RATTLER 438 - BPSWA (INC) · April 2012 – Classic Car Show, Whiteman Park . Our Society will have...

RATTLER 438 October - December 2011

Quarterly Newsletter of the BUS PRESERVATION SOCIETY OF WESTERN

AUSTRALIA (INC)

RATTLER 438 2 October - December 2011

BPSWA CALENDAR Every Tuesday and some Thursdays Whiteman Park Depot Museum work days. Members are always welcome to assist with restoration work or sorting through archives material at our depot. Trade skills are not essential, just a willingness to have a good boy’s day out in a convivial atmosphere. Morning tea is provided – bring your own lunch. Choose your own times – the workshop is attended between 0800 and 1400 hours. Whiteman Explorer Bus Tours – Every Monday Whiteman Park Bus Shuttles – Saturdays and Sundays We operate buses at Whiteman Park – the Whiteman Explorer guided bus tours on Mondays and Shuttles on weekends where our bus connects with Transperth route 955 buses from Bassendean and we convey visitors into the Park. Drivers are always sought for the rosters. Please contact Colin Davison on 0414 442 248 or Email [email protected] if you can assist. These important activities provide us with a reliable source of income and we gain valuable exposure from having our buses out and about. The regular use is of course, beneficial to the buses used. Saturday 14th January 2012, Sunday 15th January 2012 and Monday 16th January 2012 – Enthusiast Outings Tours of private operators, Transperth depots, outing using a City Sightseeing ex Hong Kong Metrobus and tour of Volgren’s factory will take place over these three days. They are organised by one of our younger members, Zack Harrison and will include a visit to our depot and workshop. Details have been circulated to members. Thursday 19th January 2012 and Friday 20th January 2012 – Ride a Rattler at Whiteman Park 9.45 to 2.390 pm – Our society has been asked to provide buses for tours within Whiteman Park for visitors to experience a ride in older style buses. Saturday 24th March 2012 – Brookton Old Time Motor Show Held every two years and we took Leyland Worldmaster 452 and display material in 2010. The day is well worth attending, as it attracts many preserved commercial and other interesting vehicles and machines not usually seen at displays in the Perth area. COVER PHOTOGRAPH: Our Leyland Worldmaster, former Riverton Bus Service number 8 returned to its old haunts on 15th October 2011 when it was used for our successful Riverton Re-enactment. This photograph was taken in St Georges Terrace outside Council House.

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Sunday 22nd April 2012 – Classic Car Show, Whiteman Park Our Society will have a display of buses at this very popular event. Assistance from members to move the buses to and from the display area and set up and staff our display is requested please. Sunday 20th May 2012 – Friends of Thomas the Tank Engine Day, Whiteman Park We will be provided a bus service within the Park and a small static display. FROM THE SECRETARY Past Events Riverton Bus Service Re-enactment This was held on Saturday 15th October 2011 and our Leyland Worldmaster which started life as Riverton Bus Service number 8 was used along with member Dean Levett’s bus MTT 34 which was originally Riverton Bus Service number 9. Riverton 8 picked up passengers from East Perth Terminal and proceeded to St Georges Terrace where Riverton buses used to depart from. In the meantime Dean’s MTT 34 which is garaged at Mandurah collected passengers from the Cannington Recreation Centre and the two buses met in St Georges Terrace, from where they re-enacted the journey to Riverton. After a group photograph, the tour participants had afternoon tea in the Cannington Recreation Centre. Riverton 8 then returned to Perth and 34 to Mandurah. All in all a highly successful and enjoyable afternoon well put together by Dick MacDonald, Graeme Gugeri and Pat Hallahan.


Railfest 2011 Member John Young took our former Western Australian Government Railways Leyland Lion Dp90 and displayed it at this event which was held at the Rail Transport Museum in Bassendean. Senior’s “Have – A – Go Day” - Burswood We participated at this event which was held on 9th November 2011 with Mercedes-Benz 339 and the Austin school bus. This year we did not run a sausage sizzle and had a stall selling cold drinks and a display of memorabilia. A Night of Buses and Stars Our end of year wind up for 2011 was a repeat of the successful 2010 “Night of Buses and Stars” and was once again organised by Pat Hallahan with assistance from Jaroon. It was another successful and pleasant evening attended by over 60 members and friends. Acknowledgement of extra ordinary efforts and contributions to our Society over a period of many years by members Daryl Clark and Cameron Bell had been prepared. A presentation was made to Darrell, but Cameron was not present to receive his. Following the main meal, a nocturnal tour of the park was made in our AEC Regal Mark IV Kalamunda 17, Guy Arab WAGT 101 and the Austin school bus before we returned to the depot for ice creams and tea/coffee. AROUND THE WORKSHOP

Our latest vehicle acquisition is this Nissan tray top truck which has already proved its worth with battery collections and taking parts for refurbishment. The kind assistance of CJD Equipment which offered the vehicle to us at a bargain price is acknowledged.


Drivers of the night excursion through Whiteman Park at our “Night of Buses and Stars”. Top: Glen Boorn at the wheel of Guy Arab WAGT 101. Below left George Barker in the Austin school bus and right, Peter Hancey with AEC Regal Mark IV Kalamunda 17.


EARLY BUS SERVICES IN THE KARDINYA AREA Following an request to the Bus Preservation Society of WA by Alex George who was compiling a history of the Kardinya area and seeking information about early bus services, Graeme Gugeri undertook some research. He then provided the details to Alex who used it to compile the following item. In the early years of public transport, bus services were minimal, understandably given the small population. From 1937 to 1941 a bus service ran from Canning Road [Highway] along North Lake Road as far as Jandakot; it was cancelled in order to save petrol and tyres ‘for the war effort’. A tram service was operated by the Fremantle Municipal Tramways along South Street as far as Carrington Street but this closed in 1948. In the 1950s, the Metro Buses Pty Ltd operated a service between Armadale and Fremantle along Forrest Road (now Armadale Road) and South Street on Wednesday and Friday, passing the Kardinya area on its way to Fremantle around 10 a.m. and departing Fremantle on the return at 3 p.m. Another service went into Fremantle on Saturday evenings, departing Armadale at 6 p.m. and Fremantle at 11.30 p.m. These services operated until around 1970. As the population grew, services to Fremantle and Perth were slowly increased but were infrequent and most residents used cars for transport. Several bus routes now pass through the suburb, linking it with Fremantle, Perth and Hamilton Hill and places between. The Circle Route passes along South Street and provides a handy link (at Murdoch Station) with the train service between Perth and Mandurah.

There was also a railway line for freight trains between Armadale and Fremantle, running beside Forrest Road and through Spearwood. Freight for residents in the Kardinya area could be dropped off at Taylor’s Crossing (near Nicholson Road) Jandakot or Bibra Lake sidings.

Graeme then did some further investigation and came up with the following:-

“Metro’s Jandakot service went along North Lake Rd to Canning Highway at one stage in its life. Service 119, Armadale – Jandakot – Fremantle, in the Government Gazette 9.7.54 set out the following route: From intersection Jull St. and Third Rd., along Third Rd. (Armadale), Ninth Ave., Eighth Rd., Fremantle Rd., North Lake Rd., Canning Hwy, Victoria St., Edward St., Cantonment St and Market St. Cancels G.G. 24.3.50.” In MTT days, the thrice weekly service from Armadale to Fremantle was route 224 and ran via Forrest Road, North Lake Road and Canning Highway. Well into the 1970’s it was often operated by the former WA Government Tramways Leyland OPS4 buses 359 – 362 that were allocated to Armadale depot. Presumably the reason for using such elderly buses on a very long route was because they laid over in Fremantle for most of the day and it did not tie up a better bus that could be in use for a longer period of time.


Two 1975 views of buses on the “224”. Fremantle to Armadale via Kardinya. Leyland OPS4 360 approaches the end of Queen Victoria Street in Fremantle at the beginning of its late afternoon return to Armadale whilst in the lower photograph, sister bus 361 crosses James Street.


BUS 438 FOR RATTLER 438

Towards the end of its time with the MTT, Leyland air change Worldmaster 438 is travelling along Grantham Street in Floreat Park on a Perth bound route 91 service from City Beach. The date – 29th July 1983.

How quickly the city landscape in Perth changes! Nine years ago in January 2003, Mercedes-Benz O305 438 has just crossed the Perth to Fremantle railway line and is entering Roe Street. Perth’s Harbour Town shopping complex now dominates the background and buses accessing the Wellington Street Bus Station cross the railway and Roe Street via a special buses only bridge that ends at James Street.


SIGNIFICANT BUS TYPES – AEC REGAL MARK III By Nicholas Pusenjak In “Rattler” 436 we looked at one of the rarest bus types to operate in Western Australia and indeed, the world. With only seventy five examples of the Foden rear engine chassis built and five coming to Australia of which Perth received three, the subject of this issue is a complete contrast. Approximately 3,500 AEC Regal bus chassis were built before World War II stopped production and after the War, around 2,200 Regal Mark III single deck bus chassis, (the subject of this article) were built. Known by the factory as the AEC Regal Mark III, the type is generally referred to as “Regal III’s”. Australia was a major market for the Regal III receiving 551 chassis. Government, municipal and private operators bought Regal IIIs and they were delivered to every state including the Northern Territory. Over seventy were sold new to operators in Western Australia and they were purchased by Kalamunda Bus Service, Beam Transport, Midland Railway Company, Fremantle Municipal Tramways, Western Australian Government Railways, Emu Bus Service, Eastern Goldfields Transport Board and the Western Australian Government Tramways.

Model numbers for the Regal III chassis were:- 6821A with the AEC A173 7.7 six cylinder diesel engine that developed 95 brake horsepower and a four-speed “D124” crash gearbox. Wheel bases were either 17 ‘6” or 20’0”. 9621A with the AEC A208 9.6 litre six cylinder diesel engine that developed 125 brake horsepower and the four-speed crash gearbox. Wheel base was 20’10”. 9621E with the AEC A208 9.6 litre engine and four-speed air actuated pre-select gearbox and fluid flywheel. Wheel base was 20’0” and various rear axle ratios were fitted depending on whether the chassis was intended for city or long distance operations. MTT 228, originally Fremantle Municipal Tramways 22 shows the classic lines of the half cab AECs with exposed radiator as rebuilt by the MTT.

RATTLER 438 10 October- December 2011

The Associated Equipment Company The Associated Equipment Company was registered as a business on 13th June 1912 and it was formed to take over the manufacture of buses for the London General Omnibus Company (LGOC). The first AEC bus chassis were manufactured in the garage of the “Vanguard” buses at Wathamstow. LGOG merged with two of tis largest competitors in 1908, the London Motor Omnibus Co. Ltd which traded as “Vanguard” and the London Road Car Ltd. A link with the past was maintained as AEC’s telegraphic code address for telegrams and cables remained “Vangastow” until the end. LGOC produced the famous B-Type motor bus from 1910 and AEC simply continued its production. Whilst their core business was the supply of buses to LGOC, they did sell to outsiders. In 1926 a new factory designed for commercial motor vehicle production was built alongside the Great Western Railway’s main line at Southall in Middlesex. AEC had liaisons with other manufacturers, notably Daimler and cooperated with them in the design of engines and chassis. Some vehicles were marketed under the name “Associated – Daimler”. By the 1930’s AEC had developed a wide range of passenger and goods vehicle chassis which sold well on the UK and export markets. Their business was underpinned by the construction of bus chassis for London and the factory proudly displayed the words “….Builders of London’s buses” to passers by. Under the guidance of a talented new Chief Engineer, GJ Rackham, AEC experimented with diesel engines in 1928 and the first AEC production “oil engine” (as diesels were then referred to) was the A155 which was announced in the autumn of 1930. The stroke of 142 mm was retained in AEC engines right to the end of AEC diesel engine production. The other development which AEC adopted early was the Wilson pre-selective gearbox, invented by Walter Gordon Wilson for use in army tanks in World War I. Use of the Wilson gearbox in buses became possible when Daimler’s chief engineer L Pomeroy used the Vulcan-Sinclair fluid coupling or fluid flywheel and the combination of a flued flywheel and Wilson gearbox resulted in a more reliable transmission which imparted less shocks and stresses to the vehicle and was easier to operate in congested city environments. Consolidation of the British motor industry occurred shortly after the end of World War II and AEC acquired the businesses of Crossley Motors of Stockport and the Maudslay Motor Company of Alcester. The body building businesses of Park Royal Vehicles Ltd and Charles Roe Ltd of Leeds were added to the AEC stable which now traded as Associated Commercial Vehicles. Another acquisition in 1961 was Thornycroft and in 1962 AEC joined forces with their largest competitor, Leyland. The British Motor Corporation was acquired in 1968 which brought Daimler and Guy under their ownership and British Leyland came into being. The 1970’s was a period of decline with many AEC products badged as Leylands. The end came in 1979 with the closure of the famous AEC factory. The buildings were demolished and the site was redeveloped.

RATTLER 438 11 October – December 2011

Left hand drive export versions of the Regal III were made and the type was known as the O963. Unlike its competitors, AEC wisely chose to manufacture a proper left hand drive version which was a mirror image of the right hand drive chassis. The A208 engine was produced as the A207 with the auxiliaries relocated to the right hand side of the engine, so it was not necessary for mechanics to grovel in the confined space of the driver’s cab to access the fuel pump, generator and other items. The starter motor which was accessed from below remained on the left hand side of the engine. As a consequence the re-engineering of the chassis paid off and AEC received large orders from many countries that drove on the right hand side of the road, notably on the South American continent where AECs were sold under the ACLO name in order to avoid confusion with the German industrial giant, AEG. Brazil, Argentina and Uruguay were major customers. Closer to the UK, left hand drive Regal IIIs sold well in Holland, Spain and Portugal, the buses in Lisbon and Oporto having long lives as illustrated in this image taken in Lisbon in 1974.

The AEC Regal III, in particular the Type 9621E (most popular variant sold in Australia) was a single deck version of the highly acclaimed and successful “RT” double deck chassis that formed the backbone of London’s bus fleet. The RT and what the British called its “provincial” version, the Regent Mark III set new standards in reliability, ease of driving and passenger comfort. London Transport was AEC’s most important customer and in 1937 commissioned AEC to come up with specifications for a better bus. With experience gained with Leyland’s 8.6 litre engines, LT felt a larger capacity less stressed engine than the AEC 7.7 would offer greater smoothness and economies in maintenance and operation. Thus a new AEC engine with a cylinder bore of 120 mm and the standard stroke of 142 mm evolved. The cubic capacity being 9.636 litres, making it then the largest capacity British built engine designed for use in buses.


Smoothness of operation was an important criteria for London Transport and the new engines used flexible engine mountings. The transmission was by way of a fluid flywheel and a four-speed Wilson pre-selective gearbox. The gearbox was located mid way along the chassis near the left hand chassis rail with the air compressor to its right. Compressed air was used to actuate the gears and for braking. The RT was a pre-War design with the prototype chassis appearing in 1939 and deliveries of production chassis to London Transport commenced in 1940 before production was stopped and the factory turned over to producing materiel for the war effort. So successful was the RT that the last examples were not withdrawn from London until 1979. Production of the double deck Regent Mark III commenced in 1947 with the single deck Regal Mark III following shortly afterwards. A total of 1,728 Regal III chassis were built, the last appearing as late as 1956 although deliveries to Australian operators appear to have petered out by 1953 with a batch for Melbourne Tramways being amongst the last. The six-cylinder 9.6 litre A208 engine went on to be produced in horizontal format for use in the Regal Mark IV underfloor engine bus chassis and in diesel railcars. It was a direct injection type with overhead valves operated by pushrods. Two detachable cylinder heads were fitted and these were interchangeable. The camshaft which operated the valves was located in the crankcase and was driven by helical gears from the front of the crankshaft. These gears also provided the drive for the fuel injection and oil pump. It also drove the exhauster which was fitted to vacuum braked manual gearbox chassis. Full pressure oil lubrication was provided to the main and big end bearings, oil pump and timing gear dives with strainers in the sump and a felt element oil filter to prevent damage due to the ingress of foreign material. On the 9621E chassis, a fluid flywheel was bolted to the engine crankshaft and was connected to the gearbox by a short propeller shaft. Gear changing was by movement of a neat selector mounted on the left hand side of the steering column and actuated by a touch of the change speed or actuating pedal which was located in the position of a clutch pedal in a normal transmission. The actuating pedal controlled air valves which engaged or disengaged the gears using compressed air. The system was designed so that the gearbox was always disengaged if there was no air in the system so the driver could not move the bus until air pressure was up and of course air was available for the brakes. Steering was by worm and nut and the rear axle was underslung worm driven with the differential offset to the left. Fully floating axle shafts were used. The compressed air brakes provided two stages of braking. Approximately three quarters of the pedal travel was used for normal braking with the remaining travel requiring greater pressure on the brake pedal being used for emergency


stopping. This was to discourage hard braking by rough drivers under normal circumstances. A pull on mechanical handbrake operated on the rear wheels.


ABOVE: The bus depot of the Eastern Goldfields Transport Board in Kalgoorlie is situated on the Boulder Road and still uses the tramway car barn. Parked on the depot forecourt in this photograph taken in the mid 1960’s by Lindsay Bridge is one of the three Fremantle Municipal Tramways AEC Regal III buses that were transferred to Kalgoorlie in 1960. The other buses in this view have spent time with the WA Government Tramways. BELOW: By the time this photo of MTT 146 was taken, the MTT had rebuilt the driver’s cab to their standard design, whilst retaining the rest of the original body. This bus started its life as Beam 43. Photograph by Bruce Tilley at Redcliffe Depot.


ABOVE: Two Western Australian AEC Regal IIIs survive in preservation with our Society. MTT 378, originally WAGT 73 is our next candidate for a full restoration. Compare its appearance with the photo of sister bus 74 on page 20. We also own Fremantle Municipal Tramways number 15, which may well be the bus in the photograph on page 14. BELOW: Armadale Depot on 23rd November 1975 and the end of the half cab era. MTT 360, 361 and 359 Leyland OPS4s started life with the WAGT. 361 is preserved by our Society. 360 on the left has last worked a route 224 service to Fremantle.

RATTLER 438 16 October - Dectember 2011

A driver’s perspective. AEC Regal III, Leyland OPS4 or Guy Arab preselect? Your editor asked me about driving these three types of bus. I have to declare that I drove the AEC RTs in London from 1965 until 1967 and so my opinion may be influenced a little. I cannot do better than to quote Alan Townsin in his book “Blue Triangle – a nostalgic look at AEC buses”, in which he says of the Mark III (including Regents) design that it was an immense success and its influence on British bus design was far reaching. I agree that design was an AEC strong point, influenced by the London buses, although apart from London, Townsin says that AEC Mark IIIs maintained a high bonnet line to accommodate an air cleaner. I drove our preselect Guys in service from Causeway, the OPS4s whilst driver training and the Regal III on loan from Morley. In service, I found the driving conditions of the Guys very cramped. OK for driving in Whiteman Park for a few hours, but in service for 4-5 hours and trying to keep to a timetable, you tended to become “Guy cab shaped”. Then, of course there was the heavy steering, awkward pedals, seat not high enough, all offset to some extent by the preselector gearbox. At least, the MTT modified the floor mounted “gear lever” with a gate, so that it was easier to know which gear had been selected. Then, on top of that, the Guys were very slow. The OPS 4 was heavy all round, gear lever, steering and brake pedal, although the cab design was better than the Guy. For me, the seat didn’t reach high enough, although you could finish up looking at the rear of the destination box, instead of the windscreen. These buses also had a long wheelbase, meaning that manoeuvrability was restricted. Not a bus for me. The AEC Regal III took me back to London days. Light steering, good visibility and an easy well designed gear change, allowing the driver to concentrate on driving and giving the passengers a good ride, rather than needing wrestle with the steering or a reluctant gear lever, or going into contortions to see forward. The rebodied AEC Regal III was a pleasure to drive. The Regal III model was also available with a crash gearbox, but I didn’t experience these in Perth. I learned to drive on an AEC Regent which had a crash box, took a test on it and passed, despite crunching the gears, but it had that light AEC feel and good visibility. All this brings me to a conclusion. Why did manufacturers from that era make city buses difficult to drive? And ergonomics – did they ever think how the driver’s “workspace” was to operate. Surely the objective should be to make driving the bus an easy operation to allow the driver to concentrate on passengers and traffic. This was the basis of the London design all those years ago and a big influence on post war AEC buses. With the Wilson preselect gearbox, these buses gave a ride second to none. There are not many buses, even today, which could match this combination of engine and gearbox for a comfortable ride. Alan Mortimer


Before we go into detail at the Regal IIIs that came to Western Australia, it is timely to look at the first post-War deliveries of AEC bus chassis. AEC went through a period of uncertainty in respect of their model numbering. Their O662 Regal was referred to as the Regal Mark II, the fact the earlier O862 Regal of 1936 was known as the Regal II. Labels showing Regal Mark I to correct the title of the first post-War issues were stuck over the Regal Mark II nomenclature on printed material. As with most British motor vehicles of the period, the first post-War chassis were basically to a pre-War design with the 7.7 litre A173 and crash gearbox being the only combination available. The engine was rigidly mounted and these buses were not very quiet or smooth, although probably better than the combination of a Gardner 5LW when mated to a crash gearbox. It appears 10 post-War Regal I chassis came to Western Australia, these being:-

• Kalamunda Bus Service numbers 1 and 10 (MTT 197/198) • Beam Transport numbers 38 and 40 (MTT 137/138) • Emu Bus Coy number 8 (MTT 231) • Fremantle Municipal Tramways numbers 11, (12?) and 13 (MTT 135 and

136) • North Beach number 10 (MTT 475) • Midland Railway Company of WA – number 1

Fremantle Municipal Tramways Regal II number 13 in Causeway car park shortly after disposal by the MTT. Photograph by Ted Drake.


Regal Mark III 6821A 7.7 litre A173 engine and crash gearbox (7 vehicles)

• WA Govt Tramways – 1 bus – number 72 (MTT 383) (half cab) • Emu Bus Coy numbers 10 and 11 (MTT 233/234) (full fronts) • Beam Transport 47, 48, 62 and 63 (MTT 140/139/141/142 (half cabs)

Emu Bus Coys numbers 10 and 11 were built on 17’6” chassis and fitted with Boltons full front bodywork. This delightful photograph shows number 11 in St Georges Terrace. BPSWA Archives, photographer/source unknown. Regal Mark III 9621A 9.6 litre A208 engine and crash gearbox (3 vehicles)

• Coogee-Spearwood Bus Coy – number 9 (MTT 143) Purchased second hand from Payne & Kelly of Nowra, NSW circa 1952.

• Midland Railway Company of WA numbers 6 and 7


Regal Mark III 9621E 9.6 litre A208 engine and pre-selective gearbox

• Fremantle Municipal Tramways numbers 14, 15,16 – transferred to the Eastern Goldfields Transport Board on takeover of the FMT by the MTT in 1960, then FMT 17,18, 19, 20, 21, 8, 9, 10, 22, 23, 24, 25, 26 (Became MTT 193/194/195/196/197/198 and 219/220/228/229/230/231/232.

• Kalamunda Bus Service numbers 11 and 12 (MTT 199/200).

Although Kalamunda Bus Service numbers 11 and 12 were fitted with full front bodywork by MS Greenwood, they retained the traditional AEC exposed radiators. This bus (12) had one of the shortest working lives of the pre-select (9621E) Regal IIIs and was broken up for spare parts by the MTT in 1963. Sister bus no 11 was luckier when its timber frame body was replaced with the all metal body from the solitary underfloor engine Dennis Lancet (ex North Beach) in 1963. As MTT 199 it lasted another ten years before being dismantled for spare parts in 1973. BPSWA Archives photographer unknown. .

• Beam Transport 41, 42, 43, 44, 49, (MTT 144/145/146/147/150). • Midland Railway Company numbers 2, 3, 4, 5. Buses 2 and 4 went to

Beam transport and became Beam 45 and 46, - later taken over by the MTT as MTT 148 and 149. MR number 3 was sold for further service as a bus to Sinclairs in New South Wales. MR number 5 became A70 in the WAGR fleet following acquisition of the Midland Railway Company by the Western Australian Government Railways in 1964.


Very few buses from the vertical engine period survived to enjoy a second life as public service vehicles with subsequent owners. One exception was Midland Railway no 3 which was sold to Sinclairs Bus Service in New South Wales and became their fleet number 18. This photograph was taken in New South Wales when it was in service with Sinclairs. Selwyn Dornan collection.

• Western Australian Government Railways A5, A6, A7, A9, A10, A11,

A12, A13, A14, A15, A16, A17, A20, A21, A22, A25 and A26. • Western Australian Government Tramways numbers 44 to 55 (full front)

and 73 to 77 (half cabs). These became MTT 366 to 382.

In an unusual twist, the first batch of Regal III’s acquired by the Western Australian Government Tramways (44 to 55) were fitted with full fronted bodies and concealed radiators. The WAGT turned to the more traditional half cab with exposed radiator style for its final deliveries of Regal IIIs as shown in this image of 74. Photograph by Jim Bond courtesy of the David Urquhart collection.


In contrast to the WAGT full fronts which were converted to half cab later in their life, the Western Australian Government Railways fleet of Regal III buses were originally fitted with attractive timber frame half cab bodies by Boltons of West Perth. The chassis were subsequently converted to full front configuration with many receiving completely new metal frame bodies as shown in the image below of 0A6 at Midland Junction in 1968. However, A15 pictured (above) at the Road Services yard in Pier Street, Perth only received a partial rebuild and retained most of its original body. It was demoted to conveying WAGR track maintenance staff between jobs. Upper photograph BPSWA Archives, source unknown. Lower, Editor.

RATTLER 437 10 July - September 2011

The Regal IIIs in Service

In general the AEC Regal Mark III buses were a delight to drive when compared with their contemporaries and gave good reliable service. Breakdowns were usually caused by failures of ancillary items such as the compressed air systems, and tyres rather than the engine and transmission. Maintenance in the early days varied greatly from operator to operator. The WAGR and Midland Railway in particular adhered to strict maintenance schemes and gave their vehicles comprehensive overhauls that regularly returned them to almost new condition. This was perpetuated by the MTT with the vehicles they chose to retain. Withdrawal dates for the buses delivered new to the Eastern Goldfields Transport Board in Kalgoorlie are not known, but it is thought their original Regals and the three ex Fremantle Municipal Tramways buses (14, 15 and 16) that were drafted to Kalgoorlie in 1960 were replaced with the Albion Vikings of the mid 1960’s. With the exception of former Beam 62/MTT 141 which was used by one driver on the Carilla service, the difficult to drive crash gearbox Regal IIs and Regal IIIs had been withdrawn by the end of the 1960’s. The MTT’s anxiety to purge its fleet of timber frame bodied buses may be the reason why they didn’t operate Fremantle 14 to 16 and the premature withdrawal of Kalamunda 12 by mid 1963. Otherwise the MTT fleet of pre-selector Regal IIIs soldiered on well into the 1970’s, with some having a brief second life with the Eastern Goldfields Transport Board in Kalgoorlie. Kalgoorlie also became a home for several of the rebodied WAGR Regal IIIs before the transfer of the MTT buses circa 1973/74..

This photograph from the BPSWA Archives may have been taken for the MTT and shows former Fremantle Municipal Tramways number 19 just after its timber frame body had been replaced with a new one. As MTT 195, it finished its public service vehicle career at Kalgoorlie as EGTB number 16. Its original appearance was similar to the bus in the photograph taken in Kalgoorlie on page 14.


THE YEAR 2011 IN REVIEW

By Zac Harrison

Well, as 2011 comes to an end, let’s reflect on the year's progress. This year has brought along many service changes and improvements, an increase in buses into the network, a boost of funding from the State Government into Public Transport, the commencement of the Perth City Link project, the change-over of operators for two contracts, the lack of bus withdrawals and much more! So I will review it all briefly. Service Changes The following routes have had service improvements and changes over the year. 15 Service improvements. 21-22 Beaufort St Services Improved (Later Weekday services, improved Saturday service, 15min frequency on Sundays on Beaufort St) 34 Section to Old Mill taken off to improve service reliability and increased frequency. 35 New route operating to the Old Mill, replacing Route 34. 37 Increased peak period services to Belvidere St and Perth Airport. 41 New day-time services replacing route 43. 42 New day-time services replacing route 43. 60 Additional peak period services. 64 Renumbered 371 with major improvements to weekdays and Sundays. 81, 84, 85, 91, 92, 95 Service improvements to City Beach, After hours services 85 and 95 withdrawn and replaced by routes 81, 84, 91, 92. 267 Route renumbered 422 and services operating every two hours. 276 Renumbered route 403 and frequency improvements. 277 (Renumbered route 404 and frequency improvements. 337 (New route serving Aveley and Ellenbrook, Monday to Saturday. 345 Additional morning peak services to Morley with a 15min frequency up until 10:30am. 346, 347, 363, 373, 374 Wanneroo Rd services improved, routes renumbered (except 374), 386 (ex-363/373), 387 (New route serving Wanneroo Rd, Balcatta and Warwick), 388 ex-347, improving capacity on Wanneroo Rd. 354 Service improvements to operate every 15mins during the weekday. 370 Services now operating Sundays. Mirrabooka Feeders (365, 372, 375, 376, 377, 378 service improvements during the day with new Sunday services to routes 365 and 376). 390-391 Banksia Grove services improved with a combined frequency of 30mins during the day and 10mins during peak periods. 410-412 Service improvements with after-hours route 411 being withdrawn. 428 (New route servicing Roselea Estate and Balcatta to Stirling and Warwick


Interchanges) Warwick-Whitfords Feeders Major improvements and removal of after-hour services. 450 New route introduced providing a direct service between Warwick Station and Kingsway City Shopping Centre to Landsdale. 467 Service improved and extended to serve Ashby and Tapping and Joondalup, service operating hours improved to operate daily. 469 Service change to operate between Whitfords and Wangara. 480 New route to provide additional capacity between Clarkson Station and Marmion Ave as far as Alkimos. 484 Service recently extended to the new suburb of Alkimos. 490 Major improvements to services to Two Rocks with services operating hourly on Monday to Saturday. 518 New route introduced to serve Harrisdale and Piara Waters. 519 Changes to the route to operate between Armadale and Murdoch. 564 Route change in Baldivis due to new route 568 introduction. 568 New route between Warnbro and Baldvis coordinated with 564 service. 583 Renumbered from 588 and improved direct service between Silver Sands and Mandurah Station. 584 Renumbered from 589 and improved direct service between Madora Bay and Mandurah Station. 588 New Mandurah Shuttle operating Clockwise. 589 New Mandurah Shuttle operating Anti-Clockwise. 590 Withdrawn and replaced by new Mandurah Shuttle. 886-889 Improvements to Alexander Dr services to operate as frequent as every 3mins during peak periods, every 15 minutes on Saturdays and every 30 minutes on Sundays. 955 Services increased to operate every 30mins on Saturdays. Services which had time changes or minor changes are not included. I may have missed some major changes. No doubt we'll see many more changes in the New Year. On the Buses 66 Diesel OC'500 LE buses as part of the end of the Mercedes-Benz bus replacement contract were delivered between January and August. The earlier of these buses featured the ZF Ecomat gearbox while the newer of these buses received ZF Ecolife 6AP1400B gearboxes, a great step forward in my opinion. 1440-1448 currently allocated to Kalamunda (ex-Ellenbrook and Midvale) 1449-1461 currently allocated to Ellenbrook and Midvale. 1463-1465 currently allocated to Ellenbrook and Midvale.


2098-2123 currently allocated to Joondalup (with 2119 being Volgren Perth's 1000th unit). 2201-2211 currently allocated to Mandurah 2212-2215 currently allocated to Joondalup (ex-Mandurah)

New Volvo 2302 waits at Mirrabooka Bus Station before returning to Perth on route 68. Photograph by David Urquhart. In May, we received our first Volvo B7RLE prototype bus for the new replacement contract. Numbered 1462 it was allocated to Swan Transit Midvale and toured the depots around Perth. We received our first artic Volvo B12BLEA in July. Numbered 3003 it was also allocated to Swan Transit Karrinyup. Both these buses were built at Volgren in Victoria. In August, we saw the production delivery of the Volvo buses for Perth. With the announcement for an extra 158 buses over 7-8 years with 78 for the first financial year, this was added onto the order. So far the following Volvo B7RLE buses have been allocated and are in service or awaiting. 1462, 1466-1476 in service in Ellenbrook and Midvale. 2216-2227 (possibly 2230 is nearly ready) in service in Mandurah. 2300-2307 in service in Malaga. We are yet to receive the second Volvo B12BLEA artic in Perth which is expected for delivery next month.


Not many buses were withdrawn this year with many more being needed for service improvements. Mercedes-Benz O305's 463, 491, 496 and 497 were the remaining rigids in service until recently. Mercedes-Benz O305G 475, 483, 488 were the remaining first generation Mercedes artics in service until recently. 488 has been withdrawn and is up for sale at the Auctioneers. Out of interest, 475 is over 32 years old now! The first MAN SG292H articulated bus withdrawal (36) occurred on 1st December and Renaults 46, 52 and 1126 – the latter accident damaged left the fleet in 2011. Perth City Link Project This project started with forward works being completed ahead of schedule. Works are taking shape in Perth with demolition in progress and clearing for tunnel and underpass construction due to be started next year. The Perth City Link project will connect Perth with Northbridge once again after they were physically separated by the rail lines. These will be sunk in the City and a new Underground bus station will also be built. Other News The lack of withdrawals from Transperth has caused private operators to purchase buses from the interstate. MAN SL200's, Renault PR100.2's and various others have made their way to Perth and operate here for private operators. Adams Coachlines recently introduced Mercedes-Benz OC500RF's into their fleet. In January 2011, we held the Buswest-Horizons West 'Five Cities' Bus Tour for enthusiasts. This involved the operation of various buses from various Australian cities that are now working in Perth. In July 2011, we held the Mercedes-Benz O305/O305G Farewell Tour in Perth using Bus No. 488. Transperth regional areas This year also saw the introduction of Smartrider and TransBunbury in Bunbury. A new school bus contract commenced in Busselton - Dunsborough and was awarded to PATH Transit. The Kalgoorlie bus contract was awarded to PATH Transit. Transperth Contract Changes This year saw the take-over of the Marmion and Wanneroo contracts from PATH Transit to Swan Transit and Veolia Transport Perth respectively. The transition was observed as very smooth and both these operators have contributed service changes to their contract areas.


New Buses Volvo B7RLE chassis - Volgren CR228L bodies

1467 YV3R6R722BA150613 B41Dw VP1024 TP1467 Swan Transit (1467) 29.09.2011 1468 YV3R6R724BA150614 B41Dw VP1025 TP1468 Swan Transit (1468) 30.09.2011 1469 YV3R6R726BA150615 B41Dw VP1026 TP1469 Swan Transit (1469) 30.09.2011 1470 YV3R6R728BA150616 B41Dw VP1027 TP1470 Swan Transit (1470) 30.09.2011 1471 YV3R6R72XBA150889 B41Dw VP1036 TP1471 Swan Transit (1471) 27.10.2011 1472 YV3R6R726BA150890 B41Dw VP1037 TP1472 Swan Transit (1472) 27.10.2011 1473 YV3R6R72XBA151007 B41Dw VP1038 TP1473 Swan Transit (1473) 09.11.2011 1474 YV3R6R721BA151008 B41Dw VP1039 TP1474 Swan Transit (1474) 09.11.2011 1475 YV3R6R720BA151193 B41Dw VP1040 TP1475 Swan Transit (1475) 18.11.2011 1476 YV3R6R729CA152084 B41Dw VP1052 TP1476 Swan Transit (1476) 20.12.2011 1477 YV3R6R726CA152298 B41Dw VP1053 TP1477 Swan Transit (1477) 20.12.2011 2217 YV3R6R722BA149897 B41Dw VP1020 TP2217 Southern Coast Transit 16.09.2011 2218 YV3R6R722BA149898 B41Dw VP1021 TP2218 Southern Coast Transit 16.09.2011 2219 YV3R6R721BA150215 B41Dw VP1022 TP2219 Southern Coast Transit 23.09.2011 2220 YV3R6R728BA151233 B41Dw VP1041 TP2220 PATH Transit 16.11.2011 2221 YV3R6R723BA151284 B41Dw VP1042 TP2221 PATH Transit (2221) 18.11.2011 2222 YV3R6R725BA151285 B41Dw VP1043 TP2222 PATH Transit (2222) 29.11.2011 2223 YV3R6R727BA151286 B41Dw VP1044 TP2223 PATH Transit (2223) 22.11.2011 2224 YV3R6R728BA151488 B41Dw VP1045 TP2224 PATH Transit (2224) 29.11.2011 2225 YV3R6R72XBA151489 B41Dw VP1046 TP2225 PATH Transit (2225) 29.11.2011 2226 YV3R6R729BA151595 B41Dw VP1047 TP2226 PATH Transit (2226) 06.12.2011 2227 YV3R6R728CA152075 B41Dw VP1048 TP2227 PATH Transit (2227) 06.12.2011 2228 YV3R6R72XCA152076 B41Dw VP1049 TP2228 PATH Transit (2228) 14.12.2011 2229 YV3R6R721CA152077 B41Dw VP1050 TP2229 PATH Transit (2229) 14.12.2011 2230 YV3R6R727CA152083 B41Dw VP1051 TP2230 PATH Transit (2230) 20.12.2011 2303 YV3R6R72XBA150665 B41Dw VP1031 TP2303 PATH Transit (2303) 18.10.2011 2304 YV3R6R721BA150666 B41Dw VP1032 TP2304 PATH Transit (2304) 18.10.2011 2305 YV3R6R723BA150667 B41Dw VP1033 TP2305 PATH Transit (2305) 21.10.2011 2306 YV3R6R726BA150887 B41Dw VP1034 TP2306 PATH Transit (2306) 21.10.2011 2307 YV3R6R728BA150888 B41Dw VP1035 TP2307 PATH Transit (2307) 27.10.2011 3003 YV3R8R429BA145567 AB57FCR VG3247 TP3003 Swan Transit (3003) 16.08.2011 2215 Mercedes-Benz OC500LE WEB63442021000450 Volgren CR228L" B41Dw VP1009 TP2215 Southern Coast Transit (2215) 09.09.2011 ___________________________________________________________ © 2011 BUS PRESERVATION SOCIETY OF WESTERN AUSTRALIA (Inc) RATTLER is published for BPSWA members as part of their membership subscription. Material published in RATTLER may not be reproduced in any form whatsoever unless prior written approval is obtained from the Editor, except in the case of information extracted from news items which may be used in kindred enthusiast publications provided that due acknowledgement of the source is made. The opinions expressed in articles in RATTLER are those of the respective authors and do not necessarily reflect or coincide with the views of the Bus Preservation Society of Western Australia (Inc) or of RATTLER’s Editor. President Secretary & Editor Please address correspondence: John Weaver Nicholas Pusenjak The Secretary

9386 1890 0408 959 660 Bus Preservation Society of WA [email protected] [email protected] Care of Whiteman Park Unit 99A Lord Street WHITEMAN WA 6068




Above: Adams Coachlines is now using Renault PR100.2 buses from Canberra. Badged as a Mack due to sensitivities over French nuclear tests in the Pacific at the time of their delivery, former ACTION 788 was photographed in Riverside Drive. Photograph by David Urquhart. Below: Transperth Mercedes-Benz OC500LE 1919 passes the preserved Leyland Worldmasters Riverton 8 (MTT 33) and MTT 34 (Riverton 9) in St Georges Terrace on 15th October 2011.

RATTLER 438 - BPSWA (INC) · April 2012 – Classic Car Show, Whiteman Park . Our Society will have...

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Transcript of RATTLER 438 - BPSWA (INC) · April 2012 – Classic Car Show, Whiteman Park . Our Society will have...