Friday, 11th July 1980. I am celebrating the end of my O-level exams with a Crosville Rideabout ticket. I had just been for a ride on this bus, Crosville MTF701, on service N60. This was quite a short lived experiment and, like a lot of other services, a victim of the National Bus Company Market Analysis Project. The N60 was a circular service with several variants around the lanes of south-east Anglesey linking places like Llangoed, Glanrafon and Llanddona which had previously been terminal points of trips from Bangor.
Introduced early in 1978, it was operated out of Bangor but the minibus spent the day based at Beaumaris running round its route, with drivers coming out with single deck buses from Bangor to connect. Occasionally they would swap over to return to base for breaks.
I think that the perceived benefit was linking the alternative terminal villages up by way of roads that a full sized bus might have difficulty getting through.
So as the photo was taken we were awaiting the arrival of Crosville RESL6G SRG85, the connecting N57 service back to Bangor which would be bringing passengers out for the next N60 loop.
I have the timetable book from 1979 where the connecting services were conveniently adjacent on the centre pages. I kept the staples in the scan to prove it. Take a look at the cover first…
Might as well bookend the timetable with the back cover, showing the range of bargain fares available at the time:
I was enjoying the luxury of my first Rideabout ticket and that morning had been hauled out of Chester by BR locomotive 40 080 pulling Mk1 carriages. My day also featured SRG176 out from Bangor to Beaumaris, DFG189 on M13 and semi-automatic FLF DFG257 on M81 seasonal service at Rhyl. It ended with a ride on CLL327 on the seasonal daily service X4 from Rhyl to Runcorn.
By October 1980 the N60 service was abandoned and the full-sized single deck buses from Bangor would extend beyond Beaumaris to one terminal point or another as they had before.
MTF701 and its sister bus MTF700 then spent some time at Barmouth, I think on rail replacement duties related to the closure of the rickety railway viaduct over the Mawddach estuary and there being a weight limit on the most direct diversion route. There is more to be said about MTF700 and the service it was bought to operate, but that will be for another posting.
This beauty has been the talk of the Bristol fan groups over the last week or two after participating in a Royal Blue commemorative road run along the south coast of England.
Its frequent appearances in the forums had me reminiscing about my now very distant childhood, rather more than 50 years ago when the same bus looked very much like this: not, as now, because of a painstaking restoration but because it was still fresh out of Lowestoft. It was the first bus I became familiar with because of its special colour scheme and luxury seating and it made a big impression on me at a tender age.
As far as I can make out I started school in October 1968, at the start of the half term before my 5th birthday. At the time I lived 500 yards from my school and would be collected at lunchtime and taken home to be fed. This was after an incident with school dinner prunes I had better not go into in case any of you were thinking of eating soon. The walk home was all downhill but sometimes if we were a bit late I would be taken back to school on the bus… ERG53, mostly.
At the time it was the newest single door vehicle on allocation at Crosville’s Runcorn depot. New in June, it spent a short time at Heswall before settling at Runcorn. It was usually selected to operate the 144 service [joint with North Western, hence the unCrosville-like route number] to Northwich.
It so happened that the 1307 departure from Runcorn coincided with my need to climb Bridge Street to Delph Bridge which was just by my school. So I remember the excitement of seeing it coming along and how I sat on the side-facing fuzzy green seats with their swirly pattern. It was all shiny and very modern-looking!
All my earliest memories are of bus rides. The Widnes Corporation PD2s to Hough Green on Thursdays to visit my grandmother; a Bristol K to Weston Point to accompany my father as he went to collect his pay packet from Castner’s gates. The dual purpose Bristol MW in a similar livery to ERG53 here that was waiting to take us back. They all made their mark.
In 1969 we moved to a larger house away from the town centre which was good because it meant more bus rides! Our local routes in that year were operated mainly by elderly LD6Bs which were soon replaced by brand new one-man RELLs with centre exits. My bus to school, though, was a schoolday extra, the J16, which could turn up any old bus. The demoted LDs would still come along on this trip, and some elderly MWs, with stitched leather seats rather than Rexine, were regularly used.
Coaches also appeared relatively often and the most memorable event was the appearance [I can still visualise it in slow motion] of brand new RELH6L CRL261 [TFM261K] in the summer term of 1972 when I was 8. I boarded at the stop across the road and my mother was on the doorstep waving me off. She was amused at how astonished I was. The TFM-K batch was the last to be delivered in Crosville’s classic cream and black livery, in fact only the first arrivals were so painted, the latter examples arriving in National Express white. The ones that were cream were quickly repainted so that by the autumn the whole batch was white. Any photo or sighting of them is to be cherished!
But my abiding memories of ERG53 are its regular appearances in my street from 1969-71, early in the morning on a works service that started its daily diagram. I had the bedroom overlooking the street and would go to the window to watch the buses go by. As I grew up I could predict when favourite buses would return as I got to understand the trip lengths, frequencies and interworking with other routes. But I would be up and out of bed before anyone else to watch ERG53 glide down the road. I think my last ride on it in Runcorn was in 1971 or 1972 on the J17 service. I still remember standing watching as it drove away up Heath Road until it disappeared beyond the traffic lights and into the distance, the three rear windows in the cream upper half of the livery that marked it out as a special bus. As 53 left Runcorn to work on the Cymru Coastliner service, brand new Seddons arrived, painted in the same livery [with a bigger, brighter, more modern-looking fleetname] because of their dual purpose seating. I liked them too but 53 remained in my memory as an absent friend.
Later, in 1977, I would finally be reunited with her in the PMT depot at Biddulph. The depot was shared with Crosville who assumed the North Western operations around the town when that company was fragmented in 1972. ERG53 later moved with her Crosville stable mates from Biddulph to an outstation on the site of Congleton’s cattle market until withdrawal in 1981 as I remember it.
After service with Crosville, ERG53 spent time with Liverpool Community Transport doing hires for community groups and schools, which saved it from being scrapped as most of the batch were [although sister ERG52 also survives at Birkenhead]. But it was to be a long time between rides on the old girl.
August 2012 and I attended the Bristol bus rally for only the second time and found ERG53 also attending. Having caught a Bristol MW to the Avon Valley Railway on the shuttle service, I was waiting for a suitable vehicle to take me back to the rally site when what should appear? I was able to take a photo on its approach using a telephoto from a bridge over the road. Looking back at the photo now I am struck by the unusual view of the cream roof and rooflights from my elevated vantage point… just like watching from my bedroom back in 1969.
To make an enjoyable weekend complete I was then able to travel back to Bristol on 53, my first ride on her in 40 years.
Student days in Aberystwyth for many in the 1980s meant living by the sea [which was nice] and having to go to lectures on campus which was a mile away and 300ft above. A daunting feat for the unfit and quite a tiresome commute even for the most athletic.
To bring some solace to the life of the typical Aberystwyth town-dwelling student [quite a lot lived on campus, it must be said] the University College of Wales teamed up with Crosville to provide an hourly shuttle bus to and from the university campus and the town below. To complicate matters some lectures were held at the Old College by the pier and some students had ten minutes to get from one site to the other. So the lectures and buses were timed to facilitate transfers for the poor students concerned, as shown here:
“But it’s all in foreign” I hear from the back. Well, students had to pass a Welsh fluency test to get in in the first place, so it should be simple enough to read a bus timetable, eh?
No, I jest. In Wales even in the 1980s the rule was that all official notices in public organisations should be bilingual to encourage the use of the native tongue. This was a significant about turn from the many years that the Welsh language was suppressed by the British government. At the university, this bilingualism was enforced and any society daring to put up a notice around the campus that didn’t have a Welsh translation would soon see it defaced with a huge CYMRAEG!!! slogan in marker pen or on a sticker. So the bus timetable also came in Saesneg.
The bus pass was £9 per term for unlimited use at the time, which worked out at 90p a week. Considering that the fare on public buses was about 30p to the university, this was great value. The first term I was there I put in for my pass right away.
Many a happy ride was had on whatever buses were available at the time. Aberystwyth was the engineering centre of the South Cambrian division and would service and repair buses allocated to depots at Machynlleth, Aberaeron and Newcastle Emlyn. So there was a fairly fluid exchange of buses around the area and I had such treats as Bristol LH SLL615 of Aberaeron depot, Plaxton-bodied RELH6L ERL302, HVG932 and 933… the latter pair were ex-Sheffield/South Yorkshire Bristol VRs with highbridge East Lancashire bodies rather like the later batch of VRs delivered to Merseyside PTE.
HVG932 was later allocated to Liverpool for ferry shuttle work and driver training duties and by great fortune I was allowed to “type train” in it when training to be a Crosville driver myself.
For the most part, Crosville’s regular allocation of vehicles would be scheduled to operate in between local trips around town. At the top of this page is this photo of DVG517, Aberystwyth’s first new double decker in many years when allocated in 1981. It is seen on the promenade, where there were many seafront halls of residence for the university.
The route in town was a circular one, arriving via North Road, running along the prom to the pier, then Pier Street, Great Darkgate Street and North Parade. Services departing from town would commence at the top of the prom [as seen above] by what was then the police station, then follow the route to North Parade and onwards to the campus via Northgate Street and Penglais Road [or Penglais Hill as it is often called]. At the time service buses did not serve the promenade or Great Darkgate Street so a photo in those locations was a bit of variety. Since then local routes have been diverted to serve those roads.
Nowadays Crosville is no longer in existence to serve the students of Aberystwyth and there are no Bristol VRs for the poor dabs but the mantle has been admirably picked up by Mid Wales Travel who provide a student service and extend their student card’s validity to all their services in town. Moreover, they offer discounts on other routes, which the Crosville/UCW scheme did not. A Mars bar [the gold standard inflation index] in 1983 cost 16p and in 2019 was 74p, 4.6 times more expensive. The £98 price tag of a Mid Wales student pass in 2020 is only 3.6 times more expensive than my UCW pass for 1983. Kids these days don’t know how easy they have it.
A little while back I showed the cover of the 1956 Crosville summer express timetable given to me by a very kind inspector who kept me chatting for a while at his information kiosk. The most interesting service shown inside has to be the 159 route [“double deck vehicles may be operated on this service”] from Liverpool to the North Wales coast. For it was, as far as I am aware, the only scheduled bus service to cross the Mersey on the Widnes Transporter Bridge. Leaving Liverpool by way of Wavertree, Woolton, Hunts Cross and Speke, the bus served Hale and Widnes before the crossing to Runcorn. There exists a photo of a Bristol LD in service on the Transporter but I do not have the right to reproduce it here. I can suggest a site on which it can be viewed, however.
Happily, I can share the pages from the timetable detailing the times and fares:
I am intrigued to see that the service stopped in Devonshire Square in Runcorn. The road bridge from Widnes opened in 1961 before I was born and a new bus station in High Street by the new market hall was provided to receive the extra buses coming regularly from Widnes and Liverpool. Before that time I know that many buses terminated at the South Bank Hotel in Waterloo Road near the Transporter gates offering onward travel to and from Widnes.
Incidentally, the bus terminus in front of the hotel building still exists.
Walking from there towards the river leads to the former access to the bridge and the platform across the river at West Bank can plainly be seen. A photo can be seen here with the view from the Transporter arriving on the Widnes side wih a Widnes Corporation PD2 about to reverse up to the bus stand to meet the arriving passengers. A view looking back towards the Transporter at Widnes is here. Compare the thriving shop with today’s scene of desolation as two road bridges have now abstracted all the passing trade!
As far as I was previously aware, buses accessed the South Bank terminus via Waterloo Road rather than Devonshire Square. Does anyone know if the service operated via Bridgewater Street or Egerton Street on its way to and from the Transporter? I suppose that Devonshire Square may have been wide enough for buses to turn around in those days. It would be great to hear from anyone who remembers those days and can explain what went on.
As well as the times, the booklet has the fare tables for single and return:
Your comments, answers, questions, criticisms… all welcome. Get in touch by leaving a word in the comment boxes on the site or contacting me at <crisparmour at gmail dot com>.
LUT, or Lancashire United Transport, was just hanging onto its identity as a subsidiary of Greater Manchester PTE at its Atherton depot. By the end of 1981 it was no more. But it had been running this service linking Liverpool and Manchester airports for some years and in 1981 was still working at it. The service strangely did not allow for travel from intermediate points to Liverpool, only to Manchester airport. Perhaps this was a condition of its licence, the service travelling through the operating areas of Warrington, Widnes and Crosville into Liverpool Corporation territory.
I would have found this leaflet on one of those rotating racks in the council information office in Runcorn.
At first glance I thought the car park sign was a flat computer monitor like the one I’m looking up at now but such a thing was unthinkable then. Even in 1981 three-colour printing was a luxury and the graphics and typography hadn’t changed much in ten years or more. I Am Annoyed by The Inconsistent Capitalisation though.
Frightening the public with the suggestion of full car parks may have been a profitable marketing ploy at the time and the encouragement to book seats with local ABTA travel agents seems unwieldy but in the age of the internet such arrangements are far simpler now than we could imagine back then.
I don’t know whether this service survived the full integration of LUT into GMPTE in 1981. In later years and with the redevelopment of Speke into John Lennon Airport and booming trade to new destinations in Europe from Liverpool, Arriva and Terravision have in more recent times attempted to link the two cities and their airports in a similar way to cash in on the increased traffic but with only limited success. The best you can hope for at the moment is a bus link from JLA to Liverpool South Parkway station and onto the rail network you go.
I remember seeing one of those LUT coaches going through Widnes towards Speke. There was nobody on it.
As I have mentioned before, one of the things I like most about old publicity is the graphic design. In the late 1960s Crosville ran a splendid pictorial map on the front of their timetables and I have a few in my collection, including this one from Wrexham and district in 1969:
You may have noticed the similarity in the typography here on this site. It is no accident! My favourite detail in the illustration is the alpine man in Snowdonia. And the Bristol RE in Crosville’s “dual purpose” colour scheme of a few years before, of course.
I mentioned in my welcome page the inspector in the information kiosk at Runcorn bus station in the 1970s who very kindly handed to me quite unexpectedly a timetable from his earlier days as a Crosville driver.
I had been scrounging for timetable booklets for the 1977 busway revisions just before the full circle of the busway opened in the new town. At this time the busway had also reached the old town via the Astmoor extension. There was a new bus station built on the new busway in the old town centre and a plastic pod was provided as an information kiosk. This pod replaced what had been a chic hexagonal office in the first bus station opened around the time of the road bridge in 1961. In 1977 that had just been wiped out by the arrival of the busway.
I was going on an enthusiasts’ tour the next weekend and hoped to be able to hand out the new timetables to the people on the tour and had visited all the information offices in the town on my bike gathering a handful in each. In the new kiosk the inspector was particularly friendly when he realised what I was doing and he engaged me in conversation about his old days driving coaches.
As I was about to leave, he reached inside a drawer and took out a booklet which he said I could have.
In 1977 this was already over 20 years old. That was already mind-boggling to my teenage self and to learn from the cover that Crosville had existed for over 70 years made me curious to find out more about its history. Eventually a number of books would satisfy my curiosity.
The inspector I later learned was known as Arthur Trevor. When I became a driver in 1he 1980s he had retired but staff who remembered him spoke in reverent tones. I remember his kindness fondly.
Graphic design has come on a long way since the 1950s but I feel very nostalgic for the style of transport publicity documents in the following years. Those days were long before computers made it easy for anyone to cobble up a logo and to composite images on a template. The speeding Bristol LS coach [or a very early MW?] on this design is so tiny you might miss it at first glance. I suppose this sort of cover was rustled up with stencils and screen printed, arcane arts in their day and now incomprehensible in the era of DTP, lasers, inkjets and pixels. The finest for me was the timetable cover design in the late 60s with intricate designs representing a pictoral map of the Crosville operating area. A scan should appear on this site soon. Also to come, some pages from inside this wonderful 1950s express timetable book.