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Midland Red Early Days

Lloyd I've plugged your additions and corrections back into post #175. I owe you a few francs!

I must try to curb my appetite for Midland Red numerology. The trouble is your mouth-watering pictures get me going! Keep the pictures coming though. I'll try to control myself!

Worcestershire tramways are proving to be quite complicated. Have patience!
 
2010-04-06 11:16:37

The Nuneaton Bus Disaster 1924.

Lloyd (in post #178) mentioned that buses had to be downseated from 32 to 31 to guarantee that the emergency exit was always accessible. One of the causes of this regulation was a tragic bus fire in 1924.

In 1917 Mr T Williams had established the Trelawney Bus Co (Stockingford, Warwickshire) and started with a Nuneaton (Queens Rd) – Haunchwood Rd – Whittleford service. All went well until Monday 30 Aug 1924 when a small bus of his caught fire on the "Cock and Bear" bridge in Queens Rd, Nuneaton. Tragically, seven passengers were burned to death:

Miss Louisa Emily Booth (Stockingford);
Miss Marjorie Hammersley (Foleshill);
Mrs Winifred Handley (25 Whitehouse Crescent, Stockingford);
Joseph Rogers (Quarry Yard, Stockingford);
Herbert Rollason (64 Cross St, Stockingford) who lost his life trying to save others;
Miss Mary Smith (five-year-old daughter of Walter Smith);
Walter Smith (46 Haunchwood Rd, Nuneaton) who saved his wife and son at the cost of his own life.

News of the disaster and subsequent inquest spread as far as Australia, where the Melbourne Argus (17 Sep 1924) reported:

"Motor-'bus on Fire. LONDON, Sep 16. An inquiry has been held concerning the recent fire in a motor-'bus at Nuneaton, in Warwickshire, states a Reuter message. The 'bus was crowded with passengers, several of whom were burned to death. The jury returned a verdict of accidental death caused by the ignition of petrol fumes, a match having been struck while the petrol tank was being refilled. The Australian Press Association reports that the jury condemned the practice of filling the petrol tank while a 'bus was loaded with passengers."

On 9 May 1932 Midland Red took over Mr Williams's Nuneaton – Stockingford service.

[Sources: The Nuneaton Society's Chronicle 1920-1929; the National Library of Australia's "Australian Newspapers" website. Any additional information about Mr Williams, his buses or the disaster will be welcome.]
 
If, as the newpaper reports, the fire occurred while the petrol tank was being filled, then how did it take place on the bridge? Perhaps the bus had run out of petrol on the bridge.
 
The 'Cock and Bear' is on the junction of Queens Rd and Croft Rd (not where google maps 'red baloon' says it is), with the town's Manor Park football ground next door. Next to that is a bridge over the canal, both in Croft Rd as this map shows. This must be the site of the tradgedy.
 
2010-04-08 21:55:27

Worcestershire Public Transport. Part Two: The Tramway Era 1880-1930.
[Corrections, additions and comments welcome.]

One of the problems with recounting the story of the tramways of Worcestershire is geography. Some parts of pre-1974 Worcestershire (for example Cradley, Dudley, Halesowen, Oldbury and Stourbridge) are now part of West Midlands. Dudley itself used to be a small "island" of Worcestershire completely surrounded by Staffordshire! I have decided to postpone consideration of the many Black Country tramways (with their rich Midland Red connections) such as the Dudley & Stourbridge Steam Tramways Co Ltd (1882-1898) and the Kinver Light Railway Co Ltd (1901-1930). In Parts Two and Three I shall restrict my attention to the remainder of Worcestershire (centered on the towns of Bewdley, Bromsgrove, Droitwich, Evesham, Kidderminster, Malvern, Pershore, Redditch, Stourport, Upton and Worcester). So far as tramways are concerned, this leaves just those based on Worcester and Kidderminster (1895-1928).

The Worcester Tramway 1879-1928.
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On 20 Nov 1879 James Carlton (gentleman) and George Levick (civil engineer) of London (but with an office at 13 Cornmarket, Worcester) gave notice of application to the Board of Trade (BoT) for a provisional order for a horse tramway in Worcester. This application seems to have come to nothing.

By 1881 Tramways Trust Co Ltd (TT) had come on the scene. Authorized by Worcester Tramways Order 1881 a 3 ft gauge horse tramway was constructed. The 3.5 mile network included three branches: [1] The Cross – St Johns ("Portobello" inn, Bransford Rd); [2] City Centre – Foregate St – Barbourne – Ombersley Rd ("Vine" inn); [3] St Nicholas St – Shrub Hill station. The depot was at St Johns (Bull Ring). The tramway opened in 1881 using one-horse single-deck tramcars. In 1884 two sets of bye-laws and regulations were published, one by TT (effective 1 Jul) and the other by Worcester Corporation (effective 5 Sep). At this time the secretary of TT was James E Costello and the town clerk of Worcester was Samuel Southall. An application of 19 Nov 1884 resulted in BoT approval of Worcester Tramways Amendment Order 1885. On 7 Jul 1885 the Corporation gave notice of another set of bye-laws (effective 10 Sep). An application of 24 Nov 1886 resulted in BoT approval of Worcester Tramways Provisional Order 1887 for tramway extensions (which were not constructed). Meanwhile TT, which had also been involved in tramway developments in south-west London, was forced into liquidation on 12 Dec 1885 by a petition of West Metropolitan Tramways Co (2 Coleman St, London).

City of Worcester Tramways Co Ltd (CWT) was established, which purchased the Worcester tramway from the official liquidator of TT. On 19 Nov 1889 CWT gave notice of application to BoT for a provisional order approving its takeover of TT. This resulted in BoT approval of Worcester Tramways (Abandonment & Release of Deposit) Order 1890. Within a few years the new company was also in trouble. On 7 Apr 1892 chairman George Plumbly presided over a meeting at the CWT registered office (33 Old Broad St, London) where it was resolved that the company should be voluntarily wound up. The winding up was completed at a final CWT general meeting on 3 Apr 1894.

Meanwhile the tramway continued to operate, and in 1893 double-deck two-horse tramcars were introduced to the fleet. In 1894 Worcester Tramways Co Ltd (WT) was established to take over and reorganize the tramway. The assets at this time comprised more than 100 horses, nine tramcars and eleven horse buses. The manager of the new firm was Richard Robert "Dicky" Fairbairn (27 May 1867 – 17 October 1941). Fairbairn had previously been employed by West Metropolitan Tramways Co (the petitoner against TT). On 23 Nov 1896 WT gave notice of application to BoT for a provisional order. This application appears to have come to nothing: I can find no reference to a Worcester Tramways Order 1897. In 1898 BET gained control of WT. Not only was Fairbairn kept on as manager, but he also won the approval of his new masters to increase staff wages and reduce working hours. On 18 May 1899 WT (34 Waterloo St, Birmingham) gave notice of application to the Light Railway Commissioners for an order in relation to a proposed Worcester & District Light Railway (involving extensions of the tramway to Sidbury and Kempsey Lodge Rd, and the use of "animal, electrical or any mechanical power"). The result was the Worcester & District Light Railway Order 1901. On 16 Nov 1900 WT gave notice of application for an Act of Parliament, which resulted in the Worcester Tramways Act 1901 (1 Edward 7 c cxci) which received royal assent on 9 Aug 1901. On 20 Nov 1900 WT also gave notice of application to the Light Railway Commissioners for an order for tramway extensions, which resulted in the Worcester (Extension) Light Railway Order 1902.

The purpose of these legal moves was to gain approval for an upgraded, extended and electrically operated 3 ft 6 in gauge tramway. With this in mind BET established Worcester Electric Traction Co Ltd (WET) on 22 Aug 1902. On 31 Oct the new company took over WT, which on the same day resolved to be wound up voluntarily. The liquidation of WT was completed at its last general meeting on 24 Apr 1906.

Meanwhile starting in Jun 1903 the old horse tramway was torn up and replaced by the new electrified track. This operation was known at the time as the "Worcester Electric Tramway Siege 1903" because of the disruption it caused in the city. Here is a contemporary illustration from the National Tramway Museum postcard collection (the site has many similar views). On 6 Feb 1904 WET opened its new tramway with lines to Barbourne, Shrub Hill and St Johns. Over the next few months lines to Rainbow Hill, London Rd and Bath Rd were opened. The initial rolling stock comprised fifteen Brush four-wheel O28/22 tramcars (fleet numbers 1-15) with direct half-turn stairs, all mounted on Brush 6 ft wheelbase trucks with Dick Kerr equipment. The new trams appeared in a livery of Brunswick green and light buff (or holly green and cream!). The depot was still at St Johns (Bull Ring). On 15 Nov 1904 a new set of bye-laws was approved by Worcester Corporation (effective 1 Mar 1905). On 20 Mar 1906 WET published its own set of bye-laws (effective 1 Jun 1906) which appeared over the signatures of directors H S Day and W G Bond, and secretary H A Stagg. On 25 Aug 1906 the St Johns line was extended to Malvern Rd.

In Jun 1908 political pressure forced Richard Fairbairn to resign as WET manger (giving up a salary of about £1,000 a year and a company house). He was now free to devote himself to political work, and became permanent secretary and agent for the Worcester Liberal Association. James Ritchie Groves became the new manager and took over the company house ("Oakland House", 12 St Johns).

In 1919 motormen's screens were fitted to the tramcars, and in 1921 two additional tramcars were acquired (fleet numbers 16-17). The new cars were ex-Dudley Stourbridge & District Electric Traction Co Ltd (fleet numbers 15 and 17). They were open-top versions of standard Tividale double-deck cars with normal stairs and vestibules, mounted on reconditioned Brush trucks (lengthened to 7 ft wheelbase) with English Electric equipment.

On 25 Nov 1925 Worcester Corporation gave notice of application for an Act of Parliament giving it the power to operate tramways, trolleybuses and motor buses in Worcester and up to about five miles beyond the city. The result was the Worcester Corporation Act 1926 (16 & 17 George 5 c xcvii) which received royal assent on 4 Aug 1926. The WET tramway was taken over by the Corporation. It is remarkable that the town clerk at this time was the same Samuel Southall who issued the first tramway bye-laws in 1884.

On 31 May 1928 the Corporation closed the tramway. Tividale cars 16-17 were transferred to Cheltenham (fleet numbers 24-25). Services were replaced from 1 Jun by Midland Red buses. WET survived as a shell company until wound up by resolution of members at an extraordinary general meeting of 17 Sep 1934.

[Sources: Hardy’s BMMO Volume1 (1961); Worcester Trams (page 1, page2); London Gazette.]

[A biography of Richard Fairbairn and the story of Kidderminster tramways will follow.]
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2010-04-07 09:20:37

Worcestershire Horse Bus Era 1850-1915.
[Additional information. See post #177.]

The City of Worcester Tramways Co Ltd fleet included eleven horse buses. Worcester Tramways Co Ltd (WT) took these over in 1894 and operated services to Kempsey, Hallow, Ombersley, Callow End and Fernhill Heath. Four-horse charabancs were used for excursions to Malvern, Tewkesbury and Droitwich. These horse bus services were maintained by Worcester Electric Traction Co Ltd (WET) when it took over from WT in 1902. Horse buses replaced the trams while the tramway was being widened and electrified in 1903-1904. As late as 1908 Littlebury’s Directory of Worcester etc has the following entry for WET ("Oakland House", 6 St Johns, Worcester):

"Worcester Electric Traction Co Ltd, St Johns. Char-a-bancs, brakes etc with superior equipments and capable drivers in uniform can be hired on the lowest terms for pleasure and picnic parties, clubs, church and school treats etc etc. Write for quotations and illustrated guide to Richard R Fairbairn, manager, Tramways Office, St Johns. Telephone 81."

From 1911 the horse buses were replaced by motor buses. I don’t know when the last WET horse bus returned to the depot.

Public Transport in Leamington and Warwick 1850-1900.
[Additional information. See post #137.]

It is remarkable that the earliest reference to "omnibus" in the London Gazette relates to Leamington. On 29 Jul 1831 the Gazette announced the dissolution (as of 1 Jun) of the partnership between William and George Linney, omnibus proprietors of Leamington Priors. This is just two years after Shillibeer's first London omnibus.

Midland Red at Play.
[Additional information. See post #166.]

The National Tramway Museum (Crich, Derbyshire) library contains two 1953 tickets described as: "A Cricket Match. The mayor of Dudley's XI v Midland Red XI in aid of the Old People's Coronation Tea Fund".
 
Shortly after the Worcester tramway replacement, a Midland Red conductor stands in front of an SOS QL at The Cross, his shiny Bell Punch ticket machine contrasting against his dark uniform. Foregate Street railway bridge can be seen in the mist behind the bus, and in fact most of the buildings there are still standing, even the cast-iron bus shelter, but as the road is now one way in the opposite direction the shelters are adapted to house shoppers bicycles, as can be seen in this modern view.
 
Thanks for adding to the Worcester theme Lloyd. An interesting picture. It's good to see Midland Red buses in a historical and social setting.

2010-04-07 10:00:31

Worcester Tramway Pictures.

The National Tramway Museum postcard collection contains this nice one of a Worcester parade starring two electric tramcars (fleet numbers 6 and 7), a horse bus and a very smart horse-drawn coach carrying "soldiers".

There are many more postcards here. Most of them are tinted photographs with trams in the far distance. Interesting though. There also two pictures of Worcester trams in the NTM photograph collection here and here. Not so good of the trams but rather attractive shots of old Worcester.

The BBC "Hereford and Worcester" website has a brief account by Leslie Oppitz of the Worcester tramway with some annoyingly small pictures with views of: double-deck horse trams (1904); electric tram 10 (c 1907); electric tram (1904).

The Malvern Industrial Archaeology Circle has two pages on the Worcester tramway with picture postcards: page 1, page2.

[Does anyone know of any more pictures of Worcester trams or horse buses?]
 
You're a whizz with those walk-through maps! I could show you one of my house with my washing on the line - but I won't!
 
Startin Again (sorry folks!)

I've been exchanging e-mails with the present boss of Startin Group Ltd. Here's his latest message. I'll keep the forum informed (or in-forumed) of developments.

"I believe there were two Startin brothers and they owned a coach building
company, However, they had a fall out and the younger brother, Thomas
Startin Jnr created our company in 1840, building horse drawn carriages for
the gentry of the day. I believe the original company went out of business
some years later and the elder brother moved into other things. Perhaps this
is why you are coming up with different companies. As I said, I think my
Father might be able to shed more light for you upon his return to the UK.
Kind regards
Gerald Freeman F.I.M.I
Group Managing Director
Startin Group Ltd Registered in England No 543964"
 
2010-04-08 22:01:45

Richard Robert "Dicky" Fairbairn (27 May 1867 – 17 October 1941).
[Corrections, additions and comments welcome.]

Richard Fairbairn was born in London and emigrated with his family to Canada in the 1870s. His first job was selling newspapers for an aunt on the streets after school. The family returned to London in 1880 and he was employed for a time by W H Smith as a newspaper seller at Ludgate Hill station for 6 shillings a week. He later worked for one of the evening newspapers in various roles, ending up as a reporter. His father and namesake was secretary and later president of the Amalgamated Society of Watermen & Lightermen, and was prominent in the activities of the labour movement, especially around the time of the 1899 London dock strike. The elder Richard Fairbairn died in 1916.

The younger Richard Fairbairn participated in the elections of 1885, 1886 and 1892 and was secretary of the Rotherhithe Liberal Association when Dr Pankhurst was a candidate. He married in 1892 by which year he was employed by West Metropolitan Tramways Co. [See note below.] He was appointed manager of Worcester Tramways Co Ltd (WT) in 1894. British Electric Traction Co Ltd (BET) took control of WT in 1898 and kept Fairbairn on as manager. The same year he increased staff wages and reduced working hours. In 1899 he was elected as a Liberal member of the Conservative-dominated Worcester City Council. On 27 September 1899 he was appointed manager of the Birmingham General Omnibus Co Ltd (one of Midland Red's "ancestors") following its takeover by BET. When WT morphed into Worcester Electric Traction Co Ltd (WET) on 31 Oct 1902, he continued as manager.

In June 1908 Richard Fairbairn was obliged to resign from WET due to his political activities. Taking a huge reduction in salary, he became permanent secretary and agent for the Worcester Liberal Association and devoted himself to political activism. He was a Liberal member of Worcester Council 1899-1941 and Liberal MP for Worcester 15 November 1922 – 6 December 1923. He became mayor of Worcester in November 1940 at the venerable age of 73.

[Note. Denise Mylechreest gives "West London Extension Tramways" as Richard Fairbairn's employer before he came to Worcester. I have been unable to trace any company of that name. When Richard Fairbairn married in 1892 he was presented with a silver tea service by West Metropolitan Tramways Co, presumably his then employer (source: National Tramways Museum). West Metropolitan Tramways Co (sic) was established by act of parliament on 10 Aug 1882 to take over the defunct West Metropolitan Tramways Co Ltd (sic) which in turn had been statutorily created in 1879. The horse tramway in question linked Acton with Shepherd's Bush and was first opened in 1874 by the quaintly named Southall, Ealing & Shepherd's Bush Tram-Railway Co. The West Metropolitan companies operated through enabling legislation. One of these acts was West Metropolitan Tramways Extension Act 1884, from which Mylechreest might have derived her version of the company name. West Metropolitan Tramways Co was taken over in 1894 by London United Tramways Co Ltd, a company created by Bristol tramway entrepreneur George White.]

[Reference: Denise Mylechreest. A Singular Liberal: Richard Robert Fairbairn and Worcester Politics 1899-1941. University of Coventry and University of Worcester, 2008. Masters thesis. Accessed from WRaP[FONT=&quot].]

[Lloyd, I believe you knew the son of this fascinating "tramway man".][/FONT]
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2010-04-07 17:20:13

Worcestershire Public Transport. Part Two: The Tramway Era 1880-1930 (continued).
[Corrections, additions and comments welcome.]

The Kidderminster Tramway 1895-1928.

An electric tramway linking the northern Worcestershire towns of Kidderminster and Stourport was first mooted in May 1895. On 14 Nov 1895 application was made to Parliament for an Act to authorize the construction and operation of a 3 ft 6 in gauge electric tramway (the London Gazette of 26 Nov contains four pages of details). The result was the Kidderminster & Stourport Electric Tramway Act 1896 (59 & 60 Victoria c ccxxviii) which received royal assent on 7 Aug 1896. As the longer title ("An Act to incorporate the Kidderminster and Stourport Electric Tramway Company and to empower the Company to construct Tramways; and for other purposes") makes clear, the Act established Kidderminster & Stourport Electric Tramway Co Ltd (KSET) as a statutory company. Authorized tramlines were:

[1] Kidderminster (Oxford St) – Bridge St – New Rd – Brintons Park – Foley Park – Main Rd – Stourport (Lombard St) – Foundry St – High St – Bridge St (with a "run round" loop). A three-mile single track with passing loops.
[2] Kidderminster (Oxford St) – Station Hill – Short Heath – Somerleyton Ave. Five furlongs.
[3] Kidderminster (New Rd) – Depot. The depot and power station were located in what is now (but was not then) called Tram St.

The contract for works was placed in Jul 1897 with Kidderminster contractor George Law. In Apr 1898 the Kidderminster Shuttle reported that most of the works were complete (except for the track across the GWR level crossing at Stourport) and nine of the planned ten cars ordered. The cost of the works was just shy of £23,315. On 18 May 1898 the Board of Trade (BoT) sent inspectors Sir Francis Marindin (mechanical works) and Major Cardew (electrical works) to report on progress. Their report advised a 5 mph speed limit in the urban zone and 12 mph in open country. On 25 May 1898 the KSET tramway was opened.

The original rolling stock comprised ten enclosed four-wheel single-deck 24-seat cars and open cross-bench trailers. Both were made by Brush and mounted on Brill 21E trucks. Some of the trailers were soon motorized. An accurate fleet history was not recorded, and cars were frequently exchanged (as was common practice amongst Black Country tramway companies). The fleet never contained more than thirteen trams.

On 21 Oct 1898 Kidderminster Borough Council gave notice (over the signature of town clerk James Morton) of application to BoT to transfer powers in accordance with the Kidderminster Electric Lighting Order 1891 to a new firm entitled Kidderminster & District Electric Lighting & Traction Co Ltd (KDELT). On 1 Dec 1898 the first set of KSET bye-laws and regulations took effect over the signatures of directors John S Raworth and Emile Garcke, and secretary H S Hodgson. The presence of British Electric Traction Co Ltd (BET) heavyweights Raworth and Garcke on the KSET board indicates that BET had already invested heavily in KSET. On 19 Dec 1898 KDELT acquired a controlling interest in KSET, and in about 1900 BET took over KDELT. KSET continued to exist and the tramway was not renamed.

On 26 May 1900 KDELT gave notice of application to the Light Railway Commissioners for an order authorizing a Kidderminster (Oxford St) – Wrebbenhall – Bewdley (Load St) "light railway" (tramway). This proposed extension of the KSET tramway was not followed up.

From the early 1900s the KSET tram fleet was augmented by single-truck open-top cars. Four of these (all slightly different in detail) were ex-Dudley Stourbridge & District Electric Tramway Co Ltd single-deck cars made by Electric Railway & Tramway Carriage Works (Preston) on "Lord Baltimore" trucks. The other was converted from one of the original single-deck cars, with reversed stairs added and vestibules removed.

In May 1904 the Birmingham & Midland Tramways Joint Committee (BMTJC) was established to co-ordinate the activities of BET tramway companies in the Midlands. Both KSET and KDELT became members. On 16 Nov 1905 KDELT gave notice of application to BoT for an order giving the company various powers in connection with tramway operations, power generation and power supply (the London Gazette of 24 Nov has two pages of details). In Nov 1907 KSET began a tramway parcels service on the model of the BMTJC Tramways Parcels Express. By 1912 Arthur Charlton was manager of KDELT (10 Vicar St, Kidderminster).

Motor bus competition began seriously to impact the profitability of the KSET tramway. On 31 Dec 1923 the Somerleyton branch was closed and replaced by a motor bus service. On 26 Nov 1925 KSET gave notice of application to Parliament for an Act giving the company power to operate buses on roads within five miles of its tramway routes. The result was the Kidderminster & Stourport Electric Tramway Act 1926 (16 & 17 George 5 c lxxiii) which received royal assent on 4 Aug 1926.

By 1926 the double-deck tramcars had been withdrawn and service was maintained by about five standard vestibuled front-exit single-deck cars (of a standard type designed and built at the BMTJC Tividale works since 1917). Seating capacity was 34 on longitudinal seats. Various types of reconditioned trucks were recycled from old cars and extended to 8 ft 6 in wheelbase. A few of the original tramcars were also kept for use as "extras".

On 2 April 1929 (Hardy has 30 Nov 1928) the last tram left Kidderminster at 5.20 pm. On 3 Apr 1929 Midland Red bus service 289 took over. The superannuated trams were stored for a while and eventually broken up at a site in Lisle Avenue, Kidderminster. The members of KSET resolved to voluntarily wind up the company at an extraordinary general meeting chaired by P M Rossdale on 6 Dec 1929. KDELT, no longer a public transport operator, was renamed in 1930 to Kidderminster & District Electric Supply Co Ltd and was eventually absorbed by the Midlands Electricity Board. Kidderminster & Stourport Electric Tramway Act 1896 and Kidderminster & Stourport Electric Tramway Act 1926 were finally repealed in 1998.

[Sources: Hardy’s BMMO Volume 1 (1961); Kidderminster Civic Society Report: Kidderminster Stourport Tramway (with illustrations and maps); London Gazette website. And here is an ad for a book which would have been very useful to me!]

[Still to come: Worcestershire Motor Buses 1900-1950. I’ve saved the best till last!]
 
2010-04-08 22:21:37

Kidderminster Tramway Pictures.

NTM photograph collection: tramcar # 1 (depot, 1898); tramcar # 2 (Somerleyton, with motorman and conductor); tramcar # 3 (Comberton Hill Rd, Kidderminster); tramcar # 3 (Oxford St, Kidderminster); tramcar # 6 (Bridge St, Stourport); tramcar # 6 (Comberton Hill, Kidderminster); tramcar # 6 (Worcester Cross, Kidderminster); tramcar # 8 (double-decker terminus); trailer # 9 (depot, 1898); trailer # 9 (depot, 1899, mirror image!); tramcar # 19 (double-decker, High St, Stourport); tramcar (Station Hill, Kidderminster); depot (1898); depot (1898).

NTM postcard collection (not many trams!): High St (Stourport); High St (Stourport); High St (Stourport); High St (Stourport); The Bridge (Stourport); Station Hill (Kidderminster); Oxford St (Kidderminster); Worcester Cross (Kidderminster); various (Kidderminster); Comberton Hill Rd (Kidderminster, with tramcar # 3); Station Hill (Kidderminster, with tramcar); Oxford St (Kidderminster, with tramcar # 3).

Alan O Watkins postcard collection: High St (Stourport, with tramcar); Lombard St (Stourport, with motorized trailer); Bridge St (Stourport, with tramcar # 2).

London Transport Museum photograph collection: single-deck tramcar[FONT=&quot] (with seven staff).
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No Music, Please!

In the potted tramway histories recounted above, much is made of bye-laws and regulations. This is because in the early days such bye-laws were required to be approved by the Board of Trade, and were often published in the London Gazette. My favourite is number 4 in a set of bye-laws of the Worcester Electric Traction Co Ltd gazetted on 3 Apr 1906: "No passenger or other person shall while travelling in or upon any carriage play or perform on any musical instrument."
 
2010-04-08 09:16:11

Worcestershire Public Transport. Part Three: The Motor Bus Era 1905-1950.
[Corrections, additions and comments welcome.]

While there were other Worcestershire motor bus operators in the early 20th century, the principal players were the two BET electric tramway companies whose origins and early days have already been described: [1] Kidderminster & District Electric Lighting & Traction Co Ltd (KDELT) with its subsidiary Kidderminster & Stourport Electric Tramway Co Ltd (KSET); [2] Worcester Electric Traction Co Ltd (WET).

The earliest Worcestershire motor bus of which I am aware is a 1905 chain-drive Commer charabanc (registered AB966) which was purchased new by Richmond Motor Service (Droitwich). This firm was an off-shoot of Richmond House Boarding Establishment (3 Ombersley St, West Droitwich) which was operated by Mr and Mrs W M Harris. The charabanc was used for trips to Malvern from the various Droitwich hotels. In about 1909 it passed to WET. Its body and registration were transferred in 1913 to a new Leyland chassis; what became of the Commer chassis is unknown. The 1913 Leyland is pictured with the 1905 charabanc body in Midland Red Volume 2 (page 179) at the village of Broadway ("Jewel of the Cotswolds") in south-east Worcestershire. The Leyland chassis was amongst those seized by the War Department in 1914 (see below).

WET acquired its first motor bus in 1908. This was a Brush single-decker with Leeds registration (U771) whose origin is otherwise unknown. The following year two more Brush single-deckers joined the fleet. Both are of unknown origin, but one of them carried the registration LN9788 (London). One of these single-deckers (possibly U771) passed to the Leamington & Warwick Electrical Co Ltd in about Aug 1910. The fate of the other two is unknown, but they were gone by the time of the Worcestershire Motor Transport Co Ltd takeover on 14 Aug 1914. The Commer charabanc mentioned above was also acquired in about 1909.

On 23 Dec 1911 WET purchased its first new bus, a 30 hp Leyland with a Brush single-deck body (registered FK311) which appeared in holly green and cream livery (as did all subsequent WET vehicles). This was joined on 25 Jan 1912 by a 40 hp Leyland single-decker (registered FK319) which was again bodied by Brush. A Leyland 40 hp charabanc (registered FK340) entered service on 6 Apr 1912. Three vehicles were purchased in 1913: FK412 on 1 May (40 hp Daimler single-decker probably with Birch B29R body); FK425 on 15 Jul (40 hp Daimler charabanc); FK440 on 24 Sep (20 hp Ford motor car). From 1911 onwards WET horse bus services were replaced by motor buses. The WET bus network was expanded with services to Malvern, Ombersley, Pershore, Rubery and Stourport. There is an intriguing picture of the WET fleet (and eight staff) taken in about 1912 (National Tramway Museum photographic collection). This picture can also be seen on page 31 of Midland Red Volume 1 where it is said to show "three Leyland and two Brush buses". The two Brush buses are those remaining from the three acquired in 1908-1909. All three Leylands in the picture appear to be buses, but one of them should be a charabanc (FK340). I wish we could read the registrations!

In Nov 1913 William "Percy" Allen (proprietor of the London-based Allen Omnibus Co Ltd) was granted a licence by Kidderminster Borough Council to operate motor buses on services from Kidderminster to Bewdley and Stourport (the latter in competition with the KSET tramway). His initial fleet comprised an unknown number of Daimler double-deckers and Straker-Squire charabancs. It is likely that two of these Daimlers had Brush O18/16RO bodies. On 11 Dec 1913 Percy Allen established Kidderminster Stourport & Bewdley Motor Omnibus Co Ltd (KSBMO) to operate his bus services in the district.

In Dec 1913 KDELT acquired a Ford touring car (registered AB908). This passed into the Midland Red ancillary fleet in Sep 1915, and its later glamorous history has been told before (post #86).

To counter KSBMO competition, early in 1914 KDELT hired a number of Tilling-Stevens single-deckers from Midland Red and hired or borrowed some Daimler open-top double-deckers from Northern General. The Tilling-Stevens buses were used on Kidderminster – Cookley and Kidderminster – Bewdley services, and the Daimlers on Kidderminster – Bewdley and Kidderminster – Stourport services.

In Jan 1914 the WET Leyland charabanc (FK340) was transferred to British Automobile Traction Co Ltd (Deal). It joined the fleet of the new East Kent Road Car Co Ltd in Sep 1916.

On 12 Feb 1914 KSBMO became a BET subsidiary as a result of an agreement involving twelve parties, including KSET, KDELT, Allen Motor Omnibus Co Ltd, Midland Red and a number of Black Country tramway companies. On 22 July 1914 KSBMO was renamed to Worcestershire Motor Transport Co Ltd (WMT). There is no record of which KSBMO buses passed to the new company, but it is possible that at least two of the Daimler double-deckers were included.

Meanwhile on 23 Mar 1914 WET acquired a Commer single-deck bus (registered FK480 and possibly with chassis number H116), followed on 27 Apr 1914 by three 36 hp Leyland single-deckers (registered FK496-498).

On 24 Jul 1914 KDELT purchased three Leyland 40 hp buses with Brush B29R bodies (registered FK537-539) which appeared in red livery. Three more identical buses (registered FK542-544) arrived on 1 Aug 1914.

On 14 Aug 1914 the new WMT opened for business, incorporating the motor bus operations of KDELT in Kidderminster and WET in Worcester. The WMT fleet comprised: six ex-KDELT Leylands (FK537-539, FK542-544); ten ex-WET vehicles – five Leyland single-deckers (FK311, FK319, FK496-498), two Daimler single-deckers (FK412, FK445), a Daimler charabanc (FK425), a Ford car (FK440) and a Commer single-decker (FK480); an unknown number of ex-KSBMO buses. WMT inherited the new WET depot at Worcester (East St) which was a former skating rink. The livery adopted was the KDELT red. There is a picture of FK539 in WMT livery in Midland Red Volume 1 (page 30 top left); the same picture has been posted by Lloyd here.

There is one other bus in the WMT fleet at this time whose origin is something of a mystery. This is 1913 Daimler CD (chassis number 614) with B32R body registered AB3342. This passed to Aldershot & District Traction Co Ltd in 1914 (as recorded in Peter Gould’s fleet list). It received fleet number CD13 and a recycled Brush 29-seat body in 1922, a Strachan & Brown 26-seat body in 1926 and was withdrawn in 1929. This bus was possibly ex-KSBMO.

On 19 Aug 1914 WMT acquired a 40 hp Leyland bus with Brush B29R body (registered FK554), followed the next day by three more identical buses (registered FK552-553, FK555). The last WMT purchase was in Sep 1914: a Rover 3.5 hp motor cycle (registered FK562) which was based at Worcester depot.

By this time World War 1 had begun. In Oct and Nov 1914 the War Department confiscated all [perhaps not quite all – see note below] WMT motor bus chassis at Kidderminster and Worcester. Obviously this forced a cessation of all services. Fortunately Midland Red was able to come to the rescue, because the War Department wasn't interested (at first) in petrol-electric vehicles. On 1 Oct 1914 Midland Red purchased the entire share capital of WMT, which survived as a non-operating Midland Red subsidiary. All WMT services were taken over. These included: Kidderminster – Cookley (became service 40); Kidderminster – Bewdley (service 43); Worcester – Rubery (merged into service 25 Birmingham – Malvern).

[Note. The chassis of ex-WET Commer single-decker registered FK480 might have escaped the clutches of the War Department. Midland Red fleet number A320 (one of the Commercial Goods Services fleet) is recorded ex-WMT Commer with chassis number H116. There are no other details for A320, except that the registration is given as possibly FK311 (which was originally on a WET 1911 Leyland single-decker). The only possible ex-WMT Commers are FK480 and the 1905 Commer chassis ex-AB966 in 1913. The most likely candidate is surely FK480.]

Ten "red" bodies (Brush B29R from six ex-KDELT Leylands and four 1914 WMT Leylands) received Midland Red body numbers BB90-99 and were mounted on 1914 Midland Red Tilling-Stevens TS3 chassis (registered OA7090-7099). No fewer than six of these TS3s are pictured in Midland Red Volume 1 wearing their ex-WMT bodies: OA7090 (page 31); OA7091 (page 30 top right); OA7092 (page 31 top); OA7093 (page 30 bottom left); OA7094 (page 30 bottom right and page 31 top); OA7096 (page 30 bottom left). BB99 passed to Potteries Electric Traction Co Ltd in 1924.

Certain other ex-WMT bodies were used by Midland Red. BB100-101 (unknown O18/16RO possibly originally on KSBMO Daimler double-deckers) were mounted on ex-Scottish Motor Traction Tilling-Stevens TTA2s (registered OA7100-7101) in 1914. BB100-101 passed to Birmingham Corporation Transport (under the Birmingham Agreement) in Oct 1914 on Tilling-Stevens TTA2s (registered in the range O9927-9929). BB102 (Birch B29R probably originally on FK412) was mounted on ex-Scottish Motor Traction Tilling-Stevens TTA2 (registered OA7102) in 1914 and passed to Ribble Motor Services Ltd in 1921. BB123 (Birch B29R probably originally on FK445) was mounted on 1914 Tilling-Stevens TS3 (registered OA4555) in 1920 and passed to Potteries Electric Traction Co Ltd in 1924. OA4555 is pictured wearing its ex-WMT body in Midland Red Volume 2 (page 152).

The ex-WET Ford car (FK440) was sold in Oct 1917 to Shropshire Worcestershire & Staffordshire Electric Power Co Ltd, and the ex-WMT Rover motorcycle (FK562) was sold in Apr 1919. The "ghost" company WMT was finally wound up on 21 Oct 1946.

[Please let me know of any other pictures relevant to this post.]

[Just for the record, here are the opening dates of Midland Red depots in Worcestershire (excluding the Black Country): Bromsgrove (BE) 26 Jul 1920; Evesham (EM) 25 Aug 1931; Kidderminster (KR) Nov 1914 (Midland Red at first used the ex-KSET "Tram St" depot until New Rd depot was opened on 30 May 1930; Midland Red also used the former P Owen & Sons George St depot 26 Nov 1938 – c 1949; it was sold in 1957); Malvern (MN) 10 Sep 1954 (Midland Red leased premises from W & B Woodyatt Ltd from Jan 1930; this was an outstation of Worcester depot); Redditch (RH) 1 Jul 1931; Worcester (WR) 1 Oct 1914 (Midland Red at first used the WET St Johns tram depot until it acquired the ex-WMT East St depot in Apr 1921; Padmore St depot was purchased from WET on 31 May 1928).]
 
As far as I know there's only one! In a few years time I'll be pacing up and down in my cage at Hobart Zoo!!??!!

Good to have you back Lloyd; I've been talking to myself for a while.

:cool:
 
Reluctant as I am to interrupt the incredible dialogue between our Midland Red stars, (after all, two's company; three's a crowd) I would just like to add a piece about an early member of the Startin Family. CAPITAL HOUSE IN NEWHALL STREET.
November 29th, 1802. — To be Let, a very good House, in compleat Repair, fit for the Residence of a large genteel Family, containing four Rooms on the ground Floor, also a China Closet, two other Closets, and Pantry; eight handsome Lodging Rooms, excellent Cellars, spacious entire Yard and Gardens, a large Brewhouse and Laundry over, a large compleat four-stall Stable, with Saddle House, &c., now in the Occupation of Mrs. Startin.
— For Particulars please to apply at the House.​
Quoted from Aris’ Gazette in ‘A Century of Birmingham Life” by J A Langford
 
Peter, your contributions are always welcome! I wish more people would be willing to contribute (are we really so intimidating? :().

I'm carefully storing away all this lovely Startin information. One day it will be digested into a passable essay and (of course) posted here.
 
2010-04-09 09:33:37

Midland Red SOS Standard in Bewdley.

While we’re on the subject of Worcestershire, I’d like to draw attention to the magnificent Midland Red Volume 1 cover picture. This is a reproduction of a painting by George Sidney "Sid" Cooper (1935-1998) of Midland Red SOS Standard HA2450. Cooper is very fond of this particular bus and it appears in other paintings of his. It is pictured in the delightful setting of Bewdley, Worcestershire, on the service to Birmingham. I love the bloke in the foreground smoking his pipe as he watches the buses go by!

HA2450 was new in 1925 with a Brush B32F body. It was rebodied in 1930 by United (B26F) and upseated to B30F in 1935. It was withdrawn in 1938 and converted into a driver instruction vehicle. It was finally broken up in 1943 after a respectable 18-year lifespan.

Sid Cooper’s website is well worth a visit. His hyper-realistic paintings show a keen eye for the mechanical vehicle and a beautiful feeling for the urban landscape.

[How about that Lloyd? No chassis or body numbers! What admirable restraint!]
 
There are certainly a number of earlier Startin residents of Birmingham who were more elite than bricklayers. However the merchants seem to have died out and a more practical strain evolved
1777 Startin John , merchant , 30 Colmore Row
1815 Startin John, Spring-hill
Startin and Co. merchants, Summer Row
1818 Startin James & Co merchants Saturday Bridge
1823 Startin James, merchant, Harborne
1829 No Startins listed
1833 No Startins listed
1839 Startin Thomas, bricklayer, 7, Baggot street
1841 Startin Charlotte, coal dealer; 46 Banbury st
Startin Jatnes, stenciller, 115 Pritchett st
Startin Thomas, bricklayer and stenciller, 7 Bagot st
Mike
 
2010-04-09 10:37:12

Re: E & H Hora Ltd.

Hora is one of the elusive early bodybuilders for Midland Red (see posts #33 and #36). They were in business quite early in London, as is shown by this fascinating item from the British Library’s Henry "Evanion" Evans (c 1832 – 1905) collection.
 
2010-04-10 03:08:58

More Puzzle Pictures. :rolleyes:

In Midland Red Volume 1 there are two pictures of charabancs displaying mysterious numbers:

Page 41 (lower left) shows fleet number A235 (OE7313 Tilling-Stevens TS3 chassis number 1762 with Startin Ch32 body number C17). A235 was new in 1922 and originally carried bus body BB201 (BRCW B29F) but received the charabanc body later the same year. In 1925 it was fitted with a conventional gearbox and reclassified to TS3B type. It was finally broken up in 1928. In the picture we can see the bonnet number 313 (this was based on the registration) and the body number C17 (to the lower left of the front nearside door). Nothing unusual there. But number 301 is displayed in light-coloured figures on the front of the body below the nearside headlight. What is the significance of number 301?

Page 47 (lower left) gives us a front view of fleet number A241 (HA2318 Garford 20 hp chassis number 251101 with Davidson Ch18 body number C18). A241 was also new in 1922 and lasted until sold or broken up in 1925. It can also be seen on pages 45 (right centre) and 46 (lower left). In the front view on page 47 we can see number 366 in dark-coloured figures on the front of the body to the left of the nearside headlight. This number can also be partially seen in the page 46 picture (which also shows the body number). What is the significance of number 366?

[Lloyd, you must have puzzled over these numbers. Any ideas?]
 
2010-04-10 06:22:06

A more recent Startin vehicle body.

Here is a nice picture of ambulance WWP38 (Austin Sheerline DA1 with Thomas Startin Junior body). It has been preserved by "The 205 Group" in City of Birmingham Fire and Ambulance Service livery as fleet number 207, and is pictured in 2004 at Drayton Basset. I would be happy to be carted away in this sleek vehicle! Can anyone tell me the year of manufacture?
 
No idea re the mystery numbers. Many Midland Red experts are baffled by them - perhaps they were repeats of the 'hackney' licence plate number, an oval white plate at the rear of many buses and trams, but otherwise - no idea.

'WWP' registrations date from April - August 1959. Worcestershire.
 
Thanks for that Lloyd. I'm trying to digest all the Startin data into a reasonable summary. I'll post it soon.

Re "mystery numbers": there's one on HA2319 as well (see Midland Red Volume 1 page 46 top right) which begins with "36". Was the "hackney plate" still in use in 1922?
 
2010-04-10 11:07:30

The Startin Saga 1777-2010.
[I've had a good look at all the Startin data that we've collected and the following is an attempt to summarize it. I hope that this might focus our thinking and perhaps lead to new lines of inquiry.]

The Startins of Birmingham are first heard of as merchants. John Startin is listed as such in 1777 at 30 Colmore Row. By 1802 a Mrs Startin is living in salubrious accommodation in Newhall St. By 1815 Startin & Co are merchants operating from Summer Row, and John Startin is living at Spring Hill. By 1823 merchants James Startin & Co are based at Saturday Bridge.

The earliest Startin coach-builder so far discovered is Charles Startin. He is listed in 1828 as coach maker at London Rd, Newcastle-under-Lyme (northern Staffordshire). Obviously this is not Birmingham, but he might be the progenitor of the Birmingham coach-building clan. By 1835 he is based at Brunswick St in the same town.

Moving southwards, we find another Charles Startin who is listed in 1828 as a manufacturer of "coach and harness furniture brass and plated", based at Pool St, Limepit Bank, Walsall. By 1835 he is the landlord of the "Dog" public house (still in Pool St) as well as being a brass founder, and coach and harness plater. By 1839 he is at the same place, no longer pub landlord but still brass founder and plater. In 1842 he is only a brass founder (in Poole St which has acquired an "e"). By 1850 he has been joined by James Startin (possibly his son) and by 1851 it is James Startin alone, brass founder of Bank St, Walsall.

There are no Startins listed in Birmingham in the period 1829-1840.

In 1841-1842 we find Charlotte Startin (coal dealer of 46 Banbury St) and James Startin (stenciller of 115 Pritchett St), both of Birmingham.

In 1849 we begin to hear of the bricklaying Startins. William Startin is a bricklayer of Summer Lane in 1849-1853 and of Mott St (living in Whittall St) in 1858. By 1867 and again in 1875 he is at 84 Edward St, Parade. He is still listed as a bricklayer in 1892. There is also a bricklayer named Thomas Startin from 1839, but I believe him to be the founder of the long-lived body-making firm, so I'll come to him a little later.

The earliest Birmingham coach-building Startin is the partner in Richardson & Startin, coach-builders of 84.5 Edmund St and Tay's yard at 20 Great Charles St in 1849-1850. It is interesting that livery stable keepers Startin Brothers are listed in 1888-1890 as "late W Tay" and of 20-21 Great Charles St Mews. Despite the 38 year gap, it seems that there is some connection here.

In 1852-1862 there is coach-builder John Startin of 143 Icknield St E.

In 1883-1892 Henry Startin of Alcester St and Vaughton St is listed as a coach trimmer. By 1914 he is a newsagent at 12 Vaughton St S.

Now we come to Thomas Startin and his descendents. We first hear of Thomas Startin in 1839-1842 as a bricklayer (and sometimes also stenciller) of 7 Baggot St. By 1849 he has moved to 12 Baggot St, where he remains in 1850. In 1849-1853 bricklayer, stenciller and colourer Thomas Startin Junior is based in Summer Lane and 11 Grove's Buildings. By 1855 we hear of coach-builders Startin & Mackenzie of 240 Bristol St, and we know that the partners are Thomas Startin and Henry Mackenzie. I suspect (with no real evidence) that Thomas Startin the coach-builder and Thomas Startin Junior the bricklayer are one and the same person. [There is some confusion here as the Thomas Startin of the 1871 census (see below) is said to have had a father and grandfather of the same name who were also coach-builders (not bricklayers!)]. By 1862 Startin & Mackenzie had moved to Vere St and Benacre St (and for this year only 23-24 Bristol Rd). Startin & Mackenzie dissolved their partnership amicably in 1864, and Thomas Startin continued the coach-building business under his own name as Thomas Startin.

The proprietor was responsible for patent applications in 1865 and 1876. He was trustee for the indebted horse bus proprietor Abraham Whitehouse in 1866. He served as a councillor for St Mary's ward from 1873. The main address of the business seems to have been 126 Benacre St, with a branch at Vere St. It appears (based on an 1871 census entry for the Thomas Startin household at 126 Benacre St) that he was born c 1829 (this date of birth fits in well with his becoming a bricklayer c 1849) and his wife was Ann Startin (born c 1828). Their sons were Thomas Startin Junior (born c 1850), Francis Startin (born c 1854), Charles Startin (born c 1861) and Frederick William Startin (born c 1864). This Thomas Startin Junior was not listed in the census; he had probably already left home (his year of birth is a "guesstimate").

By 1878 the company was called Startin & Sons, involving Thomas Startin Senior, Thomas Startin Junior and Charles Startin (at least). By 1888 Thomas Startin Junior was in business for himself (under the name Thomas Startin Junior) as carriage builder based at Victoria Carriage Works, 71 Aston Rd N (also at 1 Holland Rd). Charles Startin is briefly heard of in 1892 as a coach and carriage builder at 158 Great Charles St. Thomas Startin Junior died on 26 Apr 1897 and the executors of his will were his wife Mary Ann and his sons Thomas Edward Linnett Startin, Ernest Henry Startin and Percy Startin. It appears that Thomas Startin Senior died in Dec 1904.

In 1907 the brothers Thomas Edward Linnett Startin, Ernest Henry Startin and Percy Startin amicably dissolved their partnership (trading as Thomas Startin Junior). The company continued to operate under the same name, and is listed in 1914 as coach and carriage builder (still of 71 Aston Rd N). I am pretty sure (again with no hard evidence) that Thomas Startin Junior was building charabanc bodies in 1922 for Midland Red Tilling-Stevens TS3s. By 1959 Thomas Startin Junior was building bodies for Austin ambulances (also hearses, I believe). In 1987 the company was purchased by the non-Startin directors. It continues today as a car dealership under the name Startin Group Ltd. The managing director is Gerald P Freeman (who has very kindly agreed to ask his father to help us with our researches).

I am pretty sure that Frederick William Startin of Aston, who is listed as carriage builder in the 1901 census and as coach body maker in the 1911 census, is the son of Thomas Startin Senior (c 1829 – 1904). He gave his age as 39 in 1901 and 46 in 1911 so there is some confusion there. Frederick Startin son of Thomas Startin is aged 7 in the 1871 census, so if these are the same person he might have overstated his age in 1901. He married Emma Woodbridge (c 1865 – 1907) in 1885 and their children were Elizabeth (b 1886), Emma (b c 1895), Thomas (b c 1897), Frederick William (b c 1900).

[FONT=&quot]As Lloyd has discovered, Birmingham even exported Startin coach-builders! Francis Startin (b c 1855 in Birmingham) was a coach body maker at Leeds by 1894 and by 1901 two of his four sons were in the same occupation! It seems to me that this man was the second son of Thomas Startin Senior.

[Thanks to all who unearthed the data on which the above is based. We've gone to a lot of trouble for such a tenuous Midland Red connection! The picture that’s emerging from the mist is quite interesting though.][/FONT]
 
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