Bournemouth Corporation 1955 Leyland Tiger Cub PSUC1/1 Park Royal B42F
RRU 901 was originally Bournemouth 264 – a Leyland Tiger Cub PSUC1/1 with Park Royal B42F body. It started life in Bournemouth 96 with an open rear entrance and front exit with doors in 1955. It was rebodied around 1957 for One Man Operation. It lasted until 1971 when it was sold to Burton on Trent (Maroon and Cream) and then transferred to East Staffs when Burton disappeared. It went into preservation in 1977 and went back to Bournemouth colours. It has had a bit of a chequered life in preservation and was in a sorry state in the early 2000’s. Around 2008/9 it moved to Scotland where it was extensively re-panelled and repainted in a Western Scottish style livery, which is the way it is currently. It had an overheating problem at Kirkby Stephen this year, but was in service on the Saturday, and since then the water pump has been removed and found to have been well and truly bodged by someone previously with a metal pin and black silicone mastic. It is seen in resting between duties at Kirkby Stephen West.
Photograph and Copy contributed by Ken Jones, with additional information from Malcolm Davies
02/06/15 – 07:15
That livery wouldn’t look amiss in Southport!
Pete Davies
10/06/15 – 09:05
Compare this to Stockport’s Tiger Cubs, built by Crossley to the same basic design. Some have said the Stockport version has more than a passing resemblance to the RF and the Monocoach.
Phil Blinkhorn
12/06/15 – 06:31
A sister vehicle, RRU 903 is preserved in Yorkshire in Bournemouth Corporation livery. These photos show it in Grassington (in company with a much newer preserved bus, Pennine Dennis Dart R717 YWC) and a rear view at the farm near Skipton where the vehicle is kept. The rear end is very unusual, with the emergency door on the offside. I had the privilege of driving this bus a few months ago. It was the first crash gearbox bus I had driven for many years, and it was a great relief to feel the gears engaging without a “crunching” sound.
Don McKeown
13/06/15 – 06:44
Did this bus (and the rest of the batch) originally have a rear door in addition to the front? This was the normal Bournemouth fashion for many years. Although now clearly removed, it might explain the unusual rear design for the emergency door. A study of the Western SMT liveried bus reveals a similar layout at the rear.
Michael Hampton
14/06/15 – 06:54
Bournemouth did convert it’s dual entrance Tiger Cubs to front entrance as early as 1957 and did the same with the 1951 Royal Tigers later on. The unusual rear arrangements probably result from that change. For comparative purposes here is a view of a Crossley bodied Stockport Tiger Cub on Park Royal design frames dating from 1958.
Orla Nutting
08/08/15 – 06:57
This batch of buses all had a rear open platform entrance, rather than a second door. The buses didn’t last long in this configuration before being rebodied, hence the “two” windows on the nearside as opposed to the one on the offside. On mine you can still see some of the framework for the steps underneath. This original set up would certainly explain why the emergency door is on the offside.
Malcolm Davies
08/08/15 – 11:39
I am still puzzled about access to that rear corner emergency exit. How would passengers get to use it in an emergency? Is the rear seat moved forward to creat a gap behind it, or is the rear nearside seat a ‘three seater’ with a space on the offside? It’s all rather unusual, but an expert with knoweldge of the interior layout will hopefully be able to resolve this puzzle.
Petras409
26/10/20 – 06:33
Close inspection of the picture of RRU 903’s rear suggests the rear offside seat pair is away from the rear end. Presumably, that would facilitate access from the gangway to the emergency exit, with clearances compliant with the C & U Regulations prevalent at the time of modification.
Terry Walker
31/10/20 – 06:26
Thanks Terry. Your suggestion has put my mind at rest. That’s 5 years of uncertainty finally resolved!
Bournemouth Corporation 1954 Leyland Royal Tiger PSU1/13 Burlingham B42F
NLJ 272 is a Leyland Royal Tiger PSU1/13 with Burlingham B42F body, new to Bournemouth Corporation in 1954. She is seen on Southampton Common, while taking part in the Southampton City Transport Centenary rally on 6 May 1979.
This second view is a close one of the Royal Tiger badge. Compare the Tiger with the ‘fleetname’ on the Ellen Smith Leopard published a while ago! See it at this link
Photograph and Copy contributed by Pete Davies
27/05/16 – 06:20
That brings back many memories. These buses were regulars on our ‘school dinner run’ through Winton, in the early 1960s, between two schools. They were a brighter bus than the Park Royal bodied ‘RRU’ versions, but they could be rather warm on hot sunny days, in slow-moving traffic, as the rooflights had no means of shading.
Bournemouth Corporation 1943 Guy Arab II 5LW Weymann OB35F
This shot is from the Ray Soper “Gallery” contribution A Trolleybus tour in Bournemouth click on the title if you would like to view his Gallery and comments to it. The shot is shown here for indexing purposes but please feel free to make any comment regarding this vehicle either here or on the gallery.
As is with tradition on the south coast of England most open toppers were named, this bus was named “Northumbria” which is a county in the North East of England. All the the other open toppers of the same batch were also called after counties of England, I would be most upset if there wasn”t one called “Yorkshire” as registration CRU 180C was called “Lancashire”. If you know, let me know, please leave a comment. It would appear that all this batch of Bournemouth open top Fleetlines except this one were sold to London Transport for sightseeing duties I wonder why not this one where did it go? If you know, let me know, please leave a comment.
“Yorkshire” was the next bus in the batch, CRU 181C. Wasn’t this livery with the green-edged maroon band much classier than the messy blue and brown daubings on an overall yellow bus which replaced it? But, have you noticed the absolutely miniscule fleet number just above the offside headlamp? These always looked like they’d been done in Letraset and were virtually unreadable at any distance; the previous shaded gold style might have been a bit Olde Worlde but at least they were practical.
David Jones
05/07/11 – 06:40
The names chosen by Bournemouth Corporation for the convertible Fleetlines were a curious bunch. Bournemouth was in “Hampshire” (no 186) in those days of course, and “Dorset” (no 185) was next door. “Warwickshire” (no 182) and “Surrey” (no 189) may have been chosen in honour of the chassis- and body-builders respectively. Many of the town’s summer visitors may have come from “Staffordshire” (no 183), “Cheshire” (no 184), and possibly “Lancashire” (no 180) and “Yorkshire” (no 181), but “Northumberland” (no 188) and “Durham” (no 187) would seem to be pushing it a bit.
Michael Wadman
17/09/11 – 17:29
Mention has been made of the bright green lines outside the maroon bands on BCT buses and trolleybuses. I remember the older brown line, best described as “dark mud brown” (that’s from memory) which had been used previously. I will try to establish when the brown was changed to green, but am not hopeful – my best guess is around 1960 as I seem to remember that the first MF2B trolleybuses had the brown lining when new, although it might have been earlier when the wartime brown roofs were repainted yellow. The open-toppers (in fact convertibles with removable fibreglass roofs) were Bournemouth 180 to 189 CRU180C to CRU189C, and became London DMO class as follows: 182 – DMO1 Stockwell Princess 183 – DMO2 Southern Queen 184 – DMO3 Britannia 185 – DMO4 186 – DMO5 187 – DMO6 189 – DMO7 I will try to find out what happened to the ones that did not go to London.
Bill Nichols
21/11/11 – 09:22
I’m a 40 year old bus enthusiast lifelong resident to Bournemouth. Regards the fate of 180, 181 and 188, obviously CRU180C was preserved in the collection of the Bournemouth Passenger Transport Association 181 and 188 were withdrawn from service in Bournemouth circa spring 1979 and exported to Hong Kong (Source: Transbourne News, circular of BPTA, March 1986) Obviously I have no idea whether 181 and 188 still exist I somehow doubt it, sadly!
Patrick O’Connor
11/12/11 – 07:05
Just to confirm that 181 and 188 no longer exist. According to PSV Circle fleet history on Hong Kong operators, they entered service with Citybus Ltd in 1979; they were among the very first vehicles acquired by Citybus, along with similar, but closed top ex Bournemouth Fleetlines 190-3. By 1984, all six were in use as open toppers on tourist work. They were all withdrawn and scrapped in 1986 (181/8/90/2/3) or 1987 (191). Of those that went to London, 184 subsequently operated for many years for Guide Friday, mainly in Stratford on Avon. Does anyone know if this survives in preservation?
Bob Gell
11/12/11 – 16:06
I have a feeling, Bob, that 184 went to Ensign Bus when they took over Guide Friday and is in store with them. That was the position a few months ago, anyway.
Chris Hebbron
23/02/12 – 12:41
The similarities to the Alexander bodied Fleetlines and Atlanteans we had at Northern General are remarkable, the front panel and windscreen would appear to be to be identical, so who copied who, or was one built under licence to the other?
Ronnie Hoye
23/02/12 – 14:00
Both Newcastle and Leeds had batches of identical bodies on Atlantean chassis. However the Newcastle ones did not have engine bustles and neither operators bought open top versions! I think it may have been Newcastle who were the first customers for this design as it was very similar to their Alexander bodied examples.
Chris Hough
24/02/12 – 07:08
Chris. Newcastle did have two open top Atlanteans, but they were the result of accident damage, both had been involved in arguments with bridges and unsurprisingly in both cases the bridge won. One of them went to Percy Main depot and was used on a Sea Front service operated by Northern on behalf of what was by that time the Tyne and Wear PTE, I think the other vehicle went south of the river and ran from South Shields to Sunderland. I seem to remember that in for the Queens silver Jubilee in 1977 one, or possible both of them were painted silver and had either the Royal Coat of Arms or a Crown on them.
Ronnie Hoye
25/02/12 – 07:25
The answer to “who copied who” is that Weymann optionally put the Alexander front end on to their standard body. Roe did something similar with windscreens but not the dash panel (see www.sct61.org.uk/gy57 ). But whether anyone paid Alexander for the privilege I wouldn’t know.
Peter Williamson
25/02/12 – 08:56
…..but it’s always been the case. East Lancs had their R type clone, but the earliest Alexanders were Leyland (Ribble) and Weymann (Glasgow – and Liverpool?) bodies built under licence. The Leyland Royal Tiger Alexander coach had more than awhiff of the Leyland as well.
David Oldfield
26/04/12 – 06:22
Four of this batch of Fleetlines certainly survived until 2011 – and hopefully still do. 180 and fixed top 197 ex-B’mth Museum are now at the West of England Transport Museum, 187 is in private preservation nr. Southampton and 184 is with Ensign bus. The detachable roofs actually combined the same amount of metal and glass-fibre as the permanent version – only 180 still has one. The first MCW bodies to this style for Bournemouth were built on Atlantean chassis in 1964 (170 survives), the last on similar chassis in 1966 (none remain). Very similar MCW Alexander lookalike bodies were delivered to Newcastle, Leeds and BOAC. It was the inability of MCW to build a further Bournemouth batch in 1968 that led to the genuine Alexander product finally arriving in 1969. Happily the resultant delay allowed the trolleybuses several months stay of execution! The relationship with Alexander then continued for over one hundred buses until 1990! The lining issue is simpler than it seems, a dark olive green was used between yellow and maroon from the first trams until 1962 when it was replaced by lighter shade ‘Buckingham’ green. The first vehicles so painted were the last nine Sunbeam trolleybuses. Future repaints used this colour green although the old scheme could be seen until 1969 – lastly on trolleybus No.280. The description of muddybrown arises because the varnish used in those days to finish off the brush applied paintwork would tend to yellow badly, combining with the olive green to become chocolate in colour – the maroon discolouring to dark chocolate and the yellow oddly brightening with age! The lighter green seemed to escape this process.
mf2b
17/07/13 – 07:00
I can clearly recollect a lengthy article, complete with photographs, in the Bournemouth Evening Echo when these buses were introduced. It mentioned the novel concept of the detachable roofs and the fact that the buses would be in the general-use fleet during the winter months. I wish I still had the clipping! It no doubt survives in the ‘Echo’ archives. The general travelling public would have been probably unaware that they were travelling on a ‘convertible’ in the winter, but the names were a giveaway as the rest of the fleet did not carry any.
Grahame Arnold
04/08/13 – 14:56
I took a few shots on the 29-03-1975 to record the passing of the traditional Bournemouth livery with the 2 red/green bands. Already by this time the rot was setting in, with adverts on the exteriors and the traditional Bournemouth large yellow bus stop signs being replaced with ‘standard’ ones. However, note that the driver is still smartly turned-out, even on a Sunday! AEL177B was one of the 1964 batch from Leyland with Alexander bodywork. They were comfortable buses, but noisier than the ‘CRU’ Fleetlines which followed in 1965.
Grahame Arnold
28/03/15 – 14:33
I know the messages have gone quiet on this. But just on the off-chance that someone reads this that knows the current owners. I’d like to speak to them. This summer these attractive and well designed, comfortable vehicles are/would have been 50 years old. CRU 180C was delivered new on 29/6/65 and 188 on 3/8/65. It would be great if someone knew if one was still roadworthy as I’d like to have a ride on it again?
Geoff Clarke
06/05/15 – 07:17
Geoff, 3 of these survive for sure they are 180, 187 and my 184. E-mail me through this site I can explain further.
Nick Jackson
06/07/15 – 06:36
Buses Magazine September 1983 Issue Page 410 DMO 2 and DMO 5 (CRU 183/6C) exported to California by Ensignbus
David Rawsthorn
20/03/17 – 13:55
As an update, my Bear Cross Bus Company now owns 187 as well as 184. 187 now has a current MOT and it’s due to be repainted at the end of April. All being well it will make an appearance at the Bournemouth Bus Rally in June. Unfortunately it won’t be fully restored though. On the subject of painting, could “mf2b” please advise me what shade the crimson/maroon band should be? I have two thoughts on the subject but can’t decide what the post-1962 lighter shade should be and have nothing to compare against. Thanks.
Nick Jackson
21/03/17 – 06:16
Tim Salter had made quite a lot of progress recently but it’s been a mammoth task to restore it. I believe it might see some new paint this summer but don’t quote me on that!
Nick Jackson
21/03/17 – 08:43
Nick Martyn Hearson at Reliance Bus Works has a history of painting Bournemouth vehicles both for himself and Daniel Shears – he may know.
Roger Burdett
Vehicle reminder shot for this posting
18/04/17 – 07:40
I know Martyn and his excellent standard of workmanship. Tim Salter will be painting FEL216 himself, as he retires this summer and will have more time for the project.
Here are two photos I took in November 1964 at The Square in Bournemouth of one of the corporations unique Daimler Fleetlines fitted with bodies by MH Cars of Belfast the only bodies by this manufacturer delivered to the UK mainland they were part of an order for similar buses being built for Belfast Corporation at that time but diverted to Bournemouth who were suffering a vehicle shortage, registered ALJ 340/41 fleet No’s 40/41. Reported by Buses Illustrated magazine as being delivered in Belfast livery but repainted before entering service, does any one know what happened to them after they left Bournemouth? I may be wrong but I think MH Cars later became Potters who in turn became Alexanders (Belfast).
Photograph and Copy contributed by Diesel Dave
ALJ 340B has been preserved, initially at Mallard Road, but the 2012 PSVC listing gives her at Winkleigh.
Pete Davies
11/09/12 – 07:23
An interesting purchase by Bournemouth. I suspect that Alexander had been involved with MH Cars all the way down the line, as this body style is very much like those supplied by Alexander to Newcastle in 1964.
Paul Haywood
12/09/12 – 07:15
It’s not a particularly pretty bus, but it’s not quite as bad as the first Alexander Atlantean body. Sheffield had just one, 369. My favourites are outside the scope of this forum – Sheffield’s Voith/AN68s with peaks on the Alexander body (with flat screens upper and lower).
David Oldfield
18/04/13 – 07:25
It always been rumoured that these two Fleetlines were diverted from an order for Belfast Corporation Transport. I am not sure the source of this but the two Bournemouth chassis numbers bear no relation to the batch of 150 Fleetlines which Belfast ordered even though they were built in between the two batches. The chassis numbers of 40/1 are concurrent with the CRU batch but not any Belfast vehicle. I believe they were built at the same time and may have been to a virtually identical specification to Belfast’s vehicles. I have also seen it reported that they were delivered in Belfast red but have never seen a photograph of either in this scheme and I am sure someone would have taken a photo on such an unusual event.
Bill Headley
24/08/13 – 10:32
I have a photo of the ex Belfast Fleetlines in the Bournemouth body shop in Belfast livery having the destination screen layout altered to Bournemouth’s standard pattern, prior to painting in Bournemouth livery. So these two buses definitely arrived in Belfast livery.
David Chalk
25/08/13 – 06:28
Could you post it, David?
Chris Hebbron
25/08/13 – 06:29
I visited Winkleigh on the 7th October 2012 where many of the preserved Bournemouth buses are now stored. I’m certain the bus on the right of this photo is Daimler Fleetline ALJ 340B referred to by Pete Davies.
Mac Head
11/10/13 – 17:18
David, I would love to see the “delivery” photo of the MH Cars Fleetline at Bournemouth in Belfast red. I believe I have finally got to the bottom of the mystery. What became Bournemouth 40/1 (ALJ 340/1B) were nothing to do with a Belfast Corporation order which is why their chassis numbers don’t tally with any Belfast vehicles. The chassis were originally destined to be bodied and delivered as demonstrators to Coras Iompair Eireann in Dublin for a trial. It appears that Leyland objected quoting an unwritten agreement between CIE and Leyland and the proposed programme was abandoned. Bournemouth was struggling for new vehicles because of a strike at Weymanns in which the CRU xxxC batch were caught and these two “complete” vehicles were offered and sold to Bournemouth. The fact that the chassis numbers immediately precede the Bournemouth batch appears to be coincidental. So it would appear that the mystery is finally solved.
Bill Headley
15/10/13 – 07:05
One further question for David – did 40/1 (ALJ 340/1B) arrive on trade plates or did they have Northern Ireland registration numbers on them?
Bill Headley
13/02/14 – 10:46
My brother and I grew up in Bournemouth in the 1970s having moved from Bury (Lancashire). We were overwhelmed by the difference between the Bury Corporation/Selnec Fleet and that of Bournemouth. The Bournemouth Fleetlines and Atlanteans were modern, bright and impeccably clean compared to the Leyland Titans of Bury/Selnec. We lived on Route 17 which seemed to always get the newest vehicles. We were amazed when we first saw the two MH cars bodied buses and grew fond of them because of their quirkiness. We didn’t see them that often though and I think only travelled on them once or twice. Our favourites were the CRU … C batch of open toppers on Route 12 which followed the same route as Route 17 in Alum Chine. We sometimes tried to use them coming home from school but the drivers refused to accept our bus passes on that route!! Happy Days!!
David R
14/02/14 – 06:47
The brother of David R. My brother and I went to different schools in our teens with very different school bus times. Whereas he started school at just gone 8am, my school at the other side of town started at 9.25am, but finished at 4.30pm. in the first year of secondary school, our school bus route 44 (45 was from Southbourne and 46 from Winton and Charminster. The morning run in 1975 we always received the dual door Leyland Titan PD3/1s, but the evening run was always Daimler Fleetlines or Leyland Atlanteans. However, on a number of occasions we received the MH Cars Fleetlines – which if I remember rightly seated 78 instead of the usual 73? (i am sure someone will know the answer to that). what always amazed me was the MH cars Fleetlines never seemed to operate the 45 or 46 school bus runs – only the 44! The other rarity was during the winter, we would sometimes receive one of the open top fleet – roofed of course! It was always fun to spot ‘Durham’ or ‘Northumberland’ doing the 44 school run! indeed happy days that year, before the new batches of vehicles started to appear, and the PD3/1s disappeared…
Jonathan R
14/02/14 – 13:32
Yes that’s right Jonathan. They put on a special service in the morning at about 07.35 to take the kids who lived in Alum Chine/Westbourne to the Square to catch the normal service route 29/32 to Charminster to be at East Way at 08:15 for school start time at 08:20. School finished at 15:25 and if we were quick to catch the 15:28 from East Way to the Square in time to get the 15:45 route 17 back to Westbourne and Alum Chine. It was quite a rush in the afternoon I can say!! The whole point of the staggered school start times was so that one batch of buses could do 2 school runs thus reducing the total number of buses needed.
David R
06/04/14 – 18:20
I grew up in Bournemouth during the 1960s/early 1970s, and remember 40/41 when they were new. They were used on route 1 to Christchurch in their early days. Unfortunately, I lived only a mile from Bournemouth School and was envious of those boys who got two (or more) bus rides a day as part of their education! At primary school we did have various bus rides for swimming, etc, but these never involved 40/41 and in fact I do not think I ever rode on them despite being a frequent user of buses for getting around the town. As David R points out, there was a close relationship between the Corporation and the Education Dept. at The Town Hall – all our local journeys for school purposes were undertaken in Corporation buses.
Grahame Arnold
08/04/14 – 07:47
Ah yes the trips to Stokewood Road Swimming Baths. IIRC we had the Leyland Leopards for some of those journeys! I also think we used a Roadliner from time to time. The only time we used another “firm” was when we used Shamrock and Rambler for the CCF (Combined Cadet Force) journeys to Portsmouth and elsewhere.
David R
05/07/14 – 17:28
I was born in Boscombe (Hospital) sixty years ago and for the next twenty one years lived in Barrack Road, Christchurch, with the passing Bournemouth Corporation buses, trolley buses and the green Hants & Dorset Bristols. Before the introduction of the rear engined Daimlers I remember seeing a white and blue version in use. Does anyone know if it was a trial unit or does this have any bearing on the ‘Belfast’ debate?
Mike Giles
06/07/14 – 08:20
Bournemouth had the Daimler Fleetline 7000 HP demonstrator on trial for a while – which was in a blue livery as I recall, and had also had the Alexander bodied Leyland Atlantean in the Glasgow orange livery on loan as well (SGD 669). Also tried at about that time was 7552 MX, an AEC Renown demonstrator, which was in a blue and white livery. In the event, Bournemouth ordered Fleetlines and Atlanteans with bodies by Weymann (who had been body supplier for the postwar trolleys), but with a front end very similar to the Alexander demonstrator. My understanding at the time was that delivery of the completed vehicles was somewhat protracted – problems at Weymann’s I believe – and hence two MH Cars bodied vehicles were obtained to the Belfast design (and apparently they were vehicles already completed for the Belfast order). They definitely lacked the ‘style’ of the vehicles Bournemouth wanted, but were a ‘stop-gap’ measure by the transport department who wanted new vehicles urgently .
Peter Delaney
11/07/14 – 16:32
The two Bournemouth MH Cars bodied vehicles were not “part of an already completed order for Belfast”. They were built as a joint venture between Daimler and MH Cars and MH Coachworks to supply a fully “Irish built bus” which they could offer to CIE. The plan was to give two Fleetline to CIE on extended demonstration. The two chassis 60929 and 60930 were built long after the second batch of Belfast chassis (which had been 60644-60706)and were supplied to MH in CKD form to be built up in the MH factory at Dunmore in Belfast. Knowing that Belfast was successfully running 150 Fleetlines already 60929 and 60930 were built to full Belfast specification and were even painted in Belfast’s red and cream livery. In the meantime Leyland having got wind of the proposed deal for CIE to have two MH Cars Daimler Fleetlines on extended demonstration, cited an agreement between Leyland and CIE. To meet CIE’s needs and to get vehicles immediately, Leyland cobbled together a group of Atlanteans from Bolton, Glasgow and Liverpool and dispatched them to Dublin. At the time Daimler were aware that Bournemouth’s forthcoming batch of Fleetlines were bogged down in an industrial dispute at Weymanns and did a deal to sell them these two additional vehicles “on the cheap”. This is why these two vehicles arrived in Bournemouth in Belfast colours and to Belfast specifications. The one thing I cannot ascertain is – did they arrive in Bournemouth on Northern Irish number plates or did they arrive on trade plates? David Chalk said he had photos of them on delivery but hasn’t uploaded them and I am not aware of any other photos of the pair pre-delivery. I hope this clarifies the background to these two vehicles.
Bill Headley
12/07/14 – 06:47
Thank you to Bill for clarifying the background to this – I had missed seeing his earlier post (having answered the comment about blue & white demonstrators) – the MH bodied ones certainly ‘appeared’ to be standard Belfast buses at the time! The sequence of chassis numbers, though, is ‘interesting’ – I seem to recall that order books / chassis registers for Daimlers of that period survive in the Coventry Archives.
Peter Delaney
13/07/14 – 06:59
Just found this page and can add some information re; surviving examples of the 1965 Daimler Fleetlines. Of the open-top batch (180-189, there are 3 known survivors all of which are driveable but undergoing various form of restoration works. 180 – Based in Midlands, last seen in Bournemouth colours but may appear in a new colour scheme (tbc) 184 – Owned by myself and based in Dorset and currently is having it’s upstairs floor replaced, with some frame repairs. It will be restored to Bournemouth colours. Although in good structural and mechanical condition, it’s suffered from having a lot of modifications from original spec over the years. 187 – Last seen residing in Sussex and will be restored to London Transport colours. Of the fixed top batch (190-199), the last known survivor was 197 but this hasn’t been seen since BPTA days about the late 1990’s I’d say. I’ve never been able to track this one down and it’s fate is a bit of a mystery.
Nick Jackson
12/04/15 – 07:12
Both 40 and 41 were a diverted to Bournemouth as part of the 150 strong order for Fleetlines being bodied by MH Cars in 1963/64. Bournemouth had a pressing need for new vehicles urgently in the summer of 1964 as the Atlanteans on order were running late. Bournemouth was already in negotiation with Daimler for the 1965 delivery and it was found that two Fleetlines could be diverted very quickly. As said above, they arrived in Belfast colours and were modified and painted before use. The reason that the two chassis numbers are out of sequence with the remaining Belfast buses is because Daimler issued numbers based on when orders were received and not when the chassis were built. The two received separate chassis numbers as they were ordered separately, but arrived in Belfast colours as they were intended for Belfast and would have had chassis numbers in the Belfast sequence if they had not been diverted to Bournemouth. The tale about CIE being involved is completely without foundation.
James Prince
13/04/15 – 07:41
Here is the photo of one of the two vehicles having its blind apertures altered to Bournemouth’s style at Mallard Road Depot in June 1964. Although already partially repainted, it’s clear that the front panel is still in Belfast Red and the windscreen surrounds are still white. Copyright unknown
Chris Hebbron
16/04/15 – 06:40
I worked for Bournemouth Corporation as a mechanic from 1978-80 when I left as a result of an injury. I distinctly remember a number of the older Fleetlines (the ones without power steering) being sold to Hong Kong. They were cracking buses and were fitted with Gardner engines and were very much more reliable than the Leyland Atlanteans which made up the bulk of the fleet.
Terry Hall
27/09/16 – 13:35
Just to update everyone 40 (ALJ 340B) returned home yesterday to Belfast and is now safely stored away pending further restoration work. This some 50 years after she was built at MH Cars (chassis assembly from Daimler kit) and MH Coachworks (bodybuilding. She is the sole remaining example of an Irish built/assembled Daimler Fleetline and the only MH Coachworks bodied vehicle preserved – there are some school bus Albion Vikings around.
Bill Headley
28/09/16 – 06:28
Great news, Bill!
Pete Davies
28/09/16 – 06:29
This handsome vehicle wears its years lightly and is well worth preserving. The Bournemouth livery and blind aperture layout only enhance its looks. Let’s hope this stays, rather than changing it to the Belfast livery.
Chris Hebbron
30/09/16 – 04:23
Two very fine looking vehicles indeed, enhanced even further by the lovely Bournemouth livery. I imagine there would have been some “head scratching” in order to accommodate the four sets of winding gear for the superb and informative destinations displays – I always wondered at the little “trunk road” coloured ones – “via Old Christchurch Road” etc.
Chris Youhill
04/10/16 – 05:31
Pleased to hear of progress but slightly saddened she wont be based in her home of so many years. One question: why is the nearside front window slightly larger than the drivers side front window?
David Rawsthorn
05/10/16 – 07:01 4
The driver’s window had to open, unlike the nearside fitting.
Roger Cox
05/10/16 – 09:35
It must have been a very strange sensation for body builders to be carrying out such extensive frontal alteration work on brand new vehicles.
Chris Youhill
06/10/16 – 06:17
Yes I though that may have been the case. What still puzzles me is that the blind apertures are the wrong way around when compared to normal. On the Weyman and Alexander bodied vehicles the number and via small apertures are nearest the nearside whereas on the MH cars vehicles the small apertures are driver side. Was it simply for ease of altering the original Belfast layout?
David Rawsthorn
06/10/16 – 17:03
I’m sure you’re right there David – the performance must have been complex enough without and additional “perfections.” I must say that I always considered these to be two very handsome and appealing vehicles. I haven’t been to Bournemouth for perhaps almost forty years but I do remember being very disappointed from afar (Leeds) when the very unprofessional blue fleetnames were introduced. Last time I was there I was most impressed by the bus stop advertisements showing a spider’s web and the cautionary “Use us or lose us” – a sinister warning of the ever prominent declining passenger figures in the Industry.
Chris Youhill
13/10/16 – 07:12
Yes when the then new “blue flash” livery was applied many of the locals were decidedly unhappy. Then they added the blue skirt which seemed to be a further retrograde step and then they introduced the brown flash livery. Personally I liked the original yellow with green and mauve band. It worked really well. As I said in an earlier post it seemed to my brother and I that the buses were kept in immaculate condition. We were also very fond of the open toppers the CRU – C batch and then the NFX – P batch. Happy memories.
David Rawsthorn
13/10/16 – 15:27
On the subject of “favourite batches” one group of vehicles bring back especially happy memories for me – the open top Leyland TDs. I once enjoyed a lovely ride on service 12 to Hengistbury Head – the glorious sound effects from the open top deck were pure nostalgia, and I seem to remember in particular one steep climb from the sea front where the mature deep prewar Leyland tones were pure music to my ears.
Chris Youhill
17/10/16 – 07:14
Yet another question about this vehicle. Why does it have twin front headlights as built, not changed by Bournemouth Corporation Transport when the destination layout was changed, but changed at some future point in time.
David Rawsthorn
18/10/16 – 07:41
On the subject of Bournemouth there is one of the Burlingham bodied Tigers currently for sale on eBay.
Andrew Charles
18/10/16 – 09:21
Yes seen it is for sale. £22K. A lovely vehicle but sadly have neither the wherewithal nor the storage.
David Rawsthorn
18/10/16 – 09:21
Expect it to be sold by now.
Roger Burdett
25/12/16 – 06:19
40/1 were delivered with dual headlights but were later converted by Bournemouth to single sets of headlights. 40 has already been restored to dual sets and has a new front panel with a Daimler badge restored as well.
Bill Headley
Can I ask a technical question Bill? Are both headlights in a pair dip and main beam or is one main beam only?
David Rawsthorn
26/12/16 – 10:10
Re dip and main beam in vehicles with four headlights, I’ve come across the following combinations over the last 50 years over a range of vehicles and in different countries: Both pairs work in tandem. Outer pair on in dipped mode, inner pair off, then all four on for full beam. Outer pair on in permanent dipped mode, inner pair come on for full beam leaving outer pair dipped.
Phil Blinkhorn
26/12/16 – 17:56
Having once had the Leyland car equivalent of the original Atlantean, the Princess, I can tell you that four standard headlamps (two full beam only) are hopeless, especially for urban driving. The dipped smaller unit gives a poorer light in most situations. If all four could be dipped other drivers would not accept this and retaliate. If these followed the same pattern, why give a bus lights designed for unlit, little used roads? Luxury cars (and many now) had a full size normal pair and two extra, smaller “driving” lights for full beam.
Joe
04/10/17 – 07:31
As an update I just wanted to let people know that sister vehicle 40 (ALJ 340B) which recently returned to Belfast to undergo further restoration has now been returned to roadworthy condition having passed it’s MoT. It’s a great credit to new owner Richard Shannon that so much has been done so quickly. Work continues….
Bill Headley
Vehicle reminder shot for this posting
29/04/18 – 16:30
Now restored to its’ original colour scheme is former Bournemouth 40 (ALJ 340B). It is fitted with Belfast Corporation destination blinds – which it never actually carried but this is the destination screen layout it carried when delivered. There is a photo on this thread showing the screens being alter to Bournemouth layout. This former unused Daimler/MH Coachworks demonstrator and its’ sister 41 (ALJ 341B) were disposed of to Bournemouth directly from the manufacturers and were never owned by Belfast Corporation Transport. 40 made its’ first appearance yesterday in Belfast in its’ original guise.
This shot is from the Ray Soper “Gallery” contribution A Trolleybus tour in Bournemouth click on the title if you would like to view his Gallery and comments to it. The shot is shown here for indexing purposes but please feel free to make any comment regarding this vehicle either here or on the gallery.
22/04/12 – 16:54
This bus appears to be carrying the BUT roundel on the front. I have one of these in my collection of badges.
Ron Stringer
16/07/13 – 10:05
This shot is taken in ‘Gervis Place’ which at the time was a hub for the trolleybuses serving the East of the town. Route 25 passed 3 stations: Central Station and West Station, as seen on the route blind, and also Boscombe. It was always a busy route and the BUTs saw it through to the diesel bus conversion. The bus in this shot is bound for Westbourne. The road layout there made a natural loop around Seamoor Road and Poole Road that was ideal for trolleybus operation, enabling a reversal without having to change direction.
This shot is from the Ray Soper “Gallery” contribution A Trolleybus tour in Bournemouth click on the title if you would like to view his Gallery and comments to it. The shot is shown here for indexing purposes but please feel free to make any comment regarding this vehicle either here or on the gallery.
23/02/12 – 09:47
Bournemouth 183 A Bedford OWB with a Duple body was exported to the USA after service in London. It has just been reported in the PSV sheets as changing owners in late 2006 in San Francisco.
John Ashmore
21/07/13 – 07:35
Did some of the late Bedford WTB’s have the OB bonnet style or was this an attempt to modernise the front?
Chris Hebbron
21/07/13 – 08:03
Interesting point, Chris. The OB replaced the WTB in 1939(?) and almost immediately became the war-time OWB, The OB returned in peacetime – around 1946. So is this a WTB or is it simply a pre-war OB?
David Oldfield
21/07/13 – 11:15
This style of bonnet and radiator grille was introduced in 1938 on the WTB and also on all the rest of the W-series range. These were replaced by the K, M and O-series the following year. The WT-series had no external radiator filler cap, and high mounted headlamps, whereas the O-series had an external filler cap and lower set headlamps. This is generally a good way of telling them apart, but in later life it was not at all uncommon for operators to mix and match parts – so it is not 100% reliable.
John Stringer
22/07/13 – 11:26
Thx, John S, for the answer.
Chris Hebbron
10/11/16 – 07:30
This bus was preserved by the Poole and District Model Railway Society. I have a couple of pictures of FEL 216 after restoration in 1967.
Bruce
10/11/16 – 10:37
FEL 216 went from Poole & District Model Railway Society to Tim Salter of Wareham in 10/98 along with sister FEL 218. FEL 218 was later (circa 98) broken up for spares, with the intention to restore 216. From what I can gather very little progress has been made on FEL 216 & it is still owned by Tim Slater. Whilst on the subject of these Bournemouth WTB’s EEL 46 a 1938 Burlingham WTB is now just a rolling chassis after acquisition by Cyril Kenzie in 5/08, the body deemed to bad to restore. The chassis is still with Kenzie.
John Wakefield
10/11/16 – 13:50
Here are a couple of shots after FEL 216 had been preserved by the Poole and District Model Railway Society.
Bruce
25/08/22 – 05:47
Here is a picture of No.15, FEL 218, taken on an HCVC Brighton Rally in the very early 1970s. As John Whittaker comments, this bus was broken up for spares for preserving FEL 216.
Roger Cox
31/08/22 – 07:04
Just an aside, but I read that Yellow Bus, successor the Bournemouth Corporation, went bust on August 4th.
Chris Hebbron
01/09/22 – 07:03
….. and More bus stepped in and seamlessly provided replacement services. They didn’t “take over” Yellowbus in any way, just stepped up.
