London Transport Old

Aldenham & ‘CU’ numbers
Identity swapping between vehicles of identical make and model went on from the time that the LGOC moved its overhaul systems to the new Chiswick works in 1922. This meant that as a vehicle went into works for overhaul its identity was taken over by a freshly overhauled vehicle. The system operated through the London Transport era until the mid eighties when rules were changed in the run up to privatisation of the bus industry. During the war, the normal system of overhauls was suspended and afterwards, the Ministry of Transport & Civil Aviation (as it as then known) decided that they would tighten up on vehicle testing regimes and in order for LT to carry on with the pre war system they had to be able to identify each chassis so as to trace its history. The system was created by a Mr Charles at Chiswick and was initially known as the ‘Charlesian’ system. It came into operation part way through the first cycle overhauls of RTs in 1951 but pre war vehicles were not affected as there were no plans to extend the ‘works float’ system to them due to their being life expired and due for withdrawal. This meant that the majority of STLs and earlier classes did not receive ‘chassis unit’ numbers (cu for short). It was later extended to cover the last two batches of the T class, T769 – 798 (14T12 & 15T13), the 131 TDs, STD 112 – 176 (the 4STD3s) and the GSs, RLHs and RFWs and this despite the fact that each of these classes was not involved in works float identity swapping. Specifically excluded because of their date of origin being 1940/41 were the 2RT2s and the Utilities which dated from 1942 – 46.
The first chassis to receive a cu number was that of RT 426 which received the number 1001 when it went in for overhaul on 11th April 1951 (the chassis was sent to Chiswick for overhaul on the 18th, a common practice with RT family vehicles until well into 1954). As vehicles arrived for overhaul, the chassis’ were allocated their cu numbers and these are, therefore not in sequence with any of the other identifcation numbers i.e bonnet no, chassis no, body no etc. They are, however, for the most part in sequence with the date of first but, in the case of some RTs, their second overhaul. This resulted in some RTs with low chassis or bonnet numbers being given cu numbers in the 3xxx range as they did not receive their next overhaul until 1954. When the full blown works float system started in early 1955, Aldenham began working on the principle of ‘a bus in today goes today’, perhaps an over simplification of the system as it didn’t always happen but it meant that the licences were in use for the maximum amount of time. The RTWs, RTLs and RFs had their cu numbers applied in almost the exact sequence of their date of first overhaul, the only exceptions being where a vehicle went into works late for some reason. There are, however, two exceptions to the above general rule and the first was the SRT class, which was, for some reason, allocated a series of cu numbers which commenced at 101 for SRT 1 and ran in sequence with the bonnet numbers with SRT 160 being allocated the cu number 260. Most SRTs were not overhauled but evidence suggests that these cu numbers were not actually applied to any of the SRT chassis. The other exception to the rule concerns the 160 RT chassis (RT 4397 – 4556) which were purchased to take the bodies from the SRTs when they were withdrawn. These were allocated the cu numbers 2401 – 2560 and they were the only RT family chassis’ to carry cu numbers from new as they were affixed when the vehicles were delivered to Aldenham or Chiswick for fitting of the bodies. The cu numbers ran in four separate sequences within this batch but within each sequence they are in the correct order with the bonnet numbers. Paradoxically, this is the only batch of RTs where the body numbers are not in sequence with the bonnet numbers as delivered new. Very fortunately for us, meticulous records were kept of both chassis and body changes on the rolling stock record cards so that we can not only trace the full history of every RT body but also each chassis as well. These were not the only records that LT kept as each major component of a vehicle carried its own identifying number on a plate which also gave the date of last overhaul of that component. This covered engines, gearboxes, dynamos, compressors, radiators, front & rear axles, cardan (prop) shafts, springs and even wheels. When a vehicle was sent out after overhaul it carried a card with details of all the major units and any changes would be noted by the garage staff on this card. Unfortunately, very few of these cards survive or we would be able to trace this history of every major component of every London RT family bus. The one item that has survived are the original LT engine numbers which are shown on the rolling stock record cards and also on the daily variation sheets and from these we can ascertain the origin of many of the surviving engines, always supposing that their identity plates still survive.
NS 144 front 300x190 London Transport Old I have attached a facsimilie of the front of the rolling stock record card for NS 144 which shows that for the most part NS 144 went in and out of works for overhaul in a maximum of four days throughout its life with the LGOC. The same principle applied to the vast majority of London bus overhauls from 1922 until the mid 1980s. source


Western National Omnibus Co Ltd

Western National Omnibus Co Ltd
Bristol KS5G
ECW L27/28R
In 2009 preserved Western National LTA 813 visited the Plymouth Rally travelling under it’s own power there and back from it’s base in Coventry. One of the people travelling back with it was Ken Jones originally from Taunton in Somerset. He managed a photographic stop in the rain at The Parade in Taunton recreating a scene for the 274 service to Roman Road which he used to catch in his youth.
Photograph and Copy contributed by Ken Jones
tag : plymouth rally travelling bristol ks5g, lta 813

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Albion Nimbus NS3AN

Harveys, Mousehole, Cornwall
Albion Nimbus NS3AN
Weymann B31F
This former Halifax Nimbus found its way down to deepest Cornwall where local Operator Harveys operated it on their share of the Penzance to Mousehole service which was joint with Western National. The route negotiated narrow streets and sharp corners in Mousehole and this little bus must have been ideal for the service. The photograph was taken on 13th June 1974 so Harveys managed to run it despite all the shortcomings of the type. Mind you, Halifax is rather more hilly!
Photograph and Copy contributed by Ian Wild
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Transperth Swan Transit

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TC6447 Westwide Charter (M9) Mercedes Benz O305G/Ansai

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Metrobus 10

metrobus 10 high frequency service connecting Leichhardt with Maroubra Junction via Park Street, SydneyMetrobuses depart every 10 minutes during morning and afternoon peak periods, every 15 minutes during the day and every 20 minutes at night and on weekends. Phone 131500 or visit for first and last bus times or SMS your stop number
to 0488 898 287 for real time departure times.
PrePay service
Metrobus M10 is a PrePay service. PrePay simply means purchasing a ticket
before boarding the bus. For unlimited travel, transfers and use of bus,
train and ferries, purchase a MyMulti ticket. All MyMulti tickets can be used on private, government and T-way buses plus government ferries throughout greater Sydney. Visit for info on MyZone ticketing or phone Transport Info on 131 500.
Sydney Buses cross city network
Route M10 provides a direct link from Leichhardt via Parramatta Road
to Sydney Uni, Broadway and the City to Maroubra Junction via
Anzac Parade and UNSW. Metrobus M10 connects with Route M30 at Broadway for trips to Newtown, Enmore and Sydenham or in George Street for trips to Mosman via the Warringah Expressway and Military Road. Metrobus M10 connects in Park Street for Routes M20, M40 and M50 or a short walk to Druitt St for M52. Route M20 northbound travels to Gore Hill via North Sydney and the Pacifi c Highway and southbound to Mascot via Elizabeth Street and Victoria Park. Route M40 northbound travels to Chatswood via the freeway and Willoughby Road and to the East to Bondi Junction via Oxford Street and Paddington.  Route M50 westbound travels to Drummoyne via Victoria Road and Eastbound to Coogee via Surry Hills, UNSW and Randwick.
Route M52 can be accessed on Druitt St for trips to Gladesville, Ryde and Parramatta via Victoria Road.

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Panorama Pariwisata


The integral safety concept from Mercedes-Benz

The bus is one of the world’s safest modes of transport, thanks in no small part to Mercedes-Benz innovations. Practically no other manufacturer has taken responsibility for the safety of its buses like Mercedes-Benz has. Many of the vehicle enhancements which are now standard originated in Mercedes-Benz vehicles, for example, the ABS anti-lock braking system.citaro safety 300x96 The integral safety concept from Mercedes Benz

Responsibility is a serious matter. That is why Mercedes-Benz pursues its vision of accident-free driving. The Mercedes-Benz integral safety concept contributes substantially to achieving this aim. By systematically implementing the its safety philosophy, this concept covers all stages of vehicle safety: from handling safety through safety in hazardous situations and protection in the event of an accident to minimising the consequences of an accident.

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