Buses of Britain - Book 2
Buses of Britain - Book 2
Buses of Britain - Book 2
‘ON THE BUSES’ ‘ON THE BUSES’ ‘ON THE BUSES’ ‘ON THE BUSES’
BUSES OF BRITAIN BOOK BOOK BOOK TWELVE
FOURTEEN THIRTEEN
THE
COLOUR
FILES
Remembering the Manufacturers of Buses Remembering the Manufacturers of Buses Memories of bus operators and their vehicles
and Coaches from the 1930s -1960s and Coaches from the 1930s -1960s around Britain from the 1950s-1980s
NORTHERN MUNICIPALS
SELLING BUSES Part SELLING BUSES
& COACHES 2 & COACHES
DONCASTER
INDEPENDENTS
Blackpool buses and trams, Blackburn, Burnley, Lincoln, Grimsby, Hull, Llandudno A look at how Buses, Coaches and Trolleybuses were Advertised in Period Transport Publications A look at how Buses, Coaches and Trolleybuses were Advertised in Period Transport Publications Municipals ★ Big Company Operators ★ Independents
Book 1 Vol: 14 Vol: 13 Vol: 12
£8.99 £8.99 £8.99 £8.99
Book Fifteen: features Memories of Book Fourteen: remembering Book Thirteen features a Issue twelve: Wirral Wonders
Blackpool’s Trams, The Blackpool the manufacturers of buses and fascinating collection of sales (Wallasey), Pompey PSVs,
Corporation Buses, other operators coaches from the 1930s-1960s – a and promotional material used Independent operators in
in Blackpool and the Flyde, second helping of delightful sales in magazine advertisements and Doncaster, Rossendale Joint
Blackburn Corporation Transport, literature with Malcolm Bates’ sales brochures placed by chassis Transport Committee and
Burnley, Colne and Neslon and its informative narrative. Bags of and body manufacturers, suppliers Wulfrunian Delights (trolleys and
successors and City of Lincoln... nostalgia and ‘of the day’ imagery. and operators. buses in Wolverhampton).
Memories of bus operators and their vehicles Memories of bus operators and their vehicles
BUSES AROUND HALIFAX around Britain from the 1950s-1980s VEHICLES OF OPERATORS LARGE around Britain from the 1950s-1980s
AND SMALL REMEMBERED
ON THE BUSES
The
CREAM SUN SHINES ON
OF KENT BOURNEMOUTH
An enthusiast remembers the vehicles of Halifax, Municipals ★ Big Company Operators ★ Independents All sorts of buses and coaches seen at shows Municipals ★ Big Company Operators ★ Independents
Hebble, Yorkshire Woollen and more Volume 11 Vol: 10
and at work from the 1930s to the 1980s Volume 9 Vol: 8
£8.99 £8.99 £8.99 £8.99
VOLUME 9
Lowland Lovelies Belfast Trollies Pennine Motors SHMD Joint Silver Service Alexander Fife
V INTAGE V INTAGE
ROADSCEN E
www.roadscene.com
KELSEYmedia
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ROADSCEN E
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KELSEYmedia
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Issue Eleven: Halifax Special: Issue Ten Includes Chesterfield Issue Nine: A whole range of Issue Eight features Bournemouth
featuring the buses of Halifax Corporation, Belfast buses and vehicles, dating from the 1930s-’80s Trolleys & Buses; Hulleys of
Corporation and Joint Omnibus trolleybuses, Pennine Motor are seen when they were new or Baslow; Tameside Green
Committee, plus those of Hebble Services, Great Yarmouth Corp, in service, often adding a glimpse Linnets (SHMDJ); Silver Service;
Motor Services and Yorkshire Lowland Lovelies (Lanarkshire of their operating territory. Pictures Northampton Corporation
Woollen District, based in Independents), Maidstone & taken around the UK and beyond, Transport; Alexander & Sons –
Dewsbury… District and more… including Ireland and Holland. Fife, Midland and Northern.
Book Seven: South Petherton 1965; post-war Bournemouth; TO ORDER ANY OF THE ABOVE VISIT
Brown’s Blue and Gibson’s Comfort and much more...
Book Six: Devon General, Cumberland Motor Services, Derby
SHOP.KELSEY.CO.UK/BUSES
Trolleys, Welsh Valley UDCs + Merthyr and more! OR CALL OUR TEAM ON 01959 543747
Book Five: Aldershot & District 1952, Edinburgh pre-Atlanteans, Hotline open Mon-Fri, 8.30am-5.30pm
ALSO AVAILABLE
Above: Mid Wales Motorways’ GUJ 356 is a 1950 Bedford OB with a Duple ‘Vista’ C29F body which was new to D. and J. Gittins,
Crickheath, Shropshire. The coach was sold to Mid Wales in January 1967 who operated the vehicle until September 1976 and it still
survives in preservation at Malpas in Cheshire. GEOFF LUMB
Front Cover: A great shot of Samuel Ledgard’s LNW 526 emerging from the bus station in Bradford. It is a 1948 Daimler CVD6 with a Brush
H30/26R body which was new to Leeds City Transport fleet No. 526. Acquired by Ledgard in May 1960 and in service until being withdrawn
in March 1964. It was sold the following month to dealers Blamire in Bradford for scrap. GEOFF LUMB
Research by Jeff Colledge Design and layout Mark Aston Pictures by Geoff Lumb Publisher Paul Appleton
Advertisement Sales Sue Fixter, Tel: 01507 499081 Email: sue@publishing-works.com Customer Service/Back Issues/ Subscriptions Tel: 01959 543747 Distribution by Market Force (UK) Ltd, Tel: 020 3787 9001
Published by Kelsey Publishing Ltd, The Granary, Downs Court, Yalding Hill, Yalding, Kent, ME18 6AL. Telephone 01959 541444, Fax 01959 541400, www.kelsey.co.uk
Printed by Pensord, Blackwood, South Wales
First published October 2022. © All rights reserved. Reproduction in whole or in part is forbidden except with prior permission in writing from the publisher. The publisher cannot accept responsibility for any errors in articles or advertisements.
The views expressed are not necessarily those of the Editor or Publisher.
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4 On the Buses
H
network of tramways that criss-crossed its brewery ello again, it’s been a while since our small team has
railway lines. been able to bring you a ‘Colour Files’ edition of On
the Buses – a year to be exact.
Thanks go to Malcolm Bates, who entertained us with two
14 LEDGARD LAMENT editions packed full of period promotional material from the
Starting out in the pub and catering business, manufacturers of bus and coach chassis and bodywork and
Yorkshire entrepreneur Samuel Ledgard much else as well (Books 13 and 14) and then Mike Forbes,
established this long-running independent working in the ‘odd number’ sequence, bringing the last
operation from Armley, near Leeds. issue (Book 15) covering Northern Municipals, which has
moved more towards the ‘Colour Files’ now that the black
and white picture archives have been almost exhausted.
28 BORDER CROSSINGS However, Mike tells me that next issue will be one last dip
In the first of a two-part feature, Douglas into the Stilltime archive (Book 17).
MacDonald looks at some Scottish buses in exile A little more house-keeping while we are at it. The keen-
– those that made the journey south of the border eyed among you will have noticed a subtle change to the
for a second lease of life. branding, which is now ‘Buses of Britain’ and a new volume
numbering sequence on the bar code (which makes this
Vol 2). This is nothing to worry about, regular readers and
50 FROM LOCAL ENTERPRISE TO subscribers can carry on safe in the knowledge that the series
NATIONAL CONCERN continues as before, the adjustment is just to satisfy the
It all started in the most peculiar of circumstance, requirements of a certain high street store which has made
but the United Counties Omnibus Co. Ltd grew this a condition of them stocking the title – just as if it was a
out of a low-key operation in Kettering to one of newly launched series!
the bigger regional outfits. In putting together this issue we soon established a sort
of Celtic steak – with visits to Scotland, Wales and Ireland. It
fascinates me though, just how many vehicles moved around,
62 PLYMOUTH SOUND not just from town to town or city, but also across borders. We
A municipal that has its roots in the need to welcome Douglas MacDonald back with a helping of Scottish
transport staff between Plymouth’s naval base vehicles that found further use across the border in England,
and their homes, and connecting three towns that some reaching a long way south. Similarly, the Lough Swilly in
make up today’s maritime city. Ireland took many second-hand buses and coaches from the
UK mainland. It all makes for fascinating reading!
Those who know me will appreciate that my first love is
68 UPPER-SEVERN IDYLL railways – and especially narrow-gauge – although buses
The tentacles that feed the upper reaches of the and other road transport come a very close second (I had to
River Severn are on the Welsh side of the border say that didn’t I?). So, I was especially pleased to be able to
with England, a rural landscape once served by bring both railways and buses together with the Londonderry
the buses of Mid Wales Motorways. & Lough Swilly Railway Company, who also operated buses
from a very early stage… quite simply, as roads improved in
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Introduction 5
the wilds of County Donegal, it was more financially viable to Underlining how the Lough Swilly repurposed its old railway
run motor buses than maintain and run 100 miles of railway. infrastructure, this picture was taken inside one of the former loco
I am grateful to Jim McBride, who hails from Belfast, for his sheds at Pennyburn in the early 1990s. Swilly bus No. 297, a Leyland
help with the railway part of the company’s history. Leopard, is over the inspection pit which still has narrow-gauge
That the abandoned railway infrastructure could be rails in place. This vehicle had been built for Ulsterbus in 1971 and
repurposed for road transport use was borne more out of was sold to the Swilly in 1986, which used it until it was withdrawn
practicality than genius, but road transport, by its judicious use, in 1997. PAUL SAVAGE/COURTESY OF DONEGAL RAILWAY
helped preserve historic railway structures that would otherwise HERITAGE CENTRE
have been swept away and left to the pages of history books.
As Jim tells me, there is plenty of old Swilly railway infrastructure An early 1960s view of Letterkenny station looking towards Derry.
still standing, although in the majority of cases, bus use ceased The old trackbed between the platforms has become a roadway
some time ago as more modern facilities have been developed. for the buses and lorries of the Lough Swilly. Instead of a train for
Certainly the Swilly is a sad loss, only ceasing business eight Burtonport, Bedford lorry ZE 9297 stands at the platform. To the
years ago, but this has been the way of the modern world over right is the former Lough Swilly Railway goods shed. MICHAEL
recent decades, with many of the names we love and cherish BUNCH/COURTESY OF DONEGAL RAILWAY HERITAGE CENTRE
having been similarly lost, either due to becoming
part of the nationalised bus operators (NBC) or
from the time of deregulation which effectively
saw the end for most municipals and a bun fight
between the newly set up private operators,
the majority of which have since morphed into
faceless multi-million pound operations bereft of
any local identity. There are exceptions of course,
there are some well-run independents with proud
histories. And… I do hope to cover one of those
rare organisations, a surviving municipal, when we
visit my old home-town and look at Warrington
Corporation Transport in a forthcoming (even
numbers) issue of On the Buses.
Paul Appleton,
Editor
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6 On the Buses
Buses f or t h e Brewers
Burton-Upon-Trent Corporation
Pictures: Geoff Lumb
Words: Paul Appleton
The hardness and mineral content by the town’s Corporation Transport
Research: Jeff Colledge of the water is perfect for brewing pale Department and initially served:
ales and these refreshing beers were in Horninglow to Branston Road,
demand overseas, especially where the Stapenhill to Wellington Street and
B
urton-upon-Trent is famous for British were out-stationed across what Winshill to Wellington Street. In 1906
its breweries, of which there have was then the British Empire. The River the Burton & Ashby Light Railway
been many over the years and Trent upon the banks of which Burton opened on 2nd July and operated its
still, to this day, it is the pre-eminent is built, was also an ideal transport own separate tram service between
brewing centre in Britain. corridor for transporting beer, the Burton-upon-Trent and Ashby de la
Benjamin Printon was one of the first opening of the Trent & Mersey Canal in Zouch.
commercial brewers in Burton, setting 1777 open up more new markets – no The Winshill route was always
up his business in 1708. Perhaps the coincidence that this is when William operated separately from the rest of the
most famous is Bass, established in Bass set up his brewery! Corporation system, largely because
1777, today it is owned by the giant The arrival of the railways in Burton the Board of Trade insisted that cars on
Coors concern. At one point in the in 1839 made a connection with the this route be fitted with slipper brakes
19th century, Burton was responsible London and Birmingham Railway and and be of open-top design. Seven of
for a quarter of Britain’s production and now Burton’s finest products could the original cars were so fitted and an
exported its beers all over the world. By be taken almost anywhere. Railway eighth followed in 1912 and it was these
1868 there were 26 separate brewers in lines criss-crossed the streets, with that lasted through to the end, outliving
Burton. level crossings on almost every main the covered-top cars used on the other
The water in Burton is said to be ideal thoroughfare in the town, as little routes.
for brewing – in Anglo Saxon times it is saddle tanks shunted wagons carrying In July 1907, the first threat to tram
said that an Irish nun named Modwen barrels of beer to the main exchange services in the town arrived in the form
rested in Burton on her way to Rome and sidings for onward transportation. of the Ryknield Motor Co. Ltd., who
during her time here built a number of Some of these railway lines crossed demonstrated its motor buses to the
churches, including Burton Abbey. She Burtons tram lines, which first arrived Corporation by running a temporary
claimed that the waters drawn from the in 1903, the first electric tram service service between Uxbridge Street and
well had healing powers – but it was the in the town operating on 3rd August Derby Turn. This encouraged the
monks who followed her that brewed the that year. Three routes were operated Corporation to apply for a licence
first beer. The abbey is now in ruins, but to run its own motor buses, which
brewing has continued ever since. were eventually authorised under a
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Burton-Upon-Trent Corporation 7
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8 On the Buses
HFA 573 is a 1959 Guy Arab IV 5LW with a Massey H33/28R body and is Burton’s fleet No. 73. Withdrawn in March 1972 and sold
the following May to Tiger at Salsburgh, North Lanarkshire and in July 1972 was in a scrapyard with no further history known. The bus
is seen on the bridge crossing Burton railway station with the old Midland Railway grain warehouse in the background, which today
enjoys a new lease of life as a Travelodge hotel.
Another view taken on the bridge near Burton-upon-Trent railway station, this time with FA 9715 on Route 4, parked at the bus
stop on the bridge. It is a 1950 Guy Arab III 5LW with a 1960 Massey H33/28R body and is fleet No. 15. Originally the bus was to
have had a Northern Coach builders’ highbridge body which was then changed to lowbridge, but they were unable to fulfil the order
which was then transferred to D. J. Davis who provided a L27/26R body which was replaced by the Massey one in 1960. Withdrawn
in April 1973 and sold the following August to P. Sykes, a dealer in Barnsley, no further history is known. Sister vehicle, FA 9716, fleet
No. 16, is preserved with the latest known owner being Mr Roger Burdett at Corley, Coventry.
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Burton-Upon-Trent Corporation 9
Prior to 1934, the livery of Burton’s gradually had their three cream bands deliveries consisted mainly of the CCG5
buses was crimson lake, with cream replaced with a single band at around model which utilised Guy gearboxes.
waistbands and window sections, with this time as vehicles became due for Between 1960 and 1969 there was a
white lining out. From 1934 until 1944, repaints. livery change for Burton’s buses, with
this was replaced by crimson lake with Until 1962, all of Burton’s buses were maroon replaced with madder and
black waistbands and white lining. supplied by Guy Motors Ltd., with three the cream extended to the lower deck
Further evolution in 1945 saw a move exceptions – two purchased in 1934 – window sections and centre band. New
to maroon with cream window sections an AEC Ranger IV and a Leyland LTB, single-deckers had cream waistbands,
and a cream centre band on double- both with Brush B26F bodies – and a but not the black beading that had
deckers, with white lining-out and Daimler CWA6 with Duple H30/26R by now been restored to the double-
black wings, but this was short-lived as bodywork in 1945. This was in no small deckers.
by 1950 double-deckers started to be part down to the friendship that existed Driver/conductor-operated double-
painted in maroon with three cream between Sidney Guy and the Chairman deckers continued until 1968, when
bands with black beading, wings and of the Burton Transport Committee the prospect of OMO-operation
wheels. Single-deckers meanwhile, were and, as a consequence, Burton was presented itself once more, although
maroon with a cream waistband and Guy’s main customer for heavyweight not introduced until 1971, this led to
black beading, etc., although the latter chassis. The subsequent withdrawal of a change to Daimler Fleetlines. Four
was dropped from all vehicles later in Guy’s 27ft-long chassis did lead to a second-hand Leylands single-deckers
the 1950s. Also, the double-deckers shift over to Daimler after that, although were also purchased in 1971 from
On Service 7 to Manners Estate via Station & Ashby Rd., is FA 9747 is a 1950 Guy Arab III 5LW with a D. J. Davies H30/26R body,
fleet No. 8. In January 1964 the body was rebuilt by the Corporation, but by December 1970 was withdrawn and sold to dealer
Wombwell Diesels at Wombwell, Barnsley the following May. It is seen passing Burton Town Hall, which was built in 1894.
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10 On the Buses
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Burton-Upon-Trent Corporation 11
MFA 805G is a 1969 Daimler Roadliner SRG 6LW with a Willowbrook B44F body, fleet No. 105. After September 1971 the bus
was used as a standee type and had 20 standing spaces. On 1st April 1974 the vehicle was transferred to East Staffordshire District
Council retaining its existing fleet number, but was renumbered to 05 in March 1983 and then the following May to simply ‘5’.
Also, at an unknown date, the bus’ Gardner 6LW engine was replaced by a 6LX one before being withdrawn in October 1985 and
immediately passing to Stevenson’s of Uttoxeter Limited, Spath where it became their fleet No. 105A. No further history is known.
Outside the depot, which was the old tram depot, on Horninglow Road, we see FA 9291 again, a 1949 Guy Arab III 5LW with a Guy
B35R body, but this time with SFA 82 in the background. This is a 1963 Daimler CCG5 with a Massey H33/28R body and is Burton’s
fleet No. 82. Withdrawn in July 1973 and sold to J. Stevenson (Uttoxeter) Limited (Yellow Bus Services), Spath the following month
before entering service as their fleet No. 32 in September that same year. In March 1977, Stevenson’s withdrew the vehicle and later
in July passed it on to Wigley, a dealer at Carlton, Barnsley and no further history is recorded.
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12 On the Buses
vehicle policy in 1975/6 was to purchase caused difficulties for the operator
second-hand Leylands of both front- and to solve this new premises were
and rear-engine types, replacing the established in Derby Street, opened
older Daimlers in the fleet. In 1977, on 3rd February 1984. As well as its
there was a two-week loan of a test bus fleet, the new depot also housed
vehicle from Hestair-Dennis and this led the rest of the Council’s vehicles,
to an order for some of the first Dennis although all were stored in the open
Dominators to be produced. After air. The new maintenance and repair
purchasing three Leyland Atlanteans in facilities, however, were said to be
1978, the Council then standardised, excellent.
with all future purchases being The passenger transport undertaking
Dominators. In both 1982 and 1984, in Burton-upon-Trent had always
a number of second-hand Bristol RE’s been relatively small and marginally
were acquired to strengthen the single- profitable. The threat of de-regulation
decker fleet. meant that the services it provided
The fleet’s depot had been at could only be competitive and
Horninglow Road, which was the profitable if drastic changes were
old tram depot, which apart from a made, so with little hesitation, the
post-war workshop extension was Council entered into negotiations
pretty much out-dated and a new with Stevenson’s of Uttoxeter Ltd
office block had opened for clerical with a view to merging the two major
staff in Guild Street not long before operators in the district. The other
the Second World War. This had ‘large’ operator in the area was Midland
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Burton-Upon-Trent Corporation 13
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14 On the Buses
Ledgard lament
Samuel Ledgard (independent operator)
Pictures: Geoff Lumb Nelson Hotel at Armley, near Leeds. this to events, he invested in a steam
Words: Paul Appleton Being a publican was not sufficient, lorry, followed by more examples
Research: Jeff Colledge
Ledgard already wanted to explore and, while these weren’t travelling to
other possibilities to ‘make brass’ that events laden with equipment, beer and
his new-found position could exploit. food, they were employed on general
S
amuel Ledgard was an He started to bottle beer in the yard at haulage work around the Ilkley area.
entrepreneur in every sense of the back, buying in bulk Guinness and In time, the steam vehicles were
the word. A Yorkshireman who Bass. He went into event catering, most replaced with petrol lorries and he also
believed in hard graft and that with noticeably at race meetings, but almost invested in de-mountable charabanc
hard graft comes reward; “Brass makes any event or gala he could win the type bodies, so that his vehicles could
brass” would have undoubtedly been contract to supply. serve a dual purpose. At least nine
an adage with which he would concur. He invested in his own marquees such combinations built by William
He was born in 1875, yet already by and catering tents and built up all the Nicholson of Otley were in the fleet
1896 at the age of just 21, he took on equipment necessary for the purpose of at this time. Ledgard also acquired an
his first ‘enterprise’ in the shape of the carrying out this business. To transport interest in Bridge Garage in Leeds.
Heading for Bradford via Fartown is JUA 762, a 1943 Guy Arab I 6LW with a 1951 Roe H31/25R body. Originally, this bus had a Gardner
5LW diesel engine and a Pickering UH30/26R body which was replaced by the Roe one in October 1951. The Gardner 6LW engine was
fitted by Pelican Engineering, Rothwell, Leeds in the autumn of 1956 and the vehicles body had a unique paint scheme in that it was the
only current one to have the pre-war style of white window pillars on both decks, while all the other buses had blue ones. Withdrawn in
November 1961, it was sold the following January to dealers King of Leeds for scrap.
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Samuel Ledgard 15
1952 U is a 1957 AEC Regent V D3RV with a Roe H37/28R body. When the West Yorkshire Road Car Co. Ltd., Harrogate took over
Ledgard from his executors on the 14 October 1967, this bus passed to them and became their fleet No. DAW8. Withdrawn in May
1969 and sold the following September to Harwood Exports (Machinery) Ltd., dealers at Birdwell, Barnsley for scrap.
Samuel Ledgard always had a preference for Leyland products and this venerable example was still operational in this early 1960s
view. It is LUB 674, a 1948 Leyland Tiger PSI/I with a Duple/Samlesbury FC33F body. Originally, the body was of the half-cab style
with a canopy which was rebuilt sometime between 1952-54 to full front by Samlesbury Engineering, Preston. Withdrawn in April
1963 and sold the following November to Parker’s who were dealers in Bradford who subsequently scrapped it.
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16 On the Buses
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Samuel Ledgard 17
An early 1960s view with (on the left) LAE 2, a 1948 Leyland Titan PDIA with a Brislington H30/ 26R body which was new to the Bristol
Tramways and Carriage Company Limited, Bristol as its fleet No. C4033. That company became the Bristol Omnibus Company Limited
in May 1957, and it was from them that Ledgard acquired the vehicle in October 1960 via dealers North at Sherburn-in-Elmet. The bus
entered service with Ledgard in April 1961 and was withdrawn in January 1967, passing to Jackson, a dealer in Bradford the following
month for scrap. A similar vehicle, LAE 13, which was Bristol fleet No. C4044 is preserved as such with the latest known owners being the
Bristol Vintage Bus Group. The vehicle on the right is MUA 862, a 1949 Leyland Titan PD2/1 with a Leyland H30/26R body which was re-
seated to H32/26R in 1963. Withdrawn in November 1966 and sold the same month to Jackson’s for scrap.
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18 On the Buses
KYY 504 is a 1950 AEC Regent III 09612E with a Weymann L27/26R body which was new to the London Passenger Transport Board fleet
as its No. RLH4. This bus was acquired in December 1964 via Passenger Vehicle Sales (London) Ltd., Upminster and although it passed to
West Yorkshire on 14 October 1967, the vehicle was not operated by them. Sold in April 1968 to W. Norths (PV) Ltd., dealers at Sherburn-
in-Elmet, who immediately passed it on to Passenger Vehicle Sales (London) Ltd, at Leigh Beck, Canvey Island. The following June the bus
was bought by Ye Olde Kansas City Touring Association, Kanas City, Missouri, USA and no further history is known.
Looking somewhat forlorn and unloved, GHN 838 is seen dumped at the back of the depot in the early 1960s view. It is a
1946 Bristol K6A with an ECW L27/28R body which was new to the United Automobile Services Limited, Darlington as their fleet
No. BDO38 with a Strachans L27/26R body. In May 1951, the bus was renumbered to BAL 6 and the ECW body was fitted sometime
in 1954. The body was new in 1949 and had originally been on CHN 105 a 1936 Bristol GO5G to replace its previous ECW one.
Ledgard acquired the vehicle in March 1959 via Coppock, a dealer in Sale, Cheshire and put it into service during the same month.
Withdrawn in April 1964 and sold immediately to Blamire in Bradford for scrap.
towards AEC appears to stem from the ‘Cheltenham of the North’. There ultimately take over the running of
the days of the Anticham takeover were bread and butter routes such as the business. There was no succession
when AEC were less than helpful in the those around the housing estates of planning of any sort.
provision of spare parts – but they knew Ilkley and Otley. The ‘Alpine Run’ over Nothing was ever spent that he
he wasn’t a potential customer, always Otley Chevin was a particular challenge considered unnecessary; he scoffed at
preferring buses built in the north. for drivers. Ledgard had all of this and the amount of money other operators
The company operated its vehicles more. must have spent on uniforms. Ledgard
over a wide cross-section of routes, Ledgard might have been a is recorded as saying that “a uniform
spanning the urban grime of industrial successful businessman, but he made doesn’t make a man a better driver or
Leeds to the scenic splendours of no provision for the safeguard of the conductor.” He was, however, noted as
Wharfdale. The Bradford to Harrogate company once his days would be over. a careful man, not necessarily mean as
run was one of the longest routes, Nothing was consigned to paper – some might suggest, especially when it
operating out through an area densely everything was kept in his head. He came to money. He was regarded as a
populated with woollen mills, out wouldn’t delegate or trust in anybody, good employer to those who gave him
through the Wharf Valley and on to not even his own son, Tom, who would their loyalty, but equally was capable of
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Samuel Ledgard 19
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20 On the Buses
Ledgard also had a number of coaches on its books: this one is GVA 289, a 1951 Leyland Royal Tiger PSUI/II with a Duple ‘Roadmaster’
C41F body which was new to Baxter’s Bus Service Limited, Airdrie as their fleet No. 42. The coach was acquired by Ledgard in April 1957
and entered service in Baxter’s colours which was soon adopted as Ledgard’s new livery. Withdrawn in January 1967 and sold to Lindley,
Queensbury, Bradford the following month and by October 1978 the vehicle was out of use and no further history is known. The picture
shows it alongside other operator’s vehicles on excursion work at a Blackpool coach park.
1951 U is a 1957 AEC Regent V D3RV with a Roe H37/28R body. This bus passed to the West Yorkshire Road Car Co. Ltd.,
Harrogate on 14 October 1967 when they took over Ledgard and it became their fleet No. DAW7. Withdrawn in May 1969 and sold
the following September to Hartwood Exports (Machinery) Ltd., who were dealers of Birdwell, Barnsley for scrap. The picture was
taken in Park Place, Leeds.
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Samuel Ledgard 21
Ledgard’s blue and light grey livery dominates the scene at Otley Bus Station in 1962/3.
Taking centre stage is ARN 393, a 1946 Leyland Titan PDI with an Alexander H32/26R
body made to a Leyland design. The vehicle was new to Preston Corporation Transport as
H30/26R, fleet No. 89, who withdrew it in September 1961. The following month dealer
W. North of Leeds bought the bus and it was acquired by Ledgard that November and
re-seated to H32/26R before entering service in January 1962. After passing to West
Yorkshire when they took over Ledgard on 14 October 1967, it was not operated by them
and instead sold back to W. North at their Sherburn-in-Elmet operation the following
December. They passed the bus to dealer B. Johnson at Goldthorpe, Rotherham, for
scrap in January 1968.
rumours of imminent closure. When the result, a visit was made to the dealers
company’s founder died, utter chaos and Bristols were bought.
ensued – the fleet was largely worn out However, the talks stalled on a
following low maintenance and heavy number of other points. Ledgard
usage during the war-years and there had its Bristols, but it was no nearer
hadn’t been sufficient money in the kitty reaching an agreement with West
for renewals. Following his death, it was Yorkshire. Talks were held on no less
mostly second-hand vehicles that were than four occasions between 1953 and
purchased – 174 of them – against new 1967 and following these final 1967
vehicle acquisitions of just 13. discussions, it was announced in the
dealing out summary justice to those From 1953 there had been on- August that the West Yorkshire Roadcar
who did not meet his standards. off talks about a merger between Company Ltd would acquire the Samuel
Following the death of Samuel Ledgard’s and West Yorkshire Roadcar Ledgard business. But by this time, the
Ledgard in 1952, for a period of Co. Ltd., and it had been suggested concluding discussions had become
three years or so, it was touch and go that if Ledgard’s were to purchase acrimonious, and the takeover was
whether the company would survive. Bristols, then this would smooth the anything but harmonious.
Despite assurances from the new path to eventual integration, with the Such was this acrimony that West
management, there were constant Armley fleet retaining its identity. As a Yorkshire’s then General Manager
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22 On the Buses
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Samuel Ledgard 23
This Daimler CVD6 is LNW 524 and has a Brush H30/26R body. It was originally new to Leeds City Transport and ran as their fleet
No. 524 and was acquired by Ledgard in May 1960, before entering their service the following July. Withdrawn in October 1963,
the bus was sold for scrap to dealers Blamire, Bradford in April 1964.
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Back at Otley Bus Station, we see NCY 453, a 1956 AEC Regent V MD3RV with a Weymann H33/28R body which was new to the
South Wales Transport Company Limited, Swansea as H32/28R, fleet No. 462. Purchased by Ledgard in January 1967 via dealer North of
Sherburn-in-Elmet, the bus was re-seated to H33/28R before entering their service the following March. This was another of the vehicles
which passed to West Yorkshire when they took over Ledgard on 14 October 1967 and it was given their fleet No. DAW3. Withdrawn in
July 1969 and sold to W. Norths (PV) Ltd., at Sherburn-in-Elmet, the following November who a month later passed the bus to Smith’s
Luxury Coaches (Reading) Ltd., who fitted it with platform doors and put the vehicle into service in September 1970. They withdrew it from
passenger service in January 1977 but continued using the bus on non-psv duties before selling it, by June 1981, to C. F. Booth Ltd., at
Rotherham for scrap.
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Samuel Ledgard 25
Out of a fleet of over a hundred buses, survive to this day. Transport Daimlers were funded entirely
only two Daimler CVG6s and the AEC Among those vehicle scrapped from the sale of scrap vehicles.
Regent Vs were kept for regular services en-mass were Atkinsons, Albions, It seems that Ledgard’s financial
plus two Ford 570E coaches and even Tiger Cubs, a little Dennis and a single position was at its lowest ebb in early
then, only because replacements weren’t Maudsley (CUB 1), to mention just a few 1957 and it is said that private individuals
available at the time. Superannuated of those operated by the firm. It is said had to inject money into the business in
Bristol KSWs and LL5Gs and LWL5Gs that the aforementioned ex-London February that year in order that wages
were brought out of retirement, including
some that had hitherto only been
used for driver training. Hardly suitable
replacements for the admittedly older,
but much better presented and more
reliable buses that Ledgard’s customers
had become used to over the years.
It is said to be a tragedy that of the
many and varied vehicles that ran in
the Ledgard fleet, none of the original
vehicles survived, despite Ledgard
hanging on to so many for long after
they were withdrawn. Even after his
passing, disposal of large numbers of
older vehicles to the scrapyard saw
them linger for many further years, but
the preservation scene of today didn’t
exist and so they were ultimately lost.
As a result, only a handful of vehicles
with genuine Ledgard connections
Looking clean and business-like is DCN 839, a 1954 Guy Arab LUF with a Picktree C35F body
which was new to the Northern General Transport Company Limited, Gateshead as its fleet
No. 1539. Ledgard acquired the coach in January 1963 via W. Norths (PV) Ltd., dealers in Leeds
and although it passed to West Yorkshire when they took over Ledgard on 14 October 1967,
the vehicle was not used by them. In April 1968, the coach was sold to W. Norths (PV) Ltd., at
Sherburn-in-Elmet, before being purchased the following August by B. Johnson, another dealer,
at Goldthorpe, Rotherham for scrap. The picture was taken on Harrison Street, Halifax and the
coach was operating an Express Service.
Underneath the legend ‘BAIRD T.V. AND RADIO’ which can just be spied above this neat
line-up of Ledgard ‘deckers, suggested that both organisations shared these premises –
probably in Bradford. On the left is BCK 414, a 1947 Leyland Titan PDIA with a Leyland
H32/26R body, which was new to Ribble Motor Services Limited, Preston as fleet No. 2471 in
H30/26R configuration. The bus was sold to Millburn Motors, Preston in May 1961 who later
that year passed it on to another dealer, F. Cowley at Salford, from whom Ledgard acquired
it in September 1961. After being re-seated to H32/26R the bus entered Ledgard service the
following November and although going to West Yorkshire when they took over Ledgard on
14 October, the vehicle was never operated by them. Instead, it was sold in January 1968 to
W. Norths (PV) Ltd., at Sherburn-in-Elmet, who immediately passed the bus on to B. Johnson,
dealers at Goldthorpe, Rotherham for scrap. The middle vehicle is BCK 624, another 1947
Leyland Titan PDIA with Leyland H32/26R bodywork, this one new to Preston Corporation
Transport as its fleet No. 90 in H30/26R form. Acquired by Ledgard in November 1961 via W.
North in Leeds and re-seated to H32/26R before entering their service. Withdrawn in January
1967 and sold the following March to Jackson’s in Bradford for scrap. On the right is BCK 636,
yet another 1947 Leyland Titan PDIA with a Leyland H32/26R body, again new to Preston
Corporation Transport, this one as their fleet No.102 in H30/26R layout. Ledgard acquired the
bus in November 1961 via W. North in Leeds and re-seated it to H32/26R as well as rebuilding
the vehicle using parts from JUM 374, a 1946 Leyland Titan PDI which was new to Ledgard.
This delayed the bus’s entry into service until December 1962 and it passed to West Yorkshire
on 14 October 1967 when they took over Ledgard, although they never used it. Sold to W.
Norths (PV) Ltd. at Sherburn-in-Elmet in April 1969 and a month later to T. & H. Sitek (James
Stone), in Leeds, for non-PSV use. No further history is known. Note that the ex-Ribble bus on
the left does not have a route number box which the two ex-Preston ones do, although they are
painted over and displaying a monogram of the letters SL.
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26 On the Buses
could be paid. But the corner was turned supply spare parts to Ledgard’s for its
and by the following year, things were ageing PD1s. It wasn’t until an order Seen at Chester Street bus station
once again on an upward trajectory, was placed for four PD2/40s that the in Bradford, PNW 92 is a 1952 Leyland
which continued through to the sale of decision was ‘reviewed’. These vehicles Titan PD2/12 with a Leyland H32/26R
the business in 1967. It certainly wasn’t would have been the first forward body and was one of Ledgard’s first
due to a lack of finance that no new entrance buses in the Ledgard fleet, but eight-foot wide service buses. Originally
vehicles were purchased after 1957. the order was cancelled – presumably the seating capacity was H30/26R and it
Indeed, four new AEC Regent Vs were because the takeover was by now in was re-seated to H32/26R in June 1962.
ordered in 1958, but then cancelled the pipeline, or perhaps it was West Although passing to West Yorkshire
because of perceived problems with Yorkshire who cancelled them. on 14 October 1967, when they took
the previous year’s delivery. These were As part of the privatisation of over Ledgard, they did not operate
mainly minor niggles, sorted under the parent operator, the National Bus the vehicle and sold it to W. Norths
sales warranty. Company, West Yorkshire was sold in a (PV) Ltd., dealers at Sherburn-in-Elmet,
There was also a big falling out with management buyout to the AJS Group North Yorkshire the following January.
Daimler over the unloved ‘Jumbo’ in 1987. The West Yorkshire business After having several further owners,
LRW 377, which was concluded by was then split into smaller companies in the bus ended up in June 1972 with
Daimler offering to replace it, which December 1988 and with it any trace of Poole Lane Auto Spares Ltd., dealers in
was accepted. But no further business Samuel Ledgard was gone for good. Chelmsford, Essex for scrap.
went that way. Another problem was An active enthusiast group known
the difficulty in finding a body-builder as the Samuel Ledgard Society was Seen on Cookridge Street in Leeds,
willing to put new bodies on two formed in 1998 to ensure the much- Ledgard’s JFJ 55 is a 1948 Daimler
Leyland PS2/3 chassis that had been lamented Ledgard name isn’t forgotten. CVD6 with Brush H30/26R bodywork,
prepared in the works. Strong words It holds an annual reunion, social events which was new to Exeter Corporation
were exchanged with two of the leading and publishes a thrice-yearly magazine Transport as its fleet No. 33. Ledgard
coachworks, one of which eventually The Ledgard Chat. The building which acquired this bus via dealer North of
said it would fit the work in between its was the Nelson Hotel still survives Leeds in March 1960 and placed it in
production run “as and when it could and bears a blue plaque in Samuel service the following July. Withdrawn
be done”, but it must be realised that Ledgard’s memory. In August 1979, a in May 1963 and sold to North’s
at this time, these body-builders were road in Leeds was named Ledgard Way at Sherburn-in-Elmet the following
fully occupied with rear-engined buses and the old depot in Otley also still September, before passing a month
and the Ledgard work was simply non- stands, albeit as a tyre-fitting company. later to another dealer, Higgs of Monk
standard stuff that wasn’t really needed. It seems the stubborn old Yorkshireman Bretton, Barnsley for scrap.
In 1965, Leyland had refused to is still with us in many ways!
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Samuel Ledgard 27
Here we see MXX 147, a 1952 AEC Regent III 0961 with a Weymann H30/26R body which was new to the London Passenger
Transport Board as fleet No. RT3632. The bus was acquired by Ledgard via PVS (dealer) Upminster in November 1963 and passed
to West Yorkshire when they took over Ledgard on 14 October 1967. However, the vehicle was not operated by them and was sold
the following April to dealer W. Norths (PV) Ltd., at Sherburn-in-Elmet, before going in June 1969 to B. Johnson at Goldthorpe,
Rotherham for scrap. This is the old Chester Street bus station in Bradford.
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28 On the Buses
Border Crossings
Scottish Buses
H
istory tells us that many Scots owners, before reaching the ‘terminus’.
have found themselves in exile, Vehicles from the major municipal
in Exile self-imposed or otherwise, down fleets, the former Scottish Bus Group
Words and Pictures through the centuries in lands far and companies, and independent operators
by Douglas G. MacDonald not-so-far from home. all found themselves as Anglo-Scots.
The same maxim can be applied to The images shown in the following
the humble ‘bus. This feature looks at the pages, many of which have never been
‘migration’ of vehicles which started life previously seen or published, illustrate
in Scotland, but later crossed the border the moving south of substantial
and were operated in England and Wales numbers of vehicles from the 1950s to
with second and occasionally multiple more recent times.
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W Alexander Group 29
When choosing suitable vehicles research, a logical explanation can be share of the sector was transacted via
from my large photographic collection, found, showing that in effect it was dealers. However, from a personal
I have always been curious and in many a network of dealers, most of whom perspective, regardless of how the
cases really surprised in how ageing were actually dealers-cum-breakers, business was done, I find a genuine
PSVs from virtually all parts of Scotland, who made the majority of these moves fascination in looking at former buses
could find themselves new owners in possible. and coaches of smaller firms finding
the Welsh Valleys, or even in Devon or In Scotland itself, notable names were new lives in diverse parts of the United
Cornwall. Dunsmore of Larkhall, Tiger Coaches Kingdom. Hopefully this is reflected
Considering that the motorway [Irvine] of Salsburgh. and arguably the in my selection of pictures for this
and trunk route networks we’re used ‘big two’ SMT Sales & Service, and category!
to nowadays, had not reached their Millburn Motors, the latter also having a In the first part of this feature – the
zenith, it was logistical feats of some branch in Preston which primarily dealt next will follow in Book 3 – I will focus
note that would have made it possible, with disposals from Ribble. on the Scottish Bus Group. This became
for example, for an ex-Edinburgh However, without question the real the ‘nationalised’ operation north of
Corporation Leyland PD2 to be hub for bus dealers has been the the border, to include famous names
purchased by an independent operator Barnsley area of South Yorkshire. like Alexander, Central SMT, Scottish
in the Rhondda! Many starting as small firms, some Omnibuses and others.
Upon closer examination and mainly to scrap vehicles and then The companies looked after their own
growing and expanding, pushed the disposal of time-spent fleet members,
trade to the fore. Paul Sykes, Trevor and tended to use dealers reasonably
Wigley, North’s of Sherburn-in-Elmet, local to their operating territories. By
Carlton and PVS were just a few of the way of examples, W. Alexander [Fife’s]
names, some of which are still in the cast-offs would mainly go to Thomas
bus business in the 21st century. Muir of Kirkcaldy. Dunsmore and Tiger
Before the days of emails, websites took most of Central SMT’s withdrawn
and other allied technology, telephone stock, whilst James Locke of Loanhead
calls between dealers and prospective was favoured by Edinburgh-based
buyers, physical visits to their premises, Scottish Omnibuses Ltd (formerly SMT).
a weekly scouring of the dealers’ It should be noted that if you
advertisements in Commercial Motor, checked any PSV Circle fleet list for any
which listed which vehicles were SBG member and looked at disposals
being offered for sale, was the modus up to the 1970s, most show ‘sold for
operandi for the second-hand bus and scrap to XXX’ or possibly ‘stripped for
coach market for decades. spares by the company, remains to
More prevalent among independent YYY’. The brutally honest reason for that
operators, private direct sales or even statistic is simply in those days the bulk
‘swaps’ did take place, but the largest of PSVs had been run into the ground
and had, sometimes literally, little
mileage or life left in them.
Coaches could fair slightly better
and may have proved a good second-
The bus operations of Walter hand buy for a small-time firm. Others
Alexander & Sons was re-organised were granted a reprieve via the
and split into three geographical dealers and sold on to fairground
divisions in 1961: Midland, Fife operators, builders and contractors
and Northern. Even after the for staff transport and others for non-
change to separate liveries for the PSV purposes. Of course, there were
new companies, the familiar and numbers of vehicles that did beat the
distinctive ‘Bluebird’ logo continued blowtorch and enjoy more passenger-
to adorn all fleet members. New in carrying days with a second owner,
1943 as W120, this Bedford OWB south of the border.
flew south to Wright’s of Nenthead In keeping with the quality of this
in Cumbria who had it rebodied by publication, mainly colour images
Duple as C29F. WG 9833 then passed are depicted, with just a few mono
to neighbours Henderson of Alston. images depicting earlier times, and
In this undated shot, the vehicle has are but a small selection of PSVs which
been taken out of service and looks fit the criteria of leaving Scotland for
to be in the process of conversion to other destinations across the border,
a caravan, already painted in a subtle but within these parameters I have
shade of pink! attempted to make the choice as wide
and as interesting as possible.
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30 On the Buses
A pair of Bluebirds that also found a new home not too far from the Scottish border. DMS 561 was a Daimler CVD6 from 1951
[D48 in the Alexander fleet] while BMS 416 was three years-older than its Daimler sister as D21. Both single-deckers ended up with
Ernie Hartness of Penrith, although their journey was circuitous. Highland Omnibuses was the youngest member of the SBG and
tended to take cast-offs from other Group members including W. Alexander. The Daimler duo joined the Highland ranks in 1965,
withdrawn two years later and sold to Hartness. Both vehicles are pictured still in basic HOL livery (with decals removed) at Penrith.
As well as private hires and works contracts, the Cumbrian operator ran a service from its home-base to Carlisle, and a couple of
other rural routes.
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W Alexander Group 31
In 1934, W. Alexander & Sons bought their last batch of 21 Gilford Hera L176S single deck coaches [Y48-68]. Their Scottish operational
life was short, and three years later WG 2319 [Y59] and most of her ‘sisters’ were withdrawn and sold off to North London dealer Coaches
and Components. From there the vehicle (along with N65) was procured by Craker’s Southland Coaches of Bromley, and remained in
service with the Kent operator until 1953.
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32 On the Buses
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W Alexander Group 33
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34 On the Buses
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W Alexander Group 35
Not to be confused with the PSV operation, but part of the same family dynasty, W. Alexander [Coachbuilders] of Falkirk designed
and built the single-deck ‘Y’ type bodywork between 1962 and 1983. More than half of the 3,270 constructed were for Leyland
Leopard chassis, and the rest on a variety of marques. Perhaps not surprisingly the vast majority of the stylish bus/coach bodywork
were built for Scottish Bus Group companies. The precursor to the Leopard was Leyland’s Tiger Cub, and all previous models built on
that chassis by Alexander Coachbuilders had carried the contemporary styles of C41F or B45F bodies from 1954 to 1962. However,
the final batches of Cubs in 1963/64 were ‘Y’ types to C41F specification. Delivered in May ’63, VWG 383 entered service in the
Alexander [Midland] fleet as MPD 244 where it remained for 16 years. It then moved via a dealer transaction to Welsh independent
Thomas Bros. of Llangadog. They made a neat adaptation of the original owner’s livery, by retaining the cream, and replacing the
Midland blue with their own dark green. The Tiger Cub saw further service with Eynon’s of Trimsaran, but was re-registered as
ACY 119A.
An all-Leyland TD4 of 1936 vintage is WG 4474, this ‘decker survived into the Alexander operational split in 1961, but it’s doubtful
if it picked up many passengers – I have an image of the bus laid-up without ‘Midland’ decals, and it was withdrawn the same year.
However, it was set to be given another lease of life. By the start of the following year, Millburn Motors had brokered the Leyland’s
sale to Sowerby Tours of Gilsland in Northumbria. It was last licensed in 1965, and certainly had been scrapped by 1966.
c0376237-aee6-40be-b0db-564dff3ef604
36 On the Buses
In addition to stage-carriage
vehicles, the Alexander set-up also
contained a large coach fleet for
touring and private hire work. The
Midland division bought a batch of
six Bedford VAS1s with 29-seat Duple
bodies in the early part of 1963.
Withdrawn after eight years, fleet
numbers MW 268 and her ‘sister’
MW 267 were acquired by Wakes of
Sparkford via the dealer Margo of
London SE19. In the case of VWG
406, the Somerset independent also
adapted the Alexander livery, by using
the cream, but replacing the Midland
blue with its own lighter shade. The
small coach stayed with Wakes for
almost four years, before seeing even
further service in Northern Ireland.
If the aforementioned ‘Y’ type was a resounding success for Alexander’s Coachbuilders, the same can be applied to its double-deck
equivalent the ‘A’ Type. The alloy construction whose upper-deck front window was effectively the rear window section of the ‘Y’ type, was
suitable for use on Leyland Atlantean and Daimler Fleetline chassis. W. Alexander [Midland] purchased over 100 new Fleetlines between
1967 and 1976. From the 13-strong batch of summer ’68, NWG 2G was fleet number MRF59. A decade of service in Central Scotland
ended with the 75-seat ‘decker moving to Walker’s of Anderton, Northwich. The Cheshire operator had also acquired another ex-Midland
Fleetline (HWG 500E). Both buses ran into the 1990s for Walkers who sold out to the Holmeswood Coaches Group in 2000.
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W Alexander Group 37
The Bristol LH chassis was also suited to Alexander’s ‘Y’ type single-deck treatment. SWG 676H had been new to Midland as fleet
No. MLH 16. It later headed south to Key Coachways (Blue Bus Services) at Rugeley. The Staffordshire independent has pressed the vehicle
into service after removing the ‘Midland’ and Bluebird decals, but it still carries Alexander colours. The fleet plate has been taken off, but
the small ‘Bn’ plate on the offside indicates the Bristol had last been allocated to Midland’s Bannockburn Depot, near Stirling. The vehicle
remained in these colours when sold on to St. Luke’s church in Liverpool and that depot ID plate was still in place!
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38 On the Buses
With an operating heartland of industrial Lanarkshire, but also part of West Dunbartonshire, Central SMT was regarded by many as the
‘unglamourous’ member of the Scottish Bus Group. However, it’s worth noting that for two consecutive years in the 1950s, the accounts
sheet showed CSMT to be the most profitable member of the nationalised sector in Scotland. Much of its network involved high-frequency
services around the county, and into Glasgow City, using predominantly hard-worked ‘deckers from Leyland through to the Bristol Lodekka
as the mainstay of the fleet. CSMT did have a coach fleet for tours, day-trips and private hires, and single-deck vehicles were deployed on
stage-carriage work. In 1952, Central took in an order of ten Guy Arab UFs with ‘Coronation’ bodywork by Walter Alexander. As K43, this
coach and the rest of the same batch, were withdrawn in 1964. Some passed to Highland Omnibuses, a couple to Millburn Motors, the
Glasgow dealer, but GVD 43 was sent to North’s at Sherburn-in-Elmet. The Guy then had short spells with several operators, before ending
up with TD Alexander’s Greyhound in Sheffield, a company who also ran a bus operation in Arbroath. Into service with Greyhound in the
spring of 1968, the Arab was withdrawn two years later and broken up for scrap.
A double-deck Guy
Arab II which also
left Lanarkshire for
Yorkshire. New in 1944
with utility body by
Strachan’s, Central’s
H14 was withdrawn
after 15 years’ service.
By October 1960,
the bus had been
acquired and taken
to Sheffield by T.D.
Alexander, but in an
ironic twist, the ageing
Guy was transferred
back to Scotland the
following summer to
its Arbroath division.
BVD 193 was last
licensed in 1965, and
broken up for scrap.
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Central SMT 39
The company’s fleet histories will show that Central had a total of 631 double-deck Leylands, from TDs to PD2/30s. GM 7729 was
new in 1956 as L529, and was part of a batch which carried Alexander bodies with a more upright and squared shape. Withdrawn
after 15 years’ service, the 59-seat bus was disposed of via local dealer Gray’s of Braidwood, near Lanark, before passing to an
unknown owner near Grimsby, in whose ownership it’s pictured here. The platform doors would have been added by the new
custodian, but the Central destination blind is still extant, showing ‘Cantieslaw Drive’, in the Calderwood area of East Kilbride, which
was the Leyland’s home depot for much of its CSMT days. The ‘decker was moved on again in late 1975 to Ross Foods at Dalton, still
within the Grimsby area.
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40 On the Buses
Almost a decade prior to Central’s dissatisfaction with the Bristol VRT, another vehicle marque proved unpopular with the company’s
driving and maintenance staff – the Albion Lowlander. Central’s first deliveries arrived in 1962, all with high-capacity 71 seat bodywork by
Northern Counties. Their stay in Lanarkshire was just three years, with eight transferring to the Alexander [Fife] operation at Kirkcaldy, and
the other two to Highland Omnibuses. Of the pair shown here, EGM 4 was at Fife, and EGM 10 at HOL. Both ‘deckers ultimately ended
up with Dudley-based Curtis Coaches, which then became part of the Moor Dale Group, located on Tyneside, and as far as I can establish,
these two Lowlanders were deployed in the Newcastle division, and were taken by Barnsley dealer K. Askin for scrap by 1980.
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Central SMT 41
Never having purchased any of W. Alexander’s ‘A’ type Daimler Fleetlines, it was 1971 when Central opted for a 35-strong batch
bodied by Eastern Coachworks. They could be regarded as another successor of the large Lodekka fleet – Gardner-engined double-
deckers with 78 seat ECW bodywork, but they were suitable for One-Man-Operation. However, just like the Bristol VRs, they failed to
find real favour with CSMT, and were quickly discarded. The vehicles were all re-assigned to other SBG members by February 1976,
namely Scottish Omnibuses, Alexander [Midland] and Highland Omnibuses. Some survived into the post restructuring era of the SBG,
running for the ‘new’ divisions of Strathtay Scottish and Kelvin Scottish, as well as Northern. TGM 229J was D29 in the Lanarkshire
ranks, became part of the Highland fleet, before being sold to New Enterprise Coaches of Towcester around Easter 1986. The last
recording of the Fleetline was two years later with London and Towcester-based catering company Posh Nosh.
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42 On the Buses
Under the nationalisation provision of the Transport Act 1947, Scottish Omnibuses Ltd [SOL] was set up by the British Transport
Commission on 4th April 1949 to take over the bus and coach operations of Scottish Motor Transport. The ‘SMT’ brand was used into
the early 1960s, after briefly using ‘Scottish’ on vehicles, the fleetname ‘Eastern Scottish’ was adopted. With Edinburgh headquarters,
SOL ‘s stronghold was the Lothians and Borders, but with a presence in West Central Scotland, via two depots at Airdrie and
Baillieston. AECs made up the vast majority of new single-deck bus purchases from SOL’s formation right through to 1966. Unlike
other SBG members, they did not opt for the Leyland Leopard ‘till much later after its arrival. Delivered in 1960 as B809 (USC 809),
this Reliance saw further service with Canham’s of Whittlesey, sporting the Cambridgeshire independent’s light blue and cream colour
scheme. The open folding door reveals the Alexander-bodied vehicle still carries the dark green of its former owners inside the
saloon, including the standard warning notice to ‘Passengers alighting this bus…‘.
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Scottish Omnibuses 43
A much less common AEC features in this view. Originally ordered by the famous independent Baxter’s of Airdrie, whom SOL took
over in late 1962, this Bridgemaster was delivered and painted in Baxter colours, before being repainted into Scottish livery and
re-registered as 9962 SF. Along with sister vehicle 9963 SF, the Park Royal-bodied bus headed north to Highland Omnibuses in 1973.
The ‘decker ran in Scotland until 1976 before moving south to Contractus of Stevenage, and a year later was acquired by Ward of
Epping as seen here, relegated to School Bus duties. The AEC was finally withdrawn and scrapped the following summer.
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44 On the Buses
As part of the SBG/NBC vehicle exchange programme, a pair of VRTs (OSF 305/307G) left Eastern Scottish for Newport on the Isle
of Wight, becoming Southern Vectis Nos. 620/621. In service with the NBC operator for nigh on 13 years, OSF 307G then moved to
Johnson’s of Hodthorpe who used it on School Contract Work. The double-decker was preserved in 2004 and restored to Southern
Vectis livery.
When Alexander’s introduced the ‘Y’ type body, SOL continued to order AEC Reliances, but 1966 saw the arrival of Bristol
RELH6Gs with C38Ft coachwork, primarily for the Edinburgh - London service. Twelve years on, EWS 169D was transferred to
Alexander’s Fife operation, and carried the SBG’s new ‘corporate’ colours for the express services of blue and white with the saltire
and ‘Scottish’ logo. The Bristol was taken south out of service by Dack’s of Terrington [Rosemary Coaches], but in a twist to the
expected conclusion for elderly PSVs as ultimately ‘sold for scrap’, this Gardner-engined coach beat the breakers’ blowtorch and has
been fully restored to its original operating colours of SOL.
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Scottish Omnibuses 45
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46 On the Buses
Formed in 1929, Western SMT became the largest Scottish Bus Group member, when Alexander split into three divisions in 1961.
Western’s operating territories covered Renfrewshire, Ayrshire, and Dumfries & Galloway, and in 1966 their combined single- and
double-deck fleet totalled just short of 1,900 vehicles. Leylands dominated WSMT throughout its history. However, during the
austere and dark days of the Second World War, the Mininstry of Supply allocated them Guys and Daimlers, which actually influenced
company taste in the difficult post-war years. Delivered in May 1945 with Northern Counties ‘utility’ 56-seat body, ASD 706 was a Guy
Arab II which was later bought by Connor & Graham of Easington, Hull. As was common practice by many independents for second-
hand acquisitions, the East Yorkshire company ran the highbridge ‘decker in Western colours, minus decals, although the Scottish
fleet number is still showing in this early 1960s snapshot.
Between the summer of 1947 and the following spring, Western took delivery of 25 Leyland PS1s with 35-seat Burlingham bodies.
After a long working life in Western Scotland, BSD 256 was dealer-transacted to A&C Wigmore of Dinnington. An initial glance at this
image could suggest an ex-W. Alexander vehicle, but actually the South Yorkshire independent has cleverly retained Western’s cream,
and used two shades of blue to cover its former owner’s dark red livery. Destined for the village of Thurcroft, some eight miles to the
south-east, the Blackpool-built bus is about to depart Rotherham Bus Station, where the tram rails are still visible, despite the system
having closed in 1949.
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Western SMT 47
Western undertook little extended tours work, but was the principal SBG long-distance operator, with the Glasgow-London
service being the jewel in the crown since the opening of Victoria Coach Station back in the 1930s. It had always tried to deploy high
standard coaches with generous legroom and toilet facilities. In 1951, an order for 14 Alexander-bodied AEC Regal IVs was diverted
from SMT/SOL to Western, hence the reason the vehicles carried Edinburgh ‘WS’ registration marks. HWS 940 arrived as A933,
carrying C30Ft coachwork, but altered to C30F just four years later. Withdrawn with others from the same batch in 1964, the initial
disposal was to Millburn Motors, from whence the Regal was bought by Vine’s of Great Bromley, who had an excellent reputation for
maintaining its fleet in tip-top condition. The AEC ran for Vine’s until September 1966, and via a London dealer made its final move
to Southgate Coaches (Rice) N1.
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48 On the Buses
Under nationalised ownership, the company then had access to Bristol vehicles, aside from any inherited from the Caledonian Omnibus
Co. The ground-breaking Lodekka arrived in a 20-strong batch in 1955, and a similar number the following year. HSD 27 was from the latter
intake as No.1239, was withdrawn in 1970 and sold via Millburn Motors to Bedlington & District at Ashington. The Northumbrian operator’s
colours were akin to those of Western, hence no need to repaint the LD!
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Western SMT 49
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50 On the Buses
U
Words: Paul Appleton nited Counties was one of the big Yet its beginnings could not have been
Research: Jeff Colledge operators, nationalised as part in greater contrast and amid the most
of the Tilling Group under the curious of circumstances.
1948 regime set up by the government’s To tell the story of what was to
British Transport Commission, the become the United Counties Omnibus
assets of which passed to the state- Co. Ltd., we need to travel back in
owned National Bus Company on 1st time to 1906 and the formation of the
January 1969. London Central Omnibus Co. Ltd. by
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United Counties 51
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52 On the Buses
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United Counties 53
It was from Bedford that the curious tale Irthlingborough, and Wellingborough
Waiting for passengers to Marsh which led to the establishment of the and Rushden.
Farm, which is a suburb of Luton, Wellingborough Motor Omnibus Co. These services were developed
UXD 127G is a 1968 Bristol RELL6L Ltd. came about. into a regular operation, with the bus
with an ECW B48D + 18 standees A driver and conductor at the Bedford crew staying overnight in a hotel and
body, United Counties fleet No. 387. depot had for some weeks privately operating Sunday morning services
This was new to Luton Corporation hired one of the company’s buses on a too. After several successful weeks,
Transport Department as its fleet Saturday afternoon and evening when Richardson then sent a second vehicle
No. 127 and became part of the the two were off duty. Richardson was to operate the circular route in the
United Counties fleet when they took understandably curious about what they opposite direction.
over LCT in January 1970. Repainted were up to and had the bus tailed by one Meanwhile, the New Central
into the NBC’s standard green with of his employees on a motorcycle. Omnibus Co. Ltd. was leased to the
white band livery in June 1970 and
withdrawn in October 1981 and sold
the following December to W. North,
dealers in Leeds and no further history
is known. Sister vehicle, UXD 129G,
fleet No. 389 is preserved and the
latest known owners are Adams and
McClure of Luton. Note the Bristol
Lodekka LD of United Counties in the
background.
The report came back that the London General Omnibus Co. Ltd., the
enterprising pair were using the bus pre-eminent operator of buses in the
to very successfully run a local service London area, from 1st January 1913.
around Wellingborough for which they Richardson was employed by them
were charging up to two shillings per in the capacity of General Manager
mile! by London General, but the position
This led Richardson to consider wasn’t to last for long. He was offered a
further expansion and accordingly, on settlement of £5,750 as compensation
a Saturday late in 1912, he sent a bus for his loss of office and this gave
and crew to Wellingborough to operate him the opportunity to focus on new
a circular service from Wellingborough ventures.
via Finedon, Irthlingborough, Having already had his attention
Higham Ferrers and Rushden back drawn to the potential offered by the
to Wellingborough. Additional short Wellingborough area, he wasted no
journeys were subsequently offered time in setting up the Wellingborough
between Wellingborough and Motor Omnibus Co. Ltd., with the
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54 On the Buses
c0376237-aee6-40be-b0db-564dff3ef604
United Counties 55
support of a small number of local and the services it operated which now
businessmen who invested in the new radiated up to 50 miles from that town.
venture, which was incorporated on 3rd Initially, the new company based
May 1913. its operations on Desborough and
Services were quickly developed Irthlingborough before opening its
and the fleet of vehicles being used Northampton headquarters in 1931.
increased steadily so that by the time Services were expanded throughout
of the formation of United Counties Northamptonshire and in 1928, the
Omnibus & Road Transport Co. Ltd. Northampton Motor Omnibus Co. Ltd.
on 24th September 1921, it had a fleet was acquired. This was soon followed
of 40 Leylands in operation. This new by a number of smaller undertakings
company was formed to take over the and by 1931, when Thomas Tilling
assets of the Wellingborough company gained control, the company had 150
On the left we see GRP 698D, a 1966 Bristol Lodekka FS6B with an ECW H33/27RD
body, fleet No. 698. Withdrawn in August 1978 and sold the following July to D.
Rollinston, dealers at Carlton, Barnsley, no further history about it is known. The
bus on the right is RBD 315G, a 1968 Bristol RELL6G with an ECW B53F body,
fleet No. 315. Withdrawn in January 1982 and sold the following June to Booth
at Rotherham where it is assumed scrapped. However, RBD 319G, fleet No. 319,
which is from the same batch, is preserved and the latest owner is the III Group,
Biggleswade, Bedfordshire. The car just visible on the far left is a Ford Cortina.
YNV 619 is a 1961 Bristol FLF6B with an ECW H38/32F body, fleet No. 619 and is
fitted with an offside illuminated advertisement panel between its decks. Withdrawn
in June 1976 and the following August sent to the N.B.C. Disposal Centre, Lincoln, no
further history is known about this bus.
Making good progress here is 6681 KH, a 1960 Leyland Tiger Cub PSUC1/2 with a Metro-Cammell DP41F body, United Counties
fleet No. 200. This bus was new to East Yorkshire Motor Services Ltd., Hull as its fleet No. 681 and was acquired from them by United
Counties in July 1972. Withdrawn in December 1973 and sold the following April to Martins Bus and Coach Sales, Middlewich,
Cheshire. After a couple of further owners, the vehicle was scrapped in January 1978 by an unidentified dealer at Carlton, Barnsley.
c0376237-aee6-40be-b0db-564dff3ef604
56 On the Buses
vehicles on its books. services to the portfolio, including to Motorways’ express coach network in
From 3rd October 1933, the company Bournemouth and Torquay, followed 1934, formed by a consortium of bus
assumed the simplified title of United just three months later by that of M.E. and coach operators, the company
Counties Omnibus Company Limited Jolley of Cosgrove adding a direct transferring its Bournemouth and
and to go with the re-branding also Northampton-London service to the Torquay routes to the new operation.
replaced its blue and white (with red ex-Allchin network. Further evidence of the Tilling
wheels) livery with the standard Tilling In 1934, the London-Oxford express influence came in 1936 when the
green with cream band. At this time it service operated by Eastern Counties company purchased its first Bristol (JO
had a fleet of 154 vehicles, serving the as successor to the Varsity Express 5G) with a coach body.
whole of Northamptonshire and into Motors Ltd., was handed over to United The company built new garages in
adjacent counties, as well as special Counties. several towns, a new headquarters,
services to the seaside and places United Counties were one of the with major engineering workshops, in
such as Whipsnade Zoo during the founders of the extensive ‘Associated Bedford Road, Northampton, and a
summer. In December 1933, services
around Aylesbury were acquired from
the Aylesbury Omnibus Company. Now we have something a little older; MPU 19 is a 1948 Bristol K5G with an ECW
Expansion was a constant theme at L27/28R body, fleet No. 735. This bus was originally Eastern National Omnibus
this time, during the 1930s more than Company Ltd. fleet No. 3958 and was transferred to United Counties on 1st May
30 smaller concerns were acquired, 1952 when they took over the Midlands part of ENOC. In November 1960, the
including in October 1934, Frosts vehicle exchanged its body for the 1953 ECW 8ft-wide L27/28R one from JEV 422,
Motors Ltd., based in the fast-growing fleet No. 683. No. 735 was withdrawn in March 1965 and sold the following June to
steel town of Corby. dealer W. North, Leeds and no further history is known.
The garage at Stony Stratford,
operated by a fellow Tilling company, Here we see 164 ANM, a 1960 Dennis Loline II with an East Lancs H35/28F body,
Eastern National, was transferred to fleet No. 824. This bus was new to Luton Corporation Transport Department as fleet
United Counties during the same year, No. 164 and passed to United Counties in January 1970 when they took over LCT.
along with services to the south. Also, Repainted into United Counties livery in May of that year and withdrawn in July 1973
during 1933, the company entered the and sold the following November to S. Twell at Ingham, Lincolnshire after when it is
long-distance coach service market presumed it was scrapped. Note in the background is JC 5313, the 1938 Guy Wolf
with the acquisition of Allchin & Sons with Waveney B20F body, ex-Llandudno UDC, owned by the photographer, Mr Geoff
of Kingsthorpe, Northampton. This Lumb of Huddersfield.
added a number of important express
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United Counties 57
CNV 669B is a 1964 Bristol FS6B with an ECW H33/27RD body, fleet No. 669. Withdrawn in June 1978 and sold in July of the next year
to D. Rollinson, dealers at Carlton, Barnsley and no further history is known. Note the air intakes under the front top deck windows which
signify that the bus is fitted with the Cave-Browne-Cave heating and ventilation system.
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58 On the Buses
Seen outside the Alfred East Art Gallery on Sheep Street in Kettering is CNH 863, a 1952 Bristol LWL5G with an ECW B39R body,
fleet No. 429. Originally, the body was to DP33R layout becoming B39R in November 1955 and was then repainted into green and
cream bus livery. Also, when new, a Bristol AVW 6-cylinder engine was fitted which was exchanged in September 1956 for a Gardner
5LW one and the bus was withdrawn in August 1968 and sold to S. Twell at Ingham, Lincolnshire who most likely scrapped it. Sister
vehicle CNH 862 is preserved with the latest known owners being the Chelveston Preservation Society, Northamptonshire.
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United Counties 59
Heading for Stamford Road Estate, Kettering, is LAX 639, a 1954 Bristol LS6G with an ECW B45F body, fleet No. 488. This bus
was new to Red and White Services Ltd., Chepstow, fleet No. U1053 and passed to United Counties in October 1968. Withdrawn in
September 1971 and sold the following December to S. Twell, dealer at Ingham, Lincolnshire with no further history known.
148 BRP is a 1962 Bristol MW6G with an ECW DP41F body, fleet No. 148. In May 1971, the vehicle was re-seated to B45F and
gained green and white bus livery in October 1974. Withdrawn in July 1977 and sold the following June to PVS (Barnsley) Ltd. and no
further history is known. Sister bus 157 BRP, fleet No. 157, is preserved in B45F configuration with the latest known owner being a Mr.
Allin of Rushden Northamptonshire. Note the front of what looks like a Plaxton-bodied Bedford VAL coach on the left.
central covered bus station at Derngate, with the addition of Eastern National’s
Northampton, thus putting it into a Midland Area which included 239
good shape to withstand the rigours of buses. This vast new area included
wartime operation. the Luton & District Transport Area
Acquisitions following the war were within which the company shared its
fewer, with notable examples being operations with the Corporation (see
O.A. Bartle of Potton in 1953 and Book 6).
Keysonian Services in 1960. In 1962, the Excursions & Tours
In 1948, the company was purchased licenses were transferred to the Wallace
along with other Tilling fleets by the Arnold Group, resulting in several of
British Transport Commission. Four its modern coaching fleet being sold
years later, United Counties’ biggest or repainted in bus livery, with ‘dual
expansion to date took place, as part purpose’ Bristol MWs and RELHs used
of the BTC’s rationalisation plan. The for the operation of express work, the
Oxford-London service was passed fleet having been standardised on
– together with eight vehicles and a Bristol chassis and Eastern Coach Works
depot at Oxford – to South Midlands bodies during the 1950s.
Motor Services, but at the same time, On 1st January 1963, United
its fleet of vehicles almost doubled, Counties was included in the transfer
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60 On the Buses
of the British Transport Commission’s its allocated section of the very busy M1
transport assets to the state-owned motorway.
Transport Holdings Company, which By the end of the 1970s, the company
in turn passed to another state-owned was working more closely with local
body, the National Bus Company, on 1st authorities, including county councils in
January 1969. its area, resulting in support to improve
The 14th September 1969, United maintenance facilities, with major
Counties took over Birch Brothers, work taking place at Northampton
which gave it another express service depot, Bedford, Luton and Milton
into London besides its Nottingham/ Keynes, including a 100 vehicle facility
Leicester-London route. The following at Winterhill on what was previously a
year, it took over the former Luton greenfield site.
Corporation Transport operation. 1980 saw the start of the government
Shortly after, the company found itself initiative to deregulate and privatise
under severe pressure maintaining bus services in Britain. Large sections of
the combined Luton fleet and had to the National Bus Company were carved
forgo its duty to deal with the recovery up in an attempt to make them more
of fellow National Bus Company marketable in what would be a much
subsidiaries’ broken-down vehicles on more competitive market place. The
Returning to Bedfordshire, here we see PXE 113G, a 1968 Bristol RELL6L with an
ECW B48D+ 18 standees body, fleet No. 373. This bus was new to Luton Corporation
Transport Department as its fleet No. 113 and became part of the United Counties
fleet on 4th January 1970 when they took over LCT. Repainted into United Counties
livery in April 1970 and withdrawn in April 1981, the bus was sold the following
December to W. North at Leeds for scrap.
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United Counties 61
YNV 348H is a 1970 Bristol RELL6G with an ECW B46D+ 20 standees body, fleet
No. 348. This bus was ordered by Luton Corporation Transport Department but when
United Counties took them over in January 1970, the order was allowed to stand.
Withdrawn in 1982 and sold in April 1984 to dealer G. Ripley in Barnsley, there is no
further history recorded.
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62 On the Buses
Plymouth Sound
Plymouth Corporation Transport
I
Pictures: Geoff Lumb f Burton-upon-Trent is immediately of water known as Plymouth Sound
Words: Paul Appleton associated with the brewing industry, provided a deep water anchorage
Research: Jeff Colledge
so Plymouth should be instantly to the south of Plymouth, but the
recognisable as a port and naval town. prevalent south-westerly winds coming
History tells us that the Priors of in off the open sea created an ever-
It’s a wet day in Plymouth as DDR Plymouth created a borough on the present trap for sailing ships.
202C, a 1965 Leyland Atlantean shore at Sutton Pool around the 13th What is known as Plymouth today is
PDRI/1 with a Metro-Cammell century and soon established a port essentially a union of three towns; the
H43/34F body, climbs away from a which by the 15th century was known as Borough of Plymouth to the east, the
railway underbridge close to Plymouth Plymouth. Pilchard was a local speciality Borough of Devonport (incorporated
station. As fleet No. 202, in January and there is evidence of an established in 1837) in the west, and in-between,
1967 this bus was re-seated to wine trade with France, but further the Urban District of Stonehouse.
H43/32F in order for an extra luggage development was restricted by the rigid These were officially united under one
rack to be fitted. Withdrawn in control of the Priors, until the town was authority, the Borough of Plymouth, in
October 1982 and stripped for spares incorporated by an Act of Parliament in October 1914 and made a city by Royal
before passing to dealers Whiting 1439. Charter in 1928.
Brothers at Pontefract in March 1983, The first naval anchorage was at From the 1820s, the three towns
that same month it went to Parton Cattewater, but work started on a of Plymouth had enjoyed the
and Allen, also dealers, of Carlton, new Government-funded dockyard frequent service of horse-buses,
Barnsley for scrap. Sister vehicle DDR on the Hamoaze marshes in 1690 and connecting Bretonside with the hotels
201C, fleet No. 201 is preserved with was completed by 1696. A new town at Devonport and the Naval Dock
the latest known owner being a Mr. known as Plymouth Dock developed brought a great deal of custom to
Delbridge of Ivybridge, Devon. outside the dockyard walls and this was the town and its early transport links.
renamed Devonport in 1824. The body This was something the South Devon
Railway was anxious to tap into and
by means of gradual extension from
Exeter, eventually reached Laira Green,
just outside Plymouth, on 5th May
1848, before a terminus could
be established at Plymouth
Millbay, which opened
on 2nd April 1849,
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Plymouth Corporation 63
Probably taken the same day, judging from the weather conditions, HJY 283 is a 1953 Leyland Titan PD2/12 with a Leyland
H30/26R body, Plymouth’s fleet No. 383. Withdrawn in May 1969 and sold to dealer Hartwood Finance of Barnsley the following
July and then in August to T. D. Alexander (Greyhound) of Arbroath, Scotland, entering service with them in March 1970. Withdrawn
by December 1972 and last seen at an unidentified dealer’s in the Linlithgow area. A similar vehicle, GJY 612 (ex-HJY 297), fleet
No. 397, is preserved and the latest known owner is a Mr. Richardson of Ropley, Hampshire.
though ultimately the line continued 1872. Much of the horse-bus operation Plympton, with 10.5 miles authorised,
onward into Cornwall via Brunel’s around the route quietly faded away in although of the seven lines proposed,
spectacular Royal Albert Bridge at the face of this new competition. The only three were actually built; Russell
Saltash. line was extended at the Devonport Street to Compton Lane, Russell Street
The Plymouth Omnibus & Carrying end to the junction of Fore Street and to West Hoe and Princess Square,
Company soon started regular services Marlborough Street, giving a total Plymouth to Barbican. The Act gave
connecting Millbay station with the route mileage of 2.5 miles, mostly laid provision for traction by steam or other
hotels in Plymouth and Devonport, to single track with passing places. By mechanical power.
timed to connect with arrivals and the end of the year, the company had This company’s first service was
departures at Millbay. Meanwhile, the become a subsidiary of the Provincial supposed to be from West Hoe to
population of Plymouth was expanding Tramways Company Ltd. Mutley Plain, but the Board of Trade
rapidly, with new housing developments This tramway was the only one built inspector would not permit trams to run
at Stoke and Morice Town, presenting to the ‘standard’ gauge of 4ft 8.5in, through Richmond Street and the route
the need for a public service across but upon electrification in November had to be run as two separate services,
the growing town. The Plymouth, 1901 it was converted to 3ft 6in-gauge of which neither was viable without
Stonehouse & Devonport Tramway to conform with other tramways that through running. The public also
Company – said to be the first tramway had by that time also opened up in the complained about poor time keeping
authorised under the provisions of the Plymouth area. Notably, this included and the thick, black smoke from the
Tramways Act of 1870, received Royal the Plymouth, Devonport & District tram engine.
Assent to its Bill with a line from Derry’s Tramway, which had been incorporated The authorised capital was rapidly
Clock in Plymouth to Cumberland by a Special Act in 1882. The company’s diminishing and things were beginning
Gardens, Devonport via Union Street aim was to establish a network of to look bleak for the fledgling company.
and Stonehouse Toll Bridge, which tramways covering Devonport, Plymouth Corporation objected to
opened throughout on 17th March Plymouth, Stoke, Mutley, Compton and construction of parts of two lines in its
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64 On the Buses
Borough, while Devonport took out an as permitted under the Tramways Act of
injunction dated 6th December 1884, 1870, which additionally authorised the Seen on Union Street in Plymouth,
restricting the company from operating use of electric power. OCO 512 is a 1958 Leyland Titan
any of its lines until three lines that Finally, the Devonport & District PD2/40 with a Metro-Cammell
would have served Devonport were Tramway Company was incorporated H30/26R body, fleet No. 112.
constructed. This lack of foresight led by Special Act in 1898 to build 4.75 Withdrawn in April 1974 and sold
to the inevitable liquidation of the miles of tramway within the Borough the following June to J.M. Eynon
company in 1885. of Devonport. It was a project of the (S. Eynon and Sons), Trimsaran,
Next on the scene – following a British Electric Traction Co Ltd., whose Carmarthenshire who operated the
new Act, the Plymouth & Devonport objective was to develop electric bus until September 1975 before
(Extension) Transport Act, 1886 – saw tramways throughout the country. selling it on. No further history is
the establishment of a new company, It established its headquarters at known. A similar vehicle, OCO 502
the Plymouth Tramways Company, to Milehouse and built routes from Morice fleet No. 102, is preserved and run
take over the lines already constructed Square via Keyham and Saltash Road by Plymouth Citybus as fleet No. 359,
in Plymouth and to build the Devonport to Camel’s Head; from Fore Street used on special occasions. The bridge
lines. However, it would appear that no via paradise Place, Wilton Street and in the background carried trains to
new construction took place, just the Stuart Road to Pennycomequick; and Plymouth Millbay station.
replacement of the steam trams with from Paradise Place, via Trafalgar Road
horse trams by 1890. and Tavistock Road to Milehouse. To Parked up on wasteland is HJY 299,
This new enterprise was no better complete the network there were short a 1953 Leyland Titan PD2/12 with a
than its predecessor in keeping time, interconnecting sections of track to Leyland H30/26R body, fleet No. 399.
blaming the town’s narrow streets increase operational flexibility. After being withdrawn in May 1969
which were already congested with Since authorisation for these new the bus was sold to Hartwood
horse traffic. Public pressure eventually lines didn’t extend to Devonport, Finance, a dealer in Barnsley, the
spurred the Corporation into taking the Corporation obtained additional following July and they immediately
action, resulting in it taking over the powers in 1900 for an additional passed it on to T.D. Alexander
company and forming the Plymouth 4.25 miles of line from Camel’s Head (Greyhound), Arbroath, Scotland.
Corporation Tramways Department to to Saltash Passage and from North No further history is known.
take over operation on 27th June 1892, Keyham to Tor Lane, Peverell. The
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Plymouth Corporation 65
Corporation didn’t operate these on 22nd September 1899 using cars Tramway Company, on 21-year leases.
lines, but instead leased them to the Nos. 1-6, a new power station being In July 1922 these leases had come
company who immediately rearranged built at Cattewater and a new depot in to their end and were called in by
the services to give through running Elliot Road to enable this to take place. Plymouth Corporation, effectively
over the extend of the combined Encouraged by the success of its terminating the operator as a separate
tramways. Devonport’s first electric newly electrified route, the Corporation company and the services incorporated
trams ran in June 1901. turned its attention to the Compton into its own. This also allowed short
Relationships between Devonport route, which opened to electric traction sections to be added to link with the
Corporation and the District Tramway on 4th April 1901. The horse tram former Devonport and Stonehouse
Co. were never good and became depot in Lower Compton Road was companies’ tracks allow two new
only worse as requests for timetable expanded to cater for the new trams. circular routes to be operated.
improvements and better services were The remaining routes were all electrified By 1925 a lot of the earlier tram
rebuffed, but once the boundaries by June 1907. cars were showing their age and it
of Plymouth were expanded to In 1915, permission was granted was becoming clear that new stock
include Devonport in October 1914, to Plymouth Corporation to operate would be needed to meet the growing
Plymouth Corporation wasted no time motor buses, but no suitable vehicles demand of the combined network.
in acquiring the Devonport & District were sourced, although suitable The General manager saw no reason
Tramway Company the following year chassis produced for the war effort had why Plymouth could not design and
and laid in a junction to allow through impressed the authorities. It wasn’t operate its own trams at its Milehouse
running between the two Boroughs. until 1920 that the General Manager Works. The prototype was No. 151, a
Meanwhile, the company was recommended that motor buses should high capacity bogie tram which went on
voluntarily wound-up. be pursued for routes not currently extensive trials. Following modification,
The horse trams had a livery of served by the tramways. the construction of a further 15 cars to
vermilion with white window pillars and It wasn’t long before the first new a similar design was authorised, Nos.
rocker panels, both of which were lined vehicles arrived in 1920, following trials 152-66, and took two and a half years to
out in gold. Initially the electric trams the previous year with an ex-London complete.
were turned out in the same livery, with General Omnibus Company vehicle, With the advent of pneumatic tyres
cars Nos. 1-20 supplied by Brill and which had solid tyres. These made up a in 1925, first fitted to Guy B Nos. 16-18,
Nos. 21-25 by Brush. fleet of 20 Straker-Squire A-type buses greater comfort was achieved and by
A new line had been built in 1896 by working across four different routes. 1928 the Corporation’s fleet had grown
Plymouth Corporation to Prince Rock, At the time of the conversion to quickly to 67 vehicles. These were
but the decision to convert the system 3ft 6in gauge of the original 1870 mostly single-deckers with seating for
to electric traction meant it would be tramway, both Devonport and Plymouth 20-26 passengers.
the last new horse tram route built and Corporation had leased the sections of From 1922, the livery of Plymouth’s
authorisation was given to electrify line within each Borough back to the trams had changed to primrose for the
the route with services commencing Plymouth, Stonehouse & Devonport dash plates and upper body panels,
lined in red, with white window pillars
and fleet name and numbers in gold.
From 1925, the new in-house-built
trams were of all-over varnished teak,
with the lower panels outlined in gold.
The rest of the fleet was brought into
line by the application of a flecked
brown with white upper works and gold
lining.
Buses, meanwhile, received the new
primrose yellow from 1920 onward,
with white body pillars and roof, with
black wings and chassis members. The
Corporation’s coat of arms was carried
on the waist panels.
To match the new trams, in 1926/7
AEC buses (fleet Nos. 48-72) were in
varnished teak for the whole of their
bodies. However, from 1929 a new livery
was introduced for both trams and buses,
of predominantly maroon with white relief
and red lining on the white panels. The
first buses to receive the livery included
AEC Regals and Leyland Tigers which
also had white or grey roofs.
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66 On the Buses
HJY 300 is seen passing Plymouth Civic Centre, which was opened by Her Majesty the Queen in 1962. The bus is a 1953 Leyland
Titan PD2/12 with a Leyland H30/26R body and is the City’s fleet No. 400. Withdrawn in May 1968 and sold the following September
to Lansdowne, a dealer at Frating in Essex, no further history is recorded.
By the late 1920s, the writing tram closures culminated in the last rubble, the dockyards escaped relatively
was on the wall for the tramways. in March 1939, when there was just unscathed.
The deteriorating state of the track the one service left in operation, from With hundreds of people who had
and a heavy debt incurred from Theatre Royal to Peverell, although the lost their homes evacuated and many
the Devonport & District Tramways track was left in situ between Peverell more seeking refuge at night, yet
Company, which wouldn’t release and Milehouse to allow access to the returning to work by day, the Western
Plymouth Corporation from 1946, depot and, because of the outbreak National Omnibus Co. Ltd., was called
accelerated the rate of tramway of the Second World war, this service upon to help out with this extra traffic
abandonment the services along which was allowed to continue until 29th while the Corporation was suffering
were readily replaced by new motor September 1945, with a decreasing a major loss of revenue from its City
buses. In 1928, Plymouth Corporation number of serviceable trams for use services. The company sought to hire
Tramways Department became along the remaining stub. buses from the Corporation to deal with
Plymouth City Transport and the At the start of the War, the bus fleet the extra traffic, but was refused.
General Manager, Mr Stokes, retired included 206 Leyland Titans, seven During April 1941, the Corporation
the following year. He was succeeded Dennis Lances, two Leyland Cubs and requested an extension to its boundaries
by Clement Jackson who had come one AEC Regent working across 30 so it could operate to Oreston, Plympton
from Oldham Corporation and he routes. Plymouth suffered heavily during and other outlying suburbs, but Western
immediately recommended the running the subsequent air-raids. On 20/21 National argued this wasn’t necessary
down of the tramways and investment March 1941, the Central Post office was and that there was only a problem at
in a new, modern bus fleet. destroyed, as were the Municipal Offices peak times. This led to the Regional
The first sections of tramway to and much of Bedford Street, including Traffic Commissioner at Bristol calling
be abandoned took place with the the loss of two tramcars. On 29/30 April it a meeting at which the Plymouth Joint
closure of the Morice Square to Saltash was the turn of Milehouse Depot, which Service Agreement was concluded,
Passage and St. Jude’s Junction to took a direct hit, rendering a number of effective 1st October 1942, with a review
Beaumont Road services on 7th and tramcars unusable and destroying 21 every five years thereafter. Profits were
19th February 1930. The same year, buses. Altogether, 25 buses were lost in to be divided on these outlying services
lowbridge double-deck buses were the Plymouth blitz. Perhaps surprisingly, with the Corporation to receive 80% and
introduced for the first time. Further although the city centre was reduced to Western National 20%.
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Plymouth Corporation 67
The first of many replacement early 1960s with the result that from transport also played its part in the
vehicles started to arrive in 1942, October 1962 there was a complete new set-up, with ‘Plymouth Citycoach’
including six Leyland TD7s (Nos. 25-30), re-organisation of the City’s services. making an important contribution from
one Bristol K5G (No. 31) and three A change of livery as also introduced private hire and tours, both in the UK
Guy Arabs (Nos. 32-34) and these were with an area of cream below the lower and overseas.
followed during the remainder of the deck windows and against this, ‘citybus’ Since the War, the principal livery
War with a large number of Guy Arabs, painted in lower-case red and black has been one of vermilion red with
mainly to service the Dockyard. In 1945, lettering and the word ‘PLYMOUTH’ in ivory cantrail, lower deck window
many of the older Leyland Titans and black centred above it. pillars and surrounds. The exception
the single AEC Regent were sold to The Transport Bill became an Act being the open-top Atlanteans which
members of the Tilling Group as surplus on 30th October 1985 and required carried yellow and white livery. Some
to requirements. Plymouth City Council to transfer repainting of buses occurred during
Post-war fleet replacements included its bus undertaking to a separate the 1982 review, but was basically the
25 Leyland PD1s (Nos. 81-105) in 1946 private company, with the result that same and in October 1986 Plymouth
and a large fleet of PD1As and PD2s, Plymouth Citybus Limited took over Citybus Ltd chose to continue with
including the first highbridge double- responsibility for services from 26th a similar colour scheme. In 1988,
deckers in 1952. By now the bodies of October 1986, when buses were de- coaches received a livery of white with
the wartime Guy Arabs were in need of regulated and services were open to a red and black stripe up the sides
attention and a section of the Works at competition. Western National Ltd just forward of the rear axle, while
Milehouse was set aside to carry out the and its predecessor Western National buses used on park and ride duties
work. Omnibus Co. Ltd., had previously had were repainted in a silver/grey livery
The first of the Leyland Atlantean a friendly attitude to Plymouth since from 1991.
PDR1/1s appeared in 1960, with wartime days, but was now seen as In 1993, a new green and black
more batches through to 1968, when hostile and Plymouth Joint Services livery – with echoes of an experimental
a PDR2/1 (No. 221) featuring semi- suddenly disintegrated into what was livery tried during the War on No. 258
automatic transmission and equipped described at the time as a bus war. – was introduced on buses used on the
for One-Man-Operation (OMO) entered Soon this became a financial disaster Barbican and Plymouth Hoe shuttle.
service. Plymouth was also an early user and once good sense prevailed, both From 1993, a start was made applying
of the rear-engined Leyland National, parties returned to their long-standing vehicles with a grey skirt.
but the earlier examples proved to routes. Plymouth Citybus still provides public
be short-lived in service, but more At de-regulation, Plymouth City transport across the city but since 2009
Atlanteans did follow, in 1975/6, with Transport had purchased a substantial became part of the Go South West
the last in 1981. number of Dodge S56 minibuses which sector of the national Go-Ahead Group.
A major review of Plymouth’s were soon able to handle the services, The livery today is of all-over red with a
bus services was conducted in the other than at peak times. Coach large white logo for relief.
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68 On the Buses
Upper-Severn Idyll
Mid Wales Motorways Ltd
Pictures: Geoff Lumb
Words: Paul Appleton but nevertheless there was a demand served mainly the largest centres of
Research: Jeff Colledge from those in rural outposts who population and the undulating nature
needed to attend to their business in of the landscape meant railways
the main towns and especially so on never reached some of the more
O
ther than the centres of market days. isolated hamlets and villages, which
population around Newtown and Railways have served rural Mid-Wales is where motor bus operators saw the
Welshpool, the roads around since 1859, with first the Llanidloes and opportunity to capitalise.
these parts of Mid-Wales serve small Newtown Railway, followed in 1860 by There were certainly plenty of small
villages and settlements dotted about the Oswestry and Newtown Railway.
a rural and sometimes wild landscape, Lines soon spread west to Machynlleth
some of which is arable farming, but the and east to Shrewsbury with branches
vast majority livestock, dictated by the along valleys, some specifically for the
undulating nature of the countryside. exploitation of goods traffic where slate
Running a bus service in these parts and minerals are concerned.
would never be an easy undertaking, Much of the rail network that grew
This classic Mid Wales Motorways vehicle is CBX 535, a 1945 Guy Arab II with
a 1950 Burlingham L27/26R body, fleet No. 3. This was new to Rees and Williams
Limited, Tycroes, Carmarthenshire as its fleet No. 32 with a Weymann L27/26R
body and they sold the vehicle to Mid Wales Motorways Ltd in August 1959. At an
unknown date, Mid Wales fitted platform doors to the bus and eventually withdrew
it from service in October 1967. It is probable that the vehicle was dismantled at the
company’s Newtown premises and the remains sold for scrap.
EJE 92 is a 1955 Bedford SBG with a Duple C36F body which was new to C.J. Smith
and Sons (Blue Bell) of March, Cambridgeshire. Mid Wales bought the vehicle from
them in July 1965 and at an unknown date fitted 36 bus seats to it. Withdrawn in
1976, no further history is known.
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Mid-Wales 69
operators dotted across Mid-Wales by in rotation around the directors, each Ernest Jenkins, Central Garage,
the 1930s and a number of these got from the founder members. At the Llanidloes, with many others following.
together in May 1937 to form Mid Wales time of the merger the combined fleet Expansion towards Shrewsbury came
Motorways Limited, based around the was of 24 vehicles made up of around in in 1939 when the Welshpool-Halfway
Newtown area and the upper reaches 14 different makes. It then acquired a House-Shrewsbury service of Williams,
of the Severn Valley. This amalgamation number of Daimler CF6 buses which based at Halfway House, was acquired.
of small businesses that until now had were deemed to be the perfect vehicles A new Dennis luxury coach and a
been in competition with each other, for carrying passengers that had number of Bedfords were added to the
included: Cookson’s Garages Ltd. of large amounts of produce to take to fleet and by 1943 there were a dozen
Severn Square, Newtown; Ernest Davies market, but a considerable number of Bedfords altogether. A number of
of Bettws; Edward Evans of Rhiew Valley purchases on the way home! Dennis coaches were acquired in the
Services, New Mills; Les Jones & Co. of The new enterprise also didn’t later years of the Second World War
Newtown; Severn Motors (Newtown) stop at its six constituent members, and one of these was rebodied and
Ltd., on Llanidloes Road; and William H. expansion by acquisition started lasted in service until 1963.
Tudor of Salop Road, Welshpool. almost immediately. Already by August Worthen & District Motor
John Cookson was the new 1937, the business of Trevor Jones at Services Ltd was purchased in 1945,
company’s first Chairman, but it is Wye Garage, Llangurig was secured, but continued to be operated
thought the Chairman’s role was shared followed in October by that of George as a subsidiary until February
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70 On the Buses
This coach is JEP 861, a 1959 Bedford SB1 with a Yeates ‘Europa’ C41F body which has a sliding door, was bought from new by Mid
Wales. When withdrawn in August 1979 it became a caravan with an unknown owner in Colne and in October 1992 was with a Mr.
Allan, Saltaire, Bradford. Beyond this, nothing further is known about the vehicle.
MEP 889K is a 1972 Bedford VAS5 with a Duple C29F body which was bought new by Mid Wales. After being withdrawn in January
1991, the vehicle passed to an unknown owner for use as a caravan and then was scrapped by the end of 2002.
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Mid-Wales 71
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72 On the Buses
The vehicle on the left is 320 NTC, a 1960 Bedford SB3 with a Yeates ‘Europa’ C41F body. This was new to R.H. Harrison
(Morecambe) Limited, and several owners later was bought in January 1973 by Mid Wales. Withdrawn in February 1979 and no
further history is known. In the middle is 507 GUY, a 1962 Bedford SB5 with a Yeates ‘Fiesta’ C43F body new to S.B. and D.D. Price
(Price Brothers), Romsley, Worcestershire. The chassis of this coach was altered by Yeates to enable the entrance to be ahead of the
front axle. In January 1965 the vehicle passed to G.H. Yeomans Motors Limited, Canon Pyon, Herefordshire as fleet No. 12, and Mid
Wales bought it from them in May 1966. Withdrawn by March 1979 and sold in February 1984 to Wacton Coach Sales and Services,
dealers at Bromyard, Herefordshire, who used it as a restroom in their yard for a number of years. The vehicle on the right is 787
EFM, a 1958 Bristol SC4LK with an ECW B35F body of Crosville Motor Services Ltd, Chester, fleet No. SSG617. This was one of
Bristol’s small lightweight buses for use on rural services and they were much used by Crosville in North Wales.
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Mid-Wales 73
BEP 882 is a 1951 Bedford OB with a Duple B30F body bought new by Mid Wales who, in April 1953, replaced its Bedford petrol
engine with a Perkins P6 diesel engine before reverting it back to a petrol engine by July 1963. When withdrawn in July 1979 the
vehicle passed to The Other Club, Newtown, Montgomeryshire and several owners later is preserved, with the latest known owner
being a Mr. Owen of Yateley, Hampshire.
Here we see MEP 743, a 1961 Bedford SB1 with a Yeates ‘Pegasus’ DP41F body which was bought new by Mid Wales. The chassis
was modified by Yeates to enable the passenger entrance to be in front of the front axle. When withdrawn in May 1978 the vehicle
was sold for scrap.
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74 On the Buses
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Mid-Wales 75
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76 On the Buses
Seen in Shrewsbury, CEP 601D (on the right) is a 1966 Bedford VAM5 with a
Willowbrook DP45F body which was withdrawn in June 1984 after giving 18 years of
service. Immediately sold to Wacton Coach Sales and Services, dealers at Bromyard,
Herefordshire, who loaned it out to Athelstan, Malmesbury, Gloucestershire from
June to July 1984. The vehicle on the left is an early 1950s Bedford SB with a Duple
Vega body, operator unknown.
Seen in Newtown, RCT 2 is a 1960 Bedford SB3 with a Yeates ‘Europa’ C41F body
which was new to Delaine Coaches Limited, Bourne, Lincolnshire as their fleet No. 49.
In June 1966 the vehicle passed to R.A. Price (Excelsior), Wrockwardine Wood,
Shropshire and they fitted a diesel engine in place of the original petrol one. Mid
Wales bought the coach in September 1969 and they fitted bus seats in place of the
coach ones by September 1974 before selling the vehicle for scrap in 1978.
Williams of Halfway House, whose severe heat causing the diesel tank
operation the previous company had to split, setting fire to 13 vehicles,
taken over, and he had previously including a newly-delivered coach. Of
managed the Worthen fleet and later these, three were Sentinels, nine were
that at Newtown. The express route to Bedfords and a single Commer. Ten
Cardiff was also dispensed with, passing second-hand Bedfords were scrambled
to Crosville Motor Services. together, mainly bought from operators
A disastrous fire wrecked a in the surrounding area, so that services
considerable part of the Newtown could continue to be operated.
premises during the night of 19th July Mr Neale had died in late 1963 and
1959, said to have been due by the was succeeded by Mr T.S. Griffiths, who
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Mid-Wales 77
had joined the company in 1945. When subsequently relicensed all of its
in 1978 he retired from the post, it was vehicles on the Mid Wales licence in
his son, John Griffiths that took over September 1991.
as Managing Director. The company Harold Beadles who had continued
merged with that of Harold Beadles of to operate some vehicles in his own
Newtown in 1980 and the combined name, developed his own business
business was sold in 1988. independently of the merger and
Meanwhile, Mid-Wales’ premises on this continued to operate after the
Severn Square were sold in 1985 and sale of the business. A John Jones,
later were to become a guest house, of the Grooms Group, Newtown, with
albeit completely rebuilt. the assistance of Mid-Wales, had set
The Mid-Wales/Beadle business up a holiday tours company in 1982
was sold to J.S., J.M. and D.J. Evans, which had become known as Stratos
operating as D.J. Evans & Son, at Travel. The first vehicles carried both
Penrhyncoch on 1 July 1988, whose Grooms and Mid Wales Travel names.
Newtown branch was managed Mr. E. In 1984, two coaches were contracted
Francis. The head office was moved to to Global for tours to Austria and in
Evans’ premises at Brynhyfryd Garage, 1985, the first Stratos brochure was
Penryncoch, Aberystwyth by May published. John Jones retired in 1988,
1991, although it retained a significant passing the business to his son Chris,
presence in Newtown. Evans adopted who in turn sold it on to Owens of
the Mid Wales Motorways title and Oswestry.
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78 On the Buses
Facing the camera on the left is CEP 601D, the 1966 Bedford VAM5 with a Willowbrook DP45F body (note the different livery from
the previous picture of it in Shrewsbury). Next is the rear of MEP 889K, the 1972 Bedford VAS5 with a Duple C29F body and then
there are a pair of Duple B30F bodied Bedford OBs. Both came from the Bristol Omnibus Company Limited, Bristol in February 1959
via F.J. Miller, a dealer in Bristol, and MHU 52 was new in April 1950 as fleet No. 210 and MHU 49 in December 1949 as fleet No. 207.
They were withdrawn in November 1972 (MHU 52) and August 1977 (MHU 49) with both going for preservation. The latest known
owner for MHU 52 is Mr. R. Greet at Broadhempston, Devon and for MHU 49, Mr. M. Walker of Wells, Somerset.
TVJ 800 is a 1959 AEC Reliance 2MU3RV with a Duple (Midland) C41F body which was new to J.H., H.J. and G.H. Yeomans
(Yeomans Motors), Canon Pyon, Herefordshire as fleet No. 3. In March 1960 they became G.H. Yeomans Motors Limited and the
coach was transferred to the new Company retaining fleet No. 3. Withdrawn in November 1966 and sold the following July to Mid
Wales who operated the vehicle until July 1975 before selling it to the M.O.T.E.C. at High Ercall, Shropshire for test purposes and
eventual dismantling. It is seen here in the yard at Newtown.
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Mid-Wales 79
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80 On the Buses
I
t is so often the case that our that could even serve these parts if it
histories of municipal and other was to be a viable proposition. Tooban Junction on the Buncrana line,
bus operators in this series start With a railway network of almost 100 to Letterkenny in June 1883. To save
with a tale of horse buses and then miles in total, it was the second largest building costs, this line was built as a
horse trams, before moving onto the narrow-gauge railway system in Ireland 3ft gauge railway and the Lough Swilly
electric tram, before motorbuses and after the County Donegal Railways. now operated narrow-gauge trains to
trolleybuses became the established After the partition of Ireland by 1922, and from Tooban Junction, which was
form of public transport. the Lough Swilly Railway remained also used by its broad-gauge trains on
In the case of the Swilly, sure the history independent as nearly all its railway the Buncrana line. In April 1885, the line
prior to its bus operation saw services network was in the new Irish Free State, from Derry to Buncrana was converted
on rails, but in this case a different apart from about four miles of track that to 3ft gauge as well. This now gave
form of rail transport to the humble terminated in Derry/Londonderry, the Donegal another narrow-gauge railway
tram. The Londonderry & Lough Swilly major port and historic city that was in as well as the County Donegal Railway,
Railway Company ran a network of Northern Ireland. which had expanded its railway network
proper railway lines, albeit laid to the The Londonderry and Lough Swilly by 1900. The Lough Swilly Railway did
narrower gauge of 3ft than the Irish Railway Company had been formed in not expand its system until after 1900.
standard gauge of 5ft 3in. 1853, but it took it ten years to open After 1900, thanks to the new Light
The part of Ireland served by its its line from Londonderry to Farland Railways Act (Ireland) of 1889 and the
railways is rugged and Point, in December 1863; the branch to Railways (Ireland) Act of 1896, the
sparsely Buncrana opened in September 1864. British Government was willing to pay
This line was built originally as a 5ft 3in for the construction of new
gauge line and the Lough Swilly railways in remote
Railway planned an areas
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Lough Swilly 81
Parked up in the village of Burnfoot, on the main Derry-Buncrana road, on an excursion to Dungloe on the coast of Donegal is
ECK 159, a 1951 Leyland Royal Tiger PSU1/15 with a Leyland C41C body, Swilly fleet No. 101. This coach was new to Ribble Motor
Services Ltd., Preston as its fleet No. 879 and in September 1963 it passed to F. Cowley (dealers) in Salford who, the following
month, sold it to the Swilly where it entered service in April 1964. Withdrawn in December 1971 and became a caravan with
Gallagher Brothers at Burnfoot, but was derelict by December 1994. An unidentified owner at Burt then used the vehicle as a hut
and although still there in October 2007, by the following July it was broken up on site for scrap. A similar coach, ECK 179, Ribble
fleet No. 899 fitted with the body from ECK 147 in December 1985, is preserved with the latest known owner being a Mr. Hunter at
Tarleton, Lancashire.
Here we see in the corner of the old railway yard at Pennyburn, EWG 240, a 1953 Leyland Tiger Cub PSUC1/1 with an Alexander
B45F body, Swilly fleet No. 90. This vehicle started life with a Saunders-Roe B44F body at Ribble Motor Services Ltd., Preston as
ERN 776 and was exhibited at the 1952 Scottish Motor Show before the body was transferred to a new chassis becoming Ribble
fleet No. 408 in January 1953. The original chassis was then fitted with the Weymann body shown in June 1953 and became a
Leyland Motors Ltd. demonstrator before being sold to Stark Motor Services Ltd., Dunbar where it was fleet No. L14 in 1955.
Scottish Omnibuses Ltd. took over Starks in January 1964 and the bus became their fleet No. H5 and on being withdrawn in 1967
passed to Locke, a dealer, in Edinburgh from whom Swilly acquired it. March 1977 saw the vehicle re-registered to FZP 787 before
being withdrawn and by December 1977 it was with an unidentified owner at Greencastle in use as a store shed and no further
history is known. The vehicle in the background is 2091 VM, a 1963 Bedford VAS1 with a Plaxton C29F body, new to William
Makinson (Manchester) Ltd. but seen in the colours of an unknown operator.
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82 On the Buses
XNB 777 is a 1959 Leyland Tiger Cub PSUC1/2 with a Duple ‘Britannia’ C41F body, fleet No. 108, which was new to Stanley
Spencer’s Tours Ltd., Manchester before passing to Hazeldine Hire Services Ltd., Bilston, Staffordshire in March 1963. The Swilly
acquired the coach from M. Ascough (Cars and Commercials), dealers in Dublin in 1968 who had bought the vehicle from Hazeldine
at an unknown date. Withdrawn in July 1979 and sold the following March to McGuinness, a dealer in Buncrana, for scrap. It is seen
here in the old railway yard at Buncrana.
With the fleetname in cursive script and carrying the grey with dark green relief livery introduced to service vehicles in 1952, we see
OZ 2233, a 1951 Leyland Titan PD2/1 with a Leyland H30/26RD body, fleet No. 58. This was originally a Leyland Motors demonstrator
as H30/26R and was on extended loan to Belfast Corporation as fleet No. 350 until being sold to the Swilly in late 1951. They fitted
the platform doors and the bus ran for them until January 1974, when it was withdrawn and from the following June was used as a
caravan by Geady, Culdaff with no further history known. The picture is on Great James Street in Derry - note the LLSR bus depot in
the background next to the famous Golden Teapot café.
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Lough Swilly 83
Here we see in the yard at Pennyburn, UI 8616, a 1959 Leyland Atlantean PDR1/1. This bus has a Metro-Cammell H42/34F body
and is Lough Swilly fleet No. 87. Originally a Leyland Motors Ltd. demonstrator, registered 46 LTB, in mainland Britain before a spell
with the Ulster Transport Authority in Belfast as 8895 XI and then with Coras Iompair Eireann, Dublin as HZA 723, before acquisition
by the Swilly in 1960 and becoming UI 8616. Entering service in July 1960 the bus was in use until September 1980 and then went to
O’Neill, Dublin for preservation. By September 1983 the owners were Halliday and Saulters, Belfast, who by May 1987 had passed
the vehicle to Hamill, a dealer at Ballymena, for scrap.
IH 8244 is a 1950 Leyland Titan PD2/1 with a Leyland H30/26RD body, Lough Swilly fleet No. 59. The body was supplied as a kit
which was assembled by Coras Iompair Eireann at its Spa Road Works in Dublin and the platform doors were fitted by the Ulster
Transport Authority before delivery to the Swilly. Withdrawn in July 1973 and sold the following June to a Swilly driver called
McWhinney for use as a store, before being scrapped by November 2002. The scene is outside the old Strand Shirt factory on Great
James Street in Derry.
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84 On the Buses
In the Swilly’s yard at Londonderry is ZP 4345, a 1957 Leyland Tiger Cub PSUC1/5 with a Weymann B44F body, fleet No. 80. The
body of this bus was assembled in Eire by Dublin Vehicle Builders. By May 1977 it had been re-seated to B18F and fitted with a mail
compartment for use on rural services. Withdrawn by April 1982 and no further history is known. Note the large luggage rack on the
rear of the roof. The bus also has the new logo on a green disc below the green waistline, introduced to these vehicles in 1958.
A busy scene at Letterkenny. To the right we see ZP 4360, a 1957 Leyland Tiger Cub PSUC1/5 with a Weymann B44F body, fleet
No. 82. The body of this bus was supplied in kit form and was assembled in Eire by Ryan Coachbuilders. In June 1977 it was re-seated
to B18F in order to accommodate a mail compartment. It was withdrawn in September 1980 and no further history is known. Among
the vehicles in the background is UI 8616, the 1959 Leyland Atlantean PDR1/1 with Metro-Cammell H42/34F body, fleet No. 87. Note
that all the single-deckers in the picture are fitted with luggage racks and access ladders. The building to the left is the former County
Donegal Railway station, while in the centre is the old LLSR station. The LLSR building on the right had been converted into road
vehicle workshops. All six vehicles seen here were recently acquired, yet no two were identical!
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Lough Swilly 85
Back on Great James Street in Londonderry, we see IH 6241, a 1948 Leyland Titan
PDIA with an Alexander H30/26R body, fleet No. 61. The body is of Leyland design
disruption. In December 1921, under and was supplied as a kit which assembled at the Spa Road Works in Dublin of Coras
the Anglo-Irish Treaty it now was agreed Iompair Eireann. To save on import duty the chassis was also a kit which was built up
that most of Ireland would become by Swilly staff in a large goods shed behind Buncrana Railway Station and then sent to
independent, while the six counties Dublin for the body to be fitted. Withdrawn in March 1970 and the following month
that became known as Northern Ireland became a playbus with the Voluntary Services Bureau, Londonderry and no further
would still remain as part of the United history is known.
Kingdom. The Lough Swilly Railway,
thanks to partition after 1921, was now IH 6245 is an AEC Regal III 0682 of 1948 vintage. It has an ECW B35R body, Swilly
a cross border railway serving two fleet No. 56, and was fitted with a roof rack and access ladders before entering
Irish states and by April 1923, border service in August 1948. After being withdrawn by September 1959 (which helps date
posts and customs checks were also the picture to around that time) the bus was still at Pennyburn in a derelict state in
introduced for the first time. June 1964 and no further history is known.
The impact of partition damaged
cross-border railways, with delays
caused by customs checks on all
passenger and goods services. The
County Donegal Railway was protected
from the worst effects of partition
by efficient management and the
introduction of railcars by the early
1930s. The Lough Swilly Railway was
fully independent, unlike the County
Donegal Railway, who had powerful
owners such as the Great Northern
Railway (Ireland) and the LMS who
each owned 50% of the CDR. By the
early 1930s the Lough Swilly Railway
was already deliberately switching
passenger traffic on some lines to its
own bus services, rather than introduce
passenger railcars. This was the only
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86 On the Buses
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Lough Swilly 87
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88 On the Buses
Back in Londonderry in a busy scene on Strand Road, we see IH 9539, a 1951 Leyland Royal Tiger PSU1/9 with a Saunders-Roe
B44C body, fleet No. 71. Both the chassis and body were supplied as kits and were assembled by Ashenhurst Williams, Dublin with
the glazing, upholstery, painting and lettering carried out by Dublin Vehicles Builders, Summerhill. In March 1970 Charles O’Doherty
and Sons Ltd rebuilt the body to B44F configuration and the bus was withdrawn by December 1977 going to Doherty, dealers in
Letterkenny, for scrap a year later.
IH 5617 is a 1946 Leyland Tiger PSI with a 1949 Ulster Transport Authority B34R body, fleet No. 45. Originally the vehicle had a
1937 Alexander/Dublin United Tramways B36R body which was replaced in 1956/57 by the one shown which is ex-UTAs 1949 Leyland
Tiger PS2 MZ 1840, fleet No. C8769. Withdrawn in October 1963 and was derelict at Pennyburn depot in June 1964 and scrapped
there by O’Doherty, dealers of Strabane, sometime before November 1967. Note that there is plenty of luggage on the roof rack.
The location is thought to be the old railway yard at Buncrana.
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Lough Swilly 89
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90 On the Buses
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Lough Swilly 91
Outside the Lough Swilly’s offices on Great James Street, Derry, is ECK 609, a 1952 Leyland Royal Tiger PSU1/13 with a Leyland
B44F body fleet No. 102. This was new to Ribble Motor Service Ltd., Preston, fleet No. 346 and came to the Swilly in November 1963
via F. Cowley, dealer in Salford. It was first used by the Swilly in April the following year. The bus was withdrawn by April 1977 and no
further history is known.
Parked outside the refreshment room at Letterkenny is (on the left) UI 4293, a 1949 Leyland Tiger PS2/1 with a UTA B34R body,
fleet No. 66. Withdrawn in 1964 and in August 1968 was in use as a mobile exhibition vehicle by the North West Tourist Development
Association before passing back to the Swilly by February 1970 and scrapped at Pennyburn depot the following September. On the right
is ZY 1684, a 1955 AEC Regal IV 9822E with a Park Royal B45F body in the ownership of CIE, fleet No. AU344. This was new to the Great
Northern Railway of Ireland in DP40R form, fleet No. 344 and passed to CIE in October 1958 and was rebuilt to B45F in 1963. The building
is the old County Donegal Railway station building, which is still in use today as the Bus Eireann bus station.
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92 On the Buses
On the right is LUF 602, a 1952 Leyland Royal Tiger PSU1/15 with a Duple C41C body, fleet No. 103. This was new to Southdown
Motor Services Ltd., Brighton as their fleet No. 1602, who withdrew it in 1964 and the coach was acquired by the Swilly via M.
Ascough (Cars and Commercials) in Dublin the same year. The vehicle entered Swilly service in 1965 and was withdrawn in February
1971 after suffering accident damage before passing to Houston at Carndonagh, who were dealers, in July 1973 and no further
history is known. Note the immaculate condition of this vehicle. In the centre is the front of IH 6245, a 1948 AEC Regal III 0682 with
an ECW B35R body fleet No. 56. On the left is the rear of UI 4294, a 1949 Leyland Tiger PS2/1 with a UTA B34R body, fleet No. 67.
The last two vehicles would appear to be withdrawn with the Regal III being stripped for spares.
This vehicle is IH 5708, an AEC Regal 0662 of 1948 vintage, with a 1949 UTA B34R body and is Swilly’s fleet No. 51. Originally this
bus was fitted with the 1936 Great Southern Railway C30F body from CIE fleet No. TP41, which was later re-seated to 35 and had the
roof rack removed. Around 1957 this body was replaced by the one in the picture which came from either MZ1861/62, both being
1949 Leyland Tiger PS2/1s, fleet Nos. C8790/1, belonging to the Ulster Transport Authority. Withdrawn in 1963 and converted to a
van for the Ancillary fleet as No. 161, no further history is known. Both these pictures are in the yard at Pennyburn.
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Lough Swilly 93
largely due to the company owning first at Pennyburn, before moving to wore a Leyland badge.
the now disused railway stations and a new base on Springtown Industrial Around 1963, a new colour scheme
goods yards of its former rail network, Estate, which was already being used started to appear. The grey and green
the majority of its main depots and for the company’s freight business was replaced with grey and dark red
outstations made the most of these when first used for buses in October and is said to have first appeared
facilities. At Letterkenny, the former 1997. Outstations under Londonderry following the purchase of Leyland
engine shed there was used as a bus included Buncrana and Cardonagh, Royal Tiger coaches from Ribble Motor
garage, but was closed in October in both cases using the former railway Services. In many cases, the dark red
1997 and later demolished. At station yards. was also applied to the roof. This
Letterkenny, the whole station yard By the start of the 1960s, the decline scheme was applied to coaches, with
became a bus depot and this closed of the cinema as households could now service buses still turned out in grey and
in December 2004 when a new depot buy televisions for their homes, had a green until 1967, when double-deckers
was opened at Bonagee (on the direct impact on passenger carrying acquired that year were the first to be
outskirts of Letterkenny) from January numbers, while the heavy increases painted red and grey. By 1968, the pale
2005. Outstations under the control of in fuel costs created a dramatic strain grey was dropped in favour of off-white
Letterkenny included Cashel, Churchill, on the company’s finances. Instead of to go with the dark red, which was
Creeslough, Dunfanagly, Dungloe, ordering new vehicles, it turned to the almost a maroon.
Falcarragh, Fanad, Gweedore and second-hand market for its replacement Free school transport was introduced
Manorcunningham. buses instead. Favourite were cast-offs in the Irish Republic in 1966 and
At Londonderry, the main depot was from the UK mainland, especially if they this created an immediate surge in
business. 1973 saw vehicles taken on
lease from CIE (Coras Iompair Eireann),
the Irish national Transport Company, to
operate the growing number of school
services. Also, substantial numbers of
ex-NBC vehicles were acquired from
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94 On the Buses
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Lough Swilly 95
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96 On the Buses
IH 5708 is a 1948 AEC Regal 0662, seen after conversion to a van and numbered
161 in the Ancillary fleet. Originally this was No. 51 in the bus fleet and it is seen as
of buses had operated without a such on page 92, where full details of its history can be found. An old Bedford OB lies
fleetname applied. derelict in the background here in the yard at Pennyburn.
The company’s buses had
traditionally been registered in FCK 851 is a 1954 Leyland Tiger Cub PSUC1/1 with a Saunders-Roe B44F body,
Northern Ireland, partly because its fleet No. 111. This bus was new to Ribble Motor Services Ltd., Preston, as their
main depot was at Pennyburn, but also fleet No. 419 and was fitted for one-man operation in January 1959 before being
because road tax was cheaper than in withdrawn in 1969. Acquired by the Swilly in June of that year via F. Cowley Ltd.
the Republic. However, from the start of Salford and by April 1982 was withdrawn and no further history is known. Two
of the 1980s, the majority of the Swilly’s similar vehicles are preserved, FCK 844 Ribble fleet No. 412 and FCK 884 Ribble
buses were registered in the Republic fleet No. 452. The latest known owners of these are the Anglesey Vintage Equipment
of Ireland, the licenses being issued Society,and the Ribble Vehicle Preservation Trust Ltd., Morecombe, respectively. The
to the company’s Letterkenny depot location is Pennyburn yard and note the LLSR freight road vehicles in the background.
in Co. Donegal, reflecting their use
on school services under contract to
Bus Eireann. Those still registered in
Northern Ireland operated the stage
services around Londonderry/Derry, the
company being unusual in having its
fleet registered and operating in two
different countries.
Thirty-odd years of trouble in Ulster
had done little to help the company,
with a number of vehicles destroyed
in civil disturbances, referred to locally
as ‘the troubles’. After withdrawal,
many of its vehicles were left to
languish in the old railway yard at
Letterkenny, providing spares to keep
the older buses in the fleet running and
eventually being reduced to scrap.
Sadly, after 151 years of providing
a transport service to the people of UI 8511 is a 1960 Leyland Tiger Cub PSUCI/5 with a Dundalk Engineering B43F
Donegal, Lough Swilly ceased trading body, fleet No. 83. The body of this bus was built on Metal Sections frames, series
on Easter Saturday, 19 April 2014. JG119 and it was withdrawn in June 1980 and the following January reserved by the
With this event, the oldest passenger Transport Museum of Ireland, Castleruddery for preservation. However, they did not
transport company in the world passed collect the vehicle and it was dumped at the LLSR, Letterkenny in August 1993 and
into history. Most of the fleet at the time then in March 1998 it passed to Local Metals, dealer at Glenties, for scrap. Note the
of closure was auctioned off in June roof-mounted luggage rack.
2014, many of them going for scrap.
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An impressive line up of double-deckers, with from the right: SHA 414, a 1953 Leyland Titan PD2/20 with a Leyland H30/26RD body, fleet
No. 66. This was new to the Birmingham and Midland Motor Omnibus Co. Ltd. (Midland Red), Smethwick, fleet No. 4014 and came to the
Swilly in 1967 via M. Ascough (Cars and Commercials), Dublin. Withdrawn in December 1976 and the bus was derelict by April 1977 before
being sold, in March 1978, to Clooney Car Sales, Londonderry for scrap. However, the vehicle was still there in May 1979. Next in line is
IH 6241, a 1948 Leyland Titan PD1A with an Alexander H30/26R body, fleet No. 61. The body was to Leyland design and was supplied in
kit form which was assembled at the Spa Road Works, Dublin, of Coras Iompair Eireann. Likewise, the chassis was a kit which Lough Swilly
staff built up at Buncrana before it went to Dublin for the body to be fitted. This was all done in order to make a saving on import duty.
Withdrawn in March 1970, passing the following month to the Voluntary Services Bureau, Londonderry for use as a playbus, nothing further
is known about it. Next is UI 4305, a 1949 Leyland Titan PD2/1 with a Leyland H30/26RD body, fleet No. 62. The body for this was also
supplied as a kit which was assembled at Spa Road Works, Dublin, before going to the UTA at Dunmurry, Belfast for the platform doors
to be fitted. Withdrawn in July 1973 and in June 1974 the vehicle was being used as a fisherman’s hut at St. Johnstone near Londonderry,
before later passing to F. Vance, St. Johnstone who used it as a caravan. In 2007 the remains were derelict and by April 2008 it had gone for
scrap. The final two vehicles are unidentified Leyland Titans. All three pictures on this page were taken at Pennyburn yard.
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98 On the Buses
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The boarded-up shops on Queen Street, Derry, tell their own story, as ECK 159 waits on a service to Dungloe in this late-1960s scene. This
is a 1951 Leyland Royal Tiger PSUI/15 with a Leyland C41C body and is Lough Swilly fleet No 101. This coach was new to Ribble Motor
Services Ltd., Preston as their fleet No 879 and was withdrawn in 1963 before passing to dealer F. Cowley of Salford in September of
that year. The following month the vehicle was acquired by Lough Swilly and entered service with them in April 1964 until withdrawal in
December 1971. In use as a caravan by Gallagher at Burnfoot from 1972, but by December 1994 was derelict and then went to Burt as a
hut and was still extant in October 2007 before being sold for scrap by July 2008 and broken up on site. A similar coach is preserved, this
being ECK 179, Ribble fleet No. 899 which was given the body from Ribble ECK 147 in December 1985 and the latest known owner is a
Mr. Hunter of Tarleton, Lancashire. GEOFF LUMB
Another Lough Swilly bus acquired second-hand from the UK mainland is FDB 591, a 1955 Leyland Tiger Cub PSUCI/1 with a
Weymann B44F body, fleet No. 53. Originally this bus was new to the North Western Road Car Co. Ltd, Stockport as its fleet No. 591
and had single rear wheels before receiving doubles between October 1955 and January 1956. In March 1959, the vehicle was fitted
for one-man operation and an ‘A’ prefix was added to the fleet number at the same time. Then Swilly acquired the bus in 1968 and
ran it until August 1975 when it was withdrawn and no further history is known. The picture shows FDB 591 at Letterkenny, with the
former County Donegal Railway station building to the left and the Londonderry & Lough Swilly Railway station building to the right -
the stations here were that close! GEOFF LUMB
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