Southdown Motor Services Ltd
1953
Leyland Royal Tiger PSU1/13
East Lancs DP40C

This photo taken in the mid sixties in Pevensey Road Eastbourne shows one of my all time favourites, one of batch of thirty No’s 1510-1539 Reg No’s MCD 510-539 delivered in 1953 it is a Leyland Royal Tiger PSU1/13 with an East Lancs body delivered as DP40C and converted to B39F for OMO use in 1961 then sold in 1968. These followed a batch of ten No’s 1500-1509 Reg No’s LUF 500-509 delivered in 1952 these differed in being delivered as B40R also converted later for OMO work. My best memories of these handsome buses were in the mid fifties on the 126 route from Eastbourne to Seaford by the inland route via Alfriston and a steep climb over the South Down known as High and Over, the pleasure was much greater if I was able to bag the front N/S seat opposite the driver for which I always arrived early, the usual two cars (to use correct Southdown term) were 1528 and 1531. I little thought that about 14 years later I would be driving Leopards on the virtually same route but always wished it was one of those Royal Tigers.

Photograph and Copy contributed by Diesel Dave

21/05/15 – 06:45

Very nice, Dave, but wasn’t B39C a bit difficult for OMO/OPO working?

Pete Davies

21/05/15 – 06:47

Does anyone know what caused Southdown to buy East Lancs bodywork, a very accurate attractive bus but at the time East Lancs customer base was mainly in the north.
Did Southdown really use these as B39C for OMO work?

Chris Hough

21/05/15 – 16:56

There is a typo in Dave’s text. Should read’ and converted to B39F I also remember travelling on these as a child, both before and after conversion, and like Dave used to go for the front seat when they were central entrance. They were replaced in 1968 with a batch of Marshall bodied manual gearbox RE’s, which I seem to remember were not to their drivers liking!

Roy Nicholson

21/05/15 – 16:58

Spot the not so deliberate mistake 1515 was of course converted to B39F for OMO/OPO work part of the conversion entailed the previously recessed N/S windscreen being made upright to accommodate the new doors when open, my apologies for my poor proof reading.

Diesel Dave

23/05/15 – 07:20

Chris Hough asks about Southdown’s use of East Lancs products – I think the first use was in the war-time rebodying of two Leyland TD1s, and eight Leyland TD2’s to utility specification, a job which East Lancs was authorised (with Willowbrook) to do, rather than body new chassis. Southdown must have been satisfied, because East Lancs was included in the re-bodying programme of Leyland TD3s, TD4s and TD5s just after WWII. This exercise included several body-builders, including Park Royal, NCME, Saunders and Beadle. 59 bodies were completed by East Lancs between 1946 and 1950. Then the 40 Royal Tigers followed, and the final 24 PD2/12’s (789-812). However Southdown multi-sourced by also ordering from Park Royal, Beadle and NCME for double-deckers in the 1950s, finally settling on NCME for the 285 Queen Mary PD3s.

Michael Hampton

Blackburn Corporation – Blackburn Borough Transport
1962
Leyland Titan PD2A/24
East Lancs H35/28R

The local government reorganisation of 1974 resulted in the merger of the municipal fleets of Blackburn and Darwen. The initial livery was a compromise, using Darwen’s red and Blackburn’s green, although the shades of these colours were rather brighter than those previously used. The combined undertaking was titled "Blackburn Borough Transport", the word "Corporation" ceased to be used at this time (at least for bus fleets) except in Douglas The main subject of this picture is 25 (PCB 25) a Leyland Titan PD2A/24 with East Lancs H35/28R bodywork, one of twelve delivered to Blackburn Corporation in 1962; a further twelve identical vehicles followed in 1964. These followed batches of Guy Arab IV’s, and I’m sure the drivers will have appreciated the semi-automatic gearboxes on these Titans. Other vehicles of both Blackburn and Ribble can be seen, including the rear of an Atlantean in the previous Blackburn livery. After a few years a version of the latter livery was applied to the whole fleet.

The photograph was taken at The Boulevard bus terminus, which was right outside Blackburn Railway Station. This terminus served the town well until recently, but at the time of writing this area is a building site, with temporary traffic lights causing delays to buses entering or leaving the town from the south. A new bus station is under construction near to the market hall, and a temporary bus station has been built nearby. Nowadays the former municipal services are operated by Transdev Lancashire United, which revives a once proud name, although not in it’s original operating area.

Photograph and Copy contributed by Don McKeown

11/09/14 – 077:00

Don, there was another exception – Barrow-in-Furness Corporation Transport. Buses proudly carried the fleet name ‘Barrow Corporation’ well into the 1980s. They retained their smart cream and dark blue livery and a coat of arms too. Nice picture with plenty of background interest which captures the era well.

Mike Morton

13/09/14 – 06:35

The semi-automatic PD2 (as opposed to PD3) was a pretty rare vehicle really. And I don’t recall the centrifugal clutches rattling on these PD2s the way they did on Ribble, Wigan, Preston etc PD3s when idling.

Michael Keeley

14/09/14 – 07:26

There were indeed more semi-automatic PD3s built for UK operators than semi-automatic PD2s, but not all that many more.
I can think of 391 PD2s, whereas the total for PD3s was, I think, about 580. The main customer for two-pedal PD2s was Glasgow Corporation Transport, which took 325. Others operators which spring to mind are Blackburn (24), Leeds (20), Huddersfield (6), Manchester (6), Swindon (5), King Alfred (2), Ramsbottom (1), Walsall (1), Demonstrator (1).
Taking Glasgow out of the equation gives 66 PD2s and about 440 PD3s, so, outside Glasgow, two-pedal PD2s were indeed relatively rare. There’s no way a centrifugal clutch couldn’t rattle, so if the Blackburn PD2A/24s didn’t rattle then there’s no way they could have been centrifugal clutch, they must have been fluid flywheel, which is what I would have said they were anyway.
Of the Ribble two-pedal PD3s, only 1706-1800 were centrifugal clutch, the final batch (1815-50) being fluid flywheel.
All two-pedal Preston PD3s were centrifugal clutch, but they only took the one batch (of seven), choosing manual transmissions for all subsequent PD3s.
I never seriously encountered the Wigan PD3s, sorry.

David Call

16/09/14 – 07:52

Never realised Glasgow had so many, their half-cabs were long gone by the first time I visited that city. Come to think of it, it was only the Ribble 1700s that rattled. The Wigans rattled with a vengeance as evidenced by the video of HEK 705 on Youtube. Some early Atlanteans had centrifugal clutches I believe, but had them quickly replaced by fluid flywheels, what did they sound like I wonder.

Michael Keeley

13/08/20 – 10:26

Brighton buses also proclaimed "Brighton Corporation" well into the eighties.

Eddie Leslie

Aldershot & District Traction Co
1950
Dennis Lance K3
East Lancs L25/26R

Aldershot & District Dennis K3 fleet number 145 seen above at Alton Station, Hants celebrates its 50th year in preservation with Tim Stubbs by running an hourly service between Hindhead (145’s home garage) and Haslemere, Surrey, this coming Saturday, July 19.
First departures are from Haslemere Station at 10:35am and from Hindhead National Trust Car Park at 11:05. Last departures are from Haslemere Stn at 4:35 and Hindhead at 5:05 for the full round trip, and 5:35 from Haslemere at 5:35 for Hindhead, Farnham and Alton.
This is a small-scale event originally planned for friends associated over the years with 145’s preservation and running, so Tim asks me to point out that capacity may be limited, but 145 and 220 (Dennis K4) will be running trips the next day (Sunday July 20) at the Alton Running Day, Anstey Park, with frequent departures from Alton Station. Both of these deckers are unique survivals. 145 has a Dennis O6 engine (7.58 litres), vacuum brakes and Dennis overdrive gearbox; 220, dating from 1954, has a 1939 Gardner 5LW engine, vacuum-over-hydraulic brakes and Dennis o/d gearbox.
The very different engines give them totally different characters.
145 is also unusual in having 8 rows of seats upstairs, each seating 3 except for a 4-seater at the front. 220 (East Lancs L28/28R) is a foot longer and 6" wider, also with 8 rows aloft, arranged as alternating 3s and 4s.

Photograph and Copy contributed by Ian Thompson

19/07/14 – 08:11

Every month, for ten years, from the mid ’50’s, I used to get one of these buses from Woking Station to Botley’s Park Hospital at Ottershaw, then back: not a long journey, about 6 miles/30mins. How I looked forward to riding on them – their unique engine sound and that ‘U’ turn on the gear lever when the driver engaged overdrive.
One distinctive feature of them was the unusually large width between the headlights, the same size and height, too.
Thank goodness one has survived, looking so very kempt, too!

Chris Hebbron

19/07/14 – 08:12

Lovely to see an unfamiliar face even if it looks like a cousin of a Daimler CV. How does 220 end up with a 5LW, 25 years its senior? Dennis must be the great survivor, with an unfailing eye for a niche and a willingness to change, even if this includes ownership… but AEC, Leyland, Bristol, Guy, Daimler… where are you when we need you?

Joe

20/07/14 – 07:11

Joe. All the makes you mention have one thing in common –
Donald Stokes. First we gave him a knighthood then a peerage. That’s what we do in this country- reward incompetence.

Paragon

20/07/14 – 07:30

Here is a rear view of the vehicle: Copyright John G. Lidstone

Chris Hebbron

20/07/14 – 15:23

Sir Donald Stokes (knighted before the merger) was probably not the sharpest tool in the box for someone who was a company leader, although he was a good salesman, but taking over the newly-enforced merger of the ‘batty’ BMC, which should have gone into bankruptcy, was a poison chalice for anyone. Definitely a case of being between and rock and a hard place!! This was an era of strikes and mayhem at the best of times, mainly centred in the Midlands, with strong unions with leaders and shop stewards, like ‘Red’ Robbo, with Communist leanings, a Labour government which was always interfering with the running of the company, but never grasped the nettle of bringing in union democracy (despite Barbara Castle trying) adding more chaos to the brew! His peerage, in my view, WAS debatable.

Chris Hebbron

21/07/14 – 07:20

Joe. The Gardner engines came from 1939/40 Lances and Lancets when they were taken out of service. The engines were overhauled and incorporated Gardner approved updates to increase the BHP.
Today this is called recycling!

Paragon

22/06/15 – 15:13

Is it my imagination or is the rear destination blind of GOU 845 offset to the nearside? If so, was this normal practice on Aldershot and District or just this batch of vehicles?

Larry B

23/06/15 – 06:43

The offset is also present on LOU 48, which is a K4. See www.sct61.org.uk/ad220a  GAA 628 is also shown offset on the sct site but without type ID. Haven’t found any other rear views of Lances with other companies to compare

John Lomas

23/06/15 – 06:48

They would appear to be offset as you say. I would suspect the reason for this was to keep the housing for the mechanism clear of the staircase. I think the final design of Leyland body had "bulging" rear number displays for the same reason. See this link

David Beilby

09/05/17 – 07:47

Can anyone remember an Aldershot & District single decker bus that ran from Midhurst to Bognor Regis via Chichester. I seem to remember it ran on Chichester’s Market Day (Wednesday)

David Strickland

09/05/17 – 17:05

Aldershot & District route 19A was a summer service that ran four times a day beyond Midhurst, the normal terminus of the 19, onwards to Chichester and Bognor.

Roger Cox