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A mechanic (and also an enthusiast) at Halifax Corporation with first hand experience of dealing with their five Lolines once wrote a piece in the local bus club’s newsletter (and I am taking the liberty of quoting him here): "The transmission was unusual in that there was a transfer box at the rear of the engine which altered the rotation of the propellor shaft and gearbox, but allowed the propellor shaft to run along the chassis side, thus permitting a low floor level.The Dennis mechanic from their Manchester service depot spent so much time at Skircoat Garage that it began to be said he was on the payroll.
In 1961 an evaluation of the practicability of employing double deckers for the job was undertaken, initially using AEC Regent V, 220 CXK fitted with a Park Royal H38/17F body, the limited lower deck capacity arising from its adaptation to accommodate luggage in the rear portion.Between 1964-66, the 30 ft long front entrance Routemaster RM 1254 was tried out towing a separate luggage trailer, and this experiment was deemed to be successful.Thus, in 1966/67, BEA took delivery of 65 front entrance Routemasters of the shorter 27ft 8ins length with the slightly reduced seating of 56 to allow space for hand luggage at the rear of the lower deck.A Neoplan Skyliner type would be better- but a lot dearer and less patriotic?!Was luggage checked in at the city terminal- so why not just use a van?
These vehicles were renumbered RMA 53 and 49 respectively on acquisition by London Transport in 1979. Not one vestige of luxury abounded these vehicles – just a normal inside.