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Treinvervangend busvervoer op het stationsplein van Boxtel.
Train replacement busservice on the stationscourt from Boxtel station.
AEC Regent III O961. - Weymann H56R.
New to London Transport ( RT 3665 ) during February-1953 with a different Weymann body to the one pictured here . This body was fitted upon its last Aldenham overhaul in December-1964 . Although it was subsequently further overhauled by LCBS during January-1972 .
Reigate ( RG ) garage allocated MXX180 is in West Croydon Bus Station , London , prior to working on Route 405 to Crawley ( Bus Station ) West Sussex .
Mid-1974 .
1950 Dennis Lance GOU 845, Aldershot & District Traction Co. Alresford Railway Station, Hampshire, UK.
2019/05/05
This time I visited Cork City I selected buses at random and got off at random stops in the hope that I might find something interesting to photograph. If you plan to use buses in Cork make sure to get a LEAP card.
AEC Routemaster - Park Royal H65RD
New to London Transport ( RCL 2232 ) during June-1965 . Coming into this fleet upon its inception on 01st-January-1970
Dorking Garage ( DS ) allocated CUV232C stands in West Croydon Bus Station . Prior to a run to Capel , Surrey on Route 414 .
Sometime in 1974
State/Province: Bavaria
Agency: Münchner Verkehrsgesellschaft - Busservice Watzinger GmbH
Model: Mercedes-Benz 628.236 Citaro C2 G Hybrid
Year: 2020
File Name: 4787
Bit of a signature photograph for me which highlights the reason for buses not just the look of the transport. We are all waiting for the 301 to Welwyn Garden which was running late. The subject of the photo is the orange Centrebus YJ60KHH which is a Optare Solo working the hourly Stevenage to Hitchin route.
I had a varied morning starting in Hertford with the intention of going to Royston however nothing is cast in stone on photo days and this was the route I took and approximate times.
Start:
08.30 Hertford to Ware Crossing Route 395
09.04 Ware Crossing to Buntingford Route 331
09.53 Buntingford to Letchworth Garden City Route 386
10.50 Letchworth to Stevenage Route 55
11.45 Stevenage to Welwyn Garden City Route 301
12.40 Welwyn Garden City to Hertford Route 724
Home in time for lunch!!!!!
From the late John Gillham's article in the 1949 "Buses & Trams" annual issued by Ian Allan and showing some of the 'one day by service bus' journeys he'd made across the UK! It's amazing to see what could be achieved by service bus, trolleybus and tram - as well as his quoted fares!
TANPORT LTD. T/A SOUTH RIDING
Seen dumped at the side of Yorkshire Traction's depot, are several ex South Riding Leyland Nationals, including 36 (HPF302N), a 10351/1R model that started its life with London Country Bus Services in 1975.
It came to South Riding from YTC's subsidiary Barnsley & District.
Many bus and coach companies issued such handbooks that detailed the areas they served and the services, both stage bus and touring coach, they operated. This is the 1934 edition of the official guide of the Cumberland Motor Services Ltd of Whitehaven. The company was formed in 1921 although it had its origins in the Whitehaven Motor Services that started in business in 1912. As the book notes its primary market was in the bus services that connected the industrial towns and ports of Cumberland's industrialised west coast but it also served the marvellously scenic northern areas of the Lake District. The guide details the various routes operated, the special day tours they ran as well as giving details as to walks and climbs that could be undertaken by using their services.
Busservice Watzinger // [D] M-WA 9570 // Linie 56
Anhänger:
Busservice Watzinger // [D] M-WA 9042 // Linie 56
The beginning of our hike. However, it would be nicer to hike up from Davos, but unfortunately, the bus service isn't very frequent therefore one would have to wait a long time.
16.5km Flüelapass-Davos
Der Beginn unserer Wanderung. Jedoch wäre es schöner, von Davos nach oben zu wandern, aber der Busservice ist leider nur sporadisch, sodass man lange warten müsste.
Amsterdam Sloterdijk 16-09-2017. Univers Busservice, Bonn (D) BN-UR 519, Scania / Van Hool Astromega TDX27 new in July 2015.
Ah, the hope and aspirations! The informative booklet issued by the West Yorkshire PTE and describing the planning, construction and operation of Bradford's new Travel Interchange in 1977. The scheme was a long held aspiration of the City Council's post-war plan to essentially bring together the city's once separate motor bus stances and coach stations on the side adjacent to Hall Ings that had been identified in the first City Plan.
The scheme grew to include other features; firstly the relocation, further back, of the adjacent British Rail platforms at the old Exchange station. This did allow bus/train/coach interchange but it did mean that the British Rail facilities were a little further back from the city centre and further away from the opposing platforms at the city's other station, Foster Square. That 'gap' in Bradford's railway network has long been a source of contention and there was, once, a plan to connect the two. The desire to cut the tracks back was largely due to BR's ability to save money replacingt he Hall Ings overbridge as well as enabling demolition and redevelopment of the station site - and this can be seen on the aerial photograph. It's useful to see that for public transport the land was already being used a s a car park to accompodate the main form of competition! The BR part of the work was first to be completed and the new railway station and platforms came into use on 14 January 1973.
The second rationale behind the plan was to integrate, in the basement of the building, a new central bus garage and workshops that must have been seen as a real achievement at the time - a city centre location for the garaging and maintenance of a part of the PTE's Bradford city bus fleet. A third bonus was the construction of Metrochange House above, an eight story building that gave office accomodation for the PTE as well as space for the National Bus Company whose subsidiary West Yorkshire still operated services in the area as well as the National Express coach operation that used Interchange. The bus and coach station came into use on 27 March 1977 and allowed the closure of various city centre street terminal points and the old Chester St bus and coach station.
The Interchange has seen various changes since opening - most notably the demolition in 1999 of the overall ridge & furrow roof and this was followed by a remodelling of the bus station's layout and facilities in 2001. Further changes are being considered to both the bus station, now operated by West Yorkshire Metro, and the railway station.
A logo feast here on the cover of the 1973 leaflet for the radial services 724 and 727 that connected Romford with Heathrow and Luton with Crawley via Gatwick Airport, a common section operating between St. Albans and Heathrow Airport. The cover gets in a lot of the NBC logo, the BR 'double arrow' for rail connections and some 'planes!
Scania Omnicity N230UD - Scania H63D .
New to Transdev London United ( SP 153 ) during January-2010 . Acquired by this Operator during the Summer of 2019 .
In connection with the closure of Kings Cross Station over the August Bank Holiday weekend . This vehicle is running a Railway Replacement Bus Service between Royston Station on the Kings Cross to Cambridge Line and Bishop’s Stortford Station on the Liverpool Street to Cambridge Line .
This Bus carries Trustybus ‘s new “Route Banding” for Central Connect Routes 420 / 420A from Harlow Bus Station to North Weald and Epping LUL Station
Dane Street , Bishop’s Stortford , Hertfordshire .
Sunday morning 25th-August-2019 .
A bit of a Grab Shop , on my Phone Camera , whilst waiting at a local Bus Stop .
Bound for its home garage at Staines, London Country Leyland National SNB244 (NPK 244R) is seen in High Wycombe
Links OeBB RBe 4/4 202 en rechts enkele postbussen op het voorplein van station Balsthal.
To the left OeBB RBe 4/4 202 and to the right some postbusses, for local busservices, at the station from Balsthal.
"Reproduced by the kind permission" is this route map of the West Riding Automobile Co. Ltd. that appears in the 1959 ediiton of the City of Wakefield official handbook under the transport section. West Riding Automobile, formed in 1922, was a subsidiary of the Yorkshire (West Riding) Tramways Co that had started to run trams in the Wakefield and Castleford areas in 1904. In common with many first generation electric tramway operations by the 1920s and '30s they were replacing tram services with motor buses - in this case those operated by the "Automobile".
Unusually the West Riding concern remained in private hands, not forming part of any of the larger combines and having no municipal involvement, and by the 1950s they vied with Lancashire United Transport for the title of 'largest' such concern. At the time of this map their heartland was the string of towns to the south and east of Leeds serving many mining and manufacturing communities. The fleet of nearly 400 vehicles is recalled for the company's involvement with Guy Motors and the development of the doomed Wulfrunian bus chassis - West Riding taking nearly the whole of the production run of these unusual buses. In 1967, with the writing on the wall for nationalisation of bus companies not already in state hands, they sold out to the Transport Holding Company and so, in 1969, were part of the new National Bus Company. The bulk of the network is now run by a 'descendent' of sorts under the guise of Arriva.
An advert that helps date a guide book! The London MIdland & Scottish Railway, like all other companies, were large scale publishers of guides and handbooks to areas of their territories to which they could entice visitors and tourists - using their services to travel. Like many other companies they often did not date these guides, so as to 'save them from going out of date' and sometimes you have to scour adverts or texts to obtain clues as in this case.
The Lake District Road Traffic Co Ltd, of Ambleside, was a remarkably shortlived concern. It had been formed in 1926 and incorporated the Lancaster and District Tramways (which had provided transport as far back as 1891), Westmorland Motor Services, Westmorland Bus Co., Kendal Motor Bus Co., Lake District Road Traffic Co., R. and B. Premier Motors, Lamsfield Motors, Feirns Ltd., and Messrs. Fahys. As noted, between them these operators covered an area including Lancaster, Kendal, Keswick, Grange over Sands, Morecambe and Kirkby Lonsdale. It was also a highly prized acquistion in 1927 for the Preston based Ribble Motor Services as it landed them a substantial part of the operating territory the company would serve until the formation of the National Bus Company in 1969 and indeed beyond.
So, this advert has to appear in the 1927 edition of the LMS guide. The railway company would go on to take a share in Ribble Motor Services.
A very pocket map showing details of the train and bus routes operated by the Ulster Transport Authority in March 1954. The UTA was formed in 1948 and combined the Northern Ireland Road Transport Board and the Belfast & County Down Railway. The following year they acquired the railway lines previously operated by the LMS Northern Counties Committee which had, for a year, effectively been part of British Railways following the nationalisation of the London Midland & Scottish Railway in 1948.
It is fair to say that the UTA was distinctly anti-railway and by 1950 a raft of closures was underway. By the mid-1950s the Authority was involved in the effective closure of lines within Northern Ireland operated by the still nominally independent cross-Border Great Northern Railway of Ireland. The GNR(I) was dissolved in 1958 with assets north of the border going to the UTA and those south to CIÉ, the Irish Government's nationalised transport operator. The UTA was itself dissolved in 1967/8 with bus operations becoming Ulsterbus and what was left of rail operations Northern Ireland Railways.
The map shows services geographically and there is a list of bus services, numbers and routes. It includes details as to coach services and hire and a list of the five UTA Hotels; the Slieve Donard in Newcastle, Co. Down., Northern Counties in Portrush, Co. Antrim, the Midland Hotel in Belfast. the City Hotel in Derry/Londonderry. and the Laharna Hotel in Larne, Co. Antrim.
Ah, back in the days when I was a bus conductor for "SMT", known in my days as Eastern Scottish/Scottish Omnibuses, weekly tickets were often a bind to issue. This was because we had 'short range' Setright ticket machines and on long routes, such as the 16 from Edinburgh to Glasgow where 5 day, or even 6 day, tickets had a high value that required long division and entering the card ticket into the machine on several 'faces' to add up to the total! Bliss was being issued with a 'long distance' machine that were usually the preserve of OPO drivers as that could cope with one sum!
This is the older version of the weekly ticket - a credit card sized ticket that had to have both written entries as well as being 'punched' by the conductor both at the start of validity as well as on a daily basis. I can't quite make out the name on this faded one but it was issued for a five day period of return trips between Prestonpans Station and St Andrew Square in Edinburgh, the then city hub of the SMTs many services before the post-war bus station opened on an adjacent site. It was issued on 13 June 1943 and cost 4/7d - four shillings and seven old pence.
The routes east from Edinburgh out towards Musselburgh and Prestonpans were trunk routes for the SMT in those days, even when some of the route via Musselburgh was still served by Edinburgh's tramcars who had acquired running rights over the once lengthy tram route that ran alongside the Firth of Forth and that had by this time been curtailed to Levenhall. With the slow demise of Eastern Scottish, under First's ownership, "Edinburgh's" buses in the guise of Lothian are now the major operator here even if many of the routes are operated in buses of a green hue rather akin to the SMT all those years ago!
Older generation of AEC Swift STA buses here lined up in the former tram depot Hackney. The non demolished part of the tramdepot is still visible (track 1-6). The buslanes are numbered as well, 26-35, note the small yellow signs suspended over the buses.. This depot has a myriad of bus parking facilties over the premisses. Also note the AEC had no airconditioning. © Henk Graalman 11002
From the October 1952 issue of the Lancashire United Transport's timetables. The LUT had its origins in 1905 when the Lancashire United Tramways took over the ailing South Lancashire Tramways. Over time the majority of the company's operations were of bus and coach routes, as the Lancashire United Transport company although certain tram routes had been converted to trolleybus operation in the 1930s and these were under the aegis of the South Lancashire Transport Company. The network covered a large section of south Lancashire's industrial towns, King Cotton and King Coal being of great importance, and the company served many smaller industrial villages and towns.
They also operated many services in conjuction with the numerous municipal operators, including Salford, Bolton, Wigan, Warrington, Leigh and St. Helens and other company operations such as Ribble. Indeed with Bolton and St. Helens joint trolleybus operations were technically run - Bolton being a real oddity in that they 'owned' a small number of trolleybuses that were to all intents and purpose SLT vehicles. The timetable still, in places refers to them as 'trackless trolley 'buses'.
Like many such publications the timetables include adverts both for LUT's services, especially coach and private hires, as well as for local companies and shops. The book also contains a black and white plan or map of the company's trolleybus and motor omnibus routes showing the dense network operated as well as some of the longer stage services. The map also shows the then complex railway system in this part of the country that was to be heavily pruned under the 1960s closure programmes.
Taken in High Wycombe, Amersham based London Country Roe bodied Leyland Atlantean AN241 (KPJ 241W) works route 365, wearing Chilternlink names and the compulsory various shades on NBC Green.
This is a view of the "Beacon" on the promontory overlooking the entrance to Baltimore Harbour. This harbour has been the scene of several violent and distressing scenes including that I posted yesterday of the sack of the monastery on Sherkin. There was also a raid by Algerian pirates on the town of Baltimore where they took the majority of the population and enslaved them in North Africa. The beacon was erected much later, after the rebellion in 1798 when a French ship sailed into the area with arms and ammunition for the Irish rebels.
The Baltimore Beacon is a white-painted stone beacon at the entrance to the harbour at Baltimore, County Cork, Ireland. The beacon was built at the order of the British government following the 1798 Rebellion. It was part of a series of lighthouses and beacons dotted around the Irish coast, forming a warning system.
The beacon is locally known as "Lot's Wife", after the Biblical woman turned into a pillar of salt.
Having posted a b&w picture of a very wet Brodick quay a few days ago, I've just come across this colour shot of one of the Plaxton Derwent bodied Bedford YRQ's seen therein. NSJ 258M would have been about eight or nine years old at the time of this picture and it still looked very smartly presented. The two blokes in the wet weather dress are seemingly taking the deluge in their stride, one could be forgiven for thinking such conditions were ordinary!
As my rail photographs went a bit awry this morning I settled for a snap of this 'sexy' Scania Articulated Bus operating the X-1 Express blue ribbon service from Bridgewater to Hobart. Generally speaking, although efficient the Hobart bus network is rather conservative, bordering onto boring for photography but these little beasts offer a little more. MET 725, Scania K320UA artic.
Tuesday 9th July, 2013.
Photo By Steve Bromley.
Alexander Dennis E20D - ADL Enviro 200 MMC B41F
New to this Operator during January-2020 .
Staines Bus Station , Surrey about to depart on Route 441 to Englefield Green . Which route in London Transport Country Area and LCBS days used to run through to High Wycombe !
Friday afternoon 25th-June-2021
Travel De Courcey AE05 OVC seen at Brinklow, Warwickshire with a 585a Rugby-Coventry service. Note the old car travelling in the opposite direction. 27th April 2015
Ah, the hope and aspirations! The informative booklet issued by the West Yorkshire PTE and describing the planning, construction and operation of Bradford's new Travel Interchange in 1977. The scheme was a long held aspiration of the City Council's post-war plan to essentially bring together the city's once separate motor bus stances and coach stations on the side adjacent to Hall Ings that had been identified in the first City Plan.
The scheme grew to include other features; firstly the relocation, further back, of the adjacent British Rail platforms at the old Exchange station. This did allow bus/train/coach interchange but it did mean that the British Rail facilities were a little further back from the city centre and further away from the opposing platforms at the city's other station, Foster Square. That 'gap' in Bradford's railway network has long been a source of contention and there was, once, a plan to connect the two. The desire to cut the tracks back was largely due to BR's ability to save money replacingt he Hall Ings overbridge as well as enabling demolition and redevelopment of the station site - and this can be seen on the aerial photograph. It's useful to see that for public transport the land was already being used a s a car park to accompodate the main form of competition! The BR part of the work was first to be completed and the new railway station and platforms came into use on 14 January 1973.
The second rationale behind the plan was to integrate, in the basement of the building, a new central bus garage and workshops that must have been seen as a real achievement at the time - a city centre location for the garaging and maintenance of a part of the PTE's Bradford city bus fleet. A third bonus was the construction of Metrochange House above, an eight story building that gave office accomodation for the PTE as well as space for the National Bus Company whose subsidiary West Yorkshire still operated services in the area as well as the National Express coach operation that used Interchange. The bus and coach station came into use on 27 March 1977 and allowed the closure of various city centre street terminal points and the old Chester St bus and coach station.
The Interchange has seen various changes since opening - most notably the demolition in 1999 of the overall ridge & furrow roof and this was followed by a remodelling of the bus station's layout and facilities in 2001. Further changes are being considered to both the bus station, now operated by West Yorkshire Metro, and the railway station.
The cover for the Area No. 5 timetable of the famous Crosville Motor Services who, based in Chester, covered much of that county and vast areas of North and mid-Wales with their bus services. An early entrant into the field they were formed in 1906 and by the time they had become associated, like many other bus concerns in the booming '30s, with railway investment, they had become the dominant operator in this area. As the map on the cover shows it was quite an operating territory - from the North Wales coast and its tourist resorts, across Snowdonia and into remote mountain areas that contrasted with the more urban landscape around Liverpool where they had group of lucrative services in Merseyside.
This booklet covers services in Anglesea,Bangor and the north and south Cambrian districts. The winter timetable was slightly reduced in frequencies, with some routes suspended for the season, but there's still an amazing variety of routes and destinations, many made possible by Crosville's various timed interchanges between services at key 'nodal' points so as to allow quite long distance trips to be made by stage carriage services. Crosville also operated express coach services and coach touring holidays. But many of these routes were a vital life line between remote rural areas and local market towns.
Following on from the previous offering, here's another Leyland Leopard with Alexander 'Y Type' bodywork NMS 579M ... except this one has the short window bay variation. Again the picture was taken on Wrexham Bus Station and the bus is also in the ownership of Wrights. I suppose the Dundee operator's livery does something to brighten up the gloomy appearance of a damp dark afternoon in Wrexham.
One must presume the passengers had inside information as to where the bus was heading.
18-7-2015 - National Express Hotel Hoppa, Alexander-Dennis Enviro200 (Route H56 - SN08 ADO - Fleet number - 8341)
Seen on the Southern Perimeter Road at Heathrow.
Garage facing view - front view.
In the centre of the Depots ground, two McGills buses sit at rest, on the left a Mercedes Benz Citaro and on the right a Wright Eclipse Urban. To the left of frame, two further McGills vehicles are parked along the depot perimeter, a Dennis Dart SLF in front and Volvo Wright Renown behind. To the far right, the rear of Main Streets eastbound bus stop is seen, with a First Glasgow Volvo Palatine double decker approaching westbound.
The Wright Eclipse is prepared for service 38 between Glasgow and Paisley, whilst the Citaro displays a uniquely Scottish “sorry not in service message” with “Sorry Folks! Ah’m no in service!”
In reality-
A couple of months ago I completed a Code 3 repaint of a CMNL Mercedes Citaro into the livery of McGills, a familiar operator to those in the Glasgow and West of Scotland. I held a small photoshoot alongside the rest of my admittedly small fleet of McGills Buses which includes a Dart SLF, Wright Renown & Corgi OM46016A - a Wright Eclipse Urban. Annoyingly I then completely forgot to post the pictures until now.
All models are in 1:76 scale (OO Gauge). Code 3 means a standard production model (Code 1) which has been altered, in this case having been dismantled, stripped and repainted with water slide transfers applied. The Citaro is a former First Manchester CMNL model.
Drie keer per dag biedt de NIAG (Niederrheinische Verkehrsbetriebe Aktiengesellschaft) een internationale busverbinding tussen Duisburg en Venlo onder lijnnummer 929. De 4408 vertrekt van het station in Venlo voor de reis terug naar Duisburg.
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Three times a day the German company NIAG (Niederrheinische Verkehrsbetriebe Aktiengesellschaft) offers an international busservice between Duisburg and Venlo (route 929). Bus 4408 departs from Venlo station for the journey back to Duisburg.
Venlo, 23-4-2015.
One of the annual brochures issued for many years by the famous Scottish steamer/ferry, bus and coach operator David MacBrayne, who name lives on in the modern Calmac operations. The company's origins date back to 1851 when the Burns Brothers shipping interests were passed to David Hutcheson & Co., one of the partners in which company was David MacBrayne and in 1878 MacBraynes assumed control. In 1928 the family business floundered and was bought out by new owners who included the London Midland & Scottish Railway (who already operated their own Caledonian Steam Packet operations) and this provided new capital for expansion, particularly with regard to complimentary road services. This infusion of capital also allowed them to retain the important Royal Mail contracts thus enabling the use of the RMS (Royal Mail Steamer) prefix to many ships names.
The West Coast of Scotland had proved fertile territory in the burgeoning years of the Victorian transport revolution for the rapid growth of a tourist industry utilising new steam ships and railways and the major concerns marketed it heavily as both 'adventurous' and 'romantic' as the cover to the guide shows. The Highlander was a favourite icon for MacBraynes and in later years he's be even more 'heroic' in style along with the introduction of the word 'first' to the "see this Scotland" strapline.
The vignette on the back cover uses a Scottish 'arts and crafts' feel as well as showing one of the paddle steamer fleet and the road vehicle in the company's much missed and very eye catching livery. The booklet is full of numerous journeys, such as day trips, excursions and extended tours, that could be made on both regular ferry crossings as well as 'combined' tours using a variety of operators services, inlcuding the LMSR and LNER. The highlight was the marvellous eight day 'cruise' on the SS Claymore, sailing from Glasgow and visiting nearly all the major West Coast and Island ports and, including cabins and meals, costing £9 with 'staterooms' available for an additional 5/-.
Green Line TL9 (TPC 109X), an ECW bodied Leyland Tiger, loads in Buckingham Palace Road for Windsor whilst working route 704.
For several years Edinburgh Corporation Transport issued these wee pocket sized route cards that showed fares and a basic timetable. At this time the routes 2 and 12 were linked at the Broomhouse terminus and although both services ran across town, the 12 via Princes St and and 2 via Grassmarket, to the same eastern suburbs they were not yet linked into the true 'Circle' they later bacame. At this date the 12 ran to Mountcastle drive Sth, not far off the road that the 2 traversed to its terminus at Newcraighall.
All ECT's services had these small cards at the time - my set consists of services 1 to 49!
In their ten short years of existance H M S Catherwood made quite an impact on the Irish bus and coach scene. From their foundation in 1925 until the effective nationalisation of their services both North and South of the border in 1935 they developed not only an extensive network of stage carriage services, a series of coach touring routes and holidays but they gained a reputation for the utilisation of the more modern type of vehicles, latterly being known for their use of Leyland chassis.
This map from the May 1930 timetable shows the weekday services across Northern Ireland, into Donegal from Londonderry/Derry and the East Coast cross-border services between Belfast and Dublin, along with their feeder services. This is a little a year after they rather contentiously acquired the short lived Londonderry Corporation Transport system having effectively bankrupted them by competition - something they'd tried and failed to achieve earlier in Belfast. Londonderry's bus services had come into being in 1920 after the closure of the city's horse tram system in 1919 and ranks amongst the shortest lived of municipal operators. Alongside passenger services Catherwood's also ran road freight services. All this activity must have been to the detriment of the variosu Irish railway companies.
In 1932 the British combine Thomas Tilling's took a substantial shareholding in the company but in 1933 the Irish Government acquired the routes and services in the Republic and in 1935 the remainder of the company was folded into the new Northern Ireland Road Transport Board.