Web directory, archive
Search web-archive-uk.com:

Find domain in archive system:
web-archive-uk.com » UK » T » THCOACHWORK.CO.UK

Total: 199

Choose link from "Titles, links and description words view":

Or switch to "Titles and links view".
  • Harringtion Gathering 1986

    (No additional info available in detailed archive for this subpage)
    Original URL path: /1986nl9.html (2016-04-25)

  • Harringtion Gathering 1986

    (No additional info available in detailed archive for this subpage)
    Original URL path: /1986nl11.html (2016-04-25)

  • Harrington Rally 10/06/2007
    acquaintances and generally have their memories tested by the owners of the preserved vehicles on display The rally is only held every 5 years and generally attracts a wide range of Harrington products Although annual coach production was relatively small at roughly 200 units the build quality and predominant use of aluminium in construction has meant that many have lasted well into the preservation era Over the years the rally

    Original URL path: http://www.thcoachwork.co.uk/gather2.htm (2016-04-25)
    Open archived version from archive

  • Harrington KD 5296 Leyland TS2 Home James Liverpool
    Leyland s chief designer finally hit on the shape for the headlights on the Leyland 8 limousine by copying his wrist watch The designers of the time were very well aware of each others activities With regard to influences in coach design it is interesting to speculate where the styling cues came from It was the era of speed and streamlining Record breaking machinery was headline news Malcolm Campbell s epoch marking 300 mph Bluebird of 1935 featured an enormous fin which was virtually the whole back end of the car Furthermore the car was nearly as long as a coach and boasted a similar number of wheels The final version of the Observation Saloon the torpedo as fitted to KD 5296 departed from the normal Harrington features which had the rear wheel arches sweeping down to the rear bumper line Instead the style dispensed with the straight stepped waist rail and was altogether more rounded The rear wheel arches were bulbous and set the style for certain models that would appear in the 1950 s Presumably to provide a clean line Harrington left off the small vent at the side of the cab roof and the characteristic water gutter over the destination windows These features are so synonymous to Harrington bodies that some observers have supposed that in the case of KD 5296 they must have been removed by later owners but not so The sloping rear dome is somehow reminiscent of the Coronation Observation cars introduced by Sir Nigel Gresley for the highly publicised L N E R Silver Link train in 1937 It is entirely possible that Harringtons hoped to capture some of the excitement created by these trains as much as they wished to connect the dorsal fins with the Land Speed Record cars In an age before mass car ownership there was a great deal of kudos attached to travelling in vehicles which were the very height of fashion The torpedo version of the observation saloon was also relatively light and ideally suited for fitting to less powerful chassis such as the Leyland Cheetah and although the TS2 Tiger s petrol engine was not short on power the chassis was of considerably lighter construction than the later Tigers and the braking was rather more rudimentary The versatility of Harrington s production was such that although the body on KD 5296 was probably the ultimate styling development of the observation saloon in 1938 three handsome vehicles on Leyland TS7 chassis were supplied to Robin Hood of Nottingham which featured the latest extremely raked cab married to the original 1933 style step waist observation saloon without a dorsal fin Pre war Harrington bodies were not numbered but it was the practice to chalk the job number inside the saloon at the top of the main bulkhead to identify the body as construction proceeded Ultimately this number would be concealed behind the interior trim but by removal of the interior mirror the number 1766 can be seen Comparison with another vehicle with a known delivery date Leyland Cheetah EYA 923 which was supplied to Blue Motors of Porlock Somerset suggests that the body was probably finished in June 1939 This date matches well with evidence that shows Home James taxed their brand new vehicle in July 1939 And unfortunately just in time for World War II Any vehicle that survived the war must be viewed with a certain amount of wonder If KD 5296 had not recently been re bodied it would almost certainly have met it s end in the scrap drive to produce weapons As it was Liverpool was subject to regular heavy air raids particularly around the port and railways and the survival of motor vehicles abandoned as their owners took to the shelters was largely a matter of luck Nothing is known about the activities of KD 5296 during the war years Certainly unlike many other coaches she was never requisitioned by the War Department and remained with Home James for the duration It is reasonable to speculate that she was involved in moving troops around the busy city According to the registration book the tax that expired in June 1950 was the last and she was laid up For some reason the Liverpool City Treasury Motor taxation department was moved to write to Home James Garages in November 1954 to which James replied simply stating that KD 5296 was still in their possession Had she been out and about one wonders Historical researchers are able to chart the movements of vehicles with remarkable accuracy because up until the late 1960s the vehicle registration book log book was always dated and stamped with the issuing authorities location when road tax was purchased Unfortunately the movements of KD 5296 after 1950 can only be chronicled by individual s personal recollections Preservation In the 1960 s Home James got into financial difficulties and decided to sell a number of vehicles By 1965 KD 5296 and another vehicle variously reported as an Alexander bodied Tiger PS or a Tilling Stevens had been standing in James depot so long that when the time came to move them it was found that they were effectively bricked in by new building work In the end they were extracted with a crane during which process the rain gutter over the cab door was damaged and the offside front wing dented At this point the timing of events becomes a little confused One source of information has it that in the late sixties the two coaches were sent to auction at Battersby s Garage in Morcambe and went their different ways KD 5296 apparently was purchased by the late Stuart Rutherford who ran Earnside Coaches at Glenfarg just South of Perth However his son David who now runs the business recollected that they bought KD 5296 from coach operators and dealers Florence Grange at Morecambe in 1978 during a shopping trip for some modern vehicles So it could be that there was

    Original URL path: http://www.thcoachwork.co.uk/kd.html (2016-04-25)
    Open archived version from archive

  • 372 VRF Foden PVRF6 Harrington Wayfarer Bassetts Coachways
    the body had been fitted it was registered on 1st June 1951 As previously mentioned VRF 372 was the second of three Harringon bodies on Foden PVR chassis Due to the time between construction and delivery of chassis number 30664 the first finished example from Harrington body 910 which went through the previous month was actually on a younger chassis It was last used in 1966 In the late 1970s a considerable amount of restoration work was done on the wooden frame but owing to pressure of work this was not completed and the coach was stored away until August 1999 when the decision was made to sell Foden PVR The Foden rear engine chassis was introduced in 1950 and was a variation of an existing front engine design The rear engine layout meant that the chassis was suitable for the types of bodywork now being fitted to under floor chassis designs from large manufacturers such as AEC and Leyland Despite the fact that this particular configuration is now widely accepted in the bus and coach business the Foden failed to find the sales its advanced specification deserved Only 54 chassis were delivered to the UK market In true Foden tradition it was heavily over engineered and this was reflected in the price Also in a traditionally conservative market still coming to terms with the passing of the half cab style many features of the chassis may have represented too much of a change at that time The provision of sidelockers was looked upon as a poor substitute for a large boot which of course now had an engine in it The brakes are a complicated Lockheed hydraulic over hydraulic system This features an oil pump driven by the engine which provides a constant circulation of high pressure fluid When

    Original URL path: http://www.thcoachwork.co.uk/vrf372.html (2016-04-25)
    Open archived version from archive

  • JAP 698 Harrington Contender Audawn Luxury Coaches Corringham
    Click thumbnail for larger image or sedan chair for index

    Original URL path: http://www.thcoachwork.co.uk/jap698.htm (2016-04-25)
    Open archived version from archive

  • YYB 118 Dennis Lancet UF Hutchings & Cornelius
    first eleven buses in this style had been built as Harrington Contender integrals for Maidstone District at the end of 1955 and although records are not complete it looks like H C could have placed the first order for the body to be supplied on a separate chassis Clearly in selecting coachwork H C concentrated on the practical rather than the aesthetic which perhaps makes the choice of the rather exotic Dennis chassis a bit of a surprise The appearance of the H C body is extremely plain There is only one chrome framed windscreen opening as required by law at the time and the near side screen is simply rubber mounted looking as if H C could not afford two proper screens which may have been the case Though specially made for each vehicle the screens are the same standard size as the M D Contenders so making up the vehicle height as a result of the Lancet s low driving position has resulted in a deep blank area above the screens Exterior bright trim is limited only to a strip which covers a body seam below the windows The usual bumper and edging strip around the wheel arches are noticeably absent Built at the same time PHR 829 the same style body on a Leyland chassis was delivered to Silver Star of Salisbury and had the more typical bells whistles a full set of framed windows and trim plus chromed air louvres in the front panel Perhaps H C were not so daft though anticipating panel damage on the narrow West Country roads Alternatively they spent so much on the chassis the body was made down to a price It has been suggested that the seating was subject to a grant The first bus YYB 117 had full

    Original URL path: http://www.thcoachwork.co.uk/YYB%20118.htm (2016-04-25)
    Open archived version from archive

  • TH Collection Harrington Crusader Bedford SB J Abbott & Sons Blackpool
    which would have included feeders to the tour coaches It is assumed that these latter duties would have included the Crusaders especially since the original concept of the design was high passenger capacity with lightweight seats which were not quite as comfortably upholstered as the usual Harrington seats In 1965 photographer Alan Watkins captured PFR 747 down in Taunton in Somerset He noted the owner as Terraneau of North Molton Like Abbotts they had a grey and red livery but unlike Abbotts were not too concerned that all their should coaches carry it in a uniform fashion They may have been tempted to the Crusader purely by the fact that it was already in the right colours By this time the bottom of the fibreglass front panel was of a later type than that used on the first Crusaders This change concerned the shape of the fibre glass moulding around the destination display which for the first few bodies was different depending on the chassis make As production gained pace a universal item was developed which could be fitted to all types Presumably at some time PFR 747 had an accident and a repair section was grafted in Such are the advantages of fibreglass Photo Alan Watkins Please visit Alan s extraordinary record of coaches old and new at Forty Years of Coach Photography There is no other information to hand regarding PFR 747 s further owners or activities Many so called light weight coaches would be expected to have a lifetime not far in excess of 10 years frequently experiencing rougher and rougher use towards the end So it was rather surprising to find that by August 1981 PFR 747 had travelled back to the other end of the country and still appeared to be in reasonable condition when it came to rest at Ted Heslops yard in Hexham Here it could well have met its end but presumably was deemed too good to scrap It had lost its petrol engine by the time local man Steve Oliver spotted it in 1990 and decided it was what he wanted for conversion to motor caravan A Bedford 330 diesel was obtained from Ted and fitted Technically this changed PFR from an SB3 to an SB5 Bedford SB engine codes Year Code Type 1957 1 Bedford 300 cubic inch diesel 1957 3 Bedford 300 cubic inch petrol 1959 8 Leyland 0 350 diesel 1962 5 Bedford 330 cubic inch diesel 1963 13 Leyland 0 370 diesel Taken by Steve Oliver the photograph left shows PFR 747 during the engine replacement At this time it appears to be still in original livery Steve fitted out the Crusader for use as a caravan and he his partner and eventually two children enjoyed many long trips on the coach including across to the continent The seats were taken out and stored When Steve re located to Wales the seats remained in storage in Newcastle where after a few years someone thinking they were unwanted

    Original URL path: http://www.thcoachwork.co.uk/pfr747.html (2016-04-25)
    Open archived version from archive

web-archive-uk.com, 2016-10-23