Green LCT Buses

BLAKEY · Post by **BLAKEY** » Sat 21 Jun, 2008 11:33 pm

Chrism wrote: The only ones I can remember are the 49 that ran from Hyde Park corner to Farnley. I remember that cos I used to get it to the Rollerena and to me grans. And the 40, I have no idea where it came from but it took me to school (Benjamin Gott High) from outside the chippy on Armley Road (near Mike's Carpets if it's still there). Mike's Carpets still there Chrism and the chippy also although that may now serve fare from rather further afield than the North Sea.Service 40 ran cross city from Stanks to Raynville.

Uno Hoo · Post by **Uno Hoo** » Sun 22 Jun, 2008 1:16 am

Mike's Carpets is in a former chapel close to the bus stop where I seemed to wait interminably after work for a 54 to Rodley. Plenty of 65s, and whatever numbers went to Half Mile Lane, but 54s seemed to be a rare breed. Other services that were no good to me were 72 to Bradford, just starting to be worked by the Leeds forward-entrance Daimlers, or Bradford's early Regent Vs, and Hebble to Halifax and beyond. The odd Ledgard vehicle would appear on its way to or from the Armley garage - it seems strange that (as far as I remember) there was no Ledgard route which actually passed its HQ. Doesn't quite fit Sam's reputation for not spending money unnecessarily to have all that dead mileage, which must have amounted to a fair sum each year.The 54 route seemed to be a stronghold of the 1949 PD2/1s. I just remember them in the old blue livery, which I think had gone by 1953. They made relatively easy work of the ascent of Whitecote Hill, even from a standing start with a full load. I always thought they had a somewhat austere appearance, probably down to the narrow width and the bonded rubber on the window frames, whereas Bradford's wider ones with the Farington bodies were handsome. Might be down to livery as well. Nonetheless, they were sloggers, and lasted until the late 1960s.I wonder why the Leeds Daimlers fell from favour? According to Jim Soper, the Transport Committee wanted to flog them off after four years or so, yet they had been expressly bought for the prestige 72 service, on which both corporations vied to have the best vehicles. I'm not convinced that the early Atlanteans or Fleetlines would have been an improvement, as crew operation remained for some time after the front enders came into service. Maybe forward-entrance was simply unfashionable to certain eyes; after all, West Yorkshire Road Car swapped its one and only FSF for an LD (ok it may have been an FS),when most other ex-Tillings were snapping up FLFs in particular. Leeds obviously liked Daimlers, as many rear loaders were purchased subsequently.

BLAKEY · Post by **BLAKEY** » Sun 22 Jun, 2008 2:38 pm

UNO HOO WROTE ABOVE :-Many fascinating topics there UnoHoo, and I will comment s best I can on some of them.The reason that entrepeneur extrordinaire Samuel Ledgard had no route passing or terminating at Armley Depot lies in the very strict licensing system if force at the time - overall a very good system - before the 1986 "free for all" circus. Any attempt by Sammy to charge fares into Leeds (or to Pudsey) from the Depot would have been stamped on in double quick time by the other operators of adequate services and would have been refused by the Commissioners. Having said that, I have seen fare tables quoting a fare of 6d from the city centre termini to Armley, but have never heard of passengers actually been carried.The famous (notorious) batch of PD2/1s 340 - 399, NNW 340 -399, were not a nice machine at all for me as an enthusiast passenger, conductor and driver. It has to be agreed that they were tough, reliable and long lived but polished performance - NO !! Soft engine mountings, imprecise accelerator control over engine speed and "woolly" clutch meant that, even for those prepared to take great pains to give a decent ride, you had your work cut out. Also the majority of the qualified drivers (in the minority with "all types" licences) seemed terrified of setting off in first gear with them as the change up to second on hills could be tricky. I have lasting memories of Eastgate in particular, when the buses were moving off with heavy westbound loads for Bramley 77 or Intake 23, of the shuddering, wobbling and rattling as they set off in second gear. More powerful and faster than the PD1s they may well have been, but a nice professional ride, NO.This accentuated an infuriating feature of the bodywork - those dreadful sliding windows which ALL rattled incessantly and could not be quietened down at all. That particular batch of bodies (Leyland's worst in my view) were very spartan inside, with narrow wooden slats lining the top deck panels inside.On the subject of the five forward entrance Daimlers, I can only imagine that they lost their appeal to LCT when Bradford City Transport began to use rear engined Fleetlines and Atlanteans. Thereafter the Leeds five seemed to become "maids of all work" and were frequently used on the Kippax/Ledston Luck service among others, and Morley quite often. I would love to have driven one and was "spare" at Sovereign Street one Saturday when a call came from the Corn Exchange - "no relief for the **** to Morley."I was sent up poste haste and couldn't believe my luck when I saw that it was one of the five. I had almost got my finger on the starter button when the scheduled driver came panting up and threw me out. Looking back I wish I'd slipped him a tenner to vanish again and see me at Dyson's in Lower Briggate an hour later !!Turning now to the wicked West Yorkshire FSF, DX82, YWW77. A very odd machine which spent much of its career attempting to complete a full round trip on service 34 Leeds - Otley - Ilkley. When it was in good fettle it was the fastest thing in the area but, although I've just exaggerated a bit, its record of breakdowns was atrocious. It certainly swelled Ledgard's coffers to some tune, as we carried loads of passengers waiting in vain for the odd Lodekka. Whatever the reason for its disposal, our United Geordie friends were very welcome to it, and it was swapped for 456 LHN which was an FS6B and, where we had got rid of the devil, the replacement was an angel - a classic and likeable bus indeed.

Chrism · Post by **Chrism** » Sun 22 Jun, 2008 4:24 pm

Uno Hoo wrote: Mike's Carpets is in a former chapel close to the bus stop where I seemed to wait interminably after work for a 54 to Rodley. Plenty of 65s, and whatever numbers went to Half Mile Lane, but 54s seemed to be a rare breed. Other services that were no good to me were 72 to Bradford, just starting to be worked by the Leeds forward-entrance Daimlers, or Bradford's early Regent Vs, and Hebble to Halifax and beyond. The odd Ledgard vehicle would appear on its way to or from the Armley garage - it seems strange that (as far as I remember) there was no Ledgard route which actually passed its HQ. Doesn't quite fit Sam's reputation for not spending money unnecessarily to have all that dead mileage, which must have amounted to a fair sum each year.The 54 route seemed to be a stronghold of the 1949 PD2/1s. I just remember them in the old blue livery, which I think had gone by 1953. They made relatively easy work of the ascent of Whitecote Hill, even from a standing start with a full load. I always thought they had a somewhat austere appearance, probably down to the narrow width and the bonded rubber on the window frames, whereas Bradford's wider ones with the Farington bodies were handsome. Might be down to livery as well. Nonetheless, they were sloggers, and lasted until the late 1960s.I wonder why the Leeds Daimlers fell from favour? According to Jim Soper, the Transport Committee wanted to flog them off after four years or so, yet they had been expressly bought for the prestige 72 service, on which both corporations vied to have the best vehicles. I'm not convinced that the early Atlanteans or Fleetlines would have been an improvement, as crew operation remained for some time after the front enders came into service. Maybe forward-entrance was simply unfashionable to certain eyes; after all, West Yorkshire Road Car swapped its one and only FSF for an LD (ok it may have been an FS),when most other ex-Tillings were snapping up FLFs in particular. Leeds obviously liked Daimlers, as many rear loaders were purchased subsequently. Ah yes the 65 straight to Pudsey Park to lake on the traction engine!!

Uno Hoo · Post by **Uno Hoo** » Sun 22 Jun, 2008 11:31 pm

Thanks, BLAKEY. It's really interesting to hear things from a professional busman's viewpoint. UH

Uno Hoo · Post by **Uno Hoo** » Sun 22 Jun, 2008 11:40 pm

Chrism wrote: Uno Hoo wrote: Mike's Carpets is in a former chapel close to the bus stop where I seemed to wait interminably after work for a 54 to Rodley. Plenty of 65s, and whatever numbers went to Half Mile Lane, but 54s seemed to be a rare breed. Other services that were no good to me were 72 to Bradford, just starting to be worked by the Leeds forward-entrance Daimlers, or Bradford's early Regent Vs, and Hebble to Halifax and beyond. The odd Ledgard vehicle would appear on its way to or from the Armley garage - it seems strange that (as far as I remember) there was no Ledgard route which actually passed its HQ. Doesn't quite fit Sam's reputation for not spending money unnecessarily to have all that dead mileage, which must have amounted to a fair sum each year.The 54 route seemed to be a stronghold of the 1949 PD2/1s. I just remember them in the old blue livery, which I think had gone by 1953. They made relatively easy work of the ascent of Whitecote Hill, even from a standing start with a full load. I always thought they had a somewhat austere appearance, probably down to the narrow width and the bonded rubber on the window frames, whereas Bradford's wider ones with the Farington bodies were handsome. Might be down to livery as well. Nonetheless, they were sloggers, and lasted until the late 1960s.I wonder why the Leeds Daimlers fell from favour? According to Jim Soper, the Transport Committee wanted to flog them off after four years or so, yet they had been expressly bought for the prestige 72 service, on which both corporations vied to have the best vehicles. I'm not convinced that the early Atlanteans or Fleetlines would have been an improvement, as crew operation remained for some time after the front enders came into service. Maybe forward-entrance was simply unfashionable to certain eyes; after all, West Yorkshire Road Car swapped its one and only FSF for an LD (ok it may have been an FS),when most other ex-Tillings were snapping up FLFs in particular. Leeds obviously liked Daimlers, as many rear loaders were purchased subsequently. Ah yes the 65 straight to Pudsey Park to lake on the traction engine!! Is the traction engine still there? I don't get to Pudsey too often these days. Remember it being installed.

BLAKEY · Post by **BLAKEY** » Mon 23 Jun, 2008 12:10 am

Uno Hoo wrote: Thanks, BLAKEY. It's really interesting to hear things from a professional busman's viewpoint. UH You're very welcome sir - these remote little searches for details from the past are always interesting and rewarding.

Si · Post by Si » Mon 23 Jun, 2008 9:06 am

The Pudsey Park traction engine was a steam-roller, Uno Hoo. There's a thread about it on here somewhere.It's no-longer in the park, but apparently is being restored.

Ex-Loiner · Post by **Ex-Loiner** » Mon 23 Jun, 2008 9:18 pm

Uno Hoo wrote: Mike's Carpets is in a former chapel close to the bus stop where I seemed to wait interminably after work for a 54 to Rodley. Plenty of 65s, and whatever numbers went to Half Mile Lane, but 54s seemed to be a rare breed. Other services that were no good to me were 72 to Bradford, just starting to be worked by the Leeds forward-entrance Daimlers, or Bradford's early Regent Vs, and Hebble to Halifax and beyond. The odd Ledgard vehicle would appear on its way to or from the Armley garage - it seems strange that (as far as I remember) there was no Ledgard route which actually passed its HQ. Doesn't quite fit Sam's reputation for not spending money unnecessarily to have all that dead mileage, which must have amounted to a fair sum each year.The 54 route seemed to be a stronghold of the 1949 PD2/1s. I just remember them in the old blue livery, which I think had gone by 1953. They made relatively easy work of the ascent of Whitecote Hill, even from a standing start with a full load. I always thought they had a somewhat austere appearance, probably down to the narrow width and the bonded rubber on the window frames, whereas Bradford's wider ones with the Farington bodies were handsome. Might be down to livery as well. Nonetheless, they were sloggers, and lasted until the late 1960s.I wonder why the Leeds Daimlers fell from favour? According to Jim Soper, the Transport Committee wanted to flog them off after four years or so, yet they had been expressly bought for the prestige 72 service, on which both corporations vied to have the best vehicles. I'm not convinced that the early Atlanteans or Fleetlines would have been an improvement, as crew operation remained for some time after the front enders came into service. Maybe forward-entrance was simply unfashionable to certain eyes; after all, West Yorkshire Road Car swapped its one and only FSF for an LD (ok it may have been an FS),when most other ex-Tillings were snapping up FLFs in particular. Leeds obviously liked Daimlers, as many rear loaders were purchased subsequently.

Ex-Loiner · Post by **Ex-Loiner** » Mon 23 Jun, 2008 9:26 pm

Ex-Loiner wrote: Uno Hoo wrote: Mike's Carpets is in a former chapel close to the bus stop where I seemed to wait interminably after work for a 54 to Rodley. Plenty of 65s, and whatever numbers went to Half Mile Lane, but 54s seemed to be a rare breed. Other services that were no good to me were 72 to Bradford, just starting to be worked by the Leeds forward-entrance Daimlers, or Bradford's early Regent Vs, and Hebble to Halifax and beyond. The odd Ledgard vehicle would appear on its way to or from the Armley garage - it seems strange that (as far as I remember) there was no Ledgard route which actually passed its HQ. Doesn't quite fit Sam's reputation for not spending money unnecessarily to have all that dead mileage, which must have amounted to a fair sum each year.The 54 route seemed to be a stronghold of the 1949 PD2/1s. I just remember them in the old blue livery, which I think had gone by 1953. They made relatively easy work of the ascent of Whitecote Hill, even from a standing start with a full load. I always thought they had a somewhat austere appearance, probably down to the narrow width and the bonded rubber on the window frames, whereas Bradford's wider ones with the Farington bodies were handsome. Might be down to livery as well. Nonetheless, they were sloggers, and lasted until the late 1960s.I used to work the old 54 route out of the old Bramley Garage in about 1960 - Rodley-Halton Moor. The PD2's were magnificent machines, go any where & if you really pushed them down Stanningley Road with a full standing load it felt as though you were doing 60+mph (despite been governed much lower!).Talking of the old ticket machines, I can vouch for there usefulness, particulary on the last bus from The Corn Exchange up to Halton Moor on a Friday or a Saturday night!I wonder why the Leeds Daimlers fell from favour? According to Jim Soper, the Transport Committee wanted to flog them off after four years or so, yet they had been expressly bought for the prestige 72 service, on which both corporations vied to have the best vehicles. I'm not convinced that the early Atlanteans or Fleetlines would have been an improvement, as crew operation remained for some time after the front enders came into service. Maybe forward-entrance was simply unfashionable to certain eyes; after all, West Yorkshire Road Car swapped its one and only FSF for an LD (ok it may have been an FS),when most other ex-Tillings were snapping up FLFs in particular. Leeds obviously liked Daimlers, as many rear loaders were purchased subsequently.