Buses and Traincars SCEMIA from 1918-1958 France

SCEMIA

Scemia logo

Société de construction et d’entretien de matériel industriel et agricole

Scemia advertisement

Publicité de la firme.

Soissons st Waast Renault Scemia

 Automotrice Renault Scemia
Scemia CdNaut121
 Automotrice Scemia des chemins de fer des Côtes du Nord

La Société de construction et d’entretien de matériel industriel et agricole (Scemia) a construit du matériel industriel et agricole depuis 1918, jusqu’à 1958. Elle s’est aussi spécialisée dans les véhicules de transport en commun.

À l’origine de la société se trouve monsieur André Mariage administrateur de la STCRP. Son siège se trouvait 32, rue Championnet, à Paris dans le 18earrondissement, puis 3 rue Tronchet dans le 8e arrondissement puis 67 rue Arago à Puteaux (Hauts-de-Seine)

Histoire

La Scemia commence son activité en 1918, par la construction des tracteurs agricoles Universel, sous licence anglaise comme suite à un accord établi avec la firme Saunderson. Cette production est abandonnée en 1921.

La Scemia oriente son activité après cette date vers la construction de véhicules routiers et ferroviaires en association avec Schneider puis Renault en 1923.

La Production

  • Tracteurs agricoles:
  • Véhicules ferroviaires
  • Carrosseries d’autobus
  • Carrosserie de véhicules utilitaires

Le site de production se trouvait à Villetaneuse.

Notes et références

  1. (en) Fiche sur la société Scemia, sur steel-wheels.net. Consulté le 4 avril 2013.
  2. http://www.renaultoloog.nl/bussen-francais.htm 

1919 SCEMIA antwautobus1 Belgique 1920 renault-autobus-scemia-02 1920 renault-autobus-scemia-03 1920 renault-autobus-scemia-04 1920 renault-autobus-scemia-06 1923 Scemia Chateau de Coucy 1923 Scemia EHRsce03 1924 AUTOBUS SCEMIA-CGO-SCHNEDER 1924 pennock-scemia-htm-1924-04-2 1924 Scemia abbruxellois0 1924 Scemia Anizy-le-Chateau 1924 Scemia Pennock WG25 1925 2 bussen een Chassis van Auto Traction (Minerva) en 1 op een onderstel Scemia. Bovy-Pipe 1925 SCEMIA HAO 1926-renault-scemia-turkije 1927 Scemia 10 HTM Laakhaven 1927 Scemia Istanbul 0615 iett06 1927 Scemia lijn 1 HTM 1927 Scemia's en Turkey 1928 Scemia type MA4 1930 renault-autobus-scemia-10 1931 RENAULT-SCÉMIA (1931 Model) 1948 Renault Autobus Scemia [R4151] Minerva10 pennock-1909 renault-autobus-scemia-05 renault-autobus-scemia-08 renault-autobus-scemia-09 Scemia advertisement Scemia CdNaut121 Scemia HTM Bus 11 Scemia logo Scemia madeleine Bastille Scemia Renault combi scemia17 Soissons st Waast Renault Scemia

SAVIEM Société Anonyme de Véhicules Industriels et d’Equipements Mécaniques Buses France

Saviem                Logo_saviem

Saviem
Former type Subsidiary
Industry Automotive industry
Founded 1955
Defunct 1978 (merged into Renault Véhicules Industriels)
Headquarters Boulogne-Billancourt, France
Products Trucks, commercial vehicles,Buses

Saviem (Société Anonyme de Véhicules Industriels et d’Equipements Mécaniques) was a French manufacturer of trucks and buses/coaches and a part of the Renault group. Its successors today are Renault Trucks in the truck business and Irisbus in the coach-building world.

1957 saviem zr20 1958 Saviem SC10 1959 Saviem Potsdam 1961 saviem doubledeck sc1 1961 saviem sc2 1964 saviem s45 1964 saviem s53 1964 saviem s105 1964 saviem sc10 1964 SAVIEM ZF 20 boekje 426 1964 SAVIEM ZR 20 boekje ((DALFOZ) 1966 Saviem S45GT

© Edward J Busst

1968 Saviem SC 10 U 1968 SAVIEM SC10 (2) 1968 Saviem SC10

© Edward J Busst

1969 saviem e7 1969 Saviem SC5P

© Traveller Dave

1970 Saviem S45GT

© Edward J Busst

1970 Saviem-Renault Super Goulette SG2E Rijkspolitiebus VN-26-22 1973 Saviem S45GT a

© Edward J Busst

1973 Saviem S45GT 1975 saviem sc10u 1976 Saviem-Heuliez

© Edward J Busst

1977 saviem s45r 1977 saviem s53r 1977 saviem s105r 1978 Saviem SB2 n°210 sur la ligne de centre-ville 1978-81 SAVIEM SG220 6R8 1979 SAVIEM SC10 W69 1981 CBM TDU11

© Edward J Busst

Logo_saviem Saviem 335 SAVIEM A19 SCHOOLBUS SAVIEM boekje (a) Saviem Chausson SW 06 SAVIEM E7 D46 SAVIEM E7N 282-026 Saviem Excursion S53m Saviem Heuliez 32 Seat

© Traveller Dave

Saviem HTM Specials 612

© Wim van Es

Saviem Limoges Saviem met balkon aan achterzijde b

© Alex Miedema

Saviem met balkon aan achterzijde in actie Saviem met balkon aan achterzijde

© Alex Miedema

SAVIEM OP5-3S2B3 Tekening Saviem Renault ZR 20 SAVIEM S 43 M a SAVIEM S 45 743 SAVIEM S 105 SAVIEM SC5 Saviem sc06 SAVIEM SC29 28029 SAVIEM SG220 L35 Saviem SM 53 Toulouse F

© Traveller Dave

SAVIEM ZR 20N z Saviem zr20 Saviem ZR20N Saviem_Logo Saviem-SC10UB-01

https://myntransportblog.com/2014/09/02/renault-buses-cars-and-trucks-france-part-vi-modern-era-1972-1980/

https://myntransportblog.com/2014/04/08/buses-irisbus/

Cést Tout

Barreiros SAETA Buses and some Trucks Spain

SAETA

https://myntransportblog.com/2013/11/01/buses-barreiros-spain/

1407_PA070041_90 1964 - BARREIROS SAETA 55 CLESA 1964_BARREIROS_SAETA_MOP_04 1964_BARREIROS_SAETA_SUPER_AZOR_01 1965 Barreiros Saeta 1966 Barreiros Saeta 35 2900

1966 Barreiros Saeta 35 2900

1967 Barreiros Saeta Super Azor Autocar Barreiros Saeta 35

1966 Barreiros Saeta 35 2900

Barreiros 2900 Saeta 35

1966 Barreiros Saeta 35 2900

Barreiros Saeta 65

Barreiros Saeta 65

Barreiros Saeta de l'empresa de Tints i acabats tèxtils Sinteticos Castelló, de Sabadell

Barreiros Saeta de l’empresa de Tints i acabats tèxtils Sinteticos Castelló, de Sabadell

Barreiros Saeta barreiros-saeta-35-05 barreiros-saeta-35-08 barreiros-saeta-55-09 barreiros-tempo-02

Barreiros Saeta Dodge

Bussen SAETA 75 Omnibus Pegaso esp image027

33280255 Autocar Barreiros Saeta 35 Barreiros 2900 Saeta 35 Empresa Barreiros 2900 Saeta 35 Barreiros 2900 Saeta 35RP Empresa saeta verde

That’s it

Sociedad Anónima de Vehículos Automoviles SAVA Buses Valladolid Spain

Sava (Spain)

SAVA. logo

Sociedad Anónima de Vehículos Automoviles (SAVA) was a Spanish producer of light and medium commercial vehicles, based in Valladolid.

They started in 1957 with a 3-wheeled vehicle called the SAVA P-54,that could carry 2000 KG loads, but soon switched to make a Barreiros engined light truck. However by 1960 they built heavier models based on several British-designed Austin, Morris and BMC commercial vehicle series all of these with Spanish built cabs until 1963. They were built and marketed as SAVA, Sava-Austin, or Sava-BMC and gave way to the successful SAVA S-76 model a large van, including the well-known BMC ‘FG’ range.

For a short while Sava also assembled the heavy French Berliet GPS-12, sold as Sava-Berliet.

In early 60s Sava were making steelcabs of their own design, and from then on only the Sava badge was used. Soon the lorry range appeared starting with the SAVA WF-3 a bonneted model that was based on earlier designs of British original models. Another SAVA that existed was the SAVA FF diesel FC (forward control) a 5 Ton lorry and an improved SAVA FG 7 Ton truck model was launched all of which were based on old BMC models and were mostly identical to those made in the UK before.

In 1965 Enasa, the maker of Pegaso trucks, took over SAVA, but the Sava brand subsisted until 1969, when all the range was rebadged as Pegaso. They were renamed and produced as the PEGASO Furgon models and there was still a big choice of SAVA FC light trucks, coaches, minibuses and panel vans all of these were 6 Ton models sometimes badged as SAVA-PEGASO.

 Sava 213

Sava 213 vans

1144_Cenicero-Pegaso-Sava-Jose-Vidal-De-La-Pena-Truck-Lorry-Autobus-Autocar-Plastico 1961 SAVA BUS S70 1965 SA VA J4 1966 SAVA BUS 1969 1970 Sava-Pegaso 5720 (Icarsa) 1973-Sava-Pegaso-5715-Microbus-Spare-Parts-Catalogue-Original 1975 Autobús Pegaso 5023 de 1975 (ex-UAB) a la plaça d'Espanya, 1976 SAVA-BMC S-76-A 1981 Microbús Pegaso-Sava 5720 de 1981, carrossat per Unicar Austin Sava G Ferrer Sava-BMC S66 image017 Paya Sava Pegerto Caride (34fd) Pegaso Sava 5720 Unicar TRAN-BUS Pegaso Sava O Pegaso-SAVA 5720. Sava 213 sava 3195 2 gran SAVA 5701 copia sava 5701 Lcas sava 5701 pegaso SAVA 5701 SA sava 5715 Pegaso SAVA 5720 (2) sava 5720 Pegaso SAVA 5720 Sava A-404 Sava A-404a SAVA AD 2 SAVA AUSTIN Coca Cola Sava Austin FFK-360 SAVA AUSTIN Grande SAVA Austin other side SAVA autobues2web SAVA BMC small SAVA c Sava Hnos Ibañez Sava I SAVA II 5715 SAVA Pegaso 5720 - 168 EMT Malaga SAVA PEGASO ENASA linea COSMOS KONICA MINOLTA DIGITAL CAMERA SAVA PM 139239 Sava Spanje SAVA V Sava_logo Sava+S400.Surbus+4.2-2000 sava-5720-09 sava-s-76a-10 sava-serie-4000-01 sava-serie-4000-06
It was difficult to find out much about SAVA.
This is the result.

SAURER Buses Arbon Switserland 1903-1982

Saurer

Adolph Saurer AG
Former type Public company
Industry Automotive,
Military
Fate Merged with Franz Brozincevic & Cie into Nutzfahrzeuggesellschaft Arbon & Wetzikon (NAW)
Successors Saurer AG
Founded 1903
Defunct 1982
Headquarters Arbon, Switzerland
Key people Franz Saurer
Products Motor vehicles

Adolph Saurer AG based in Arbon, Switzerland was a manufacturer of trucks and buses under the Saurer and Berna (beginning in 1929) brand names, active between 1903 and 1982.

Saurer was very well known all around Europe in the years between World War I and World War II (1918–1939).

Especially, in World War 2 a modified version of Saurer trucks was sponsored by the Nazi and used to gas people in Chełmno

History

 1930 Saurer Car-Alpin

A Saurer Car-Alpin in 1930

In 1853 Franz Saurer (1806–1882) from Veringenstadt in Germany established an iron foundry for household goods near the Swiss town of Sankt Gallen. In 1863 he started a production of Jacquard sewing machines in Arbon, from 1869 together with his sons as company associates of F. Saurer & Söhne. In 1896 his eldest surviving son Adolph Saurer (1841–1920) took over the company, he and his son Hippolyt (1878–1936) developed the enterprise as a joint-stock company.

From 1896 Saurer also manufactured petrol engines and the next year Hippolyt Saurer initiated the production of a phaeton body automobile run by a one-cylinder opposed-piston engine. In 1902 a first four-cylinder T-head engine model with touring car and sedan chassis was built.

From 1903 onwards Saurer concentrated on the production of commercial vehicles which soon gained a good reputation. The company ran subsidiary companies in Austria (1906–1959, in the end taken over by Steyr-Daimler-Puch), France (1910–1956, taken over by Unic), the United Kingdom (1927–1931, taken over by Armstrong Whitworth), and in Germany (1915–1918, taken over by MAN). In Italy, the Officine Meccaniche (OM) manufacturer was for many years licensee of Saurer engines and other mechanical units, which they used in their own ranges of truck and buses. In Poland the state-owned Państwowe Zakłady Inżynieryjne produced license-built Saurer engines (powering, among others, the 7TP and 9TP tanks) and coach chassis used in the Zawrat bus.

In the United States, the Saurer Motor Truck Company, headed by C.P. Coleman, had the rights to manufacture and sell heavy trucks under the Saurer brand name at its plant in Plainfield, New Jersey (which commenced operations in November 1911). On September 23, 1911, the Saurer Motor Truck Company merged with the Mack Brothers Motor Car Company of Allentown, Pennsylvania, headed by J. M. Mack, to form the International Motor Truck Company (IMTC). IMTC would continue to make and sell trucks using the Saurer name until 1918. In 1922 IMTC would become Mack Trucks, Inc.

In 1929 Saurer acquired its Swiss rival, Motorwagenfabrik Berna AG of Olten, but the Berna name was allowed to continue, badging the very same Saurer models.

From 1932 on, trolleybuses were a very significant segment of Saurer production. Typically Saurer, or Berna, trolleybuses featured Brown, Boveri & Cie or Société Anonyme des Ateliers de Sécheron (SAAS) electric equipment and Carrosserie Hess bodies. Saurer trolleybuses operated in most of Central Europe countries, and still do it in several of them.

In World War 2 a restructured type BT 4500 and 5 BHw of Saurer trucks were used to gas people in the Nazi extermination camp of Chelmno.[3]

In 1951 Saurer and its Italian licensee, OM, reached an agreement by which Saurer would market in Switzerland OM’s light and medium-weight trucks and buses, using Saurer-OM and Berna-OM badges. This was successful and lasted until Saurer closure.

NAW

Declining sales in the early 1980s saw the two leading Swiss truck makers, Saurer and FBW (Franz Brozincevic & Cie of Wetzikon, Switzerland), forming a joint organization calledNutzfahrzeuggesellschaft Arbon & Wetzikon, proceeding with motorbus and trolleybus production under the NAW brand, while the last Saurer-badged truck sold in the open market was delivered in 1983. Four years later, in 1987, a model 10DM supplied to the Swiss Army meant the very last Saurer truck produced in history.

In 1982 Daimler-Benz had acquired a major shareholding in NAW and soon took full control; and in a short time dropped Saurer, Berna and FBW brands, while using NAW premises to assemble heavy haulage versions of Mercedes-Benz trucks.

Eventually NAW went into liquidation in early 2003.

The textile and automotive spin-offs

In 1995, Ernst Thomke, reputed Swiss Manager, took over the leadership of Saurer AG in Arbon as Chairman of the Board. To restructure this conglomerate, he had previously abandoned his position with its then major shareholder: BB Industrie Holding AG (22%). The previous major shareholder, Tito Tettamanti, of the conglomerate, founded in 1853, specialized in textile machinery and “propulsion technology”, had acquired the main competitor in each field, Schlafhorst, with a large manufacturing capacity excess and Ghidela.

Thomke led actively Saurer AG until 1996, when he retired to the direction of the Board until 1999. In his years he promulgated transparency at all levels, flexible working hours, optimized the production and refined accounting systems. In 1996, the group Saurer AG went back into financial results showing profits. More than half of the revenues originating from Schlafhorst, upon its positive restructuring.

Doflug D-3802A

A Doflug D-3802A powered by aSaurer YS-2 aero-engine.

Aero-engines

Saurer also produced the YS-2 and YS-3 aero-engines, closely related to the Hispano-Suiza 12Y series of engines designed and built in France, to power the Doflug D-3802 and Doflug D-3803 fighters.

Oerlikon Textile

Since 2007, the conglomerate Saurer AG, which meanwhile had reached a worldwide leading status in textile machinery, has been integrated into the Oerlikon Corporation (see: Oerlikon Textile )

Oerlikon-Saurer Textile is a manufacturer of systems for spinning, texturizing, twisting and embroidery.

Oerlikon-Saurer “Graziano Trasmissioni

Also since 2007, the remaining Saurer AG automative part, “Graziano Trasmissioni”, a manufacturer of gear, gear groups and complete transmission systems for agricultural, earth moving and special vehicles as well as for four wheel drive passenger cars and luxury sport cars has also been integrated into the Oerlikon Corporation. (see: [2] Oerlikon Drive Systems)

Gallery of Saurer, Berna and NAW vehicles

1853 SAURER(CH) (1) saurer-reisewagen saurer-n4c-komet-01 Saurer-Hess-Secheron 91GTS 536 saurer-busse-oldtimer-02b-100032 saurer-busse-oldtimer-02b-100031 saurerbus-salzburg-094jpg_29689 saurer-bus-ex-svb-nr91-55870 saurer-bus-06 saurer-bus-(suisse)--12461 Saurer-Bus Salzburg Seitenansicht saurer-airport-coach-01 saurer_logo_200x200 Saurer_logo Saurer_im-Schnee-1 Saurer Saurer zurck-zur-oldtimer-auswahl_23acb Saurer VH Saurer V2C44 met Krapf opbouw Saurer Tüscher 3DUK-50 index Saurer Tannkosh-2008n Saurer Saurer Saurer RH525-23 Saurer RH525 Postbus Saurer Omnibus L 4 C Saurer N2C-H met Geser carrosserie saurer k550-23 Saurer de la C.G.T.E. Série Saurer Cover Suisser Saurer bussen in Nederland. de RET 329

© R.J.M.v.d. Zant

saurer bus Saurer Bus Photo SAURER Boekje (CH) (1-a) Saurer Bern Extrawagen SAURER A926t67 SAURER a Saurer 3359779998_28c431674c SAURER 26838547 SAURER 3055 SAURER 29 Mini Campingnachbere us em Emmental mit eme bsundrige Saurer Wohnmobil SAURER 24 CT 3D belle-clot Saurer 5GF-U (M 3781) Saurer 4IILM in Gdynia Saurer 4IILM historic trolleybus in Gdynia Saurer 3DUX Saurer 2 SAURER (CH) (5) SAURER (CH) (4) SAURER (CH) (3) SAURER (CH) (2) Sauer N2C-H mit Geser carr Sauer 3 CT 3D 1954 Grindler carr. Belle-Clot 1984 sats saurer coach mln261w seapoint 1982 saurer-bus-bogota 1982 SAURER RH 300 1981 SAURER K5 rer 1968 saurer3dux68 1964-SAURER_904 1964 Saurer P 23219 6 1962 Saurer 4CT1D Saurer carr Den Oudsten GTW 360 1962 Saurer 4CT1D Saurer carr Den Oudsten GTW 355 1962 Saurer 4CT1D Saurer carr Den oudsten GTW 352 1960 Saurer-5-GF-U-Hauber-Ueberlbus-Radevormwalder 1957 Saurer P 19992 1955 Saurer-Arbon Gesellschaftswagen CT 2 D 1954 Saurer-Hainje foto van Jan Voerman RET 1954 Saurer Vienna 1954 1953 Saurer-Hainje Jan Voerman RET Breeweg 1953 Saurer, L4CT 2D R&J 1953 Saurer 5GFO 1952 Saurer 1952 Saurer N4C-H-CT2D carr. Hainje  NB-69-68

© R.J.M.v.d. Zant

1951 Saurer 3 C-H with Ramseier & Jenzer 1951 SAURER 3 C H R&J 310 1950 Saurer, L4CT 2D Ramseier & Jenzer 1950 SAURER L4C-CT2d 860 1949 Saurer 4CT1D carr Verheul GTW 380 de Steeg 1949 Saurer 4CT1D carr Verheul GTW 377 1949 Saurer 4CT1D carr Verheul GTW 372 1949 1949 Saurer 4CT1D carr Verheul GTW 370  1949 1949 Saurer 4CT1D carr Verheul GTW 368 Dieren 1949 Saurer 4CT1D  carr Verheul GTW 378 1949 Saurer 4CT1D  carr Verheul GTW 373 1949 Saurer 3C DI ROSA Frankreich SAUER CT 1 D 6cyl 7970cc 1948 Saurer, 4CT1D-H Seitz 1948 Saurer RET 1948 Saurer 4C RET 223 1948 Saurer 4C - Seitz  RET 223 1947 Saurer 4CT 1D carr Verheul GTW 185 1947 Saurer 4CT 1D carr Verheul GTW 184 1947 Saurer 4CT 1D carr Verheul GTW 183 1947 Saurer 4CT 1D carr Verheul GTW 182 1947 Saurer 4CT 1D carr Verheul GTW 181 1947 Saurer 4C-H CT 1D Verheul RET 208 1947 Saurer 4 CT 1D carr Seitz GTW 200 1947 Saurer 4 CT 1D carr Seitz GTW 197 1947 Saurer 4 CT 1D carr Seitz GTW 196 1947 Saurer 4 CT 1D carr Seitz GTW 194 1947 Saurer 4 CT 1D carr Seitz GTW 192 1947 Saurer 4 CT 1D carr Seitz GTW 191 1947 1947 Saurer 3ct1d orlandi gd Belle Clot 1939 Saurer P 1601 hummeli 1939 Saurer Lith 1937 Saurer Deiters 1933 SAURER kh 1932 SAURER TL.22 527 1932 Saurer BLD n° 22 Lausanne 1932 ATO Saurer 1931 Saurer-Verheul  008aa 1931 Saurer Verheul 1931 Saurer - Werkspoor, Zuilen A'dam 1930s Saurer bus, Zurich, Switzerland 1930 saurer-4-bl-po-01 1930 saurer 5su6.3039 1923 Saurer Alsa 1922 Saurer 1921 Saurer P 20 1915 Saurer mit Baader-Anhaenger 1914 Saurer bushttps://myntransportblog.com/2014/08/19/ramseier-streun-and-co-jenzer-worblaufen-switserland/

https://myntransportblog.com/2014/02/22/buses-manufacturer-hess-ag-bellach-switserland/

https://myntransportblog.com/2013/12/19/buses-trucks-fbw-franz-brozincevic-wetzikon-switserland/

https://myntransportblog.com/2013/10/30/buses-berna-switserland/

That’s it 

Busbuilder Carrosserie ROSET Bergen op Zoom the Netherlands 1946-1969

ROSET

Roset embleem

Carrosserie

Bergen op Zoom

The Netherlands

Roset-1

Bussen van de NV. Carrosseriefabriek Roset uit Bergen op Zoom waren vanaf de jaren ’50 geen onbekende verschijning in de Nederlandse autobuswereld. Bij Roset begon het allemaal in 1946. In dat jaar werden twee bussen op Bedford-chassis gebouwd. In later jaren bouwde men op elk willekeurig chassis (o.a. AEC, Bedford, DAF, Guy, Dodge, International, Ford, Magirus Deutz, Mercedes Benz, Setra, Volvo, Kromhout en Scania-Vabis).

De producten van Roset werden vooral geprezen om hun sierlijke vormgeving en luxueuze uitstraling van het interieur. Men bouwde in hoofdzaak het meest voor touringcarbedrijven, waarbij het in 1955 geïntroduceerde model “Superliner” razend

1955 Roset Superliner

1955 Roset Superliner

populair werd. In 1958 werd dit model enigszins aangepast met een groter glasoppervlak en werd toen omgedoopt tot “Bella Vista”. Hier werd geen standaardwerk geleverd, maar pure vakmanschap. Van elke bus die in productie kwam werd een tekening gemaakt en de details werden apart op tekening gezet. De klant betaald en de klant bepaald, dat was het beleid bij Roset.

Niet alleen voor touringcarbedrijven werd er gebouwd. Ook de streekbusbedrijven wisten de weg naar Bergen op Zoom te vinden en bestelden hun bussen bij Roset. Zo waren o.a. AMZ, KLM, LTM, Maarse & Kroon en ZVTM afnemers van Roset. Bij de touringcarondernemers waren het o.a. de Firma Vermaat (ca. 83 bussen), de EVAG uit Vlaardingen (in 1962 waren 27 van de 29 bussen van Roset) en Mey uit Amsterdam (ook in 1962 14 bussen).

Het productieproces bij Roset begon op de 2e verdieping van het fabrieksgebouw. Op verstelbare mallen werden hier de dakconstructie, de zijwanden en het frame gemaakt. Deze frames werden door een tunnelbuis naar de montagehal op de begane grond vervoerd. Op de eerste verdieping stonden de persen voor bijv. de fabricage van de stoelen en is ook de stoffeerderei aanwezig. In de montagehal op de begane grond werden alle delen in elkaar gezet, de beplating aangebracht en in de gewenste kleurstelling gespoten. Na de eindcontrole kan de bus aan de klant afgeleverd worden. In 1962 was de capaciteit gesteld op circa 50 bussen per jaar, maar die aantallen werden lang niet elke jaar gehaald. In de periode 1946 t/m 1969 werden er in totaal 600 bussen gebouwd.

1963 roset maarse en kroon 251 jules verne collkhvdzwaard

1963 roset maarse en kroon 251 jules verne  © collkhvdzwaard

In opdracht van Maarse & Kroon kreeg Roset een order voor het bouwen van een zeer speciale VIP-bus. Deze bus ging de geschiedenis in ging als “Jules Verne”.

In 1968 werden nog 22 bussen gebouwd, te weten: 1x AMZ 51, 2x Vermaat 116-117, 5x GTW 302-306, 5x M&K 551-555, 1x Mey 50, 3x EVAG 85-87 en 5 voor KLM 3001-3005. In 1969 stopte de productie abrupt. In dat jaar verscheen er 1 bus (EVAG 89).

Voor de hoge mate van specialisatie en luxe moest een te hoge prijs betaald worden. Ook de concurrentie speelde Roset parten.

1947 Volvo Roset WSM 248 1947-52 Ford 6G-C694B carr. Roset NB-36-90 1948 Ford Roset gabm 38 1948 gabm 41 ford-roset 1 1948 gabm 41 ford-roset 2 1948 Roset Bedford Ter Riet UB 47 17 1949 aec roset nao 50 1949 aec roset nao 51 1951 Roset beuk 13 1952 Brouwers Tours Roset SB-16-41 1953 Betuwe Express Roset RB-39-04 1953 Brouwers Tours Roset 1953 DAF carrosserie Roset NB 18 37 1953 daf roset vad 6062 1953 Mercedes Benz Roset 1954 Kromhout Roset Terschelling 1955 Roset 2 SB-16-41 Brouwers Tours 1955 Roset DAF SB 57 87 Walcheren 1955 Roset DAF Ter Riet PB 52 22 1955 Roset DAF Ter Riet 1955 Roset RB 39 04 nv CAOM Ridderkerk 1955 Roset RB 39 04 1955 Roset Superliner 1955 Roset voor Beuk 1956 Leyland Roset Maarse en Kroon 306 VB-87-33 1956 Leyland Roset RB-29-83 1956 Mercedes Benz Roset Beuk 21 1956 Mercedes Benz Roset Beuk 22 1956 Roset Betuwe Express 1956 Roset Beuk 13 1956 Roset Leyland RB 29 83 1957 DAF Roset Zuid Beveland 1957 leyland roset mey 21 1957 Roset Beuk Volvo+ 29 1957 Roset Brouwers Tours a 1957 Roset Magirus Deutz 1957 Roset Scania Vabis beuk 37 1958 daf roset riet ter 4 1958 Daf Roset Riet ter 9 . 1958 Mercedes Benz Roset 32 1958 Roset DAF SB 35 02 1958 Roset Touring Centrale 1958 Volvo Roset Beuk 29 1958 volvo roset oad 104 1959 mea 17 roset-guy 1959 Roset Mercedes Benz TB 17 47 Europa Express Vermaat 53 a 1959 Roset Mercedes Benz TB 17 47 Europa Express Vermaat 53 1959 Roset Mercedes Beuk 32  NB-74-26 1959 Roset PB 36 84 Terschelling a 1959 Roset PB 36 84 Terschelling 1960 AEC Regal Mk IV-C Roset 1960 Scania Vabis Roset LTM Heerlen, semi-tour bus. 1960 Setra Roset EVAG 1 1961 Leyland Roset 880093 1961 Leyland Roset EVAG 5 1 1961 Leyland Roset EVAG 5 2 1961 leyland roset ltm 5743 1961 Magirus Deutz Roset 1961 Touring Centrale Leyland Roset 1962 DAF MB 200 carr. Roset 1962 DAF Roset amzkruiningen garage dia wim vink 1962 DAF TB 160 carr. Roset 1962 Leyland Roset evag 9 Vlaardingen is jac-de-groot 36 1962 Leyland Roset EVAG 76 Vlaardingen 1962 Leyland Roset evag 85 1963 Leyland Carr. Roset SVA Autobussen 1963 Leyland carrosseriebouwer Roset Maarse-Kroon-JulesVerne 1963 Leyland RTC Roset 1963 Leyland, RTC Roset 1963 Leyland-Roset Amsterdam CS achterzijde coll.ADvZ 1963 Roset  Leyland amwemeldinge garage dia wimvink 1963 roset maarse en kroon 251 jules verne collkhvdzwaard 1963 roset maarse en kroon 251 jules verne 1964 Leyland roset gtw 302 1 1964 leyland roset gtw 302 2 1964 leyland roset mey 39 1965 EVAG 78-III Mercedes Benz Roset 1965 leyland roset klm-abb 5323 1965 Leyland Roset N.A.O.22  AB-14-27 1965 roset maarse en kroon leyland 413 1966 Leyland Roset Jan van Galen 1967 amz 146 Roset 1968 Leyland LVB668 0.680 carr Roset+Verheul GTW302 1968 Leyland LVB668 0.680 carr Roset+Verheul GTW303 Leyland Roset Dutch GTW bus in Clervaux Luxemburg Roset constructie Roset PB 37 17 Roset Pin Groot Roset Schouwen Duiveland RB 26 47 Roset Superliners Roset Volvo Roset-1 Roset-4 Roset-5 Roset-6

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Charles H. ROE Bus Body/Coach builders Leeds Yorshire England UK

Charles H. Roe

 roe logo kwLogo
1978 Roe bodied Atlantean XWG633T
 A November 1978 built Roe body on a Leyland Atlantean AN68A/1R, new to South Yorkshire PTE as their 1633, pictured in Manchester with Citybus

Charles H. Roe Ltd. was a Yorkshire coachbuilding company. It was for most of its life based at Crossgates Carriage Works, in Leeds.

1930 Guy BTX trolleybuses with Roe L27-26R body

1930 Guy BTX trolleybuses with Roe L27-26R body

In 1947 it was taken over by Park Royal Vehicles. Two years later, along with its parent, it became part of Associated Commercial Vehicles (ACV) in 1949, which was merged with Leyland Motors Ltd in 1962. In 1965 30% of Park Royal and Roe’s shares were exchanged by Leyland Motor Corporation for shares in Bristol Commercial Vehicles and Eastern Coach Works held by the Transport Holding Company. Later the THC was succeeded by the National Bus Company and Park Royal, Roe, Bristol, ECW and Leyland National Ltd became subsidiaries of a new company Bus Manufacturuers Holdings 50% owned by British Leyland and 50% by National Bus. Leyland took complete control of BMH in 1982 and closed Charles H. Roe in 1984. In the following year, a group of employees from the former business, supported by Yorkshire Enterprise Ltd, began the Optare coachbuilding business in the former Roe carriage works.

1930 Guy BTX with Roe L29-26R bodies

1930 Guy BTX with Roe L29-26R bodies

History overview

Mr Charles H. Roe was a coachbuilder, draughtsman, engineer and entrepreneur who established a coachworks business bearing his name in Leeds, Yorkshire in 1917. He continued to be its managing director until 1952. Charles H. Roe Ltd produced distinctive and durable coachwork which although associated most strongly with municipal operators, particularly in Yorkshire, sold to a wide range of bus, trolleybus and coach operators, and there were even a few car, railway carriage, tram and commercial vehicle bodies too. Eventually becoming a wholly owned subsidiary of British Leyland in 1982 it was closed in 1984. Former workers and management pooled their redundancy money and in 1985 returned to the Roe factory in Leeds with a new bus-building business under the new name of Optare Ltd.

1930 Leyland Lion LT1 with Roe bodywork

1930 Leyland Lion LT1 with Roe bodywork

History

Early years

Charles Henry Roe was born in York on 22 May 1887. His father Charles Roe worked for the North Eastern Railway at their carriage works in the town, eventually rising to a foreman’s position. C.H. Roe served his apprenticeship at the drawing office of the carriage works and his first job after gaining his trade in 1912 was as a draughtsman at the Wakefield works of Charles Roberts and Company who built railway rolling stock. A year later he moved to Leeds to work as an assistant to the chief engineer at the Hunslet-based RET Construction Co who was a pioneer builder of trolleybuses. Whilst there he worked on a twin-shaft drive transmission system from the traction motors of the trolleybus chassis to replace a previous chain-drive arrangement and designed a lightweight body featuring steel panels over a suitably reinforced teak body frame. As an engineer and draughtsman he was exempt from World War I Conscription. Customers for the RET vehicle with Roe-designed bodies included the trolleybus systems of Bloemfontein Corporation, The Shanghai Transport Company and Ramsbottom Urban District Council. The Ramsbottom examples were to a steel-frame design but it was wood and metal composite construction particularly using teak that became synonymous with the C.H. Roe name. The RET business had gone through one bankruptcy prior to C.H. Roe joining, originally having been founded as the Railless Electric Traction Company Ltd. in 1908. In 1916 The RET Company was required under war regulations to turn over production to munitions and being unable to supply orders in hand for trolleybuses was closed down in 1917.

1931 Guy BTX with a Roe L29-26R body

1931 Guy BTX with a Roe L29-26R body

Sole trader

By August 1917 C.H. Roe had set up on his own account as an engineer and coachbuilder in a nearby factory unit. Always an innovator with a shrewd grasp of the value of intellectual property Roe applied for his first patent (relating to driving pulleys) on Armistice Day November 11, 1918. During this time Roe continually extended his site, which adjoined that of his former employer which had now been requisitioned by the Royal Flying Corps. As a sole trader, Roe built a wide variety of products from simple flatbed trailers for traction engines to a refrigerated mobile fish shop body and stylish charabanc bodies on the ubiquitous Ford Model T. Another early patent was for a tipping body for lorries (spelt in true Yorkshire style ‘lurries’ in the application) with compartments to allow discrete loads to be kept separate. Railless Ltd had reformed after the war to build trolleybuses and Roe designed and/or built bodies went on examples supplied to the North Ormesby, South Bank, Normanby & Grangetown Railless Traction Company and to York Corporation.

1932 AEC Regal dating from 1932, was fitted with this Roe B32F body in 1938

1932 AEC Regal dating from 1932, was fitted with this Roe B32F body in 1938

The first company

Expansion at the Hunslet site was by the end of 1919 impossible, but C.H. Roe lived with his wife in the Cross Gates area of the city of Leeds and knew that a large shell-filling factory there had been vacated by the government. Thus for the purpose of purchasing this large site with a modern factory building and space for expansion he registered Charles H Roe Ltd on May 26, 1920. The shareholders included his father and a number of family friends. Whilst the formation of the company and negotiations to buy the Cross Gates site commenced, coachbuilding continued at the Hunslet factory, bodies including Charabancs on Karrier and Lancia chassis. After taking possession of the Cross Gates site the first Roe double-deck bodies were built for Birmingham Corporation on Railless Ltd chassis, a second trolleybus maker to patronise Roe was Clough, Smith Ltd whose trolleybuses comprised their Leeds-built electrical equipment on Straker-Squire chassis and were hence known as Straker-Clough; Roe bodies supplied to them were then supplied to the Teesside Railless Traction Board (a municipal joint committee who had taken over the North Ormesby Company) and Rotherham Corporation. Other products of this era included a number of charabancs on chassis including Leyland, Thornycroft and Fiat and a stylish limousine on a Lancia chassis. All types of bodies from other builders were also repaired and painted.

1932 AEC Regent with Roe body

1932 AEC Regent with Roe body

Trading difficulties in the early 1920s recession affected many businesses, the under-capitalised original Roe company being just one, during 1921 two debentures had to be secured to continue trading, the second relating directly to the Birmingham Corporation double deckers. Unfortunately it wasn’t enough and the first company was voluntarily wound-up after a directors’ meeting in November 1922. The receiver of the original company was able to give the bank a small surplus, whilst among the debts received £3,000 had come from various other purchasers plus £900 from Railless Ltd, who had subcontracted the Birmingham bodybuilding contract to Roe. Late payment can kill many a new business and it seems to have been the death of the original Roe company. C.H. Roe in a personal capacity bought the remaining assets from the receiver for £1,140.

1932 AEC Regent with Roe H30-26R body

1932 AEC Regent with Roe H30-26R body

Charles H Roe (1923) Ltd

The early years

One lesson had been learned in the formation of the second company (initially Charles H. Roe (1923) Ltd) in that share capital was one third larger (£8500 rather than £5850). At this time motorbus, rather than trolleybus or charabanc bodies began to assume a greater prominence. Like trolleybuses however a lot of the coachbuilding work on motorbuses was subcontracted either from the chassis manufacturer or from a dealership company. Thus many early Roe bus bodies on Karrier chassis were sold by the Huddersfield company as complete products.

1934 AEC Regent with Roe 56 seat body

1934 AEC Regent with Roe 56 seat body

An even more complicated situation arose with the Leeds based operation Tramway Supplies Ltd. They tendered for complete vehicles and then subcontracted the chassis supply to one manufacturer and the body supply to another. One of the body subcontractors was the Blackburn Aircraft who also had a factory in Leeds. They built their last bus bodies in 1924, just as Government orders for aircraft (particularly flying boats, a Blackburn speciality) began to pick up. Railless Ltd (the third Railless company) were, incidentally, backed by Short Brothers another aeroplane manufacturer with a specialism in flying boats and a sideline in bus bodies.

1934 AEC Regent with Roe H30-26R body

1934 AEC Regent with Roe H30-26R body

An example of how complicated the whole complete vehicle contract thing could get concerns a Tilling-Stevens bi-mode petrol-electric/trolley bus (type PERC1) built-for and patented-by the Teesside Railless Traction Board’s manager. Tilling-Stevens had contracted to supply a complete vehicle; they then subcontracted the body to Tramway Supplies who sub-subcontracted it to Blackburn, who sub-sub-subcontracted it to Roe.

1934 AEC Regent-Roe H30-26R

1934 AEC Regent-Roe H30-26R

Other odd work in the early years of the new company included in 1924 a 36 seat petrol-fuelled rail vehicle for the Derwent Valley Light Railway. It was based on two Ford Model T chassis fitted with flanged steel tyres and coupled back-to-back, this rail minibus or petrol multiple unit seated 18 in each carriage and was driven from one end only, the rearward-facing car running in neutral gear with the engine switched off. When worked coupled fuel consumption was stated to be 14.33 mpg and if one unit was run the even more efficient figure of 17.55 mpg was obtained. It wasn’t enough to save passenger operations on the line from oblivion however and the units were exported in 1926 to the County Donegal Joint Railway Committee (CDR) in the north-west of Ireland who converted them from standard gauge to 3 ft gauge, lowering the bodies in the process. The CDR thus became the first railway in Ireland to use internal combustion engines and by the time of closure ran all passenger services and a number of freights using Gardner-powered diesel units.

1934 Leyland TD3 with a Roe H24-24C body

1934 Leyland TD3 with a Roe H24-24C body

By 1925 Roe were receiving orders directly from customers in the council-owned sector, many of them previous customers for sub-contracted bodies, Mr Roe’s approachability during body construction may have played a part in this, letters from general managers of the time thank C.H. Roe for his enabling inspection of bodies in-build. Among municipals taking Roe bodies by this time were Ramsbottom, Rotherham, Northampton, Doncaster, Leeds, Oldham, Bradford and the Teesside Railless Board, most of whom would continue to be Roe customers for a long time; chassis included Bristol, Guy, Thornycroft and AEC. The first double-deck motorbuses were for Doncaster in 1925 on AEC, a year later Roe were building 30 ft-long six wheeled double-decks for Oldham on Guy chassis. Unlike London at the time all of Roe’s double-deck customers specified closed-tops on the upper deck. In 1926 Straker-Squire finally folded and Roe stored uncompleted vehicles for Clough, Smith prior to a new arrangement which saw their electrical equipment fitted to Karrier chassis. Also at this time Roe started building enclosed, or saloon, coaches which were often fitted to chassis which had previously carried charabanc bodies, Roe having a surplus of second-hand charabanc bodies by 1925. Two further debentures were called for, but this time it wasn’t to keep the business going, but to fund the expansion of the premises.

1935 AEC Regent originally with Roe H30-26R body

1935 AEC Regent originally with Roe H30-26R body

Independent prosperity

One of the more significant patents to emerge from Cross Gates was number 313720 registered in 1928 the name of the Company, Mr C.H Roe and Mr William Bramham, the works manager who was later to be general manager at Eastern Coach Works at Lowestoft, Northern Coachbuilders of Newcastle upon Tyne and Saunders-Roe of Beaumaris. This concerned a continuous machined teak waist rail designed to double-interlock with the vertical teak pillars and the steel reinforcing strips, once assembled also binding those to the outer panels; it could be accurately described as an early example of system-built coachwork. New chassis makes bodied in the late twenties included Albion and Crossley, both of whom chose Roe bodies for demonstrators, in Crossley’s case for its first double-decker. Trolleybuses continued to figure, makes including Karrier-Clough and Guy, the three-axled double deck now being the common form for these, customers including Bloemfontein, South Lancashire Transport and corporation fleets including some detailed above, Doncaster for example taking one of the only two Bristol trolleybuses with a Roe body in 1928.

1935 Roe H26-22C bodied AEC Regent

1935 Roe H26-22C bodied AEC Regent

Another significant patent was jointly granted in 1930 to the company, Mr Roe and J.C. Whitely the general manager of Grimsby Corporation for a central entrance double decker with a distinctive design of staircase which rose transversely two steps to a wide landing and then branched into forward and rearward ascending longitudinal flights to the upper deck. Roe built bodies to this style until 1950 and licencees included H. V. Burlingham of Blackpool.

1936 Leyland Cub KPZ2 with Roe bodywork

1936 Leyland Cub KPZ2 with Roe bodywork

In 1934 five years after the original company was wound up, the board agreed to remove the (1923) from the current company name. At the same time share capital rose to £12,000 and the current mortgages and debenture were repaid in favour of a new first mortgage.

1936 Leyland KPZ2 Cub with Roe B24F body

1936 Leyland KPZ2 Cub with Roe B24F body

In 1935, encouraged by the chassis builder, a Commercial Motor Show exhibit was built on an AEC Regent chassis for Leeds Corporation, this bus had a rakish streamlined outline and a full-width cab but more importantly had an all-new steel framework patented by the company, Roe and Bramham (who became a director that year) and a ‘Safety Staircase’ patented by the company, Roe, Bramham and William Vane Moreland, the general manager of Leeds City Transport. This staircase on a rear platform bus gave less loss of seating capacity than the straight staircase favoured in London and Birmingham but intruded less onto the boarding platform than the normal semi-spiral arrangement whilst being superior to either layout in having two broad landings allowing boarding and alighting passengers to pass on the staircase. It became a standard feature of all subsequent peacetime Roe double-deck bodies for Leeds Corporation and was widely employed by other fleets, 777 examples being built by Roe prior to expiry of the patent in 1950.

1936 Leyland TS7 with ROE B32 F Body

1936 Leyland TS7 with ROE B32 F Body

During World War II, Roe mainly continued to build passenger bodies, although supplying the war effort more directly with such specialised bodywork as mobile printing presses for field communications use on Foden Lorries and articulated mobile kitchens, canteens and dormitories to assist blitzed factories. These were on semi-trailer chassis coupled to Bedford tractor units. Similar bus-seated vehicles were built mainly for use within Ordnance factories (where they became known as Bevin buses) but two were supplied to Liverpool Corporation and briefly used as service buses (1942-4) before being converted to mobile canteens. More normal passenger vehicle bodies were built during the war to the Government-mandated ‘utility’ outline including 240 single-deck 32 seaters on Bedford OWB chassis and over 400 double-deck bodies on Guy and Daimler motorbuses and Sunbeam trolleybuses, most to the sunken upper deck offside gangway or lowbridge layout.

1936 Leyland TS7c with Roe B34F body

1936 Leyland TS7c with Roe B34F body

In 1945 nominal share capital increased to £108,000 and the valuation of the works increased to £98,000. In 1939 both the English Electric Company and Metro Cammell Weymann had approached Roe about amalgamation or takeover and in 1945 talks were opened with Mumford of Lydney in Gloucestershire. These talks were inconclusive but in 1947 Park Royal Vehiclesbought a controlling shareholding in the company, three Roe board members were replaced by Park Royal directors and C.H Roe joined the board of Park Royal. In 1949 Park Royal were taken over by Associated Commercial Vehicles by then the parent company of AEC, Crossley and Maudslay.

1937 AEC Regent Roe Pullman H31-25R

1937 AEC Regent Roe Pullman H31-25R

The ACV years

Although ACV owned three chassis manufacturers and three coachbuilders (Park Royal, Roe and Crossley) they did not try to tie the hands of customers. Some rationalisation happened early in that any orders for Park Royal composite bodies were transferred to Roe, and steel-framed bodies were either built by Park Royal or by Roe using Park Royal frames. By the mid-1950s all metal-framed bodies by ACV, regardless of coachbuilder, had a Park Royal outline.

1937 Bristol JO5G with Roe B32F body

1937 Bristol JO5G with Roe B32F body

The flagship of the Roe composite body range was however exclusively built on AEC Regent III; this was the Pullman body, the only Roe bus ever to be named. The prototype – a Leeds bus to the specifications of W. Vane Moreland – with its deep windows and four window bays rather than the then standard five had looked ultra-modern when shown on a pre-war Regent at the 1937 Commercial Motor Show in London, it is an acknowledged influence on the London Transport designers whose RT1 appeared two years later with similar construction and outline.