I don’t claim to be more expert than anyone else but I am a huge fan of Burlingham and regard them as one the very best coachbuilders ever. Mark/Series numbers are a bit of a mystery since they were extremely small variations between certain types – and a new number for each. This is putting 2 and 2 together and getting into the making 5 territory, but I think I can piece most of the Mark numbers together from what little evidence I have.
Mark I – The original centre entrance Seagull on heavyweight chassis such as an AEC Regal IV and Leyland Royal Tiger.
Mark II – Basically the same centre entrance body on a medium weight chassis such as an AEC Reliance and Leyland Tiger Cub. The earlier Ribble Motor Services 1953/4 Leyland Tiger Cub Seagulls Fleet numbers 926/945 FCK 426/440 & FRN 675/679 are certainly of this mark.
Mark ? – Forward entrance/lightweight chassis such as Bedford (SBG/SBO) and the Commer Avenger was this the Mark III
Mark IV – Front entrance body on medium weight chassis such as an AEC Reliance and Leyland Tiger Cub.
Mark ?
Mark VI – Front entrance interim style with radiused (bus?) window panes. The later Ribble Motor Services 1956/8 Leyland Tiger Cub Seagulls Fleet numbers 977/1018 LCK 889/732 I think are of this mark
Mark VII – Final full coach version (similar to Mark IV but with Duple rear end screens)
I believe new numbers were given for the slightest variation. That being said, what was the Mark III and could the missing Mark V have anything to do with the Ford 570E when it was finally introduced? If you know the differences between the Marks or if you can through a little light on any of the above please leave a comment.
Copy by David Oldfield photograph by Paul Haywood
The Mark numbers you refer to are the ones which were used for Seagull bodies on underfloor engined chassis. The Mk2 differed from the Mk1 in having a doubled chrome “tank shape” moulding beneath the window line. The Mk3 (introduced in 1953) reverted to a single chrome moulding and had a slightly restyled rear end. The Mk4 offered the alternative of a front entrance (all previous Seagulls had been centre entrance) and also had the option of a front dome destination blind box. The Mk5 replaced the Mk3 in 1955 and differed from it in offering a choice of front or centre entrance. It also featured flat one-piece glass panels in the front windscreen as opposed to the two-piece, slightly curved units previously fitted. The Mk6, as you correctly state, differed from the Mk5 in having its side windows fitted into radiused (and slightly recessed) window pans for ease of maintenance. The variant was built at the request of Ribble Motor Services and there were few other customers. The final “heavyweight” Seagull in this sequence was the Mk7, introduced in 1958 and featuring much longer side windows than previous models. This was in response to Plaxton’s introduction of the trendsetting Panorama design, but the Burlingham model proved less popular than they might have hoped. As a result it was replaced in 1960 by the Seagull 70 with its pseudo-American styling, and this was used by Scottish Omnibuses, East Midland, Trent, and other operators although only in penny numbers. Lightweight chassis such as Bedford SBs were given a design of bodywork which mimicked the then current Seagull design, but as far as I know the body never had an official name although many (including some Burlingham employees) referred to it as “the Baby Seagull”. The final, rather ugly version of this body made its appearance in 1959 and was the butt of so many unfavourable comments that it lasted just a single year. In 1960 it was replaced by the Seagull 60, similar in styling to the previously mentioned Seagull 70 for heavyweight chassis. It sold well, but operators soon discovered that the slightly raised “clerestory roof”, made of see-through plexiglass, was prone to leakage. The design was relaunched the following year, with the leakage problem solved, as the Seagull 61 which featured far too much front-end chromework for most tastes. The last two new Burlingham-badged designs emerged in 1962. The Seagull 62 was barely distinguishable from its immediate predecessor, but coach operators were offered an alternative, the curiously named Burlingham Gannet which featured a restyled front end and more glasswork. Both models sold poorly and from 1963 onwards were replaced by the Duple (Northern) Firefly.
Neville Mercer
19/09/12 – 07:11
Ribble Motor Services FRN 679 mentioned in Mark II above was definitely a Royal Tiger rather than a Cub. I used to travel to school in it and always liked to sit at the front as the view was superb. Comfy seats too. Any idea where it went?
David
29/09/12 – 12:35
The small batch of coaches featured in Paul’s photo, 8338 – 8343 U, were indeed splendid vehicles but with “minor” limitations of which the Company seemed blissfully unaware. I can speak from bitter experience, having operated the Yorkshire – Torquay/Paignton night service with them. The passengers all seemed to equip themselves with enough enormous luggage to suffice for emigration to the Southern Hemisphere – and it was the very devil to stow it all in the shallowish boot of the “Seagulls.” The return journey (non stop for we drivers) was scheduled at around thirty hours and, due to the lack of motorways/by-passes, we were always very late back into Leeds on Saturday nights – the Tiger Cubs and the top speed limit for coaches meant that there was no chance of achieving the timetable – it was not a pleasant assignment at all in those days. That’s in no way a criticism of the Tiger Cubs or of the Seagulls – simply wildly over optimistic and unrealistic scheduling by the Company.
Photograph by “unknown” if you took this photo please go to the copyright page.
East Midland Motor Services 1958 Leyland Tiger Cub PSUC1/2 Willowbrook DP41F
Not an operator I know very much about but on researching this particular vehicle it would appear that it started its life with a fleet number of C40. I have come across a photo of XRR 535 C35 which was in a livery of all Cream with a single coloured band below the window did this vehicle start life as cream coach? I am not sure what their prefix fleet letters stood for “C” For coach “D” for double decker I can guess at but “R” “O” “L” which were for single deckers do not mean much to me. If you know please leave a comment. It would appear that East Midland at one time had a livery of Chrome Yellow for the body, Cream for the lower saloon windows and Chocolate for the upper saloon windows and roof I bet that looked good, has anyone seen a colour shot. The livery at the time that the shot above was taken was Dark Red and Cream but that changed to Dark Green in the early seventies.
I recall the original livery which was very distinctive! It was almost art deco- very thirties- and then went into a sort of drab utility maroon. The green was presumably NBC….?
Joe
I vaguely remember these vehicles from my Sheffield childhood (on the Derbyshire border, towards Chesterfield). I quite liked the maroon and cream – because I was not then aware of the original livery, which had disappeared by the time I was old enough to be aware of these things. It is possible that this livery was derived from that of Underwoods – the firm which became East Midland under BET control. The original livery adorned a RM in the short time that they plied the roads of Derbyshire and Nottinghamshire. Over a period of time – in BET times – East Midland became joint owner, along with Yorkshire Traction and North Western, of one of the greatest coach tour operators – nearby Sheffield United Tours. East Midland became one of my favourite operators – which I used regularly – and I was sad when NBC leaf green replaced the drab maroon. This was especially so when my favourite (J – M) registered RE coaches lost their cream and maroon for NBC corporate livery.
David Oldfield
In 1977, long before the RM already mentioned, East Midland repainted an Alexander bodied Fleetline in the old brown/cream/yellow livery to commemorate their 50th anniversary. One of the 1965 batch, but can’t recall which one. It should also be mentioned that the famous bus photographer Roy Marshall (who once worked in Nottingham and was thus familiar with EMMS’s original livery) later became the General Manager of Burnley & Pendle and adopted the same colour scheme for several of that Lancashire undertaking’s vehicles including some Y-type bodied Leopards and at least one VRT3/ECW double-decker. Going off at a slight tangent, Roy Marshall also did a stint as the boss of Gelligaer UDC’s fleet and when he moved to East Staffordshire (Burton-on-Trent Corporation as it used to be) he repainted this Midland fleet in Gelligaer’s old livery of green, red, and white – a vast improvement over the gloomy maroon and cream previously used by Burton. Does anybody know of any further examples where migrating General Managers have ‘taken the livery with them’?
Neville Mercer
Can’t remember which way round it was but Halifax and Glasgow shared a livery due to a demonstrator in one fleet being borrowed by the operator who liked the livery and adopted it themselves. There is also the apocryphal story of legal action when someone saw the old Bostock’s livery, liked it, adopted it and upset Bostock’s.
I also vaguely remember the Fleetline, now that Neville mentions it.
Trivia: Can anyone explain why, with a head office in Chesterfield, all East Midland buses had Nottinghamshire registrations?
David Oldfield
The 1965 edition of BBF5 says that the R prefix was for 30-foot long dual purpose vehicles, but that can’t be right because it shows all the bus-seated 30-footers with R prefixes as well. L meant long – i.e. 36 feet. Joining Neville on his tangent for a moment, did Geoffrey Hilditch once set up a coach fleet at Aberdare using Halifax livery? Or did I dream that? The memory does feel very much like a dream . . .
Peter Williamson
According to the Prestige Series book on East Midland (excellent B&W photographs by G H F Atkins; text by John Banks) the old livery was derived from United, who abandoned it in 1930 in favour of red and cream. The company was originally W T Underwood of Clowne, but with strong backing from United (virtually a subsidiary).
As for the alpha-numeric number series, the type-series letter seems to have been allocated in a rather haphazard fashion. Note that only the single-deckers were distinguished in this way. All of the double-deckers were just series D, irrespective of chassis or body manufacturer.
However, unravelling the tangle it seems this is how it went for the single deckers (Are you sitting comfortably? Then I shall begin!) :
G -50 x ADC 416A (Short Bros.) 1927 -series allocated to EM by United M -10 x AEC Reliance (Lowestoft – later ECW) 1929 -series allocated to EM by United N -10 x AEC Regal (Short Bros) 1930 (some rebodied 1939 with Leyland bodies taken from 1935 TS7s, i.e. type B) L -20 x AEC Regal (Brush) 1931 (of which 3 were coaches, designated LC) L -? x AEC Regal 4 (Brush) 1933-34 C -5 x Leyland KP2 Cub 1934 B -20 x Leyland TS7 (10 Brush; 10 Leyland) 1935 (4 Brush rebodied 1949 by Willowbrook re-designated type N) B -14 x Leyland TS7 (5 Brush; 1 Burlingham coach; 8 Leyland) 1936 E -30 x Leyland TS7 (ECW dual purpose) 1937 (6 rebodied 1948 by Willowbrook re-designated type N) F -11 x Leyland TS7 (ECW bus) 1938 A -10 x AEC Regal (Weymann) 1946 A -14 x AEC Regal III (Third-hand ! Leyland bodies) 1947-48 (rebodied 1952 by Willowbrook and re-designated type K) AC -2 x AEC Regal III (Windover coach) 1948 H -? x AEC Regal III (Weymann) 1949 J -? x AEC Regal III (Willowbrook) 1950 R -All underfloor engine buses from 1952-62 (all Leyland chassis) C (Second time round) -All underfloor engine coaches and dual-purpose from 1954 onwards. L -? x Leyland Leopard buses from 1963 (Willowbrook) O -? x Bristol buses from 1969 (ECW)
N (Second time round!) -various re-bodies (see above) also 10 second hand Leyland TS7s purchased from YWD 1949 and subsequently re-bodied by Willowbrook.
Please note that this is not comprehensive, and takes no account of vehicles absorbed through takeover. There were certainly 5 x Bristol L5G (ECW) in 1938 and 2 x Bedford WTB (Duple) in 1939, for which no type letter is quoted.
Stephen Ford
Someone mentioned East Midland having a Fleetline in the old brown livery. This was in fact an Atlantean PD1/2 fleet no D177 registration BNN 177C. Chesterfield Corporation also had Nottingham registrations as well.
Alan Ridge
Chesterfield Corporation had NU and RA registrations – Derbyshire CC.
David Oldfield
R -All underfloor engine buses from 1952-62 (all Leyland chassis) Some of these were in fact AEC chassis and the last 3 R496 R497 & R498 were AEC chassis and the same bodies as the L400 (400 RRR) series Leylands. The O series were one batch of AEC Swifts O501 to O510. (NAL 501F to 505F then OAL 506F to 510F) Marshall Bodies, Bristol RE’s with single doors. O511 to O522. ECW. Bristol RE’s with single doors. O523 to O532. I think these had Marshall Bodies, I know that they had a strange 3 X 2 arrangement for the rear two rows of seats. Bristol RE’s with single doors. O533 to O541. Leyland engines and Marshall bodies. I have not heard any news of it, but CRR 537J O537 was preserved, somewhere around Derby. Bristol RE’s with Dual doors. O542 to O556. ECW bodies. I think O545 was the last red and cream East Midland bus, around 1975/6
Ian Couzens
10/07/12 – 06:44
The question raised about registration numbers being issued in Nottinghamshire. It was from the days of the head office being in Worksop. Why on moving to Chesterfield it was not changed I don’t know. Hope this helps/ Don’t forget Clowne was also head office prior to Worksop.
Ian Bennett
10/07/12 – 09:17
In response to Nevilles question above re migrating General Managers. When Vane-Morland moved from Walsall to Leeds he brought their blue livery with him prior to this the trams and buses were yellow and white or a deep Prussian blue rather than the flatter slate blue that became standard in the thirties.
Chris Hough
26/07/12 – 07:44
The vehicle in the above photograph was taken over the pit at Worksop bus garage on Allen Street Worksop.
Can anyone remember how many routes East Midland had that ran into Pond Street Sheffield in the 70s, there was number 3 from Mansfield, number 46 from Clowne via Killamarsh, number 18 from Eckington, and there was also an EM bus from Gainsbrough.
Big Jim
04/04/17 – 07:15
You’re right about the 3 and 46. There was also the long-established 99 to Chesterfield via Ford and Staveley. Also in the 60s and until 1971 there was the 62/64 to Chesterfield via Eckington. These were joint with Chesterfield and Sheffield JOC. By 1971 there was also the X53, which was an extended express version of the 3. This ran to Nottingham via Mansfield and was joint with Trent. The Gainsborough route was the 85 – originally a Sheffield ‘C’ fleet (railways-owned) route but which became a joint Sheffield/East Midland/Lincolnshire route when the British Railways interest in the Sheffield B and C fleets ended.
John May
Vehicle reminder shot for this posting
19/07/17 – 11:00
Just been told that the old EMMS bus garage at Retford was demolished in 1992,in the 70s it held a fleet of 25 buses and coaches, Worksop is now the last remaining original depot.
Isle of Man Road Services Ltd 1961 Leyland Tiger Cub PSUC1/1 Willowbrook DP41F
Here is a shot I took of a bus at the Isle of Man Airport in 1966, I took it at the same time 1966 as the Isle of Man Road Services Leyland Titan posted two weeks ago. As stated on that post I know very little about buses more a railways man so I will leave it to anyone who wants to comment to do so.
Photograph and Copy contributed by Michael Bishop
29/05/12 – 17:45
When the Stratford Blue operations were absorbed into the main Midland Red Company in 1971, PMT was able acquire five almost identical Willowbrook bodied Tiger Cubs to the one pictured here. Four were DP, one was bus seated. Originally Stratford Blue 41-45 (2741-2745 AC) they were new in 1959. They were a bit slow compared with the PMTs own AEC Reliance 470s but performed useful work on some of the flatter routes from Stoke and Newcastle Depots and they didn’t suffer from frequent cylinder head gasket failures! The Albion designed five speed constant mesh gearbox was quite a nice unit to handle – but then I didn’t have to work them on One Man Operation for a shift!
Ian Wild
30/05/12 – 07:23
This bus is now preserved on the Isle of Man
Chris Hough
31/05/12 – 08:18
Yes, Ian, interesting point you make. Despite a general superiority, the AECs had an Achilles heel – the wet-liner engine (AH470 and AH590). Leyland produced two mainstream engines, the 0.600 and the Leyland Comet engine which progressed from 0.350 to 0.375 to 0.400. The Comet engine was small, underpowered and noisy but did it’s job reliably. Regulars know my predilection for AECs but also my, not quite equal, admiration of Leyland (Motors). The wet-liners did a lot of harm to AEC’s erstwhile superb reputation and allowed the Leopard to subsequently overtake them in the market.
North Western Road Car 1957 Leyland Tiger Cub PSUC1/2T Burlingham C41F
Awhile ago the above photo was sent to me with the following comment.
I wondered if this picture of a North Western coach taken on the A5085 Blackpool Road, Lea, Preston heading towards/away from Blackpool (see comments) would interest you? My dad (Jack Smith) was a Police Sergeant and is driving the Lancashire Constabulary MGA in the picture. I think it would be 1962.
Well you don’t have to ask twice when there is a Seagull in the shot, especially one in full flight. I don’t think the coach was the purpose of the shot maybe it was taken from another MGA police car. I am not certain of the Mark number of the Seagull but researching through Neville Mercers great article ‘Burlingham’s flock of Seagulls’ I’m going plum for a Mark 5 with the optional roof box display. The reasons are, the year, a one piece windscreen (no horizontal crossbar) and slim side window pillars, I think I will soon find out if I am wrong.
Photograph and Part Copy contributed by John Smith
01/04/12 – 09:22
Yes, it’s a Mark Five – numbers of this batch also served in blue and cream with NWRCC subsidiaries Melba Motors and Altrincham Coachways. North Western’s earlier flock of Seagulls (with FDB registrations) were Mark Fours and some of these also passed to Melba.
Neville Mercer
02/04/12 – 07:27
I don’t think it’s heading towards Blackpool though. Quite apart from the fact that it says Manchester on the blind, this appears to be the spot, looking towards Blackpool, which means the coach is heading towards Manchester. //g.co/maps/t3dq2
Peter Williamson
12/04/12 – 06:05
It looks like the location is Blackpool Road (A5085) approaching the Pedders Lane junction at Ashton, Preston. The two bungalows behind the vehicle are the giveaway.
Mike
29/06/15 – 06:53
This is before the last bus stop before the traffic lights at Lea, the police station is opposite, we used to live in the first bungalow. Happy times
R Cooper
02/04/22 – 05:43
Thanks for all the information in the comments! I had to laugh that in my message to the group (when I sent the photo), that I queried if the destination was Blackpool or Manchester! Maybe I was thinking the conductor hadn’t changed it from Blackpool for the return journey.
In his comment upon Michael Bishop’s posting of the Isle of Man Road Services Leyland Tiger Cub with a Willowbrook DP41F, Ian Wild refers to the very similar Stratford Blue Leyland PSUC1/1 Tiger Cubs. Pictured in August 1970, this is No.44, 2745 AC, the one with the Willowbrook B45F body – the other four had DP41 seating configuration – and, I think, it is our first picture on the site of a Stratford Blue bus. The early history of the company is rather complicated, but by 1931 it was operating as a Balfour Beatty group business with second hand vehicles, as Balfour Beatty refused to finance new purchases. In 1935 the BET group assumed control, with management passing to BMMO, a situation that continued until the BET sold out to NBC in 1969. NBC set about absorbing its newly acquired smaller operators into the bigger neighbouring companies. From 1st January 1971, Midland Red assumed full control of Stratford Blue, and buses were progressively repainted into the BMMO overall red livery. Here is a link to read the full history of Stratford Blue.
Photograph and Copy contributed by Roger Cox
15/07/12 – 08:08
What a beautiful glossy finish. You don’t see that very often – and you rarely saw it in NBC days. It seems strange to me that some operators manage to keep this sort of finish and others can’t. It can’t simply be the difference between whether vehicles are hand or machine washed.
David Oldfield
15/07/12 – 12:44
On that point, David, when I was with Tynemouth and Wakefields, prior to NBC all Northern group buses were hand painted, this involved several coats of primer and paint followed by a final coat of varnish, the drawback was cost and the fact that the whole process took about 10 days, these days much of what you see is just stuck on graphics. cost effective, but no where near as good a finish.
Ronnie Hoye
15/07/12 – 12:44
A very nice photo of a small’ish concern who always took a pride in their vehicles and ploughed their own furrow, in spite of being a BMMO subsidiary for some 40-odd years. They were great advocates of Tilling-Stevens B10’s before the war and I recall visiting an aunt around 1949-50 and seeing these strange-sounding antiques. I didn’t fully appreciate them, truth be told. Later, they were equally keen Leyland users, of which the above is a good example. Peter Gould’s website contains a potted history, taken from the book “Stratford-upon-Avon Blue Motor Services Remembered”, by David Harvey.
Chris Hebbron
16/07/12 – 06:28
I can’t help thinking that the picture gives a good impression of how Samuel Ledgard’s fleet would have looked if they had taken similar vehicles.
Chris Barker
16/07/12 – 06:29
It certainly does look in remarkably good fettle for an 11 year old bus – one could easily believe that the photo was taken to mark its first day in service. As Chris states, despite being under the wing of Midland Red, they went their own way – especially regarding vehicle policy. Their BET Federation style PS1’s and Tiger Cubs, and the Northern Counties rebodied PS2’s were more reminiscent of Yorkshire Traction – a company about as far removed from Stratford Blue as I can imagine. I’ve heard it said that the BET Group retained some smaller outfits such as Stratford Blue, Hebble and Mexborough & Swinton in order to allow junior managers to gain experience and prove themselves on a small scale before being let loose with a larger company.
John Stringer
16/07/12 – 12:18
You’re right in what you say, John, whenever United ‘Tilling Group’ took over a company everything was changed to a standard procedure, where as Northern General ‘BET’ allowed companies to retain their name, different livery, and a certain amount of independence, in some cases this even went as far as vehicle spec, take the PD3’s for example ‘livery apart’ although outwardly the Orion bodied examples all looked the same, but the Percy Main vehicles were totally different from the rest inside, and the Sunderland District ones were Burlingham bodied. This all changed with NBC, the ‘Corporate Image Brigade’ stepped in, the names went one by one, and some splendid liveries were cast aside to be replaced by drab poppy red or vomit green dependant on where you live
Ronnie Hoye
16/07/12 – 18:20
Only one word to say about the photo – stunning, absolutely stunning! That’s three, but who’s counting. As others have said, a beautiful livery – strange how something as basic as blue and cream can look beautiful, but it did – immaculately presented on a classic design. In addition ‘Stratford-upon-Avon Blue Motors’ has such a wonderful ring from a more elegant age. And Ronnie, I agree with every word you say about Northern Group liveries. I was sad when Gateshead adopted green and cream in 1964 thereby making them look the same as Tyneside; I may have been in a minority in loving the old maroon/brown and cream but I thought it was really smart and it was distinctive. In mentioning the end of separate liveries with inception of NBC you might also have mentioned the revolting yellow which got slapped all over buses based in Tyne and Wear soon afterwards; strange how Newcastle Corporation’s yellow and cream looked really smart and yet Tyne and Wear’s didn’t seem to look good on anything!
Alan Hall
17/07/12 – 06:55
Another well-kept vehicle in a small fleet despite, as others have said, being a division of Midland Red for so many years. Looking closely at the picture reminds me that Stratford Blue were among a very small number of (usually small) operators who used the service number box to display the name.
Pete Davies
17/07/12 – 06:56
I may be mistaken, but I think Stratford Blue were wound up after pay/conditions were brought into line with BMMO – there was a strike about this issue. Why the company couldn’t have been allowed to continue with staff on an equal footing with the parent escapes me, but then around this time NBC was intent on wrapping-up its smaller operations – were there administrative costs, such as posting of accounts, involved in running subsidiary companies? Whatever, it was a shame to have lost a “blue company” – although NBC’s (lack of!) policy on corporate blue liveries would have seen to that in due course anyway. Red “Statford Blue”?: reminds me of when Western National was split by NBC and Bob Montgomery had those members of his new North Devon operation – trading as Red Bus [sic] – which were still in Leaf Green lettered as “This is a RED BUS” (as opposed to the “RED BUS” fleetnames on the red members of the fleet). “This is still a STRATFORD BLUE bus” (on Poppy Red vehicles) doesn’t have the same ring though. Although with NBCs policy of shortening fleetnames – Cheltenham District/Cheltenham, Bath Services/Bath, Maidstone & District/Maidstone (on coaches), Mansfield District/Mansfield – red “Stratford” buses wouldn’t have been so silly. Back to the bus though – the whole thing’s just right isn’t it? livery, vehicle design/proportions . . . and a nice linen destination blind – class. But does anybody know why Stratford Blue was “allowed” to pursue a Leyland-based vehicle buying policy? One assumes that the Directors were all senior BMMO officers, so why didn’t they insist on purchase of BMMO products? Was it because the Leyland purchases by Stratford Blue provided a bench-mark against which BMMO products could be judged, as I’ve read? – but then they weren’t being operated over comparable routes and BMMO operated Leyland vehicles in its own fleet anyway; or was it because BMMO couldn’t meet its own requirements from internal production and Stratford Blue had, of necessity, to look elsewhere?
Philip Rushworth
17/07/12 – 06:57
Alan, I prefer not to think about the NBC version of T&W yellow, and the PTE went on a very expensive experiment with various layouts of Newcastle Corporation’s original livery only to end up with something not a million miles from where they started, in fact I would be surprised if most of the population of Newcastle knew the difference.
Ronnie Hoye
17/07/12 – 08:19
…..but just be thankful that you didn’t end up with something like South Yorkshire’s “Coffee and cream”! Even when the coffee was strengthened, it wasn’t a patch on Sheffield’s cream with blue livery and it only became vaguely bearable with the eventual addition a red.
David Oldfield
17/07/12 – 12:41
Yes, the right combination/shade of blue and white/cream do make a very attractive buss. My Western Travel post shows a dual-purpose Gloucester Bristol RELH6L in similar guise, although their bog-standard all-over blue with thin white stripe between decks looked uninspiring.
Chris Hebbron
17/07/12 – 12:41
Chris B – how right you are with the Ledgard comparison – in fact there was once an edition of an Ian Allan publication which featured a Stratford PD2 and I for one had to glance again quickly, thinking that it was a Ledgard view. I can’t just recall whether it was a “Buses Illustrated” or one of the annuals.
Chris Youhill
28/07/12 – 08:36
A lovely picture but it would be a mistake to think this is representative of how Stratford Blue buses looked in their later years – what it does show is No. 44 fresh from the paint shop in the blue and white livery that replaced the earlier blue and cream from 1969 onwards. In their later years the Tiger Cubs were unreliable, unloved and often unkempt, and consideration was given to replacing them with used buses from elsewhere, but it never happened. There were 14 Tiger Cubs in the fleet, with Willowbrook, Park Royal and Marshall bodies. They all passed to Midland Red on 1 January 1971 but were withdrawn by May, despite two of them having been repainted red – mostly replaced by the newly delivered Ford R192s. As to Stratford Blue’s quasi-autonomous existence the answer probably lay with BET headquarters rather than with Midland Red, but it has never been fully explained and probably never will be. Although Stratford Blue bought Leylands almost exclusively from 1948 to 197 (82 in total), Midland Red bought more in 1952/53 alone, with their 100 LD8-class Titan PD2s. Final comment on this photo is that Warwick was rarely seen as a destination on a Stratford Blue bus – the hourly 90A from Stratford to Leamington passed through the town, but very few journeys finished there. This was most likely a schools journey.
Bob Telfer
28/12/12 – 13:48
Just to say Kineton depot of Stratford Blue used white ticket rolls as did Stratford unless on local service then we had to change to pink.
Bill Floyd
29/12/12 – 18:13
I may be imagining this, but there looks to me to be a conductor on board who is in the process of winding the destination blind – this would explain the ‘unlikely’ destination and the fact that it appears badly set. The ‘PAYE’ sign doesn’t look to be illuminated.
David Call
20/07/14 – 07:15
Just to say Leyland Cub fleet number 44 reg no 2745 AC finished its days in the brook through bridge on Kineton to Radway Rd driver they say lost control DD number 31 turned over on Bourdon Hill towards Stratford this was a converted SD.
Bill Floyd
Vehicle reminder shot for this posting
09/06/17 – 06:27
I am trying to find out when Stratford Blue re-livered/painted their Leyland PD double deckers and included the newer Stratford Blue logo. I believe that originally the mudguards were black and at this time were re-painted blue, also the roof colour changed. I think it was in the early 1960’s but can’t find anything definite about it in the various books published on SB. Hope that you can help or point me in the right direction please.
Silver Star Motor Services 1956 Leyland Tiger Cub PSUC1/2 Harrington C41C
Here is a view of MMR552 and 553 fleet numbers 10 and 26, Tiger Cubs with Harrington coach bodies from the dear departed fleet of Silver Star, Porton, near Salisbury. I have seen and photographed both of them on a number of occasions, but this sighting at the “Harrington Gathering” at Amberley on 3rd June was my first of them together. They may be twins, but they are most certainly not identical twins.
Photograph and Copy contributed by Pete Davies
31/08/12 – 07:37
My late friend Walter Martin bought two identical Bedford YRQ/Plaxton Panorama Elite III in 1972/3 which were instantly identifiable by several small differences in livery and application – just like these two splendid vehicles.
David Oldfield
31/08/12 – 12:34
This picture has made my day! From the age of 9 I grew up in Sale in Cheshire and the Silver Star vehicle(s) doing the forces leave service to Manchester spent their lay-over at the premises of Pride of Sale, often venturing out “on hire” on local excursions. They also sometimes appeared “doubly on hire” to North Western for use on the North Wales and Yorkshire Coast services. Sadly my personal experience of their fine fleet was short-lived as they sold out to W&D less than a year after I moved to Sale. A brief pleasure, but still vivid in my memory. It’s good to see the pair together again in a recent shot.
Neville Mercer
31/08/12 – 14:29
I’m glad you found the view interesting, Neville. One of the Atlanteans, 1013MW, survives as well, but I don’t know of any of the other vehicles from the fleet. The idea of reaching destination and then running ‘on hire’ to the local operator caught me out on several occasions. The one which sticks out most clearly is a Red & White MW coach which had arrived in Morecambe on a tour and was acting as a PD3 on the L6 Heysham to Lancaster service, on hire to Ribble. Must have been a surprise for the crew to draw that!
Pete Davies
31/08/12 – 16:05
I know the feeling Pete – Ribble would seize anything on a busy day. I was always amazed by some of the oddities that would turn up at Lower Mosley Street on X60 duplicates. As I mentioned in my article (on this site) about LMS these included vehicles from East Kent and East Yorkshire which had been commandeered by Ribble staff at the Blackpool end. I also witnessed the arrival of a 36ft Yelloway Reliance/Cavalier on an X60 extra in the summer of 1966 – presumably it had operated a duplicate on their own Blackpool services and then been free for the day for other remunerative work. It also, of course, had the advantage of being able to show both Manchester and Blackpool on its destination blind, but I bet that the Allen family made them pay the top rate for the hire!
Neville Mercer
01/09/12 – 08:06
I well remember during busy summer periods working for Southdown at Eastbourne in the 1970’s and 80’s it was a case of anything goes especially with coaches that were staying on a weeks tour on days when they were not out or coaches that were on day trips, on entering the garage the drivers were asked ” what time are you leaving” if it was late enough for the coach to be used that afternoon he was asked to please see nothing was left on the luggage racks as the coach would be used, this of course was in NBC days. The favourite tour coaches used belonged to Eastern Scottish which were at different times Bristol LH’s Leyland Leopards and on one occasion a Seddon Pennine VII. another favourite was Western Welsh nearly always a Leopard but among other companies featured was a Crosville Bedford VAM. My fondest memory of these is of taking a school party from Eastbourne to Lewes on one of M&D’s superb AEC Reliance/Harrington Grenadiers a totally blissful afternoon, the different companies vehicles driven when on express services however is a story on it,s own.
Diesel Dave
01/09/12 – 10:51
An interesting posting, and I was most amused to read the appreciative comments of some correspondents about these vehicles. I agree with them. Apart from the Leyland chassis and the different treatment around the destination indicators, however, these coaches are pretty well the same design as my recent M&D AEC posting that received rather less fulsome responses. Maybe I’m thick, but I just don’t understand that. I also agree with Diesel Dave about the M&D Grenadiers; superb describes them absolutely.
Roy Burke
02/09/12 – 15:35
No, Roy, you’re not thick! It’s taken me a while to work it out, but I think the reason for the difference of opinion about the appearance of the Maidstone vehicle versus this pair is the indicator display. These two have a modified version of what many regard as the typical Harrington front dome of the period, with two wide indicator displays. That on the Maidstone looks to be much more of a bus indicator, far more concentrated in the middle of the dome, and I’m sure the more usual style would have made it more attractive to many of our readers. A different way of applying the livery, with a lighter top, might have helped, too. I don’t suppose Southdown would have objected if their neighbour (and associate BET company) had used the Southdown style.
Pete Davies
03/09/12 – 07:54
Off subject, Neville, but I lived in Ashton-on-Mersey in the late ’70s.
David Oldfield
04/09/12 – 08:43
We missed each other by a few years, David. I moved to Nottingham when I was 19 (mid-1972) and from there to the USA for a six year spell from 1974. I blame the introduction of the NBC corporate liveries. Emigration became the only sensible option!
Neville Mercer
05/09/12 – 06:54
I can understand that, Neville. Glad you came back, though.
David Oldfield
05/09/12 – 08:40
I’m with Pete here: I’m still not a big fan of the design, but the overall styling/livery/destination display works much better (and its “polished-up”, which might help!). For me the significant differences are: the fog/spot lights and associated moulding, which when combined with the “pointy” dome tend to accentuate the vertical aspect and narrow the front; and the absence of the above-windows moulding present on the M&D vehicle (which seems to be a throw-back to the 1930’s).
Philip Rushworth
06/09/12 – 06:51
I stand by my comments on the M&D Reliance, but as I’ve said before, in the right livery an Orion can look good. This just emphasises how important livery and its application is and reinforces all the comments on this forum about kids in paintbox liveries that we suffer today with current operators. Two identical vehicles can look SO different in different colours.
David Oldfield
07/09/12 – 07:25
I agree David – but I think the converse is true as well. Many colour schemes look well on some vehicle designs but not on others. A good livery is one that is sufficiently robust (and perhaps adaptable) to be applied to different types. Even some of the big groups seem to be recognising this. For example, I dreaded the appearance of “splash it all over” washed out green when Arriva took over Cross Country Trains – but they didn’t, thank goodness!
Stephen Ford
07/09/12 – 07:25
Well, David, we could have a long discussion about the effect of livery and detailed design differences on a vehicle’s ultimate attractiveness. However – maybe I don’t possess a ‘true’ enthusiast’s appreciation of these things – but to me a basically sound and well-balanced design is not somehow transformed, Jekyll and Hyde-like, into hideous ugliness because of such elements. I can understand how one treatment might appeal more than another, but the underlying balance and elegance of Harringtons’ design on these Silver Star coaches, (‘splendid’ was your own adjective), remains apparent in the M&D vehicles, dated destination indicator screens notwithstanding. I returned to the link showing one in Hebble livery, but that exercise has served only to reinforce my view. We can only agree, perhaps, to differ – and Philip, I guess, would be with you rather than me – on this. ‘Two other points in my final comment on this issue. First, Peter’s observations. I agree that M&D’s destination screen treatment is rather ‘bus’ like. Most of their express services were short distance, on which many passengers would buy their tickets from local agents just before travel. A large, instantly readable destination screen thus made operational sense. I’m not sure I follow his point about Southdown livery, however; after more than a year with that company, I never quite understood what their express livery was, and judging by the inconsistency with which it, (and even whether a vehicle should display a scripted or capital lettered name), was applied, I’m not entirely sure that they did either. Secondly, while there is no rule that says correspondents must like this Harrington design, I find both the Silver Star and M&D versions infinitely cleaner and better balanced than the Duple coachwork on the recent Black & White posting. While looking at Hebble vehicles, moreover,I came across a Bellhouse Hartwell Landmaster of about the same date as the M&D vehicles. Now for real ugliness…….’
Roy Burke
08/09/12 – 07:05
There you go, Roy. I agree with you on your latter points.
David Oldfield
08/09/12 – 07:05
We’re back to this ‘beholder’ business again and the matter of comparisons, one with another! I don’t find the BHS vehicle THAT ugly, but this Barton monstrosity is another matter: SEE: www.modelbuszone.co.uk
Chris Hebbron
08/09/12 – 07:06
Mention of the Bellhouse and Hartwell coaches reminded me of a comment my friend the late Donald Ingham who had been a driver of these beasts told me. The drivers referred to them as Brabs this being a reference to the giant seaplane the Brabazan that flew in the 1950s. One of these coaches was sold to a old persons home in Derbyshire and had its rear end modified to take wheel chairs and eventually was sold for preservation to a group of drivers at YWD Frost Hill depot. Alas this was an abortive venture and I recently heard that it had passed to Ensign for their heritage fleet but it would appear to be too far gone. .
Philip Carlton
09/09/12 – 07:20
Wow, Chris, what a beauty! (Pardon the irony). What is it? There’s some script below the radiator grille, but I can’t make out what it says. (not ‘Bristol’, surely?). Could it be the builder’s name – I’d have wanted to remain anonymous if I’d had anything to do with it. More details from someone, please. I’m intrigued. Philip’s remark about the Bellhouse Hartwell coaches’ nickname was amusing, too. Very appropriate. I read elsewhere that they were also nicknamed ‘Sabrinas’, for fairly obvious reasons.
Roy Burke
09/09/12 – 07:20
Reference to Chris H’s link, Barton’s 657 was certainly no oil-painting, and the normally attractive livery was applied in a rather fussy way. I remember it as one of those quirky members of the Barton fleet – an in-house rebody of, if I remember its sound correctly, a half-cab Leyland TS? In the early/mid 50s it often worked on the route 10, Nottingham – Long Eaton – Kegworth – Loughborough. There were a few similar rebodies, plus the much more attractive style just visible behind, but I think there were only one or two of this particular design.
Stephen Ford
09/09/12 – 07:21
Small point, Philip, but if I don’t mention it someone else surely will. The Bristol Brabazon was a large landplane, powered by eight Bristol Centaurus piston engines mounted in pairs driving contra rotating airscrews. The huge contemporary flying boat was the Saunders Roe Princess which had ten Bristol Proteus turbo props. Both were misconceived for the post war air transport scene.
Roger Cox
10/09/12 – 07:08
As originally built, MMR 553 also featured the “V” shape front trim but fairly early on presumably had a bit of an accident and for most of the time with Silver Star appeared as we see it today.
Nick Webster
10/09/12 – 07:09
If you’re looking for ugly in house re bodies, you need look no further that the Tynesider and Wearsider of Northern General. I think one of them is still around somewhere in the North West area ‘Liverpool?’ but I’m not sure which one it is
Ronnie Hoye
10/09/12 – 07:09
You see the safe path I tread to avoid controversy with body designs! I thought, Roy, that the writing said ‘Daimler’, but could be mistaken. And thanks, Stephen, for your thoughts on the body’s origin.
Chris Hebbron
10/09/12 – 07:10
I believe the Sabrinas were SUT.
David Oldfield
11/09/12 – 06:49
I realise that we have taken something of a diversion but the excellent picture of the Barton BTS1 made me wonder, whilst the body was built in Barton’s own workshops and rightly ascribed to them, I wonder how many components were bought in, such as front wings, front dome and windscreen frames etc. I may be wrong but I can’t imagine all of these being produced by Barton, or any other operators who built their own bodywork. One thing is certain though, these were sound vehicles which gave Bartons good service. They must have been considerably better than some of the offerings from the myriad of post war British coachbuilders.
Chris Barker
12/09/12 – 06:54
Discussion on styling should also take into account changing fashion- less so with buses than coaches- as well as functionality. I think the Bridgemaster/Renown expressed a fashion for the square rather than curves, seen in buildings of that era. Liveries/trim were lightened and simplified in the 60’s. Curves were very thirties/forties and in the case of Barton, the “diner” look became a caricature. Then there is the “classic” look like the Leyland/Leyland PD2, and most ECW output, which could seem boring- but the style had to last 10/20 years. Now today… the Optare Spectra already looks dated and those areas of purposeless blind glazing in other, later designs… why? A CVG6/Roe* takes a lot of beating….(insert your own preference here)*
Joe
28/07/14 – 07:33
Just come across the site and was taken aback to see the Silver Star Leylands. I was stationed in Tidworth 61-62 and used to travel up most weekends to Manchester using Silver Star. The drivers name was Vic I believe.
Richard Hill
28/07/14 – 10:23
Glad about your surprise delight, Richard! Companies like Silver Star must have started to feel the pinch once the last National Servicemen finished their service in 1962 and their places were taken by civilians, who mainly lived locally. Strangely enough, I always found it better to go home by train, with reasonably-priced Forces Return tickets. We still had an extensive rail network then, too!
Chris Hebbron
28/07/14 – 11:49
I have some very happy memories indeed of outstanding small operators that I encountered and used during National Service 1954/5/6. First was the highly individual Green Bus Service (Rugeley and Uttoxeter) Ltd – M.A. & C.J. Whieldon – what an exotic an assorted fleet they had. Then, at Yatesbury, troop transport was provided by the wonderful R & W Febry – “Sodbury Queen” radio luxury coaches – a very smart and proud Firm indeed, and still I believe in haulage in a very big way. Later, at Patrington, East Yorkshire the contrast was fascinating – the magnificent East Yorkshire Motor Services with a glorious fleet, and the tiny Connor and Graham of Easington (Spurn Point) who provided reliable and most useful services almost into the North Sea !! In 1955/6 they had a very elderly conductress called Sally and, many years later after De-mob, I went on an official enthusiasts tour of the area, including being greeted by one of the proprietors. Near the depot at Easington I said to him “I don’t suppose dear old Sally is still around now ??” With a mischievous smile he told me to knock on the door of the second nearby cottage – the door was answered by the good lady herself and I was invited into the original “chocolate box” country cottage and made very welcome – “I’m always glad to see mi’RAF lads” said Sally followed by this classic “Of course I’m not on the buses now yer’ know.” Bless her, she must have been close to receiving HM’s telegram !!
Chris Youhill
Vehicle reminder shot for this posting
25/08/14 – 07:26
Is there any record of the sold Silver Star Leyland Atlantic’s that went to Bristol Bus Company for use on the WSM routes.
Ray Kite
26/08/14 – 06:47
The ex Silver Star Atlantean 1013 MW is in active preservation, as seen here on a re-creation of Silver Star operations around Salisbury Plain in August 2009. This bus saw service with Super Coaches of Upminster and Beresfords of Cheddleton, following its withdrawal from service with Bristol Omnibus.
East Midland Motor Services 1954 Leyland Tiger Cub Saunders-Roe B44F
This batch was a favourite of mine. The Saro body looked so much better than many contemporary offerings. These were sometimes to be found on East Midland route 99 Chesterfield to Sheffield via Ford and Ridgeway. This picture is in the maroon livery but they looked even better in the chocolate, biscuit, and cream livery.
Photograph and Copy contributed by Les Dickinson
11/01/13 – 05:46
I couldn’t agree more, Les. We didn’t have any at Percy Main, but the Northern General group had quite a number of these. I always thought they looked particularly good in Sunderland District’s dark blue and white livery, they always had the look that they were built up to a standard rather than down to a price
Ronnie Hoye
11/01/13 – 05:46
Seeing the caption to this one has prompted me to look at the East Midland entries in the column on the left. Yes, the chocolate and cream style was distinctive. My only experience of Tiger Cub/Saro buses was with Ribble. I note some comments about migrating managers who took their old operator’s livery with them. Readers will know that Southampton’s traditional dark red – cherry might be the simplest way of describing it – was supplanted on the Atlanteans with much more cream, and a lighter red. Bill Lewis brought that arrangement with him from Manchester.
Pete Davies
11/01/13 – 08:09
The Saro bodywork was a much more good looking version of the BET specification which spawned thousands of MCW Hermes bodies that took a number of iterations to look only half as attractive.
Phil Blinkhorn
11/01/13 – 15:58
Interesting to note that probably the three largest fleets of these Saro/Tiger Cubs, Ribble, East Midland and NGT all ended up in unrelieved dark red/maroon livery. Even so they still looked smart.
Eric Bawden
12/01/13 – 06:23
Interesting too that, to the best of my knowledge, this type of body was never built on a Reliance.
Chris Barker
12/01/13 – 13:55
Good point, Chris, I cant say that I’ve ever seen these on anything other than a Tiger Cub. According to the bus chassis lists, the NGT group had 31 in total, DCN 843/857 ‘Northern’ and OUP 655/670 ‘Sunderland District’ all delivered in 1954
Ronnie Hoye
12/01/13 – 16:28
One type that did share the body was the SARO Integral which was Gardner powered which appeared around 1953. If I remember correctly this was unique and the sole example went to Maidstone and District as SO68 registered as RKE 540 see www.flickr.com/ It ended up with Berresford Cheddleton who ran it in a livery that looked very similar to PMT between 1966 and 1968 with the fleet number 28.
Phil Blinkhorn
ps I’ve found a photo in Berresford’s colours www.flickr.com/
13/01/13 – 07:30
…and preserved Guy LUF SARO demonstrator LJW 336!
Ian Thompson
A Guy UF demonstrator was also similarly equipped: www.sct61.org.uk/ Very similar bodies were fitted to BUT trolleybuses for Dunedin and Auckland New Zealand (the nearest we get to a Reliance?) and less similar, less attractive, 33 ft long Daimler Freelines also went to Auckland, the first as a complete build, the rest – 89 in number – ckd. Though looking different due to the panelling I gather the framing was the same. Chris’s assertion about the lack of the body on the Reliance chassis seems to be correct
Phil Blinkhorn
13/01/13 – 07:58
Here is a shot of LJW 336, the Guy Arab UF demonstrator which was subsequently purchased by Blue Line of Armthorpe. This view shows it in 1969 at which point it had been just a store for a number of years. It seems surprising that it was on the heavier UF rather than the lightweight LUF chassis.
Alan Murray-Rust
13/01/13 – 14:11
Since posting my shot, I have found a number of views of LJW 336 in preservation, which refer to it as an LUF. I took my information from the PSVC fleet history PB4, which lists it as a UF. This is what also appears on the SCT61 site that Phil refers to. However, I have been back to my copy of PB4; this includes the PB4A appendix, which I had overlooked first time round. This corrects the original info and lists it specifically as an LUF.
Alan Murray-Rust
13/01/13 – 17:27
Alan, that makes a lot more sense though the Freeline as hardly a lightweight.
Phil Blinkhorn
15/01/13 – 06:20
LJW 336 was a special Guy Arab UF which was developed as a test bed for lighter construction. The result of this development was the Arab LUF, for which LJW acted as a demonstrator. The only objection to calling it an LUF is that the LUF hadn’t actually been invented when it was built! I’m not sure about Manchester being the inspiration for Southampton’s new livery. Bill Lewis may well have taken the lighter red with him, but I think I’m right in saying he left Manchester before the Mancunians arrived (I was working under him at the time), and in any case the Southampton scheme doesn’t bear much resemblance to the Mancunian livery. However, I remember Ralph Bennett exhibiting a Bolton Atlantean to the Manchester public before then, and to my eyes the Southampton livery looks like the Bolton scheme with Manchester colours.
Peter Williamson
16/01/13 – 05:08
Peter, you may well be correct about the origins of the Bill Lewis style of Southampton livery. I suspect from what you say it is something of a hybrid: Bolton style so far as ‘what colour is where’ is concerned, but using the brighter Manchester red. It wasn’t just the Transport Department managers who had this idea of taking their old liveries with them: the then City Engineer in Southampton had come from Swindon, and brought that Council’s shade of blue with him.
Pete Davies
15/11/13 – 15:26
During the late 60s/very early 70s I was working in the Birmingham area but visited my folks in Nottingham most weekends. On fine Sunday mornings, I liked to borrow my Dad`s camera and trundle around the likely photo-spots in the city and here is one from that era. This is parked up in the Ice Stadium car park and has all the clues to suggest it is one of the same batch as R324:
Obviously by then operated by East Midlands Housing Association, it occurred to me that its previous “East Midland” fleet name had been neatly over painted in black with the extra “S” on the end. One letter overlaps into the bay in front, but two into the bay behind. By now looking a little tired and work-stained, it nevertheless attracted my attention as a handsome machine worthy of recording, sadly not enough to note the date and reg number.
Rob Hancock
31/12/13 – 07:04
Trent had 10 of these Saro Tiger Cubs. painted red below the waist rail white above and looked superb probably the best colour scheme of all. A couple ran in wales for a long time. I saw a photo of some Reliances with a similar body that were exported to the Caribbean.
Ron Stringer
03/07/17 – 16:16
Reading this column on Saunders Roe bodied Tiger Cubs, I was employed by Ribble at Carlisle depot 1963 to late 64 where there were at least 5 such buses including the two allocated to the 603 Bowness on Solway outstation. I occasionally got to drive one on other rural routes plus I was allocated one to operate an evening excursion to Appleby Horse Fair. I liked these buss with their light steering and gearboxes that needed skill to make a clean change, they were rather underpowered for hilly rural routes ie Carlisle to Hesket New Market climbing Warnell Fell, once down itno 2nd gear just above Goose Green pub there was no chance of ever getting back into 3rd before cresting the long drag due to the long delay in waiting for the revs to drop.
Attached is an official Saro photograph of an Auckland Transport Board Royal Tiger with Rivaloy body given to me by Saro after a request for information about the company back in the 1950s when I was a teenage bus enthusiast.
Gerald Walker
05/03/18 – 09:01
I recall Ribble operating Saro bodied Tiger Cubs on services from Colne to Barnoldswick, and occasionally Gisburn, via Foulridge and Whitemoor Reservoir in the early 60s. I used to have holidays at my aunt’s house in the “hamlet” of Hilltop outside Foulridge and I recall them struggling on the narrow twisty climb out of Foulridge to the reservoir
Smudge
Vehicle reminder shot for this posting
31/01/19 – 06:00
I note a recent announcement by Oxford Diecast Models that they have produced a Saro bodied model of a prototype in London Transport Country Bus livery. Did LT ever take delivery of such a vehicle because it is the first I have heard of this? Possibly it might have been a demonstrator?
David Revis
01/02/19 – 05:48
David Revis asks if any Saro bodies were made for London Transport. The production summary at the back of the book ‘Saunder-Roe, Builders of the world’s lightest buses’ shows that NO single-deckers were built for London. From 1946-1956 there were 272 for the home market and 1246 for export. Of 376 double deckers built 300 were for LT. I assume that the model is presented as LT just to maximise sales with little regard for reality?
Les Dickinson
01/02/19 – 05:50
In 1953, following the completion of the RF delivery programme, London Transport was looking at future options regarding lightweight single deckers. ‘Buses of London’ by Colin H Curtis published by London Transport tells that three experimental models were obtained which were an Eastern Coachworks bodied Bristol LS5G (PHW 918), a chassisless AEC Monocoach with Park Royal bodywork (NLP 635) and a Saunders-Roe bodied Leyland Tiger Cub (PTE 592). The text reads: ‘All were allocated to Reigate garage for extensive tests on route 447 and 711. At the end of the test no decision was made and the vehicles were returned to their owners’.
David Slater
01/02/19 – 05:51
Demonstrators indeed. See the following from the Oxford Diecast website: www.modelbuszone.co.uk/
Chris Hebbron
02/02/19 – 06:17
Chris H, David S, Les D: Thank you all for your responses. The thought did go through my mind that Oxford might have produced the model by way of artistic licence as Les inferred. It was a relief to learn that Oxford was completely ethical and had obviously done their homework.
David Revis
02/02/19 – 06:33
Here is a photo of PTE 592 whilst in service with London Transport on the 447 route.
The recent posting of the Edinburgh Guy Arab re-bodied by Nudd Brothers & Lockyer reminded me of this batch of saloons delivered to Southdown in 1954. This batch of Leyland Tiger Cubs were numbered 620-639 registered MUF 620-639 with B39F seating layout which oddly had a single N/S front seat and 2 pairs at the rear with a central emergency door and a mixture of half drop and sliding ventilators as well as unusual, for Southdown, curved seat top rails. These were new at a time when large numbers of parcels were carried, so behind the cab there was a floor to ceiling compartment about the size of a wardrobe fitted with shelving for carrying the parcels at the rear of which was a sliding door into the saloon, the drivers only other entry was the sliding door to the outside. Five very similar but by no means identical Tiger Cubs were delivered in 1955 numbered 640-644 registered OUF 640-643/PUF 644. They were very light and pleasant to drive and I always thought that the Tiger Cub had the best brakes of any Leyland model of that era.
Photograph and Copy contributed by Diesel Dave
06/02/14 – 08:59
Reminds me of the 1950’s Devon General Weymann Reliances. These are the only other underfloor front loaders I can remember with a separate cab door.
David Oldfield
06/02/14 – 16:06
I thought that some of the early BMMO built S types had a cab door.
Stephen Bloomfield
06/02/14 – 16:49
Huddersfield specified enclosed cabs with an offside hinged cab door on all its UF purchases up to and including the 1963 “A” registered pair of Reliances (23 and 24)
Ian Wild
06/02/14 – 17:37
Bradford also had two AEC Reliances (501 and 502) with offside cab doors.
Stephen Bloomfield
07/02/14 – 06:49
Manchester Corporation’s Leyland Royal Tigers 20 – 23 and “Leyland” Aberdonians 40 – 45 all had the offside cab door, with a fixed partition between the cab and the platform. I think East Yorkshire also had some saloons with this feature.
Don McKeown
07/02/14 – 06:50
Your mention of parcels, D Dave, reminds me of when I lived in Southsea, 1956-76, and the GPO would hire Southdown coaches to deliver Xmas parcels around the streets. With modern traffic parking down the road I lived in, I doubt if a coach could get along it now!
Chris Hebbon
07/02/14 – 18:47
Maidstone & District had a batch of Harrington/Commer integral saloons with an o/s cab door. Re GPO use, can recall M&D buses and coaches hired for Xmas deliveries many many years ago.
Malcolm Boyland
08/02/14 – 08:23
Here is a photograph of the cab of an East Yorkshire Tiger Cub which had C H Roe bodywork.
Ken Wragg
08/02/14 – 09:49
Interesting that many of the early underfloor saloons had these enclosed cabs. M&D’s certainly did but they subsequently went over to the near standard practice of just using a low waist high enclosure. In today’s unpleasant society, the driver sadly needs the security of an assault proof working place but that wouldn’t have been so in the 50’s or 60’s.
Malcolm Boyland
25/03/14 – 15:27
I assume the requirement for the cab to have an emergency exit is still in place. On half cabs the side window over the engine is usually the emergency exit. If you can’t get out if the bus goes on its offside, then there needs to be a second way out. I guess that is the reason for the sliding door at the back of the Roe bodywork in the picture.
Peter Cook
26/03/14 – 06:25
I remember the prosaic message in the cabs of the Routemasters In the event of a fire get out.!!!
Philip Carlton
26/03/14 – 09:30
Frank Muir once remarked that, in all Emergency Instructions, item number two was always more important than number one. Thus:- In Case of Fire 1. Notify your superior officer 2. Jump out of the window.
Roger Cox
09/08/17 – 06:36
From what Diesel Dave says about this beauty and the 15xx’s I get the impression our formative bus years were pretty much the same (KK 48848?). The later 640-4 were still around when I began driving but, certainly as far as the driver’s compartment went, they looked as though they’d been rescued from a chicken farm. However, for one brief interlude 638 came our way and what a dream. Somewhere along the line it had acquired one of the more modern grey enamel dashboards and could be driven with finger tip control. Is there anything on the road today that modern drivers will look back on with such fondness and respect?
Nick Turner
17/05/21 – 17:04
What a lovely bus I have an amazing picture of MUF 639 in the idyllic backdrop of Poynings circa 1957 possibly, the bus is central to the picture numbered route 128 on its rural route to Henfield Railway Station via Devils Dyke and Small Dole such an amazing picture does this bus still survive. My dad drove for the Thames Valley from 1949 to 1986.
Green Bus Service 1964 Leyland Tiger Cub PSUC1/11 East Lancs B43F
The Late Graham Martin’s Green Bus Service (aka Warstone Motors) ran routes in rural Staffordshire. Here is an ex-Burnley Colne and Nelson Leyland Tiger Cub with East Lancs body it was fleet number 66 in their fleet. It is seen in this shot leaving the village of Brewood and has just crossed the Shropshire Union Canal.
Photograph and Copy contributed by Tony Martin
30/04/14 – 18:01
There is an ex-Burnley Colne and Nelson Leyland Tiger Cub for sale in the May edition of Bus & Coach Preservation’ magazine can not see a registration plate suspect it is one from the previous 50 – 59 1963 batch although the advertisement dates the vehicle as 1962.
Peter
11/03/15 – 16:36
The Company name was Green Bus Service – Knowing Mr Martin I’m sure he would want that corrected.
W Alexander & Sons (Fife) Ltd 1961 Leyland Tiger Cub PSUC1/2 Alexander C41F
RMS 714 is a Leyland Tiger Cub PSUC1/2 with Alexander body and was new to W Alexander & Sons (Fife) Ltd in 1961 arriving just as the Alexander empire was split into three separate companies. It was delivered in Alexander’s blue and cream livery but later received the new Fife livery of Ayres Red and cream. It worked initially from Dunfermline depot, moving to Newburgh in 1964. It was withdrawn and sold in 1977, becoming a stock car transporter. By the time it was purchased for preservation around 1998 it had been re-registered JVS 541. It was restored at the Scottish Vintage Bus Museum in Fife and was again re-registered OSC 711. By 2008 the then owner had managed to re-acquire the original registration RMS 714. It passed to an operator in Somerset in 2011, but was returned to Scotland by its present owner in 2013.
Photograph and Copy contributed by Ken Jones
07/05/15 – 10:50
Nice view, Ken. I’ll cross this vehicle off my list of possible future submissions. Just a small point, but isn’t the fleet number prefixed F for Fife?
Pete Davies
07/05/15 – 10:54
I found the fleet number on BLotW checked with BBF Scottish Bus Group and you are correct it should be FPD thanks for that Pete.
Peter
27/08/15 – 17:04
Some of these examples were used at Ardyne Point by G Wimpey to transfer workforce from Dunoon to the rig construction site.
Anon
25/03/17 – 10:53
This bus is now at Bridgeton Bus Garage under the care of Glasgow Vintage Vehicle Trust: //www.gvvt.org/
