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At the moment I am restricted to using the bus if I need to get to the shops as I can’t drive following my accident!
As I am now retired, I am eligible for concessionary travel and get free travel on all local bus services. I found this advert on the back of my ticket and luckily it was printed in blue ink! So ideal for use in the theme of ‘blue’ in the Macro Mondays group.
Bus tickets from Tritran, BLTBCo, Cign Transport, BBL and RRCG.
Naalala pa ng kuya ko kung makaka - 1200 PHP worth ng byahe, bibigyan ka nila ng RRCG teddy bear.
28/03/2007 update: the contents of my life have now been viewed 1800 times - the repacked version has 700 views :) will this one make it to 2000?? will the repacked version make it to 1000?? only time will tell. i may have to update - same bag, different contents :)
inspired by a desire to join this group :) no self-censorship and bonus points for the used tissue!
you'll often find the cover page of the sydney morning herald in here too, with the cryptic crossword half done and the sudoku sometimes completed and other times with vicious slashes of ink across it...
sunday edit: i just remembered this blogpost and had to have a look... i still carry the same amount of junk but in a much smaller bag!! spookily enough, miss e and i are going to see eskimo joe again in a few weeks time...
monday edit: i have now put this in this group too - this is what is [was] really in my bag. the water bottle and hat have moved on now :)
Mangels Rasenheizung im Stadion des Ulmer SSV werden die Winterspiele der Kicker im beheizbaren Stadion von Aalen ausgetragen. Normalerweise fährt an diesen "Heimspieltagen" die SVG mit einer ihrer n-Wagengarnituren Sonderzüge für die Fans von Ulm über die Brenzbahn nach Aalen. Für Traktion sorgen stets die 218er der Nesa.
Anders am letzten Spieltag in Aalen, dem 24. Februar 2024: Wegen einer Sperrung der Brenzbahn müssen die Fans von Ulm nach Aalen den Umweg über die Filstalbahn und die Remstalbahn nehmen.
Ob der Tatsache, dass man als Fan mit Shuttle-Bussen eine Stunde später in Ulm losfahren konnte und das subventionierte Busticket hin und retour nur 5 Euro kostete waren so gut wie keine Beförderungsfälle im Zug auszumachen...
Dennoch, den Knipser hat es gefreut: Die gewöhnungsbedürftige und "hutzenlose" 218 256 kam zur passenden Zeit durch Göppingen. Viel mehr Sonnenschein - als den zu Zeiten der Durchfahrt des Fußballsonderzuges - gab es im Filstal an diesem Samstag nicht.
Some of you may recall the Setright register most possibly from a bus journey as for many operators this machine, either for conductor or one person operated services, was in use for many years. For me I certainly remember them as, for several years, I was a bus conductor for Eastern Scottish in Edinburgh and these machines were standard issue. At that time, the late 1970s, we had two 'ranges' of machines - a short distance version that we conductors had and that went to a certain maximum value and an 'OPO range' one that had higher value for longer distance travel. The problems started when on routes such as Edinburgh - Glasgow that we conducted we sold 5-day return tickets on Monday morning and as fares went relentlessly up so did the value of these tickets. Attempting to divide the total value by something like four to so insert the card ticket into the machine 'four times and four ways' and then sort the waybill out was trying to say the least.
The registers were part of a component system in that the waybill allowed for the number of tickets issued, the amount of cash for which the tickets were issued for and the number of return tickets cancelled - these matched the various registers seen on the machine. The tickets were printed from a 'blank' roll and you set the machine via the dia to show the date, the stage issued from, the value in pounds and pence and the type of ticket - single, return, etc. You soon gained, or had to gain, an amount of manual dexterity to set the dial and turn the handle so as not to disturb the dial! Some of us smarty-pants and old-timers could managing this routine single handledly - if you had a rough driver and you were hanging on you had to!
Although this brochure isn't dated it has an sales article dated 1951 tipped in and that feels about right. It gives the company as Setright Registers Ltd who were based at Eastway in Hackney Wick, London. Oddly it does not mention that they were a wholly owned subsidiary of a little known company of some importance - Chambon Ltd of London. Chambon, of French origins, owed their fame to their founder Louis Chambonwho between 1896 and 1900 developed and perfected machines to pre-print tickets and similar products, so enhancing the developing field of rotary multi-colour printing presses. Chambon opened in London in 1913 and they became market leaders in the highly specialised field of packing and package printing as well as security printing.
I had always thought that Setright was as in 'set right' - but amazingly the ticket machine was a development of an Australian, Mr H R Setright, who approached Chambon in 1928 to help him develop and exploit his first love - totaliser machines. The mechanics of such machines led to the Setright Register developed before Mr Setright passed away in 1942. Interestingly Chambon also owned the Oller Company that produced pre-printed tickets for machines such as the Bell Punch. This latter company were probably Setright's biggest competitor in the transport fares field.
Here you can see a selction of the types of ticket the Setright could issue and how, in the case of returns or transfers, they could be cancelled or validated by the machine - using the cancellation dial allowed the passenger number to be registered but no cash value. This was achieved by inserting the proffered ticket into the slot on the register.
Another view of the Gibson bus ticket machine as used by London transport between 1953 and 1994, showing a ticket roll in place.
Some of you may recall the Setright register most possibly from a bus journey as for many operators this machine, either for conductor or one person operated services, was in use for many years. For me I certainly remember them as, for several years, I was a bus conductor for Eastern Scottish in Edinburgh and these machines were standard issue. At that time, the late 1970s, we had two 'ranges' of machines - a short distance version that we conductors had and that went to a certain maximum value and an 'OPO range' one that had higher value for longer distance travel. The problems started when on routes such as Edinburgh - Glasgow that we conducted we sold 5-day return tickets on Monday morning and as fares went relentlessly up so did the value of these tickets. Attempting to divide the total value by something like four to so insert the card ticket into the machine 'four times and four ways' and then sort the waybill out was trying to say the least.
The registers were part of a component system in that the waybill allowed for the number of tickets issued, the amount of cash for which the tickets were issued for and the number of return tickets cancelled - these matched the various registers seen on the machine. The tickets were printed from a 'blank' roll and you set the machine via the dia to show the date, the stage issued from, the value in pounds and pence and the type of ticket - single, return, etc. You soon gained, or had to gain, an amount of manual dexterity to set the dial and turn the handle so as not to disturb the dial! Some of us smarty-pants and old-timers could managing this routine single handledly - if you had a rough driver and you were hanging on you had to!
Although this brochure isn't dated it has an sales article dated 1951 tipped in and that feels about right. It gives the company as Setright Registers Ltd who were based at Eastway in Hackney Wick, London. Oddly it does not mention that they were a wholly owned subsidiary of a little known company of some importance - Chambon Ltd of London. Chambon, of French origins, owed their fame to their founder Louis Chambonwho between 1896 and 1900 developed and perfected machines to pre-print tickets and similar products, so enhancing the developing field of rotary multi-colour printing presses. Chambon opened in London in 1913 and they became market leaders in the highly specialised field of packing and package printing as well as security printing.
I had always thought that Setright was as in 'set right' - but amazingly the ticket machine was a development of an Australian, Mr H R Setright, who approached Chambon in 1928 to help him develop and exploit his first love - totaliser machines. The mechanics of such machines led to the Setright Register developed before Mr Setright passed away in 1942. Interestingly Chambon also owned the Oller Company that produced pre-printed tickets for machines such as the Bell Punch. This latter company were probably Setright's biggest competitor in the transport fares field.
This page is dominated by the block shaded lettering and the vignette of a trolleybus and speeding coach showing the versitility of operation of the machine. It also notes the security devices that protected against fraud - such as access to internal registers that could allow tampering.
Bus tickets from Raymond Transportation, Calamba Megatrans Inc., N. Dela Rosa Liner, Jam Liner, and Alps.
Well, here's something to warm the cockles of any anorak's heart ...or whatever it is we have where our hearts should be. Neatly creased from being folded and placed in the wallets of methodical passengers, or thumbed and wrinkled in the hands of the less fastidious, I probably picked up most of these from the floors of parked buses on various omnibological expeditions during the second half of the seventies. As you'll know, these are all Setright tickets. How pleasing is the colouration, ranging from buff to eau-de-Nil by way of seagull and salmon. The two fourpenny tickets, second and third in on the top row, whose company names are lost to sight, came from Merthyr Tydfil Corporation Omnibus Department (there's glory for you) and Brighton Corporation Transport. The antecedents of the "blank" pink ticket in the second row must now forever remain a mystery; nor can I account for the Jersey Motor Transport Co. Ltd ticket, as I have never visited the eponymous offshore banking paradise. Second in, third row, is a ticket issued by myself. I can't remember the circumstances in which I came to retain it, but ...note the "W'KMAN" classification... it is a "Day Out" ticket, extruded from the machine at fare stage 01 ...Bristol bus station. Other points of interest are the "transitional" Western Welsh/Red & White ticket, dating from after the merger of the two companies but before their reconstitution as National Welsh, and a 1/10d ticket of the "BHAM & MID. MOTOR OMN. CO. LTD." (as M is the final letter of Birmingham, the lack of a full stop is correct). Now where on earth did I get that? Further down, the company makes another appearance, from prosaic decimal days, as "MIDLAND RED OMNIBUS CO. LTD." Two independents, both Scottish, make an appearance, but I'm not sure about A. A. MOTOR SERVICES LTD. Weren't they up in the north-east somewhere?
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!
Some of you may recall the Setright register most possibly from a bus journey as for many operators this machine, either for conductor or one person operated services, was in use for many years. For me I certainly remember them as, for several years, I was a bus conductor for Eastern Scottish in Edinburgh and these machines were standard issue. At that time, the late 1970s, we had two 'ranges' of machines - a short distance version that we conductors had and that went to a certain maximum value and an 'OPO range' one that had higher value for longer distance travel. The problems started when on routes such as Edinburgh - Glasgow that we conducted we sold 5-day return tickets on Monday morning and as fares went relentlessly up so did the value of these tickets. Attempting to divide the total value by something like four to so insert the card ticket into the machine 'four times and four ways' and then sort the waybill out was trying to say the least.
The registers were part of a component system in that the waybill allowed for the number of tickets issued, the amount of cash for which the tickets were issued for and the number of return tickets cancelled - these matched the various registers seen on the machine. The tickets were printed from a 'blank' roll and you set the machine via the dia to show the date, the stage issued from, the value in pounds and pence and the type of ticket - single, return, etc. You soon gained, or had to gain, an amount of manual dexterity to set the dial and turn the handle so as not to disturb the dial! Some of us smarty-pants and old-timers could managing this routine single handledly - if you had a rough driver and you were hanging on you had to!
Although this brochure isn't dated it has an sales article dated 1951 tipped in and that feels about right. It gives the company as Setright Registers Ltd who were based at Eastway in Hackney Wick, London. Oddly it does not mention that they were a wholly owned subsidiary of a little known company of some importance - Chambon Ltd of London. Chambon, of French origins, owed their fame to their founder Louis Chambonwho between 1896 and 1900 developed and perfected machines to pre-print tickets and similar products, so enhancing the developing field of rotary multi-colour printing presses. Chambon opened in London in 1913 and they became market leaders in the highly specialised field of packing and package printing as well as security printing.
I had always thought that Setright was as in 'set right' - but amazingly the ticket machine was a development of an Australian, Mr H R Setright, who approached Chambon in 1928 to help him develop and exploit his first love - totaliser machines. The mechanics of such machines led to the Setright Register developed before Mr Setright passed away in 1942. Interestingly Chambon also owned the Oller Company that produced pre-printed tickets for machines such as the Bell Punch. This latter company were probably Setright's biggest competitor in the transport fares field.
This page shows a then typical scene on British buses - the conductor such as me issuing a ticket to a passenger!
Some of you may recall the Setright register most possibly from a bus journey as for many operators this machine, either for conductor or one person operated services, was in use for many years. For me I certainly remember them as, for several years, I was a bus conductor for Eastern Scottish in Edinburgh and these machines were standard issue. At that time, the late 1970s, we had two 'ranges' of machines - a short distance version that we conductors had and that went to a certain maximum value and an 'OPO range' one that had higher value for longer distance travel. The problems started when on routes such as Edinburgh - Glasgow that we conducted we sold 5-day return tickets on Monday morning and as fares went relentlessly up so did the value of these tickets. Attempting to divide the total value by something like four to so insert the card ticket into the machine 'four times and four ways' and then sort the waybill out was trying to say the least.
The registers were part of a component system in that the waybill allowed for the number of tickets issued, the amount of cash for which the tickets were issued for and the number of return tickets cancelled - these matched the various registers seen on the machine. The tickets were printed from a 'blank' roll and you set the machine via the dia to show the date, the stage issued from, the value in pounds and pence and the type of ticket - single, return, etc. You soon gained, or had to gain, an amount of manual dexterity to set the dial and turn the handle so as not to disturb the dial! Some of us smarty-pants and old-timers could managing this routine single handledly - if you had a rough driver and you were hanging on you had to!
Although this brochure isn't dated it has an sales article dated 1951 tipped in and that feels about right. It gives the company as Setright Registers Ltd who were based at Eastway in Hackney Wick, London. Oddly it does not mention that they were a wholly owned subsidiary of a little known company of some importance - Chambon Ltd of London. Chambon, of French origins, owed their fame to their founder Louis Chambonwho between 1896 and 1900 developed and perfected machines to pre-print tickets and similar products, so enhancing the developing field of rotary multi-colour printing presses. Chambon opened in London in 1913 and they became market leaders in the highly specialised field of packing and package printing as well as security printing.
I had always thought that Setright was as in 'set right' - but amazingly the ticket machine was a development of an Australian, Mr H R Setright, who approached Chambon in 1928 to help him develop and exploit his first love - totaliser machines. The mechanics of such machines led to the Setright Register developed before Mr Setright passed away in 1942. Interestingly Chambon also owned the Oller Company that produced pre-printed tickets for machines such as the Bell Punch. This latter company were probably Setright's biggest competitor in the transport fares field.
As well as describing the fitting and operation of the blank paper roll upon which the ticket was printed this also shows the card multi-journey ticket that could be issued by use of the slot on the machine to validate it and then cancelled by use of the punch to denote journeys taken.
Gibson Bus ticket machine operating manual, these machines were designed by an London transport employee at their ticket works in Brixton and they came into use in 1953 and were used until 1994.
1931 Dennis 30cwt Bus & King Alfred Buses
King Alfred Motor Services were one of the few privately owned bus companies to run a municipal bus service. The company was a family business, R Chisnell & Sons Ltd, to give it its official name when it became a registered company in 1939. Its fleet always included the latest types and was every bit as professional as the big bus companies that surrounded it. Yet, all the time, King Alfred buses were proudly independent with the statue of King Alfred on their green side panels to add that ultimate distinction.
King Alfred Motor Services was founded by Robert Chisnell Senior, who had many business interests in Winchester, including tobacconist shops, “Sausage Potato & Onion” restaurants and later a garage business.
His first involvement with passenger transport was in 1915, using a variety of small motor vehicles to transport troops to and from various camps in the area (because his horses had been requisitioned for war work!).
The first char-a-banc excursion was to Bournemouth on Whit Monday, 24th May 1920, using a vehicle based on an ex-RAF Leyland chassis. In spite of the unreliability of the early vehicles, the business flourished and the first regular bus services began on 9th October 1922, to the new Council estate at Stanmore via two circular routes, together with another circular, serving Compton, Shawford and Twyford, and a route to Flowerdown.
From these small beginnings, an extensive network was built up, eventually serving most districts of the City and radiating as far afield as Fisher's Pond, Owslebury, East Stratton, Basingstoke, Stockbridge and Broughton. Thus the green and cream buses with the emblem of King Alfred’s Statue on the side became a familiar sight throughout the area.
However, in the early days, there was competition from various other operators on some routes, especially those towards Stockbridge. Even after the Road Traffic Act of 1930 introduced service licensing, this road was also covered by another operator, which changed names and owners several times – successively Empress Coaches, Hants & Surrey, Holland’s Tours of Birmingham and, finally, Buddens. King Alfred eventually had the route to itself when Buddens gave up in 1961.
The 1930s were years of consolidation, resulting from the stability given by the Road Traffic Act. The first generation of vehicles gave way to a fleet of fine modern buses and coaches, with the first double decker being owned in 1942. The coaches were used for excursions, private hires and, from 1928 until 1932, on the London service which operated via Basingstoke and offered several hours in Central London.
By the time the Second World War broke out in September 1939, R Chisnell & Sons Ltd., as the company had become, was acknowledged as the local operator for Winchester, with an enviable reputation. The War, however, brought many difficulties – shortages of fuel, rubber, buses and staff. There were also lots of new passengers – servicemen based ay the many camps, evacuees, and war workers. As a result, several Ministry of Supply specification buses were bought. These were ‘Utility’ designed and featured amongst other things wooden seats (although thankfully these were later replaced!).
The War also saw the employment of a whole troop of ladies to work as conductors – some of these stayed with the firm for many years! Even so the Saturday lunchtime journey from Basingstoke needed four relief buses with just one conductor moving between the vehicles!
Robert Chisnell Senior died on 5th June 1945, after which his two sons continued to run the company. They were known as “Mr Bob” and “Mr Fred”. The early post-war years were a busy time for all bus operators. This was an era when fuel was severely rationed, power was often cut and there was as yet no television – sometimes a bus was the only warm bright place to be!
Bus travel grew and so did the King Alfred fleet. The first of sixteen Leyland Titan double deckers arrived in 1946 permitting increased services; from 1949 the buses carried route numbers from 1 to 11. As Winchester grew through into the 1950s, the King Alfred route network grew with it. For example, services moved into Minden Way in Stanmore in 1949 and Weeke Estate in 1953. In addition, a number of the remaining local operators wee taken over including Greyfriars (who ran to Owslebury and Highcliffe) and Oscar Calloway (who ran from East Stratton).
But the 1950s saw the start of increased motoring. Winchester’s notoriously narrow streets were soon choked with traffic. Often, it would be nothing to take twenty minutes to travel from the Broadway to City Road. The queue for the traffic lights at Southgate Street often started at Ghost Corner. In such circumstances the provision of a regular timetable became a nightmare and staff found conditions strenuous and unattractive.
Increased traffic thus meant fewer passengers as well as staff shortages. From 1963, the route mileage began to be cut back, particularly in the evenings and on Sundays although new routes to Teg Down and Harestock were introduced. Mr Bob, in particular, waged a one-man war against traffic measures such as the Central Car Park that he said would further reduce the attraction of bus services.
Despite the frustrations caused by these problems, the Chisnells continued their policy of buying high quality, modern vehicles for the fleet. High capacity, low height double deckers joined the fleet. These were initially AEC Bridgemasters, moving on to Leyland Atlanteans. New single deckers were introduced bringing the 36-footer to the streets of Winchester in 1962. This policy continued right through to 1971 when King Alfred became the first operator to purchase a batch of Metro-Scania single deckers.
Nonetheless, the particular prosperity of Winchester (having in the 1960s the lowest unemployment rate in Great Britain) meant that obtaining and keeping staff became more and more difficult. Who would want to work unsociable hours in difficult driving conditions for busman’s pay in Winchester? This was especially true when there were highly paid jobs available in the local area – the Ford factory in Swaythling for example. Staff shortages affected all departments, especially engineering. Despite valiant attempts to keep the service on the road, it was something that clearly could not go on forever.
Mr Bob and Mr Fred had, by the start of 1970, reached the age where they looked towards retirement so they started to seek ways in which the business could be sold on. They tried to sell King Alfred to the City Council (which was not possible due to government policy at the time) and then on to other private parties. In the end, events overtook them and with the threat of a Traffic Commissioners’ enquiry hanging over them the Chisnells decided to place their licences in the hands of the Commissioner.
The routes and buses then passed to the National Bus Company, in the guise of Hants & Dorset, who maintained a depot in the City for routes to Southampton, Andover, Fareham and Salisbury.
28th April 1973 was a sad day for the Chisnells and for all King Alfred staff, as well as for the travelling public of Winchester and its surroundings. All too soon the familiar guise of green buses with their proud emblem of King Alfred on the side was swept away, to be replaced by the then all-conquering NBC poppy red paint. For a time, King Alfred Motor Services became no more than a memory.
Time has not stood still for bus operators in Winchester. Hants & Dorset routes were subject to a Market Analysis Report which gave birth to the “Wintonline” local identity in 1980 and in 1983 Hants & Dorset was split up and Winchester routes became part of the network of Hampshire Bus Company Ltd.
When the National Bus Company was privatised in 1987, Hampshire Bus was one of the first companies to be purchased by Stagecoach. In the intervening years, the Stagecoach livery of white, with red, orange and blue stripes became familiar all over the area. The company now operates as Stagecoach South and buses have received a revised livery, still predominantly white but the stripes have given way to ‘swoops’ of the other three colours. Vehicles operating within Winchester are branded 'the King's city' and feature a bespoke colour scheme designed by Best Impressions.
But the memories of King Alfred Motor Services live on, and the Friends of King Alfred Buses does its best to keep those great memories alive, with all the known remaining vehicles in its collection. Founded in 1985, they are a Winchester based transport heritage charity whose volunteers aim to preserve the memory of R Chisnell & Sons, trading as King Alfred Motor Services. The group, which has a membership of over 200, meet regularly to celebrate their work and to enjoy the vehicles they have preserved.
On the14th September 2019 the group will join the Winchester Heritage Open Day with a free vintage bus service and vehicle display. The traditional New Years Day running day is always a favourite and on the 4th of May 2020 another running day will take place to commemorate the King Alfred Motor Services Centenary.
1931 Dennis 30cwt Bus
This is the oldest member of the Friends of King Alfred Buses fleet and was the last of six Dennis 30cwt’s ordered by King Alfred between 1926 and 1931. Bought to serve the lighter rural routes, in particular to Morn Hill, the Dennis’ were one-man operated.
OU 9286 was sold to West Hill Park School, Titchfield in 1947, a school attended by some of the Chisnell children, the school sold it on to Sparshatts of Hilsea in 1959 and later it went to Vernon’s Pools as a promotional vehicle.
It passed to Pat Oikle in 1973 who restored it to King Alfred livery and sold it to the Friends of King Alfred Buses in 1993. Despite its years the Dennis runs well and is always popular at FoKAB Running Days and other events.
Fleet Number: 9286
Registration Number OU 9286
Year: 1931
Chassis: Dennis 30CWT
Engine: White and Poppe 3,164cc
Body: Short B18F
The above history is courtesy of the Friends of King Alfred Buses.
For more details of The Friends of King Alfred Buses see:-
Bus tickets from Jam Transit, H.M. Transport, Laguna Transit Co., Inc., MCC, Jaz Transportation ( formerly CJC Transit ), Jam Liner, and CBB.
#Lavani Dance
Gifted with its rich culture and #traditions, #Maharashtra has different types of #dance forms The word Lavani derived from Lavanya, meaning beauty. This form is a combination of dance and #music, which is dealt with diffeent and varied topics such as #society, #religion, #politics, #romance, etc.
I'm not so sure of my facts with these non-Setright tickets, and am without experience of other systems ...apart from the Wayfarer system we used during my latter days with what had become B ...B ...Ba ...I can hardly bring myself to type the name... Badgerline! There, I've done it. I feel soiled though. The well-printed, vari-coloured square tickets along the top are very pleasing. Elsewhere the impression is of a decline in quality. Was it inflation or decimalisation that led to London Transport tickets being issued in two parts? ...the example illustrated being, I am fairly certain, one 16p ticket rather than two separate 8p tickets. The ticket which illustrates the two tendered coins by some sort of frottage method ...bloody silly idea I always thought... came from "Cardiff buses" who must have thought it very modern and democratic to use such a banausic title. Elsewhere we mostly have scrappy, ill-printed, flimsy little squares of plain paper, more like till receipts from a chip shop than the emblem of a contract between issuer and holder bestowing legal status and conferring certain entitlements deriving from governmental legislation. S. M. S. had me scratching my head, but fortunately the date is still visible and on 13th August 1977 I was at Pembroke Dock ...so it must be Silcox Motor Services. C. C. T. still has me puzzled though, and the date is no help. I think the form So-and-So Corporation Transport was entirely defunct by 1977, but ticket machines must have continued to show the old style. Colchester? Cardiff? Chesterfield?
1968 London transport Red Rover bus ticket priced 7/- (approx. 35p) , how I and many others from my generation spent our weekends bus spotting all over London. From collection.
Edinburgh Transport - and indeed Lothian Buses later on - issued a small booklet detailing walks that started or finished using the city's bus routes. The cover, in striking pink, shows two walkers int he form of 'TIM' tickets - the style of bus tickets issued at the time in the city - and the only date on the booklet being '1958' on the ticket suggests that it is post-1958 issue.