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

With the recent publication of Capital Transport's book on the GS class reviewed in the previous Newsletter, I thought we could open with Martyn Hunt's photograph of GS 27 laying over at the rear of Harlow Garage in 1963, hisonly photograph of a GS in service. This one in later life spent a period as a mobile shop in Hemel Hempstead and we illustrated it in that role in an earlier Newsletter. It was not one of the survivors of this popular class, alas.

Newsletter 163 March 2020

Opening Lines

As referred to briefly last time, we now welcome many more readers in the shape of London Bus Museum members who have told the Museum their e-mail addresses. For the benefit of those membersI thought perhaps I should outline who we are and what we aim to do. The “Friends” is successor to the former RT and RF Register, started by Peter Gomm back in 1982 as an owners' club for those vehicles and their contemporaries. In those days much less was known about the vehicles, and preservation, although not new, was still in its relative infancy so there was a need for us all to help each other out with advice, information, sources of parts, ways to overcome problems and so on. We also provided histories of vehicles for those who did not know the life story of their buses. Peter wished to retire some years ago after producing 252 Newsletters for the Register, and David Thrower and I decided it was too good to lose, so we continued under a new name as the old one was felt to be so closely allied to Peter that everyone would expect him still to be at the helm.

In the ensuing years the world has changed and with the advent of modern technology and the internet, not to mention ongoing research by individuals, changes in legal requirements and the like, our emphasishas had to change too; in any case, there is a limit to the number of times you can publish details of tyre pressures and types of oil suitable for use in rear axles. The “Friends” is a member of the Federation of British Historic Vehicle Clubs and we publish information extracted from their

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newsletters if it is relevant to us – details of petrol additives, for example, are not. In addition, in recent years we have benefited enormously from Tony Beard's researches into London Transport's archives, from which he has extracted no end of useful and interesting information, largely of an engineering bentas of course that is still our primary focus. We have also expanded our remit to include vehicles pre-dating the 1950s and, sometimes, more recent types, some of them having the engine at the wrong end and therefore being something the purists may not like. We do not actually exclude non-LT vehicles on occasions either although we do look for some connection with LT or its “special area” as a rule.

Our title is a bit cumbersome but was selected so as not to poach members from the Routemaster Association with whom we enjoy good relations and an exchange of Newsletters. If we had omitted the “of the Fifties” bit we might have been seen as trying to attract RM-family owners, who of course are better served by the Routemaster Association. That is not to say that we ignore the RMs – we don't at all.

We produce this Newsletter monthly and it can run to 30 pages, after which the paper copies become too heavy to go at the 100 gram rate and postage costs become too high to be economical. We aim to befactual but we make no claims to omniscience and are always open to corrections which are published as soon as received. We also like to include light-hearted and quirky items from time to time. These have included cartoons, references to London buses in songs, films, TV shows and books, a spasmodic series of photographs of famous people, mostly young women, photographed in the company of Londonbuses, and even at times pictures of shop windows and chairs – don't ask! We do not routinely cover models as we feel that model bus fans are very well catered for elsewhere, but there is no rigid rule and some models which come to our attention are well worth publicising. We hope LBM members will enjoy the Newsletter and look forward to hearing from you from time to time. Anyone at all is welcome to contribute so do not ever feel that your efforts are not wanted.

“Let Him Have It!” Brian ClarkePlease may I ask your assistance in finding the right source for some information about old bus routes. I have developed an interest in the famous historic and sad case of Derek Bentley. A film was made in 1991about the crime, and our bus RTL 1348 MXX 71 was used together with RTs 44 and 54 as well as RTL 1163(I think!) LYF 104.

The film was entitled (not unsurprisingly) 'Let Him Have It' and starred Christopher Eccleston (Bentley) and Paul Reynolds (Christopher Craig). They are seen in the film riding on our bus (RTL 1348 MXX 71) working route 109 travelling a short hop from Norbury to Croydon (actually filmed in Liverpool); the location of the event, and indeed this is accurate in reality. The fare was threepence apparently! What I was wondering was, would the vehicles used on this route and in this area in 1952 have actually been AECs or would they have been Leylands? Also what garage the 109 would operate from?

[Editor's notes: Derek Bentley was a very young man hanged for taking part in a robbery during which a police constable was shot dead. Bentley himself was unarmed but in those days there was “guilt by association” which led to his execution – you can read more on the internet. Bentley was eventually granted a posthumous pardon. As a non-Central area specialist I hesitate to offer a suggestion about route 109, (Thornton Heath, possibly...?) but I am sure our resident experts will tell us all. It is a fact that many films made in modern days but set in London in the past are actually filmed in Liverpool which has suitable architecture and a local authority which encourages filming there and actually has a small section devoted to it. In recent times, as reported in the Newsletter, David Thrower and I, together with his RT 2794, took part in shooting “Foyle's War” there.]

Service vehicle 770F Jim AndressIt was interesting to see the pic of the ex LT van, JXN 489 because for my last 6-9 months with LT were spent driving around most of the bus and some trolleybus garages in a similar van servicing the canteen refrigerators. As you can imagine it was a job I was sorry to leave behind but that’s life. The van had an 1100 cc side-valve engine coupled to a three-speed gear box which resulted in a top speed of about 35 MPH accompanied by horrendous noise and a tendency to wander about all over the road so leisurely driving was a must! All in all an odd experience.

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Below: We asked if any “Friends” had been members of the Ian Allan Bus-Spotters Club. Bob Martin wasa member and sends these scans of one of their Newsletters.

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Above: Also sent in by Bob Martin was this photograph of the former 895B, JXC 340, a 1948 Bedford KD 30-cwt lorry seen on local deliveries in Paddington in 1961. We perhaps overlook that LT was the operator of a substantial fleet of goods vehicles, many of them constructed on former bus chassis in bygone times until they decided to purchase conventional vehicles (or fairly so, given their interest in doing things their own way no matter what others might think). Few service vehicles have survived. Does anyone know why the Bedford depicted had a grab-rail fitted alongside the lower edge of the cab side window? It wasn't a standard feature of the type.

Bus Garage Visits – St Albans Martyn HuntMy first visit to SA garage was on 25 September 1983. As usual I was the driver, this time in my employer's not too reliable Alfasud car EJM 139V. Two passengers were on board including Ken Hammond.

Journeying down the A12, we saw RML 2383 on an excursion probably to Clacton. We cut across country on the A414 from Chelmsford to North Weald airfield where RT 786 and SMD 443 were employed as Drive-A-Bus vehicles. Continuing, we ventured via Epping, Upshire and Waltham Cross to Ponders End (Enfield) garage (58), Edmonton (Tramway Avenue) (46), Palmers Green (part only) (32), Wood Green (57), Muswell Hill (39), Finchley (48), Hendon (29), en-route to Edgware RF 197 was seen, Edgware (45) including RF 183.

We had finally arrived at Aldenham for the Works open day at which were seen the following vehicles noted: RF 10, 202, 458, 479, 667, 672 and 673 RFW 14 RLH 23 and 29RT 113, 1062, 1700, 2629, 3232, 4508 and4777RTL 453 RTW 185 and 497 Many other types were noted on this historic open day.

Not content with the days earlier bus garage and Aldenham visits, we continued our journey as follows: Harrow Weald (52), Garston (54) and finally St. Albans (51). Back to Ipswich via Hertford, Bishops Stortford, A120 and A12

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What a day of visits-what it was to be young(er) and be able to chase around - still try it but it doesn't work out very well!

Next visit was on 18 November 1986 with 29 vehicles noted:

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Previous page: AN 9 driver training vehicle at St Albans, 18th November 1986. Photo by Martyn Hunt.

My and Ken H's last visit to SA garage was on 12 August 1987, the journey being via Luton (RFs 11 and 673),Dunstable and Hitchin to Stevenage garage (29), St. Albans (25), Hemel Hempstead (23), Garston (38) and Potters Bar (24) at which RT 1784 in red and RT 4777 being repainted in green were seen. No other family vehicles were seen during our 1987 day out, our journey back to Ipswich being via the M25, M11, A120 and A12.

Later, St Albans garage would close, like so many others, but a concerted attempt was made to save it for use as a transport museum and restoration workshop. Sadly, despite a great deal of effort on the part of a number of people, not least the late Dave Johnson, the project came to nothing, developers' money speaking louder than history and tradition. The site is now used for housing (inevitably) but the houses concerned are reputed to be roofed with slates recovered when the garage was demolished.

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Previous page: Tony Beard supplied this picture, taken by Denis Battams, of L3 trolleybus 1445 working route 615. The L3 class were MCCW chassisless vehicles with AEC running units and dated from 1940. Weknow the location, but Tony suggested that we might ask all you experts out there to try to estimate the approximate date when the photograph was taken (we do know the exact date; this is just for fun). There are various clues in the picture including people's apparel and advertisements for Bertram Mills' Circus on the vehicle and the film “The Pure Hell at St Trinian's” on the wall. For the benefit of new readers, there are NO prizes, just the kudos of getting it right.

Above: Tony Beard forwarded this picture also, and writes: “This photograph of Chadwell Heath trolleybus terminus in Wangey Road by Denis Battams is particularly nostalgic for me. I lived within a few yards of the site and in consequence both vehicles depicted will have passed my home in the High Road upon their departure.

There were a few things I recall. The initial parking spot for trolleybuses terminating is demonstrated by1743 (SA2) its siting being most convenient for the public toilet sited just out of frame in Cedar Park Gardens. Upon departure vehicles would call at a bus stop just a few yards further along Wangey Road which, when I first took any interest, was provided with a tubular metal shelter later replaced with a pre-cast concrete structure. A frog hand pull was situated on the next pole but one to allow trolleybuses to overtake. A few months before this photograph was taken two trolleybus routes operated from here: the 693 to Barking (previously the 93 tram and latterly the 193 bus) and the 695 to Bow Church (replaced by an extension of the 663 from Ilford Broadway following withdrawal of the 695in January 1959). The Saturday only 692 also ran from here to Newbury Park (Horns Tavern) for a few months in 1938 and was then abandoned. The Chadwell Heath terminus also provided facilities for the 86A and short-workings of Route 62.

The terminus was constructed using two one way streets: Wangey Road in the Borough of Ilford and Station Road in the Borough of Dagenham. This was the only point, albeit for a couple of hundred yards, where LT trolleybuses entered the Borough of Dagenham. One pole was planted in the grounds of the police station on the corner of the A118 (Romford Road) and Station Road where a wayleave of something like one pound per annum was paid, this remuneration also applying for another pole erectedbehind a brick wall which can just be seen protruding above the upper Philips’ sign.

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The wasteland upon which Denis is standing eventually became a site for a new Chadwell Heath Police Station (now closed), the previously mentioned facility having now become a Witherspoon’s “pub” calledThe Eva Hart. Eva Hart was a survivor of the Titanic and lived in Japan Road, Chadwell Heath she was a JPand also served on the Governing Body for Eastbrook Secondary School in Dagenham.

To the rear of 1743 is the start of the hill at the crown of which is the entrance to Chadwell Heath station. The bridge was constricted and only had pavement on the one side although a very narrow pavedsection existed opposite the station (no zebra crossing) where Barking-bound buses on route 62 stopped. On the other side of the bridge was Valence Avenue built to dual carriageway standards although today the nearside lane is mainly given over to car parking. The width restriction of the bridge caused Route 62 to be diverted upon the withdrawal the RTs on Route 62 in April 1979, with the replacement Routemasters having to use the much wider Whalebone Lane bridge (about three-quarters of a mile to the east) until that at Chadwell Heath was reconstructed. RTs did work on the diversion during their last day of operation but the final parade led by RT1 used Chadwell Heath station bridge. RMs on Chadwell Heath short-workings were obliged to use turning facilities at the head of Valence Avenue.

The departure of 1756 (SA3) on 3 May 1959 appears to go unnoticed by Francis West and Norman Rayfield who are standing beside pole 6 in long “macs” and flat caps, the seemingly traditional wear for bus and railway enthusiasts before the advent of the anorak. Incidentally the serious growth of foliage at the base of pole 6 indicates that it has been regularly used by dogs, which I mention as Barking is the destination for both vehicles. Francis used to be the PSV Circle sub-editor for London disposals.”

From the Archives – material supplied by Tony BeardFrom the Minutes of the Rolling Stock Technical Committee Meeting held on 14 March 1960

Engine Fan Assembly – ModifiedCodes affected: RMAEC are to modify the existing fan assembly by cropping the leading edge of the blades and by the replacement of the existing “Metalastik” bush by twin bushes and a distance piece. Fans are to be reworked by AEC to the new condition and when available are to be supplied to garages for fitment as soon as possible to all delivered vehicles.

Action: Full application at garages (priority)

Steering Wheel – Appearance CapCode affected:RMThe steering wheel appearance cap has been omitted from new production RM vehicles. Stocks are now available for fitment at garages and are to be distributed and fitted at garages as arranged by the RollingStock Engineer. Vehicles being delivered from the vehicle builder should, in future, be equipped with steering wheel caps (M15505)

Action: Full application at garages

Standardising of Timber SectionCodes affected: RF2/1A recent Advice authorised timber loading of the crib rail in order than woodscrews could be used in lieu of Tucker “pop” rivets when fitting exterior panels and mouldings.

Timber sections 2174-503 (rebated) and 2174/504 (without rebate) were drawn from the existing MCW arrangement drawings which have since proved incorrect to the vehicle. It has been found necessary for the rebated section to be fitted to all vehicles. In view of this no further orders for 2174-504 are to be placed any existing is to be converted and numbered 2174-503.

Two piece Guard Rail Assembly Replaced by One Piece Assembly – Half-Drop WindowCodes affected: Where fitted on RT codesMod 28 authorised the introduction of redesigned HSC one-piece guard rails in lieu of two-piece guard rails. Apparently 500 vehicles are fitted with the original two-piece guard rails and, as and when the rails

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are found to be beyond repair, the later type should be fitted. Reconditioning of two-piece rails should be continued whilst spare parts are available.

Side Pillar Assembly – Drop Light – Reconditioning ProcedureCodes affected: All RTIn order to prevent the scrapping of side pillar assemblies due to fixing holes being oversize, the following reconditioning procedure is to be adopted: Existing holes to be filled with copper rivets and new holes drilled and countersunk in positions shown on the issued LT sketch.

Action: Procedure for maintenance

Driver’s Emergency Window Frame StrengthenedCodes affected: RF5, RF5/1, RF5/2, and RF5/3The driver’s emergency window is found to have a weak frame which bows, due to pressure of the springs which are used to operate the sliding window.

To obviate this defect a 14bg steel gusset is to be fitted each side of the signalling aperture as shown bythe revised drawing.

Two vehicles have been operating with these gussets fitted and at the Foreman Coachmakers’ Meeting held on 24 February 1960, it was confirmed that they are satisfactory.

Action: Full application at Works and Garages

Method of Fixing Nearside Circular Mirror to BracketCodes affected: All RT and RMThe nearside circular mirror is attached to the mirror arm and cant rail bracket by 5/16in diameter Whitworth steel setscrew and steel nut. When the mirror is stripped at overhaul difficulty is experienced due to corrosion between the setscrew and nut thereby causing a high scrapping rate. To obviate this scrapping steel nuts are to be replaced by brass nuts on all new and reconditioned assemblies at Aldenham.

Action: Full application at Works

Beatonson “Rapide” Window Guard Rail Replaced by Standard HSC TypeCodes affected: RF2/1 (one vehicle), RF2/3 (eighteen vehicles) RF5 (one vehicle)

and RF5/3 (five vehicles)

25 vehicles were equipped with Beatonson’s “Rapide” type high level half-drop windows (8 windows per vehicle) under cover of Experiment No S 7302. Trouble is now being experienced in service due to wear on the bevel gears and associated bushes.

When the small stock of gears and bushes are used up, the guard rail complete with winding handle is to be replaced “as and when” necessary with the Widney counterpart which would necessitate making adaptor pieces for fitting in the ends of the rail.

As the glazing, glasses and pans are non-standard to the RF fleet the vehicles affected are to be recodedas follows:

RF2/1 to RF2/4; RF2/3 to RF2/5; RF5 to RF5/4; RF5/3 to RF 5/5

Suggestion No 51663

Action: As and when at overhaul, revised material to be made available for garage requirements.

Right Hand Staircase Ascending Rail to be Cut into Two SectionsCode affected:All RT

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In order to facilitate polishing of the right hand staircase ascending rail, the rail is to be cut into two sections and joined by means of a a plug and rivets after polishing as and when reconditioning becomes necessary.

Suggestion No 52356Action: As and when at overhaul

Introduction of Guard Rail – Luggage CompartmentCodes affected: RLH1 and RLH1/1

The Alteration Advice is to be extended to include the above code vehicles and action revised for RLH vehicles only to “Full Application at Garages”. The guard rail is to be screwed to the floor as shown on LTE drawing.

RF Road Springs – Front Nearside and Offside and Rear Nearside and Offside – Clip BoltsFollowing the adoption of suggestion No 50753, all clip bolts on the above springs are to be fitted with the heads of the bolt on the inner side i.e. towards the centre of the vehicle.

Drawings for the above will be amended pictorially to show the revised condition

Action: Full application at unit overhaul

Engine Stop Control Knob – Provision of FlatsCodes affected: RMDifficulty has been experienced in obtaining a satisfactory locking with the 1/4in BSF locknut on the engine control assembly, resulting in the control knob becoming loose.

To facilitate locking, two flats are to be machined on the knob periphery in order to permit the use of a in UNF spanner.⅝

Action: Full application at garages (on float basis)

Introduction of Sun VisorsCodes affected: RF1/3, RF2/1 and RF2/3

The recent advice is to have its action revised to: Full application at Garages Priority.

Conductor’s Time Car Carrier Part No RF.336.F

The above carrier is required only on Country Service double deck buses and double deck Green Line coaches

The recent Alteration Advice is to be revised accordingly and reissued.

Introduction of Rubber Damper for Driver’s BellCodes affected: RM5, RM5/1, RM 5/2, RM 5/3, RM 5/4, RM 5/5, RM5/6 (Before Mod 144)

(approximately 300 vehicles)

To reduce the noise of the driver’s bell and the bell and buzzer board, a rubber damper RM.003.W3 is to be attached to a bracket assembly RM.038.W1 by means of Bostik 325 adhesive. Note: the rubber damperis to be cut from unserviceable Dunlopillo sponge rubber bus seat squabs to dimensions 1in x 3/4in x 1/2in.

Action: Full application at Unit Overhaul and garages.

Front Destination Gear – Remote Drive AssemblyCodes affected: RM where applicableOrigin: Rolling Stock Request

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An unknown number of remote drive assemblies have been supplied on production RM vehicles bonnet number group RM 5 to RM 169 inclusive, in which the square tube is too short. The short tube can result in the drive spindle disengaging when the destination box door is fully opened.

When vehicles with defective assemblies are discovered, the assembly is to be removed and replaced bya new assembly under the same number but with square tube lengthened by approximately 1/2in. The replacement assemblies will be supplied on request by the trader free of charge. An initial quantity of thirty has already been received as arranged by the Chief Draughtsman, Chiswick, and these should be distributed as follows:

10 to West Ham Garage10 to Upton Park Garage

The remainder to be held in Unit Stores, Chiswick.

The first thirty removed assemblies are to be forwarded to the Chief Draughtsman, Chiswick, for eventual return to the trader. Any further displaced assemblies are to be returned to the trader throughthe normal channels.

Action: Full application at Garages (to vehicles with short tube assemblies)

Front Suspension Member – ReworkedCodes affected: RMOrigin: AEC

Incorrect seam welding by the supplier has resulted in the fracture of front suspension members duringearly surface life. A campaign change of suspension members had been arranged, in conjunction with AEC, to be affected as a run-in programme at Aldenham at an initial rate of five per week. The suspension member complete is to be removed and returned to AEC for rewelding and a replacement assembly from the initial float is to be fitted in place. Reworked units will be identified by the letter “V” stamped on the front of the box adjacent to the nearside lower wishbone mounting. AEC are responsible for stripping, removal of the existing weld, rewelding and rebuilding of units returned from Aldenham, under this action.

Action: Full Application at works (Priority)

Surplus Water Hole in Engine – DeletedCodes affected: RMOrigin: AEC

Loss of cooling water, following corrosion of the engine front mounting bracket has been experienced inearly delivery RM vehicles. To avoid this difficulty, the water hole at the rear of the engine mounting andthe present “O” ring will be deleted on future production engines.

All existing stocks are to be modified by tapping the water hole and fitting a plug, deletion of the “O” ring and by drilling through the engine mounting bracket at the counterbore for clearance with the plug.

AEC are to modify all stocks at AEC and vehicles already delivered are to be modified during the run-in programme at Aldenham for the front suspension change. Spare units must be similarly modified.

Action: Full Application at Works (Priority)

Replacement of Rubber MatsCodes affected: Q Type Trolleybuses

As rubber mats and nosings require replacement they are to be replaced by standard timber slats and rubber nosings.

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Reconditioning of Beatonson’s “Rapide” Type High Level Half Drop Windows on 25 RF VehiclesMr Stone reported that one window rail assembly on RF301 has been satisfactorily converted at Garston Garage from the above experimental equipment to the standard “Widney” counterpart.

Mr Tame queried the procedure to be adopted for the foregoing conversion. In reply, Mr Stone stated that this changeover would not be full application but the action would be as and when at Works and revised material is to be made available for garage requirements. (see earlier item).

Fitment of Ashtrays to 25 coachesMr Butler advised the Committee that ashtrays have been fitted to one coach, code RF2/3, and that (Senior?) service experience is being obtained. Mr Brewer pointed out that a decision on fitting is required immediately as delivery of this item is six months, furthermore overhaul of the vehicles concerned commences on 1 July 1960.

Following discussion, it was agreed that service experience should be gained with one coach before any further action is taken. In the event of favourable passenger reports not being available for ashtrays to be fitted at vehicle overhaul, then it would be necessary to fit them at garages.

Rear Frame Nearside Pillar Interior Mouldings – RTMr Stones reported that he had advised the Planning and Methods Engineer of a suitable extrusion costing 1/- per foot run based on a quantity of 500 feet that can be obtained as a possible alternative to metal pressing proposed at the previous meeting. He added that the cost per piece part was under investigation for comparison purposes.

Mr Charles stated that from a preliminary investigation, it would appear that the possible use of this extrusion looks promising. He then referred to another alternative method of producing a moulding employing PVC coated aluminium. It would be necessary when using this material to form a D section toconceal the cut edge.

Following discussion on the relative merits of these materials, Mr Charles was requested to continue hisinvestigation and report back at the next meeting of this Committee.

PVC Coated AluminiumIt was agreed to check the suitability of PVC coated aluminium for moulding and lining panel application.

Adhesive for PVC LeatherclothMr Styles reported that a burgundy PVC leathercloth was not available from stock but the manufacturer was prepared to supply 100 yards of this material as a “special” to LT. Normally the minimum length of a material supplied to a customer is 300 yards sufficient for ten vehicles.

Mr Stone advised that adhesive suitable for sticking of PVC leathercloth was being used in the fixing of “Trackmark”, a PVC leathercloth supplied for RM bulkheads. Mr Styles then added that the cost of PVC leathercloth and its adhesive was dearer than the present standard.

Discussion ensued and Mr Styles pointed out that wear characteristics of PVC leathercloth should be better than Rexine but difficulty would be encountered in painting should the need arise. He stressed the fact that there would be a reduced risk of fire hazard in the use of PVC leathercloth.

Finally, the Chairman stated that he would raise this subject at the next CME Technical Meeting to be held soon. He requested Mr Styles should provide relevant cost figures of S758 adhesive and PVC leathercloth compared with its Nitrocellulose counterpart.

RF Rear Door Escutcheon Plate

Mr Tame queried the time taken for deterioration of the present paint finish on escutcheon plates to show up in service. In reply. Mr Butler thought that paint chipping etc. occurred within 3-4 months after vehicle overhaul but agreed to investigate and provide definite information at the next meeting of the Committee.

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Paint Condition of Vehicle Roofs

Mr Tame referred to a complaint made by a Divisional Engineer regarding the poor paint condition of roofs after a relatively short service life. He pointed out that the vehicle roofs were being painted at Aldenham according to procedure laid down and in order to improve upon the present position he queried whether some guidance could be given to resolve this problem.

Mr Butler stated that he had observed several Country Area vehicles and noted that roofs were “patchy “after 2 -3 years’ service. He was of the opinion that the green paint, specified for Country vehicles as not so good as the red paint specified for Central Vehicles.

Mr Styles stated that earlier investigation indicated that roof paints should normally last for a period of3 1/2 to 4 years although this was probably as much as could be expected. The present position was regarded as much improved compared with the situation which existed prior to the repainting of vehicles at Aldenham.

RF Engine Rear SealMr Butler stated that he had arranged for another engine, removed for the sole reason of oil leakage past the rear seal, to be forwarded to Chiswick for the fitting of a nipple extension and application of a solvent to clear sludge build up in scroll.

The Chairman drew attention to the fact that units frequently sent from garages for examination have been lost either in transit or in Chiswick. He requested all concerned ensure that units selected for examination are correctly labelled.

Mr Higgins advised that an overhauled RF engine has been fitted with the above nipple extension and be dispatched to a garage for fitment to a service vehicle.

Reference was then made to engine flushing oil and Mr Styles stated that Hounslow Garage had been selected for the testing of Shell flushing oil.

The procedure sheet for this test was is preparation.

RM Engine Cooling FanIt was reported that the eleven modified fans to the latest pattern were still operating satisfactorily. The Chairman stated that delivery to garages of the new design fan would commence very soon.

Rear Axle Efficiency – RM

Mr Higgins advised the Committee that drawings of units for installation purposes in a test rig have been forwarded to the National Engineering Laboratories

Plastic Tubing

Mr Higgins stated that he had interviewed representatives from Aradite Ltd and Mendit Ltd concerning the possible supply of plastic tubing for RM application but neither firm could offer a suitable product.

He then referred to a memorandum dated 7 March 1960 from Mr Styles giving names of possible suppliers of plastic tubing for saloon heating systems.

The Chairman then referred to a paper by J H Dubois & Co in which mention was made of a new variety of nylon claimed to be suitable for cooling water systems. The material was described as Zytel FE2281 and did not appear obtainable in this country at present.

Suspension of As and When Alteration Advices for RT6 vehicles

A summary of advices affecting 6RT6 code vehicles which recommended for deletion from the sealed list for period 1960/62 was reviewed and approved with the exception of Alteration Advice BK177 – GuardRail for luggage compartment.

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Experimental Features on Overhauled Vehicles

Mr Tame drew attention to the fact that he was being advised of experimental features on overhaul vehicles approximately ten days after the vehicles concerned have entered Aldenham.He questioned whether advance information could be provided at least one day before vehicles are due for overhaul. This procedure would then prevent vital information from being lost.

Mr Higgins agreed to investigate and if necessary arrange for the preparation of the forgoing list to be made available to all concerned well in advance of the date specified for vehicle overhaul.

Suggestions

Number Description Remarks37904 (Appeal) obsolete printing benches to be used elsewhere No award52359 (Review) Tool for bonnet tension spring Omission award52704 Chiswick: Warning notice or mirror opposite Preview Interest award53008 Fare charts – cards to be unvarnished No award53182 York articulated lorry – floor slats to prevent load movement No award53183 York articulated lorry – rope cleats 6ins from top of sides No award53400 Injector pipes – colour coded instead of labels No award53470 RM: Modification to air flow duct in lower saloon No award53475 RM: Ashtrays to be fitted No award53497 RF (coach): Wider rubber strip on doors No award53509 Platform – small adjustable mirror to be fitted No award51663 RF (coach): Droplights – two bosses for reconditioning Adopted, award51684 Cardan shaft rack – extra bolster for all lengths Adopted, award52284 Window channels – modification for reuse Adopted. award52285 RF (coach): Saloon entrance door – wider moulding Adopted, award53092 Handbrake lever shield drilled for access to stud Adopted, award53108 Engine test stands – drive pin made adjustable Adopted, award53162 Nearside driver’s mirror strap plate – (Alteration advice BN561) Omission award53221 Bus cushions – leathercloth in place of leather for ends No award53243 Engine test stands – load to driving pins No award53420 RF: Water pipe to be made in one piece not two Adopted, award53423 RM: Driver’s window – handle mounted on top No award53425 Chiswick mail delivery bag – yellow line in middle No award53448 Cupboard for storing armrests No award53516 No smoking notices in telephone kiosks No award53550 Tyre treads to be sprayed with chemical – icy roads No award53557 RF (Coach): Nearside demister to be fitted No award53605 Fluorescent lighting to be fitted on buses No award53642 Destination blind lights to be worked on saloon lights switch No award53648 Driver’s seat cushion – corner to be reinforced No award

From the Minutes of the Chief Mechanical Engineer (Road Services) Meeting held on Wednesday 10 March 1960

Approval of Expenditure

(a) Chalk Farm Garage – Covering Open Areas - £700

Authority was sought to provide protection for staff in inclement weather by covering the two open areas at Chalk Farm Garage, using patent glazing supported by suitable steelwork. Agreement had been reached with the appropriate Steering Committee for this expenditure to be charged to the Staff Accommodation and Amenities 1960 (Miscellaneous Unspecified Item). This was approved.

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(b) Victoria Garage – Basement and Exit £330

To prevent unauthorised access to the basement at Victoria Garage, authority was soughtto provide a 4ft 6in high chain link fence along the entire length of the wall dividing the ramp from the neighbouring bus park and to erect an 8ft high “Boswick” gate at the lower end of the ramp. Such provision was considered very necessary. This was approved.

(c) Two Ford Consul Cars – Retention in Service

Mr Shave said the condition of two Ford Consul cars purchased in 1957 and converted at the rear to meet the Treasurer’s requirements was now such that expenditure of £60 on each was necessary. With the Treasurer’s concurrence and in view of the cost of the conversion, it was recommended that this expenditure be incurred. This was approved

(d) Fluid Flywheels

Mr Wicks sought authority to purchase six additional 3RT fluid flywheel casings at a totalcost of £90 because of increase fluid flywheel work now arising. It was stressed that these casings would not form part of the spare unit float – Mr Kennaird to note. This wasapproved.

(e) Spare Units for Ford 7cwt Vans

Mr Wicks stated that in association with Messrs K G and A N Shave, authority was soughtto purchase at a cost of £130 essential units as under for Ford 7cwt vans. Units of these types were not at present held.

Description QuantityEngine 1Cylinder Head 1Gear Box 1Radiator 1Dynamo 2Starter Motor 2Batteries 3 setsRegulator (generator and cut-out assembly)

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This was approved.

Works Output - Review of Charts: Buses and CoachesThe following items were reviewed:

Fleet AvailabilityBody and Chassis OverhaulRepairs to Major AccidentsServices – Gas, Water, Electricity, Coal.Idle Time

Items of particular comment were as follows

Engines

Supply position improved.

Gear Boxes

Mr Shave reported vehicles awaiting gear boxes. Mr Wicks said the matter was receiving attention.

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RF Engine Bearers

Mr Wicks referred to an abnormal input of RF engine bearers, the reason for which was under investigation.

RM Units

Mr Shave reported upon the premature failure of certain RM units, the reasons for which were receiving attention and where appropriate these matters had been referred to the manufacturers.

Failures and Delays due to Mechanical Defects

(a) Central Buses other than RM

(i) Throttle Springs Mr Shave referred to the number of throttle spring failures now occurring. The CME said it was essential that steps should be taken to overcome this trouble to the extent, if necessary, of changing all throttle springs. Mr Purves was directed to enquire into the matter and report.

(ii) Leyland Hand Brakes – Trigger Rods

Mr Purves to report further as to the reasons for current failures and measures for dealing with them.

(b) Country Buses, Coaches, Trolleybuses

Position noted

(c) Central Buses (RM Vehicles)

The position in respect of week ended 23 February 1960 was reviewed:

(i) Indicators

The number of failures was noted as high.

(ii) Overheating

Due to radiators short of water. Mr Shave to investigate and report.

(iii) Broken Accumulator Pipes

Mr Purves said that fitment of pipe clips was approaching completion.

(d) Throttle Failures

Following upon the previous item, Mr Shave stated that the vehicles in question which had suffered throttle failures had in fact received CAV attention, but comparison with RTand RTL vehicles showed RM failures in this respect to be within normal margins. The CME directed Mr Purves to experiment with synthetic bushes to eliminate lubrication points in throttle linkage.

Public LetterCommunication upon the following subject had received attention:

Name Comment ActionA Perry Rubbish from garage blown into garden Muswell Hill Can occur if wind is in certain

direction; wire mesh to be fitted at top of wall

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Heaters on RT Coaches and RM Buses

Mr Purves said a bus had been fitted with equipment designed at modest cost to prevent interference with the heating mechanism and to control, within reasonable limits, the saloon temperature of the vehicle. The CME said he would inspect the modified vehicle at Chiswick Works on Wednesday 16 March subject to which the equipment would be fitted to fifty vehicles as a large scale experiment.

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

Vehicles Delivered W/e 5.3.60 Cumulative PositionPark Royal to AEC 8 269AEC to London Transport 9 253

Bearing in mind the present state of delivery, the CME drew attention to the narrow margin that was likely in meeting the requirement of 100 RM vehicles for Stage VI of the Trolleybus Conversion on 27 April 1960. In this connection, Mr Purves commented upon the effect on output of new vehicles that might arise from the fall back that had occurred in the delivery of electrical equipment to Park Royal Vehicles from CAV Ltd and said he would make urgent recommendations to the latter firm.

The CME referred to his recent discussions with representatives of CAV Ltd, with whom a further meeting had been arranged for 18 March, 1960, at which he would be accompanied by Messrs Ottaway, Wicks and Purves.

Structure Repairs – RM VehiclesMr Shave referred to the entirely satisfactory repairs which had been carried out to RM metal pillar members by one particular garage coppersmith and suggested that pending clarification as to repairs to be undertaken at garages and at the works, this work should be allowed to continue.

This was agreed, subject to the precedent thereby being established and provided careful record was kept of such work being undertaken.

RM Buses – ModificationsFollowing upon the previous item, Mr Wicks said a meeting with representatives of the AEC had been arranged for 11 March, 1960 in order to discuss a suggestion that it was necessary to carry out modifications as indicated in the previous item on a campaign basis. The AEC had confirmed their readiness, if it were decided to proceed with the work, to undertake five recertifications per week; a further five would be dealt with at Aldenham.

The CME indicated that the Chief Supplies and Services Officer was in discussion with the AEC regarding commercial aspects of the matter.

From the Minutes of the Chief Mechanical Engineer (Road Services) Meeting held on Wednesday 24 March 1960

Items affecting Expenditure

(a) Vehicle Roofs

Mr Wicks stated that the hot weather during 1959 had contributed to the increased consumption of Jicwood roofs and roof sections.

(b) Trolleybus Works

Mr Wicks confirmed that having regard to the intention to convert trolleybus routes in the Kingston/Fulwell area to bus operation in the early part of 1962, the amount of work being carried out on trolleybuses overhauled during 1960 was being reduced to a minimum. The demand for reconditioning of trolleybus parts at Aldenham and Chiswick did not reach the level expected.

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(c) Central Garages- Material

Increased consumption of material was substantially attributable to the greater number of accidents now occurring which, insofar as, central garages were concerned, were in part due to the extent to which trolleybus routes had been converted to bus operation.

(d) Destination Blinds etc.

An increase in expenditure was influenced by requirements for replacement blinds for existing vehicles which will operate new or revised routes under the trolleybus conversion scheme.

(e) Bodies

At Aldenham reduced expenditure resulted from a lower volume of accident repairs and less reconditioning work. The saving was partly offset by the increased consumption of roofs.

(f) Trolleybus Depots

Staff on Books 815 (-39)Vehicles Maintained 948 (-21)

(g) Supervision

No budgeted allowance was made in this period for supervisors formerly engaged in trolleybus maintenance to be partly allocated to bus maintenance

(h) Private Car Accidents – Period Ended 21.12.59

A statement was tabled from which it was noted the cost of repairs to private cars during the year 1959 was £977 (81 accidents) compared with £3,218 for 1958 (77 accidents)

Works Output – Review of Charts Buses and Coaches

Items of particular comment were as follows:

(a) Buses and Coaches

(i) Engines

Mr Wicks said the supply position of engines was improving.

(ii) Gear Boxes

Mr Wicks reported that input of gear boxes for repair had decreased and the supply position of this unit was improving.

(iii) RF Compressor Drives

Mr Shave reported 14 owing to garages. Mr Wicks said that delivery of pulleys had been promised by AEC for mid-April and after discussion the CME directed that confirmation of the delivery date should be secured failing which six pulleys were to be reconditioned by metal spraying.

(iv) RM Body Material

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Difficulty in obtaining RM body material was reported. Mr Wicks said that currentschedules of RM material would be reviewed in the light of practical experience, following which the manufacturers would be pressed to supply essential items. Itwas most important to meet the demands that would arise as the number of RM vehicles in service increased.

(v) Trolleybuses

Details of trolleybus items in short supply were passed to Mr Wicks.

Failures and Delays due to Mechanical Defects

(a) Central Buses (other than RM) – Throttle Springs

Following upon previous discussion, Mr Purves reported that campaign replacement of the throttle spring peg by a large diameter peg had been in progress to reduce wear on the spring eye, (throttle spring failures were normallyconfined to the eye at the pump end of the spring, very little movement occurring at the engine end) and Mr Purves suggested that the reduced attention now given at garages to fuel pumps had resulted in throttle springs receiving less frequent examination that hitherto.

Mr Shave had issued instructions for throttle springs to be checked frequently.

(b) Central Buses (RM Vehicles) – Overheating

It was noted in Mr Shave’s report on this matter had been considered at the meeting of the CME’s Technical Committee held on 16 March.

Public Letter

Communication upon the following subject had received attention:Name Comment ActionW J Ray Defective door catch on coach – Route 725 In hand

Closure of Camberwell Docking UnitMr Shave confirmed that the proposed revised accommodation at Camberwell garage in connection withthe closure of the docking unit represented the minimum requirements acceptable to representatives of the inside staff. This was noted and revised estimates awaited.

RM Buses Deliveries

The delivery position of RM buses was noted as follows:Vehicles Delivered W/e19.3.60 Cumulative Position

Park Royal to AEC 8 286AEC to London Transport 8 265

Bus RoofsReference was made to an issue discussed at a Rolling Stock Progress Meeting regarding the unsatisfactory condition of the paint on bus roofs, with particular reference to the Country Area. Possible reasons for the position, including the hot summer of 1959 were considered and in order to assess the extent of the trouble, Mr Wicks said he would report upon the condition in this regards of vehicles entering Aldenham Works for overhaul.

Width Gauges – RM VehiclesThe CME referred to a further approach by the Operating Manager, Central Road Services, for RM vehicles to be equipped with width gauges, although previous consideration given to this matter had led to the view that no advantage would accrue from the fitment. After discussion the CME directed MessrsShave and Purves carry out tests, both in daylight and after dark and to submit recommendations.

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Q Type TrolleybusesConsideration was given to the number of “Q” type trolleybuses which could be made available if required for disposal. It was noted that after Stage 8 of the Trolleybus Conversion Programme on 9 November 1960, 102 of the 127 trolleybuses of this type would then be necessary to meet service requirements, including spares, and it was considered that of the balance of 25 not more than 20 should,having regard for all circumstances, be released for disposal.

Unloader ValvesReference was made to the number of overhauled compressors sent out from the works which ha been rejected by the Rollin Stock Section for slow build-up of pressure. Mr Wicks said he was working to manufacturer’s standards, upon which no improvement was possible with existing equipment. After discussion it was agreed that the matter be further discussed by Messrs Wicks and Shave in order to resolve the point of difficulty.

Above: You wait years for a “pre-war” RT and then three turn up at once! This photograph was taken by Steve Newman in Ensignbus's works and shows their RT 8 with RTs 54 and 44 which are about to receivethe treatment and undergo restoration. They were sold by LT in 1963 so their patience has finally been rewarded; there is some doubt that RT 44 ever worked on the 321 but stranger things have happened. The buses will join the Ensignbus fleet as the operator has teamed up with the 2RT2 Group to ensure that both vehicles are restored and returned to the road in due course. Steve says that RT 44 is in remarkably good shape, 54 rather less so.

Only RT 113 was missing of the surviving RT2s but we wouldn't like it to feel left out, so on the next page is Tony Beard's photo of it to complete the “set.” Tony adds: “Best guess when three 2RT2s were last next to one another (these may not have been photographed due to the inevitable "junkyard dog"): Hardwick's scrapyard, Ewell from which came RT 44 in 1963 and RT 141 (minus engine) in 1974 just beforethe remaining three in the yard were scrapped (RT 120/137/150). RT 113 has been photographed next to 54 and 44 (and 8, of course) but never two at the same time.

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Below: Steve Newman also sent this photograph of TD 118 arriving at Ensign for storage and eventual restoration, as referred to in previous editions of the Newsletter.

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RT “4826” Robin Helliar-SymonsI’m a London Bus Museum member taking advantage of your organisation's kind offer to distribute your magazine to LBM members.

I’ve always been intrigued by RT 4826 (prompted by Ensign’s St Helens restoration). I well remember, in the 1950s, at least one Ian Allan abc London Transport Buses and Coaches booklet listing RT 4826 without a registration number, as if it might still be due for delivery. Does anyone know why this entry was made ? I often wondered whether this was to be the precursor for RM1.

[Answers to the Editor please so we can all benefit – assuming anyone knows! Robin is the first of our “new” readers from LBM to contact us. It is only fair to point out that the idea of sharing the Newsletter with members of LBM was Leon Daniels' in the first place. I am delighted that we have an expanded reader base. - Ed.]

Membership Renewals

March renewals are: Bob Bailey, Steve Griffin, Mark Hughes, Paul van der Hulks, John Huxford, Richard Jones, Peter Larkham, Peter Legg, John Lobb, and Norman Wain.

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

Last Month's Cover Photograph Graham SmithI expect some folk have commented already about the evocative cover pic of the Cravens RT on the 457C - or is it 457D? Certainly the location is not Uxbridge but the Pinewood Studios stop in Pinewood Road.

RT 1426 was at WR from new in April 1949 until March 1956 (according to Ian's Bus Stop website). I've had a look at some 457 group timetables from the mid-1950s to try to discover what journey it might have been on. Obviously it'sa winter scene but with enough natural light to take a photo. The 457D (Pinewood - George Green - Upton Lea - Slough - Windsor) had but five workings, departing from Pinewood at 07:54 (to Slough only), 08:02, 08:37, 09:25 a.m. and 07:05 p.m. I reckon it's the 09:25 a.m. journey pictured. If so, it would have worked the 457C's 09:07 departure from Uxbridge Station, arriving 09:22 at Pinewood. It had some prior 457C journeys, presumably with 'via Iver Heath' intermediates rather than the full set shown which is appropriate for both the 457A and 457D. So the conductor would have had just 3 minutes to change the blinds....and certainly no time for a smoke!

GGGGGGGGGGGGGGG

Editorial Matters: Mike Lloyd, 42A Moss Lane, Platt Bridge, Wigan, Lancs. WN2 3TL I am always pleased to receive notes, news, comments and corrections as well as complete articles, etc., for the Newsletter and these should be sent to me at the above address or by e-mail to bream.coaches@talktalk.net Please do not use any other address for Newsletter contributions.

Membership enquiries and subscriptions (but not Newsletter material) to:Robin Hood, The Grange, 61, High Street, Northwold, Norfolk, IP26 5NF. Home phone 01366 728761Mobile for messages only, 07767 898789 E-mail, rhood@arrowpak.co.uk

Subscription rates are U.K. £20 per annum, EU countries £30 per annum and overseas, non-EU countries £40 per annum. UK e-mail only £5 per annum with overseas e-mail customers free because of costs to collect this small amount; subscribers to the paper copy are entitled to a free e-mail copy if required.

Cheques should be made payable to “Friends of Classic London Buses of the Fifties” (IN FULL) and not to individuals.

Subscriptions may be paid by bank transfer, saving postage and time, but please ensure that we know who you are ifyou use this method. Bank details are: International bank account number GB21MIDL40452472223309Sort code 40-45-24; Account number 72223309; Branch identifier code MIDLGB2112F

And now for more of Jim Andress's tales of RF 366........

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RF 390 (Later RF 366) on route 213 at Kingston January 1953. Photo G. Rixon

In January 1953 RF 390, registration number MXX 278 entered public service on route 213, operating fromNorbiton Garage, at Kingston, the garage being only some six months old. Route 213 operated from Kingston bus station, built in the 1920’s by London General (LGOC), to Belmont Station, with many journeys terminating short at Sutton Garage which also provided buses for the route. Prior to the arrival of the RFs, route 213 was worked, mostly, by LT class six wheeler single deckers, dating from 1930-31, with occasional support from buses of the Q and T classes. Single deckers were needed at this time dueto the need to pass under the low railway bridges at Norbiton, Malden and Worcester Park Stations. In the 1960s the Malden and Worcester Park roadways were lowered and the route diverted at Norbiton after which double deckers were used and the RFs moved on.

Our RF stayed at Norbiton Garage until 1965, being given its first overhaul at LT’s Aldenham Works in May 1957 after which it returned carrying the number RF 371 with registration MXX 13. It was overhauled at Aldenham again in March 1961 returning as RF 410, MXX 298, then in 1965 during its third overhaul it was converted for one person operation and went to Kingston Garage as RF 375, MXX17.

The conversion to one person operation, or OPO for short, involved several changes, the most obvious of which was the fitting of air operated doors to the entrance. The window at the offside of the drivers cab was removed and a hinged emergency exit was installed, incorporating a lift up signalling section to replace the original lever operated drop down signalling window. The internal cab door was replaced with a more bulbous unit incorporating a cash tray and cubby holes to enable the driver to issue tickets to, and receive payment from, boarding passengers. The first two passenger spaces were removed from the nearside longitudinal seat and a luggage pen installed in their place. A reversing lamp was also fitted at the rear, although this may have been done a little later as was the removal of the route number plate holder above the entrance.

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RF 366 at Eden Street Kingston just before withdrawal 1975/6. J Andress collection

Having been converted for OPO working our RF settled down at Kingston garage which was only some half a mile from its previous home at Norbiton. It continued to work from Kingston Bus Station, which was part of Kingston garage, just as it had done for the previous twelve years, only now working many ofthe other routes to places such as Staines, Weybridge, Esher, Claygate, and Ripley etc, instead of simply to and from Belmont or Sutton on the 213 as before. This situation continued, with its forth and final Aldenham overhaul taking place in May 1971 following which it became RF 366, registration MXX 8, the number it carries to this day.

Retirement

In March 1976, after almost 24 years service at Norbiton and Kingston and, it is estimated, having coveredan estimated one and a half million miles on urban passenger routes, 366 was withdrawn from service. Fortunately it avoided being sent to the Yorkshire scrap yard, where most of its kind finished their days, and instead joined the small number that were taken over by bus garage sports associations as transportfor their members. 366 went to Peckham, Bull Yard, garage which had been built for tram replacement services in the early 1950s on the site of the former workshops of Thomas Tilling Ltd, an early pioneer inbuses, whose London operations were absorbed into London Transport with many others in the early 1930s.

During its time with Peckham’s Sports club, 366 was serviced and maintained by the garage staff and, in addition, gained an alternator and appropriate regulator in place of a dynamo. We assume these items were originally used on a Routemaster. During this time all the standard size seat cushions and backs were replaced with Routemaster ones, the exceptions being the rear seat backs and the longitudinal seating at the front for which there were no RM equivalents. The alternator has proved to be totally satisfactory to date, and we shall see later what the seat moquette has led to.

This period of her life lasted until July 1985, and it is believed that 366 was the last RF kept, maintained and run, by an LT garage, in a passenger carrying role. There is compelling evidence that 366 was lent to Portsmouth Polytech, during 1985, to carry students from POMPEY to POMPEII in Italy. It is said that during the return trip a problem occurred with No 6 cylinder and she limped home on 5 cylinders.

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RF 366 at Peckham Garage during 1980s. Photo D.C. Wilkinson

Into Preservation

It was after the Pompeii trip that 366 was sent from Peckham to New Cross for examination and never returned, being instead sold to some preservationists involved, with others, in the Docklands Museum project and from whom I purchased it, not at that time being aware of its detailed background.

Having got 366 to its new home in Wiltshire and through its first MOT, it was time to take stock of whatneeded doing and in what order. I quickly resolved that as far as possible 366 would be progressively overhauled with major work being done in the winters so that it could be used to attend events during the summer. This principle was, with one or two exceptions, followed, with 366 being on the road through most of each summer throughout the time we had it.

1989 the start of our operations

The first trip we made was to an event held at Wroughton airfield, near Swindon, just about 20 miles from home. This was our first opportunity to talk to other owners and start learning about the intricacies of owning and running an RF. Much useful information was also gleaned from the back issues of the RT/RF Register Newsletter, provided when I joined.

Quite clearly it was necessary to do something about the tendency to boil, revealed on the homeward journey, and so the radiator was removed and the top tank dismantled from the main body. This revealed that most of the steel tubes which form the heat exchanger were clogged solid with hard lime deposits. To remove the lime it was found necessary to use a long masonry drill bit with a powerful electric drill and bore carefully down each of the 74 pipes. This improved matters significantly, but a tendency to run hot has been a characteristic of 366 all the time we have had it. We shall return to this subject several times in the course of this saga.

In addition to the visit to Wroughton referred to above, during 1989 we also took 366 to Bristol for a Rally organised by the Bristol and Greyhound Bus Preservation society. These first trips added more information to our understanding of what we needed to, do in addition to the cooling problem referred to above.

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Radiator removed for cleaning. Photo: J Andress

The RF class, like its double deck contemporary, the RT, is fitted with an automatic chassis lubrication system. The heart of this lubrication system is a unit which utilises an air-operated piston to pump a small quantity of oil along pipes to each of 24 points on the chassis which require frequent lubrication. The mechanism is arranged such that each time the driver applies the brakes one of the 24 points is lubricated. After each operation it sets itself ready to do the next point so that after 24 brake applications each point has had a shot of oil.

Unfortunately it was readily apparent that this system was not operating and during the winter 1989-90 the unit was dismantled for inspection and cleaning. This revealed that an internal spring was broken anda replacement was sourced. It was also clear that the system had been inoperative for a considerable time and thus the pipes had become blocked, or in a few cases broken. A substantial amount of time was spent priming and repairing before the points began to receive their shots once more. It subsequently became clear that while the system gave sufficient lubrication on urban bus duties, with several brake applications per mile, it was woefully inadequate when running up to 60 miles or more on motorways without braking even once. The lubricator air supply was therefore disconnected from the brake circuit and instead connected via an electrically operated valve to the main air system. The valve isoperated by a timer such that the lubricator pumps about twice per minute regardless of how often thebrakes are applied. Each point therefore receives a shot of oil about every 15 minutes, which has proved to be satisfactory. A selector switch allows it alternatively to operate about every six seconds for testing purposes. To ensure a fault on this system does not cause a loss of air pressure to the brakes, airfor the lubrication system is now fed via a valve which only allows air to flow to the lubricator when a pressure greater than 80 psi. (6 Bar) is available in the main air reservoir.

1990

During the summer 1990 we took 366 to several events including Plymouth in May, North Weald in June, Bristol in August then three events in September, the Bournemouth to Bath Run on the 2nd, Science Museum Wroughton on 8th and 9th and finally the HCVS South West Area Rally at Bristol on 16th.

The winter 1990-'91 was spent completely stripping and repainting the interior, the principal change being the return to cream, from green, around the top three quarters of the window surrounds, this being close to the original, 1952, colour scheme, and because the seat cushions had mostly been changedto ones covered with Routemaster moquette, as mentioned earlier, and original pattern could not then be obtained, it was decided to convert the few remaining original moquette seats to match the rest.

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The drab chocolate brown paint, which covered everything below window level, was replaced with Burgundy Red, to match the seat moquette, and the lino coving panels all round were reinstated. The cork floor tiles were all replaced and the wooden floor slats along the aisle painted black.

At some time in the past, the rear exterior had been modified by fitting two modern rear lamp clusters and two number plate recesses. During spring 1991 these were removed and replaced with the original type of single offside rear lamp box and number plate assembly, as well as the nearside direction indicator arrow as fitted in the early 1960s. See later years for subsequent changes.

A replica route number box, which holds a slide-in plate identical to those used on some RTs was madeand fitted above the saloon entrance; later replaced by an original. These were only fitted to the CentralBus version of the RFs.

RF 366 interior during restoration, 1991 Photo J Andress

1991

The 1991 season began with the annual rally organised by the London Bus Preservation Trust (Cobham) held in April at Addlestone, and in May we attended the RF40 Running Day at Staines recreating many ofthe routes which ran in the area during the 1950’s. In mid-June we took part in the 7th Ridgeway Run organised by the Historic Commercial Vehicle Society around the Wantage/Newbury area. At the end of June it was the North Weald Rally followed by a rally at the Royal Victoria Country Park at Southampton in mid-July. At the beginning of August we attended the Gloucester Rail and Vintage Transport Carnival at Gloucester Docks. September started with a trip to the Cholsey and Wallingford Railway on the 1st, followed by our first visit to the Amersham Running Day on the 15th and to Showbus at Woburn Abbey on the 29th, bringing the 1991 season to a close.

Also during the summer of 1991, the rear axle differential was replaced with one having the original 5.17:1 ratio, in place of the one with 4.57:1 ratio fitted to most RFs during their lives, thereby improving its hill climbing, but reducing the top speed to some 40mph. Note that the legal speed limit for buses in 1952, when 366 was new, was only 30 MPH! See later years for subsequent changes.

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