At least the owner of this one knew something wasn't right and worked hsi socks off over the last few months to pay for it to be put right. He had a budget to work to, and I managed to do the work and supply the parts for well under his budget.

I'd already changed the accumulators and done a few other bits about this time lat year.

My bus number (if any): RML2532

Do please illuminate the issues at those garages Brian.

I think time has quite a lot to do with this. In service this vehicle would quite likely have come in after the morning run out for a brake reline, whether scheduled or defected. The engineers would have been under the normal pressure to get everything possible ready for the afternoon run out to avoid a no bus available situation and consequent management being their usual PITA. Rushed work means mistakes. You on the other hand had the luxury of no-one breathing down your neck, so were able to take your time and do the job not just to your satisfaction, but to a standard in which you could take pride.

Time again: In service the bus would likely have had very frequent brake relines, judging from some of the late Geoffrey Hilditch's writings about provincial bus operations. The vehicle was no doubt runnng on the last set of linings fitted pre 2005.

Time again. Since leaving London service the bus has been run I guess somewhat iregularly in road conditions where mud and salt are more frequently encountereed, and then left to stand for probably at least a week before its next use. In London service the brake back plates originally fitted were removed or not specified for later production vehicles. Given the road conditions and standing time described one would expect the internals to be affected. I have found that those vehicles living in a rural environment manage to plaster the B frame under the rear wheel arches in considerable quantities of mud, a significant amount of which ends up inside the rear brakes.

In the latter days of London Buses Roy, the Department of Transport "raided" both Croydon and Peckham garages carrying out spot checks on all vehicles in the garages. At both garages a number of buses were put on the wall with whatever the Notice was, for having dangerous defects. The higher management of London Buses was none to pleased and hired a "Liaison Officer" to work with the DTP.

Streatham's alleged maintenance record irregularities led to South London losing its O License and its cheap sell off to Cowies.
This may be isolated, but I remember an "ICON" lover making all sorts of allegations of crap brake works against a maintainer a lot of people used as , although when tasked for details by Claire Green none were forthcoming....

My bus number (if any): RTL 960, RMC 1458, RM 1585 and several RTs

When I ran Nostalgiabus at Mitcham in the 1990's, we had a small fleet of RMs bought from an independent operator north of the M25. Whilst they looked nice, were not the best looked-after underneath. However, we spent a lot of time and money getting them right.

One young driver whom I'd known since he was about 3 decided the brakes on one particular bus were no effing good after he nearly rear-ended a car in Morden. He brought the bus back to the garage complaining bitterly. I told him to take out an Olympian, he refused, I suspended him and later dismissed him. I told his conductor to get on the back of the bus. "Oh, are we going out in service?" "No, we're going down the testing station", which was about 2 miles away.

The bus was put through a voluntary brake test and passed with flying colours; it had 8 apps in reserve which the conductor decided to argue with the ministry man wasn't enough and was told in no uncertain terms that in his opinion was more than sufficient for a reserve brake application! That put him in his place.

Oddly enough nobody else complained about the brakes.

My bus number (if any): RML2532

Hi Roythebus,
Sounds like you have been busy with 2325! I had the rear breaks overhauled on 2463 three years ago with new brake shoes and drums. When it comes to something as important as breaks I would never undertake that sort of work myself so I had MCV Engineering at Great Yeldham do the work for me.

They noticed during a pre MOT inspection that the rear linings were getting close to the wear markings so it was decided to get the bus MOT'd first then replace the shoes and drums straight afterwards. She passed the test no problems. While they were doing the rear shoes I had all four slack adjusters cleaned and greased.

In regards to the quality of maintenance in the last days of RM operation, I can't complain in the slightest with 2463, the bus was in quite good overall condition when I bought her from London United's Sheppard's Bush garage.

Now she's living a easier life in my ownership I'm quite lucky in the fact that I have got to know some people who know RM's and are willing to help, so it means I can keep the bus in good order for future years. Although she's only tested for a class five MOT, the bus has two inspections a year, one a month before the MOT and the other before the rally season starts so I know she's in good order. We also carryout a walk round inspection everytime before she goes out on the road.

Regards,
Pete.

My bus number (if any): RML 2463 & RML 2460