has not been successful, and like other interest groups, it seemsthat each and every zone will need to be considered individually. Bob Owen, continues to take particularinterest in this area.

In England, the various zones have made mixed progress. The two most advanced – Birmingham and Leeds – have both been deferred over software development and changes in the proposed funding of the charging system. Progress is not likely until the end of 2020. Other councils have made proposals, including Greater Manchester, but these will it seems have the shared software development issues.At this stage, we will continue to respond to proposals as they emerge.

RoadworthinessThere have been no changes in roadworthiness testing arrangements, nor any apparent issues arising. When the testing exemptions for historic vehicles were originally published, last-minute Government

14

change meant that some historic lorries were not exempted, and this remains the case. Efforts by the Historic Commercial Vehicle Society (HCVS) to get this changed have been unsuccessful. This has causedfurther difficulties in that for example, where the exemptions for the ‘10 year tyre ban’ were based on Roadworthiness Testing regulations rather than exemptions from Vehicle Excise Duty, so potentially capturing some historic vehicles in the tyre ban proposal.

Legislation & Fuels James FairchildDVLA Ian EdmundsUnfortunately, despite our best efforts, I cannot report any progress on our outstanding problems with DVLA. The Federation is in close contact with the APPHVG but at the time of writing the situation in Westminster makes it very difficult to progress anything. We have a regular liaison meeting with DVLA scheduled but that is likely to be postponed due the election. We will persevere!Recent events reported to me by members and, indeed, in one case by a Federation colleague, indicate that it may be beneficial to recap on some information that I have provided previously concerning registration, licensing and insurance.

Some years ago Department for Transport introduced a system of continuous vehicle licensing and of continuous insurance. The entirely praiseworthy objective was to reduce the number of unlicensed and/or uninsured vehicles in use. I believe that it has been successful in doing so. Inevitably the system was designed for the majority of road users with modern vehicles and, equally inevitably, there are some particular aspects for our minority of historic vehicles.Before proceeding further it might be worthwhile to be clear on the meaning of the terminology. The process of entering a vehicle on to the DVLA record and issuing a registration number is known as registration. Licensing is the process of obtaining the right to use the vehicle on the public road and paying the appropriate VED. For most of our vehicles the VED payable is nil but the process remains thesame.

The basic principle of continuous licensing is that every registered vehicle must be either licensed (taxed) or on SORN. However, this is where the first of the historic vehicle quirks appears. Vehicles which were not licensed when the SORN procedure was introduced in 1998 and have not been licensed since are not part of this system and are not subject to the continuous licensing regime. This group are often referred to as pre-SORN. Once such a vehicle is licensed it immediately becomes subject to the continuous licensing requirements.

Following from these licensing arrangements was a further requirement that every licensed vehicle must be insured, whether or not it was actually in use. This is policed by a process known as ContinuousInsurance Enforcement (CIE). Regular and frequent comparisons are made between the DVLA database of licenced vehicles and the MID (Motor Insurance Database) of vehicles which are insured. The registered keeper of any vehicle shown to be licensed but not insured will receive a standard Insurance Advisory Letter (IAL) which warns that the vehicle is not insured and offers a number of options. If no action is taken the registered keeper will receive a fixed penalty notice.

The provisions described above are long-standing and I believe well understood by most vehicle owners but there is a more recent development which unfortunately does appear to be catching people out.DVLA now state that the act of registering a vehicle is inseparably linked to licensing it. I do not believe that has always been the case but I cannot persuade DVLA to confirm that or to tell me when it changed or why. Nevertheless it is now the case. This link is not made clear in the published guidance, either on gov.uk or on the forms involved.

Thus a first registration of a vehicle will automatically cause it to be licensed. Additionally, and cruciallyfor us, a change of tax class (typically to ‘historic’) is treated as a re-registration and will also cause the vehicle to be licensed. As most historic vehicles do not require an MoT and insurance is no longer checked at the time of licensing there are instances where a vehicle has been licensed without the keeper being aware. The vehicle in question then becomes subject to the continuous insurance requirements and the keeper will receive an IAL.

It is worth repeating, if a suitable response is not provided to the IAL the keeper will receive a fixed penalty notice.

15

[There is little else of interest in the rest of the Federation's Newsletter this time; we hope for some more next time.]

Library Corner

Book Reviews: 1. “Young Routemasters” by James Whiting, Capital Transport, hardback, 112 pages, £16.95.

This book is unusual in being written by the man who usually publishes other people's work. It is in almost square format (9 inches x 10 inches) and is in essence a photograph album, but with extensive and very informative captions. To quote from the introduction, “The book records RM introduction, in route order, and so covers the period from 1956 up to the last conversions using new buses in the first half of 1965.” A number of well-known experts have contributed to the book and to my admittedly limited knowledge the result is a very accurate and illuminating record of the early years of the long lives of these buses. Who could possibly have believed over 60 years ago that there would still be RM-family buses carrying passengers or adapted to all manner of other uses all over the world to this day?

Of course the photographs are the key to it all. The buses are mainly the basic red, 5RM5 version as is tobe expected, but RMCs, BEAs and RMF 1254 appear. Photographs from long ago always repay detailed study and these are no exception. There is so much we have perhaps now largely forgotten – British-built vehicles everywhere, roads that have little other traffic, shops and businesses we suddenly remember on seeing one in the background, and so on. Not least surprising is to see someone crossing the road, hands in pockets, strolling casually where today it would be a case of “spot a gap and run like astartled rabbit.” The book is a very useful and detailed record of parts of London as well as, of course, the Routemasters themselves and other traffic. I freely admit that I did not expect to find the book especially fascinating, as a “Country bus” fan and someone who doesn't know some of the places illustrated, but in fact quite the reverse is true and I have been enjoying it greatly. It is highly recommended, is naturally up to Capital Transport's high standards of production and by today's standards is a bargain. On a personal note, we moved to the LT area from Preston, Lancs, in 1959 just as the RMs were entering service in quantity so in a sense Routemasters and I run in parallel and as a youngbus enthusiast I followed their introduction and remember seeing my first few on occasional trips from Hemel Hempstead to the capital. But I still think RTs, were more elegant, though...!

16

Book Reviews 2: “Buses Yearbook 2021”, 130 pages, Key Publishing, £17.99

You know you are getting old when policemen start to look young, they say. I reckon, though, that it's when “modern” buses are sold for scrap after a normal life of service. Buses Yearbook concentrates on the more recent buses, as usual, and it comes as a bit of a surprise to read about vehicles built this century being withdrawn and scrapped when they look to my eyes at least rather like ones still in service. Buses Yearbook follows its usual format with articles by various people covering bus operation in various places, including overseas. This time we get a detailed look at Wrightbus, which is topical to say the least, tales of someone who worked for Leicester City Transport, a brief history of Wadham Stringer coachbuilders and various photo features. London-specific content is low this time, although pictures of Routemasters do turn up regularly (I think it's an unwritten law that they have to appear in every edition), but Peter Rowlands takes a look at bus services running in the area served by the Croydon Tramlink. Gavin Booth, an Edinburgh man, looks at Glasgow's buses and Glaswegian Stewart J. Brown at those in Edinburgh, the point behind this being that the cities are rivals of long-standing.

There is always at least one major howler in Buses Yearbook – perhaps they ought to offer a prize for the first to spot it – and this year's is a classic. In an article on the buses of the Isle of Wight, Chris Drew includes a photo and indeed description of Southern Vectis 703 (DDL 50), one of the famous pair of 1939 open-top Bristol K5Gs operated by that firm. The bus, he tells us, appears to have had a run-in with a tree because you can see a couple of people on the upper deck attempting to clear the debris. Sorry, Chris, but at the time of the photo, DDL 50 was Southern Vectis's tree-lopper! I even have a photoof my own to prove it. The large “wasp-stripe” panel on the rear of the bus is a bit of a give-away, too.

In a sign of the times there is an article about the use of something called a camera pole to obtain a different view point. When I read that “by means of an app, the camera can be controlled remotely froma smartphone or tablet, onto which a live view of the scene can be relayed” I knew this was beyond me, but the pics are certainly interesting. There are other articles besides these, too. Usually this book can be obtained very easily and cheaply on-line from a variety of suppliers but for some reason this year it was a bit harder to track down and I ended up buying from the publisher. As usual, if you have enjoyed previous editions, this one won't disappoint, but the publisher really should try harder to eliminate errors, especially very obvious ones.

Books Wanted David ThrowerHas anyone got a copy if a book called "ColourScene 2. - The Last Year Of The RTs And RFs", by N J Eadon-Clark? It was published in November 2007 by DTS Publishing, at what was the then-stiff price of £17-99 for an A4 book with just over 100 pages. Price not an issue (within reason!) and condition certainlynot an issue, even a tatty copy would be welcomed. I am actually looking for a couple of copies, obviously inevitably from different people.

Reason? It's my severely-disabled son's favourite book, and his two copies are now getting beyond repair. My address is 49 Ackers Road, Stockton Heath, Cheshire WA4 2DZ, tel 01925-264156 or email david.thrower21c@gmail.com

PS, I am also looking for a couple of copies of “ColourScene 1. - Aldenham and Chiswick”, also by N J Eadon-Clarke.

Magazines for sale Martyn HuntLondon Omnibus Traction Society monthly magazines - 'The London Bus', 1983 to date complete, also 18 others 1967-1982. ALL are unmarked. (1989 to date are Cordex Bound).

NO Splits, Collection Only from Ipswich. Offers to martynhuntsawbo46@hotmail.com

17

mailto:martynhuntsawbo46@hotmail.commailto:david.thrower21c@gmail.com

What Shall we do with a Photo Collection? Martyn HuntI am sure that most of us have amassed photographic collections over the many years of our interests-me since the 1960's. Having recently had a count up of my own collection, the PSV section amounts to approximately 15,000 images (a large percentage of which is London), railways amount to in the region of 5,000 plus others of various categories.

As we ALL approach our inevitable demise the question is where do these what we term as our preciouscollections go to. I am hearing of museums NOT taking any more collections-effectively saying "we are full up" and magazine editors getting picky as to what they will take or perhaps only parts of a collection. Sadly many collections have finished up in skips due to family and executors decisions - a very sad end to that person's collection.

Many of our membership including me share images with FOCLB and local and national magazines. I don't consider my collection as being that impressive compared to others (inside or outside of FOCLB membership) although of personal interest to me and of historical interest to others. Apologies for raising that "Old Chestnut" again - your thoughts please.

[It is an Old Chestnut but it is relevant. We know that some people have already made arrangements fortheir own collections to be re-homed, in one case with The Omnibus Society. It can be a problem for museums; we at St Helens have a very large photographic archive contributed to from many sources, andit is being scanned and “digitised” but a major difficulty arises with photographs which are un-captioned as so many are. We often manage to identify the vehicle, although those owned by independents can be a problem, but not always the location. There is also the question of finding the time to look at all the images, classify them, etc. Then there is the worry that in the future today's digital storage systems mayno longer function and huge swathes of pictorial history will be lost. On top of that, I recently read somewhere that something like 99% of all digital photographs (and of course that includes “granny on the beach” photos as well as vehicles) are never printed, so there are no hard copies to act as back-up. I am as guilty as everyone else in that respect as I have several thousand digital pictures as yet unprinted.

There used to be people or organisations which advertised that they would buy collections of photographs, but I think it is almost inevitable that they would want only specific categories, such that someone buying railway photos may well not want shipping ones, for example. In any case, that is only kicking the can down the road because one day they too will be faced with the problem of what to do with their collections. Where do we go from here? - Ed]

RT 1705

Bill Ackroyd advises that RT 1705 has now found a new home in preservation with an existing preservationist who has secure undercover accommodation, so her future is safe for years to come.

Membership Renewals

November: Bill Ackroyd, Peter Cartwright, Denis Collins, Simon Copas, Ioan Davies, Chris Dobbing, DerekFunnell, Richard Garbutt, Robin Hood, Paul London, Brian Maguire, Peter Penfold, Adrian Palmer and Andy Wylie.

December: Stephen Behr, Glen Bubb, Mick Gamble, Mike Godfrey, Nigel Henty, Roy Hillyard, Martyn Hunt, David Mooney, Chris Powis, David Pring and John Willis.

J. H. Bride Photographs

I was recently asked if there were any more of these and the answer is yes, there are, but many of themare not as good as the ones we have already published. For those of you who enjoy these ancient pictures, we have space this month for two more so here they are.

18

Above: An unidentified trolleybus at an unidentified location on route 657. The picture is not sharp, but the trolleybus may be EXV 118 which would make it 1118, a Leyland K1 dating from 1938.

Below is a completely unidentified vehicle at Twickenham Road on route 667. As ever, comments and observations will be welcome.

19

We haven't had room for any cartoons lately, either. Above is one by Lee from the “Evening News” featuring tram, trolleybus and STL, dating from 1947.

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

20

mailto:rhood@arrowpak.co.ukmailto:bream.coaches@talktalk.net

Now we continue our “Jim Andress Supplement” as his story of his ownership of RF 366 continues.

Last month's episode referred to the construction of a spare-wheel carrier under the rear of the body; here it is:

2004The 2004 season began with the East Grinstead romp through the Bluebells and was followed on 6th June by the Hertford event and on 25th July we went to the RM 50 event at Finsbury Park.

21

Previous page: RF 366 at the RM50 event Finsbury Park July 2004 Photo J. Andress

Above: Hertford Bus Station. Photo J. Andress

The 29th August saw us once more touring around the Surrey Hills at the Dorking event. On 5th September we attended a new event at Andover with tips out to Stockbridge via Hampshire villages. Amersham was on 3rd October bringing another season to a close.

2004-5No major work was done but plenty of routine detail checks and a little painting were carried out duringthe off season, and an additional front lower panel was obtained which we modified to include a grill to allow extra air to flow to the radiator to help cooling as it still tended to get hot at higher speeds. The grill was at first fitted with a partial blanking panel to prevent oil spray from the drip tray under the lubricator. The drip tray was later removed and thus we took off the blanking panel as well.

20053rd April was the usual Cobham visit plus trips to Wisley to carry volunteers between sites. 17th April was the first Slough/Windsor running day which went off pretty well, including trips to Burnham Beeches. Just a week later on 24th April it was East Grinstead once more, then on 19th June it was Cobham’s 1950’s day running trips to Chertsey and back. 21st August it was the Bristol Bus Preservation group’s Open day at Brislington and 4th September we were at Dorking once more for another enjoyableday. The 11th September we attended the second Andover event again doing trips to Stockbridge. Amersham was on 2nd October with Warminster on 23rd.

22

Above: RF 366 outside Garston Garage with early grille. Photo J Andress

23

Previous page: RF 366 at Guildford Bus Station for the Dorking rally. Photo J. Andress

Above: RF 366 at Windsor for the Slough event. Photo J. Andress

The fuel tank was removed during the winter 2005/6 and, with the tank off, the nearside of the chassis was thoroughly cleaned and repainted. The connection of the filler neck to the tank was found to be leaking and was re-soldered. The tank was repainted and re-installed.

24

2006

2nd April was Cobham Open Day, held again at Wisley old airfield and 23rd, St. Georges Day, was East Grinstead followed on 14th May by Slough. 4th June we were at Hertford and on 23rd July we provided transport between the car museum at Calne and Bowood House in connection with a Rover Car Club day. The 3rd September brought Dorking once more and 1st October was Amersham bringing the season to a close.

The grille in the front panel made a considerable difference to the engine temperature and was kept in place for the whole of the 2006 season with the result that overheating was no longer a problem.During the summer of 2006 both sides of the bus, below window level, were repainted and new vinyl transfers applied.

2007In January the author had a spell in hospital and 366 had some 9 months rest as a consequence.

In October the MOT test was passed once more ready for 2008.

2008

The season opened with the Slough event on 11th May followed by Uxbridge on 1st June. On 10th August we attended a one off running day based on Merton Garage with operations over a range of routes encompassing, Wimbledon, Merton, Morden, Sutton, Malden and Kingston. 5th October brought Amersham once more and Warminster was on the12th bringing the season to a close.

Above: 1935 Q 83 and 1952 RF 366 at Malden during Merton area event. Photo Peter Zabek

In March 2008 an original roof route number plate holder was donated to us and fitted in place of the replica installed previously and during the autumn the rear emergency door was removed and repainted.In December it became apparent that the batteries were not operating satisfactorily and after removal it was found that one of the four 6-volt batteries had developed a faulty cell, the first problem since

25

they were installed new in 1994! A matching new 6-volt battery was purchased and all four batteries were re-installed and found to operate satisfactorily.

2009

A special RF event based at Sandown Park, Esher, started the season on 22nd March, with service runs over numerous former RF routes in the area including journeys to Staines, Walton on Thames, Shepperton, Weybridge, Chertsey and Kingston. On 26th April we were at East Grinstead once more and 7th June saw us at Hertford once more with trips to Hitchin and Potters Bar.

Above: RF 366 at Hitchin en Route to Stevenage. Photo Author’s collection

21st June we were at Uxbridge running to and from Yeading. 4th October was Amersham Day once again and on 18th we provided a site service at Wroughton. The year ended with a trip around Central London at the Annual Christmas Lights Tour on 12th December.

In the summer of 2009 another battery was found to have split and was replaced.

2010

The season opened with the Cobham Open Day held at Wisley on 11th April then on 9th May it was Slough followed by Uxbridge on 27th June. On 8th August we attended the West Somerset Railway vintage day at Norton Fitzwarren and 10th October the season ended with Warminster.

During the winter 2010-11 both pairs of rear wheels were removed and the inside of the wheel-arches were cleaned and de-greased then sprayed with black rubber underseal paint and the brake drums similarly cleaned and sprayed with red heat resistant paint. The offside hub complete was removed, using a specially made tool, and the bearings cleaned and checked then packed with grease and the hub refitted. During this work the chassis sections alongside the rear wheels were thoroughly cleaned and re-sprayed with Aluminium paint and the wheel centres were re-painted with Indian Red.

26

Above: The specially-made hub spanner. Photo J. Andress

2011

The year started with the annual Cobham event, held this year at Dunsfold Aerodrome in exceptionally warm weather. In July we went to Toddington on the Gloucester Warwickshire Railway and in August to the Bristol Group open and running day then in October it was the turn of Warminster once more.

During 2011 I decided to investigate the effect on fuel consumption, and therefore on environmental pollution, of using thermostatically controlled electric fans instead of the large constantly driven enginefan. After several experiments with different arrangements we found that the bus used least fuel and remained at the correct operating temperature with a pair of electric fans fitted behind a modern radiator mounted in place of the original. In very hot weather it was found best to have the front lower panel with the grill rather than the original plain panel.

2012

In April 2012, for a combination of personal and family reasons, I decided to pass the bus on to new owners and on 29th we took 366 to Wisley for the Open Day for the last time where the new owners took charge and it left my control after almost 23 happy years. I hope the new owners will get as much pleasure from it as I and my family have done.

Next page: The bus at Chippenham Bus Station ready to set off to Warminster (upper) – photo by Jim Andress; and handover day, 29th April 2012 with Jim in the centre – photo by Steve Madden.

27

Do not despair, gentle reader – there is still more to come from Jim about RF 366, and RFs in general.

28

Friends of Classic London Buses of the FiftiesFor those actively involved in or supporting the preservation of London buses, coaches and trolleybuses of the pastRF 180, in London Country livery, was taken out for a spin on Sunday 4th October, when it encountered some flood-water near Widford, as shown here in this evocative photo by Paul Van der Hulks. It may or may not be raining in my heart, to quote the late lamented Buddy Holly, but it had certainly rained here.Newsletter 171 November 2020There’s another one worth a look - Beautiful London in 1933 in colour! – with some earlier types, particularly NS vehicles.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.