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A wide two-leaf entry/exit door was fitted ahead of the front axle to ensure grant-compliance, and the front was principally flat with a really large angled flat-glass windscreen surmounted by a peak paying homage to a British Rail 'Western' diesel-hydraulic locomotive. Luggage was contained in underfloor wheelbase lockers as in contemporary Bristol RE coaches. It spent a quiet life, working peak hour extras and choose coach hires. It seems an irony that two early Harrington Cavaliers had been solely to transport the blind yet this coach, completed in navy blue with scarlet flashes, was in a position to assault the senses of the sighted for one of the longer operational lives of its type, truly outlasting the 2 similar bodies Widnes/Halton had on Leopards. Hyndburn 38 might have been an aesthetic disaster, but it was not: in contrast to most RU, a mechanical one (see later). The RU was meant as a municipal bus, ru shop and 42% went to Corporation bus fleets, NBC (the Crosville order) took 36%, and vclub. tel independents (mainly Lancashire United) accounted for 20%. The other buses had been the 2 demonstrators and three delivered to PTEs.
Once refreshed we strolled beside the River to the Old Market area where there was nothing a lot at all. There was time for afternoon tea in a pleasant café earlier than back to hotel for wash and brush up / taking day out within the nearby backyard and visiting the oldest church in Bristol which was shut by. Dinner was within the Brewer’s Fayre attached to the lodge followed by a night on the theatre for 4, to see Mama Mia. Wednesday it was Bath all day and Cosmo by night time. With our bus passes in hand we caught the bus to Bath. First cease was Costa for espresso and as it was Steve’s birthday they presented him with a chocolate muffin - how nice was that? In vivid sunshine we made our solution to the Crescent at which level we acquired a name from Dave Digby to say he and his wife Jan had arrived to spend time with us.
And, despite its ugly-duckling appearance, Hyndburn 38 was one of the longer-lived examples of the breed; it and its extra bus-like batch-mates enduring in service until 1984 once they have been changed by the only short-wheelbase examples of the Dennis Falcon HC, which derived a few of its options from the Bristol RE, however in contrast to the sooner Falcon H had a driveline carefully resembling that of the Pennine RU. The direct alternative for number 38, the coach seated example, was recently reported to still be engaged on Malta. The last RU to run as a PSV is understood to have been new to Lytham St. Annes STJ847L which was withdrawn by East End Coaches, Clydach in South Wales in late 2000. East End purchased a number of RUs between 1980 and 1991 from Burnley, Fylde and Darlington. In 1997 it still operated Fylde STJ847/50L, Darlington WHN462/3/8M and vclub had WHN466/7M and RHG314K as spares donors. A fireplace in 1999 destroyed WHN463/6/7M and broken STJ850L and solely STJ847L continued in use.
The mark 18 of the late 1950s, mainly offered to Australia and New Zealand, with local coachwork. It had a vertically mounted Perkins P6 eighty bhp engine on the rear overhang. There was also one mark 20 with a Henry Meadows 550 cubic inch horizontal rear-engine exported to Greece. 25P a traditional management 18-seat personnel-provider primarily based on the mark 25 integral parcel van. From 1966 (with mark numbers climbing into the excessive twenties), Seddon determined to simplify its nomenclature, wagons had been henceforth to be identified as (for instance) 16-4 with the first number being the gross vehicle weight and the second the number of wheels. Bus chassis have been to be generally known as Seddon Pennine Mark (x). Mark 17 mannequin of related structure. From the middle 1950s, Seddon had been virtually absent on the house market for bus & coach considerations. A sole mark 19 using many AEC Reliance parts in a Seddon-sourced frame with Harrington physique being sold in 1960 to Creamline Coaches in Hampshire.
